Pa46350p Malibu Mirage

MALIBU MIRAGE MALIBU MIRAGE
PA-46-350P PA-46-350P
SN 4636196 AND UP SN 4636196 AND UP
PILOTS PILOTS
OPERATING OPERATING
HANDBOOK HANDBOOK
AND
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AND
FAA APPROVED O
FAANAPPROVED
AIRPLANEEFLIGHT MANUAL
AIRPLANE FLIGHT MANUAL
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AIRPLANE AIRPLANE AIRPLANE
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SERIAL NO. ___________________________ REGIST. NO. _______________________ SERIAL NO. ___________________________ REGIST. NO. _______________________
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PA-46-350P
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PA-46-350P
NO
REPORT: VB-1710 FAA APPROVED BY: REPORT: VB-1710 FAA APPROVED BY:
PETER E. PECK PETER E. PECK
D.O.A. NO. SO-1 D.O.A. NO. SO-1
DATE OF APPROVAL: THE NEW PIPER AIRCRAFT, INC. DATE OF APPROVAL: THE NEW PIPER AIRCRAFT, INC.
FEBRUARY 23, 1999 VERO BEACH, FLORIDA FEBRUARY 23, 1999 VERO BEACH, FLORIDA
THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE
PILOT BY THE FEDERAL AVIATION REGULATIONS AND ADDITIONAL INFORMATION PILOT BY THE FEDERAL AVIATION REGULATIONS AND ADDITIONAL INFORMATION
PROVIDED BY THE MANUFACTURER AND CONSTITUTES THE FAA APPROVED PROVIDED BY THE MANUFACTURER AND CONSTITUTES THE FAA APPROVED
AIRPLANE FLIGHT MANUAL. THIS HANDBOOK MUST BE CARRIED IN THE AIRPLANE FLIGHT MANUAL. THIS HANDBOOK MUST BE CARRIED IN THE
AIRPLANE AT ALL TIMES. AIRPLANE AT ALL TIMES.
TM TM
WARNING WARNING
EXTREME CARE MUST BE EXERCISED TO LIMIT THE EXTREME CARE MUST BE EXERCISED TO LIMIT THE
USE OF THIS HANDBOOK TO APPLICABLE AIRCRAFT. USE OF THIS HANDBOOK TO APPLICABLE AIRCRAFT.
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T H I S H A N D - B O O K I S VA L I D F O R U S E W I T H T H E T H I S H A N D - B O O K I S VA L I D F O R U S E W I T H T H E
AIRPLANE IDENTIFIED ON THE FACE OF THE TITLE AIRPLANE IDENTIFIED ON THE FACE OF THE TITLE
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PAGE. SUBSEQUENT REVISIONS SUPPLIED BY PIPER PAGE. SUBSEQUENT REVISIONS SUPPLIED BY PIPER
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MUST BE PROPERLY INSERTED. MUST BE PROPERLY INSERTED.
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Published by Published by
PUBLICATIONS DEPARTMENT PUBLICATIONS DEPARTMENT
Issued: FEBRUARY 23, 1999 Issued: FEBRUARY 23, 1999
1997 THE NEW PIPER AIRCRAFT, INC. 1997 THE NEW PIPER AIRCRAFT, INC.
All Rights Reserved All Rights Reserved
REPORT: VB-1710 ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710 ISSUED: FEBRUARY 23, 1999
ii ii
PA-46-350P, MALIBU PA-46-350P, MALIBU
APPLICABILITY APPLICABILITY
Application of this handbook is limited to the specific Piper PA-46-350P Application of this handbook is limited to the specific Piper PA-46-350P
model airplane designated by serial number and registration number on the model airplane designated by serial number and registration number on the
face of the title page of this handbook. face of the title page of this handbook.
This handbook cannot be used for operational purposes unless kept in a This handbook cannot be used for operational purposes unless kept in a
current status. current status.
WARNING WARNING
INSPECTION, MAINTENANCE AND PARTS REQUIREMENTS INSPECTION, MAINTENANCE AND PARTS REQUIREMENTS
FOR ALL NON-PIPER APPROVED STC INSTALLATIONS ARE FOR ALL NON-PIPER APPROVED STC INSTALLATIONS ARE
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NOT INCLUDED IN THIS HANDBOOK. WHEN A NON-PIPER NOT INCLUDED IN THIS HANDBOOK. WHEN A NON-PIPER
APPROVED STC INSTALLATION IS INCORPORATED ON THE
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APPROVED STC INSTALLATION IS INCORPORATED ON THE
AIRPLANE, THOSE PORTIONS OF THE AIRPLANE
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AIRPLANE, THOSE PORTIONS OF THE AIRPLANE
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AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN
ACCORDANCE WITH THE INSPECTION PROGRAM
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ACCORDANCE WITH THE INSPECTION PROGRAM
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PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER
APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
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APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
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INTERFACE, OPERATING CHARACTERISTICS AND INTERFACE, OPERATING CHARACTERISTICS AND
COMPONENT LOADS OR STRESSES ON ADJACENT
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COMPONENT LOADS OR STRESSES ON ADJACENT
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STRUCTURES, PIPER PROVIDED INSPECTION CRITERIA STRUCTURES, PIPER PROVIDED INSPECTION CRITERIA
MAY NOT BE VALID FOR AIRPLANES WITH NON-PIPER MAY NOT BE VALID FOR AIRPLANES WITH NON-PIPER
NO
APPROVED STC INSTALLATIONS. APPROVED STC INSTALLATIONS.
ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710 ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710
REVISED: OCTOBER 14, 2002 iii REVISED: OCTOBER 14, 2002 iii
REVISIONS REVISIONS
The information compiled in the Pilots Operating Handbook, with the The information compiled in the Pilots Operating Handbook, with the
exception of the equipment list, will be kept current by revisions distributed exception of the equipment list, will be kept current by revisions distributed
to the airplane owners. The equipment list was current at the time the to the airplane owners. The equipment list was current at the time the
airplane was licensed by the manufacturer and thereafter must be maintained airplane was licensed by the manufacturer and thereafter must be maintained
by the owner. by the owner.
Revision material will consist of information necessary to update the Revision material will consist of information necessary to update the
text of the present handbook and/or to add information to cover added text of the present handbook and/or to add information to cover added
airplane equipment. airplane equipment.
I. Revisions I. Revisions
Revisions will be distributed whenever necessary as complete page Revisions will be distributed whenever necessary as complete page
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replacements or additions and shall be inserted into the handbook in replacements or additions and shall be inserted into the handbook in
accordance with the instructions given below: accordance with the instructions given below:
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1. Revision pages will replace only pages with the same page number. 1. Revision pages will replace only pages with the same page number.
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2. Insert all additional pages in proper numerical order within each 2. Insert all additional pages in proper numerical order within each
section. section.
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3. Insert page numbers followed by a small letter in direct sequence with 3. Insert page numbers followed by a small letter in direct sequence with
II. Identification of Revised MaterialR

the same common numbered page. the same common numbered page.
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FatEthe Fbottom
II. Identification of Revised Material
Each handbook page is E
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dated
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Each handbook page is dated at the bottom of the page showing the date of of the page showing the date of
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original issue and the date of the latest revision. Revised text and illustrations original issue and the date of the latest revision. Revised text and illustrations
are indicated by a black vertical line located along the outside margin of each
revised page opposite the revised, added, or deleted information. A vertical line
next to the F
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are indicated by a black
revised page opposite F added, or deleted information. A vertical line
vertical line located along the outside margin of each
next to the page number indicates that an entire page has been changed or
added. added.
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page number indicates that an entire page has been changed or
Vertical black lines indicate current revisions only. Correction of typographical Vertical black lines indicate current revisions only. Correction of typographical
or grammatical errors or the physical relocation of information on a page will or grammatical errors or the physical relocation of information on a page will
not be indicated by a symbol. not be indicated by a symbol.
ORIGINAL PAGES ISSUED ORIGINAL PAGES ISSUED
The original pages issued for this handbook prior to revision are given The original pages issued for this handbook prior to revision are given
below: below:
Title, ii through viii, 1-1 through 1-12, 2-1 through 2-16, 3-1 through 3-38, Title, ii through viii, 1-1 through 1-12, 2-1 through 2-16, 3-1 through 3-38,
4-1 through 4-42, 5-1 through 5-34, 6-1 through 6-14, 7-1 through 7-64, 8-1 4-1 through 4-42, 5-1 through 5-34, 6-1 through 6-14, 7-1 through 7-64, 8-1
through 8-24, 9-1 through 9-114, and 10-1 through 10-2. through 8-24, 9-1 through 9-114, and 10-1 through 10-2.
iv REVISED: OCTOBER 14, 2002 iv REVISED: OCTOBER 14, 2002
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Current Revisions to the PA-46-350P Malibu Pilot's Operating Handbook, Current Revisions to the PA-46-350P Malibu Pilot's Operating Handbook,
REPORT: VB-1710 issued FEBRUARY 23, 1999. REPORT: VB-1710 issued FEBRUARY 23, 1999.
Revision FAA Approved Revision FAA Approved
Number and Revised Description of Revisions Signature Number and Revised Description of Revisions Signature
Code Pages and Date Code Pages and Date
Rev. 1 v Added Rev. 1 to L of R pg. Rev. 1 v Added Rev. 1 to L of R pg.
(PR990920) 3-11 Revised para. 3.3m (PR990920) 3-11 Revised para. 3.3m
3-12 Revised para. 3.3m 3-12 Revised para. 3.3m
3-32 Revised para. 3.27 3-32 Revised para. 3.27
4-13 Revised para. 4.5g 4-13 Revised para. 4.5g
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5-9 Revised List of Fig.s 5-9
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5-22 Revised Fig. 5.23 5-22 Revised Fig. 5.23
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5-24 Revised Fig. 5.25
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9-i Revised TOC 9-i Revised TOC
9-10 Revised Section 4 9-10 Revised Section 4
9-24 Revised Section 7 9-24 Revised Section 7
9-87 Revised Title 9-87 Revised Title
REVISED: SEPTEMBER 20, 1999 v REVISED: SEPTEMBER 20, 1999 v
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Rev. 1 Rev. 1
(continued) (continued)
9-115 Added Section 9 9-115 Added Section 9
thru Supplement 15 Peter E. Peck thru Supplement 15 Peter E. Peck
9-122 9-122
Sept. 10, 1999 Sept. 10, 1999
Date Date
Rev. 2 vi Added Rev. 2 to L of R. Rev. 2 vi Added Rev. 2 to L of R.

(PR991112) 2-14 Revised para. 2.35. (PR991112) 2-14 Revised para. 2.35.
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9-ii Revised T of C. 9-ii Revised T of C.
9-115
thru
Revised headers. 9-115
thru
Revised headers.
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9-122 Christina L. Marsh 9-122
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9-123 Added page and Supp. 16. 9-123
Added page. E
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9-124 Added page. Nov. 12, 1999 9-124
Date
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viR
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(PR010910) Ovi-a
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Rev. 3 vi Added Rev. 3 to L of R. Rev. 3 Rev. 3 to L of R.
(PR010910) vi-a Added page and Rev. 3. Added page and Rev. 3.
vi-b
2-16
Added page.
Revised para. 2.35. O Revised para. 2.35.
N2-16
3-9 Revised para. 3.3k. 3-9 Revised para. 3.3k.
3-28 Revised para. 3.24. 3-28 Revised para. 3.24.
6-4 Revised Fig. 6-3. 6-4 Revised Fig. 6-3.
9-32 Revised Section 4. 9-32 Revised Section 4.
9-118 Revised Section 2. 9-118 Revised Section 2.
9-125 Added pages 9-125 Added pages
thru and Supplement 17. thru and Supplement 17.
9-132 9-132
vi REVISED: SEPTEMBER 10, 2001 vi REVISED: SEPTEMBER 10, 2001
Rev. 3 9-133 Added pages Rev. 3 9-133 Added pages
(PR010910) thru and Supplement 18. (PR010910) thru and Supplement 18.
continued 9-142 continued 9-142
9-150 9-150
9-156 9-156
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9-157 Added pages Peter E. Peck 9-157 Added pages Peter E. Peck
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9-160 Sept. 10, 2001 9-160 Sept. 10, 2001
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Date Date
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Rev. 4 vi-a Added Rev. 4 to L of R. Rev. 4
9-116F Revised
vi-a Added
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(PR011220) 9-116 Revised Section 1. Albert J. Mill (PR011220)
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Dec. 20, 2001 Dec. 20, 2001
Date Date
Rev. 5 vi-a Added Rev. 5 to L of R. N5O vi-a Added Rev. 5 to L of R.

Rev.
(PR020415) 2-16 Revised para. 2.35. Albert J. Mill (PR020415) 2-16 Revised para. 2.35. Albert J. Mill
April 15, 2002 April 15, 2002

Date Date
Rev. 6 vi-a Added Rev. 6 to L of R. Albert J. Mill Rev. 6 vi-a Added Rev. 6 to L of R. Albert J. Mill
(PR020419) 9-ii Revised T of C. (PR020419) 9-ii Revised T of C.
9-161 Added pages April 19, 2002 9-161 Added pages April 19, 2002
9-162 and Supplement 22. Date 9-162 and Supplement 22. Date
REVISED: APRIL 19, 2002 vi-a REVISED: APRIL 19, 2002 vi-a
Rev. 7 iii Added Warning and moved Rev. 7 iii Added Warning and moved
(PR021014) info. to page iv. (PR021014) info. to page iv.
iv Moved info. from page iii. iv Moved info. from page iii.
vi-b Added Rev. 7 to L of R. vi-b Added Rev. 7 to L of R.
8-1 Moved info. to page 8-1B 8-1 Moved info. to page 8-1B
and revised para. 8.1. and revised para. 8.1.
8-1A Added page and 8-1A Added page and
revised para. 8.1. revised para. 8.1.
8-1B Added page and moved info. 8-1B Added page and moved info.
from pages 8-1 and 8-2. Albert. J. Mill from pages 8-1 and 8-2.
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8-2 Moved info. to page 8-1B 8-2 Moved info. to page 8-1B
and revised para. 8.3. Oct. 14, 2002
Date
and revised para. 8.3.
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Date
Added Rev. 8 to N
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Revised T of E
Rev. 8 vi-b Added Rev. 8 to L of R. Rev. 8 vi-b L of R.
AddedE
(PR021108) 9-ii Revised T of C. (PR021108) 9-ii
EandFSupplement
L23.
9-163 Added pages Albert J. Mill 9-163 pages
thru and Supplement 23.
9-164 R
thru
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9-164 Nov. 8, 2002 Nov. 8, 2002
Date
O F O Date
Rev. 9 F vi-b T Added Rev. 9 to L of R.

Rev. 9
(PR040120)
vi-b
4-i
Added Rev. 9 to L of R.
Revised page headers. (PR040120) O Revised page headers.
Nthru
4-i
thru
4-iv 4-iv
4-1 Revised page headers. 4-1 Revised page headers.
thru thru
4-14 4-14
9-165 Added pages Albert J. Mill 9-165 Added pages Albert J. Mill
9-168 Jan. 20, 2004 9-168 Jan. 20, 2004
Date Date
vi-b REVISED: JANUARY 20, 2004 vi-b REVISED: JANUARY 20, 2004
Rev. 10 vi-c Added page and Rev. 10 Rev. 10 vi-c Added page and Rev. 10
(PR040724) to L of R. (PR040724) to L of R.
vi-d Added page. vi-d Added page.
4-41 Revised para. 4.50. Albert J. Mill 4-41 Revised para. 4.50. Albert J. Mill
July 24, 2004 July 24, 2004
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TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 1 GENERAL SECTION 1 GENERAL
SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS
SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES
SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES
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SECTION 5 PERFORMANCE SECTION 5 PERFORMANCE
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SECTION 6 WEIGHT AND BALANCE SECTION 6
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WEIGHT AND BALANCE
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SECTION 7 DESCRIPTION AND OPERATION OF SECTION 7
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DESCRIPTION CANDAND
OPERATION OF
THE AIRPLANE AND ITS SYSTEMS
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THE AIRPLANE T
R IHANDLING,
ITS SYSTEMS
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FAND FMAINTENANCE
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SECTION 8 AIRPLANE HANDLING, SERVICING SECTION 8 AIRPLANE SERVICING
AND MAINTENANCE
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SECTION 9 SUPPLEMENTS
FO9 T FSUPPLEMENTS
SECTION
SECTION 10 OPERATING TIPS N10O OPERATING TIPS

SECTION
vii vii
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viii viii
SECTION SECTION
PA-46-350P, MALIBU GENERAL PA-46-350P, MALIBU GENERAL

SECTION 1 SECTION 1
GENERAL GENERAL
Paragraph Page Paragraph Page
No. No. No. No.
1.1 Introduction .............................................................................. 1-1 1.1 Introduction .............................................................................. 1-1

1.3 Engine....................................................................................... 1-3 1.3 Engine....................................................................................... 1-3
1.5 Propeller ................................................................................... 1-3 1.5 Propeller ................................................................................... 1-3
1.7 Fuel........................................................................................... 1-4 1.7
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Fuel........................................................................................... 1-4
1.9 Oil ........................................................................................... 1-4 1.9
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Oil ...........................................................................................
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1-4
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1.11 Maximum Weights ................................................................... 1-5 1.11 Maximum Weights ................................................................... 1-5
1.13 Standard Airplane Weights....................................................... 1-5 1.13
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Standard Airplane Weights.......................................................
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1-5
1.15 Cabin and Entry Dimensions.................................................... 1-5 1.15
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Cabin and Entry Dimensions....................................................
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1.17 Baggage Space and Entry Dimensions..................................... 1-5 1.17 Baggage Space and Entry Dimensions..................................... 1-5
1.19 Specific Loading....................................................................... 1-5 1.19
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Specific Loading....................................................................... 1-5
1.21 Symbols, Abbreviations and Terminology ............................... 1-7 1.21
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Symbols, Abbreviations and Terminology ...............................
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1-7
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1-ii 1-ii
SECTION 1 SECTION 1
SECTION 1 SECTION 1
GENERAL GENERAL
1.1 INTRODUCTION 1.1 INTRODUCTION

This Pilots Operating Handbook is designed for maximum utilization This Pilots Operating Handbook is designed for maximum utilization
as an operating guide for the pilot. It includes the material required to be as an operating guide for the pilot. It includes the material required to be
furnished to the pilot by the Federal Aviation Regulations and additional furnished to the pilot by the Federal Aviation Regulations and additional
information provided by the manufacturer and constitutes the FAA information provided by the manufacturer and constitutes the FAA
Approved Airplane Flight Manual. Approved Airplane Flight Manual.
This handbook is not designed as a substitute for adequate and This handbook is not designed as a substitute for adequate and
competent flight instruction, knowledge of current airworthiness directives, competent flight instruction, knowledge of current airworthiness directives,
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applicable federal air regulations or advisory circulars. It is not intended to applicable federal air regulations or advisory circulars. It is not intended to
be a guide for basic flight instruction or a training manual and should not be
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be a guide for basic flight instruction or a training manual and should not be
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used for operational purposes unless kept in a current status. used for operational purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the
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Assurance that the airplane is in an airworthy condition is the
responsibility of the owner. The pilot in command is responsible for
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responsibility of the owner. The pilot in command is responsible for
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determining that the airplane is safe for flight. The pilot is also responsible determining that the airplane is safe for flight. The pilot is also responsible
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for remaining within the operating limitations as outlined by instrument for remaining within the operating limitations as outlined by instrument
markings, placards, and this handbook.
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E ofFthis handbook is intended to increase its
markings, placards, and this handbook.
Although the arrangement of this handbook is intended to increase its

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Although the arrangement
Rnot be used solely as an occasional operating
in-flight capabilities, it should not be used solely as an occasional operating
reference. O
in-flight capabilities,
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Fperformance,
it should
reference. The pilot should study the entire handbook to familiarize himself
Flimitations,
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The pilot should study the entire handbook to familiarize himself
characteristicsO
with the limitations, performance, procedures and operational handling with the procedures and operational handling
characteristics of the airplane before flight.
N of the airplane before flight.
The handbook has been divided into numbered (arabic) sections each The handbook has been divided into numbered (arabic) sections each
provided with a finger-tip tab divider for quick reference. The limitations provided with a finger-tip tab divider for quick reference. The limitations
and emergency procedures have been placed ahead of the normal and emergency procedures have been placed ahead of the normal
procedures, performance and other sections to provide easier access to procedures, performance and other sections to provide easier access to
information that may be required in flight. The Emergency Procedures information that may be required in flight. The Emergency Procedures
Section has been furnished with a red tab divider to present an instant Section has been furnished with a red tab divider to present an instant
reference to the section. Provisions for expansion of the handbook have reference to the section. Provisions for expansion of the handbook have
been made by the deliberate omission of certain paragraph numbers, figure been made by the deliberate omission of certain paragraph numbers, figure
numbers, item numbers and pages noted as being intentionally left blank. numbers, item numbers and pages noted as being intentionally left blank.
1-1 1-1
SECTION 1 SECTION 1
GENERAL PA-46-350P, MALIBU GENERAL PA-46-350P, MALIBU
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THREE VIEW THREE VIEW

Figure 1-1 Figure 1-1
1-2 1-2
SECTION 1 SECTION 1
1.3 ENGINE 1.3 ENGINE

(a)Number of Engines 1 (a)Number of Engines 1
(b) Engine Manufacturer Textron Lycoming (b) Engine Manufacturer Textron Lycoming
(c) Engine Model Number TIO-540-AE2A (c) Engine Model Number TIO-540-AE2A
(d) Rated Horsepower 350 (d) Rated Horsepower 350
(e) Rated Speed (rpm) 2500 (e) Rated Speed (rpm) 2500
(f) Maximum Manifold Pressure (in. Hg.) 42.0 (f) Maximum Manifold Pressure (in. Hg.) 42.0
(g) Bore (inches) 5.125 (g) Bore (inches) 5.125
(h) Stroke (inches) 4.375 (h) Stroke (inches) 4.375
(i) Displacement (cubic inches) 541.5 (i) Displacement (cubic inches) 541.5
(j) Compression Ratio 7.3:1 (j) Compression Ratio 7.3:1
(k) Engine Type Six Cylinder, Direct Drive, (k) Engine Type Six Cylinder, Direct Drive,
Horizontally Opposed, Horizontally Opposed,
Air Cooled, Turbocharged,
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Air Cooled, Turbocharged,
Fuel Injected
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1.5 PROPELLER (Standard) 1.5 PROPELLER (Standard)
(a) Number of Propellers 1
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(a) Number of Propellers 1
(b) Propeller Manufacturer Hartzell
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(b) Propeller Manufacturer
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Hartzell
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(c) Blade Model 7890K (c) Blade Model 7890K
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(d) Number of Blades 3 (d) Number of Blades 3
(e) Hub Model HC-I3YR-1E
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(e) Hub Model HC-I3YR-1E
(f) Propeller Diameter (inches) 80
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(f) Propeller Diameter (inches)
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80
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(g) Propeller Type Constant Speed, (g) Propeller Type Constant Speed,
Hydraulically Actuated
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1-3 1-3
SECTION 1 SECTION 1
1.7 FUEL 1.7 FUEL

AVGAS ONLY AVGAS ONLY
(a) Fuel Capacity (U.S. gal.) (total) 122 (a) Fuel Capacity (U.S. gal.) (total) 122
(b) Usable Fuel (U.S. gal.) (total) 120 (b) Usable Fuel (U.S. gal.) (total) 120
(c) Fuel (c) Fuel
(1) Minimum Grade 100- Green or 100LL (1) Minimum Grade 100- Green or 100LL
Blue Aviation Grade Blue Aviation Grade
(2) Alternate Fuels Refer to latest revision of (2) Alternate Fuels Refer to latest revision of
Lycoming Service Instruction 1070, Lycoming Service Instruction 1070,
except alcohol is not approved except alcohol is not approved
for use in this airplane. for use in this airplane.
1.9 OIL 1.9 OIL

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(a) Oil Capacity (U.S. quarts) 12 (a) Oil Capacity (U.S. quarts)
O N 12
(b) Oil Specification Refer to latest revision of (b) Oil Specification
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Lycoming Service Instruction 1014. Lycoming Service Instruction 1014.
(c) Oil Viscosity per Average Ambient Temperature for Starting
EMIL-L-22851T
(c) Oil Viscosity per Average Ambient Temperature for Starting
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MIL-L-22851
F L IGDispersant
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Temperature E F SAE Grades
Average Ambient Ashless Dispersant Average Ambient
Temperature SAE Grades
R R
R FO 15W-50 or 20W-50
All Temperatures 15W-50 or 20W-50
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All Temperatures
Above 60F T
Above 80F 60 Above 80F 60
Above 60F
30F to 90F
40 or 50
40 30F toN
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90F
40 or 50
40
0F to 70F 30, 40 or 20W-40 0F to 70F 30, 40 or 20W-40
Below 10F 30 or 20W-30 Below 10F 30 or 20W-30
When operating temperatures overlap indicated ranges, use the lighter When operating temperatures overlap indicated ranges, use the lighter
grade oil. Use ashless dispersant oil only per the latest revision of Textron grade oil. Use ashless dispersant oil only per the latest revision of Textron
Lycoming Service Instruction 1014. Lycoming Service Instruction 1014.
1-4 1-4
SECTION 1 SECTION 1
1.11 MAXIMUM WEIGHTS 1.11 MAXIMUM WEIGHTS

(a) Maximum Ramp Weight (lb) 4358 (a) Maximum Ramp Weight (lb) 4358
(b) Maximum Takeoff Weight (lb) 4340 (b) Maximum Takeoff Weight (lb) 4340
(c) Maximum Landing Weight (lb) 4123 (c) Maximum Landing Weight (lb) 4123
(d) Maximum Zero Fuel Weight (lb) 4123 (d) Maximum Zero Fuel Weight (lb) 4123
(e) Maximum Weights in Baggage (e) Maximum Weights in Baggage
Compartments (lb) Compartments (lb)
(1) Forward 100 (1) Forward 100
(2) Aft 100 (2) Aft 100
1.13 STANDARD AIRPLANE WEIGHTS 1.13 STANDARD AIRPLANE WEIGHTS

Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load.
LY
Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load.
1.15 CABIN AND ENTRY DIMENSIONS (IN.) 1.15 CABIN AND ENTRY DIMENSIONS (IN.)
O N
(a) Cabin Width (max.) 49.5 (a) Cabin Width (max.)
C E 49.5
N
(b) Cabin Length (Instrument panel (b) Cabin Length (Instrument panel
to rear bulkhead) 148 to rear bulkhead)
R E HT 148
E LIG
(c) Cabin Height (max.) 47 (c) Cabin Height (max.) 47
(d) Entry Width 24 (d) Entry Width
E FF 24
R
(e) Entry Height 46 (e) Entry Height 46
R O R
1.17 BAGGAGE SPACE AND ENTRY DIMENSIONS
F O SPACE
1.17 BAGGAGE
T F AND ENTRY DIMENSIONS
(a) Compartment Volume (cu. ft.)
(1) Forward 13 N
(1)
O
(a) Compartment
Forward
Volume (cu. ft.)
13
(2) Aft 20 (2) Aft 20
(b) Entry Dimensions (in.) (b) Entry Dimensions (in.)
(1) Forward 19 x 23 (1) Forward 19 x 23
(2) Aft 24 x 46 (2) Aft 24 x 46
1.19 SPECIFIC LOADING 1.19 SPECIFIC LOADING

(a) Wing Loading (lbs. per sq. ft.) 24.8 (a) Wing Loading (lbs. per sq. ft.) 24.8
(b) Power Loading (lbs. per hp) 12.4 (b) Power Loading (lbs. per hp) 12.4
1-5 1-5
SECTION 1 SECTION 1
LY
O N
C E
N
E HT
R
E LILEFT G BLANK
F
E F
R R R
O
FO T F
NO
1-6 1-6
SECTION 1 SECTION 1
1.21 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY 1.21 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
The following definitions are of symbols, abbreviations and terminology The following definitions are of symbols, abbreviations and terminology
used throughout the handbook and those which may be of added operational used throughout the handbook and those which may be of added operational
significance to the pilot. significance to the pilot.
(a) General Airspeed Terminology and Symbols (a) General Airspeed Terminology and Symbols
CAS Calibrated Airspeed means the indicated CAS Calibrated Airspeed means the indicated
speed of an aircraft, corrected for position speed of an aircraft, corrected for position
and instrument error. Calibrated airspeed and instrument error. Calibrated airspeed
is equal to true airspeed in standard is equal to true airspeed in standard
atmosphere at sea level. atmosphere at sea level.
Y
KCAS Calibrated Airspeed expressed in ``Knots. KCAS Calibrated Airspeed expressed in ``Knots.
GS Ground Speed is the speed of an airplane GS
N L
Ground Speed is the speed of an airplane
relative to the ground.
O
relative to the ground.
E
C
IAS Indicated Airspeed is the speed of an air- IAS Indicated Airspeed is the speed of an air-
craft as shown on the airspeed indicator
N
E HT
craft as shown on the airspeed indicator
R
when corrected for instrument error. IAS when corrected for instrument error. IAS
values published in this handbook assume
F E LIG values published in this handbook assume
E Indicated
F Airspeed expressed in ``Knots.
zero instrument error. zero instrument error.
R R
M R
KIAS Indicated Airspeed expressed in ``Knots. KIAS
O F O Mach
F T
M Mach Number is the ratio of true airspeed Number is the ratio of true airspeed
TAS O
to the speed of sound. to the speed of sound.
TAS True Airspeed is the airspeed of an airplane
relative to undisturbed air which is the N True Airspeed is the airspeed of an airplane
relative to undisturbed air which is the
CAS corrected for altitude, temperature CAS corrected for altitude, temperature
and compressibility. and compressibility.
VA Maneuvering Speed is the maximum speed VA Maneuvering Speed is the maximum speed
at which application of full available at which application of full available
aerodynamic control will not overstress aerodynamic control will not overstress
the airplane. the airplane.
VFE Maximum Flap Extended Speed is the VFE Maximum Flap Extended Speed is the
highest speed permissible with wing flaps highest speed permissible with wing flaps
in a prescribed extended position. in a prescribed extended position.
1-7 1-7
SECTION 1 SECTION 1
1.21 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) 1.21 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued)
VLE Maximum Landing Gear Extended Speed VLE Maximum Landing Gear Extended Speed
is the maximum speed at which an aircraft is the maximum speed at which an aircraft
can be safely flown with the landing gear can be safely flown with the landing gear
extended. extended.
VLO Maximum Landing Gear Operating Speed VLO Maximum Landing Gear Operating Speed
is the maximum speed at which the landing is the maximum speed at which the landing
gear can be safely extended or retracted. gear can be safely extended or retracted.
VNE/MNE Never Exceed Speed or Mach Number is VNE/MNE Never Exceed Speed or Mach Number is
the speed limit that may not be exceeded at the speed limit that may not be exceeded at
any time. any time.
VNO Maximum Structural Cruising Speed VNO
L
Maximum Structural Cruising Speed
Y
is the speed that should not be exceeded
except in smooth air and then only with
O N
is the speed that should not be exceeded
except in smooth air and then only with
caution.
Stalling SpeedC
caution.
E
VS Stalling Speed or the minimum steady VS
E H N T the airplane is
or the minimum steady
flight speed at which the airplane is
R
flight speed
E Speed
at which
IGor the minimum steady

F L
controllable. controllable.
VSO Stalling Speed or the minimum steady VSO
R E flight Fspeed at which the airplane is
Stalling
flight speed at which the airplane is
R O R
FO T F at maximum gross weight.
controllable in the landing configuration controllable in the landing configuration
at maximum gross weight.
VX Best Angle-of-Climb Speed is the airspeed
which delivers the greatest gain of altitude
VX
NO Best Angle-of-Climb Speed is the airspeed
which delivers the greatest gain of altitude
in the shortest possible horizontal distance. in the shortest possible horizontal distance.
VY Best Rate-of-Climb Speed is the airspeed VY Best Rate-of-Climb Speed is the airspeed
which delivers the greatest gain in altitude which delivers the greatest gain in altitude
in the shortest possible time. in the shortest possible time.
1-8 1-8
SECTION 1 SECTION 1
(b) Meteorological Terminology (b) Meteorological Terminology
ISA International Standard Atmosphere in ISA International Standard Atmosphere in
which: which:
(1) The air is a dry perfect gas; (1) The air is a dry perfect gas;
(2) The temperature at sea level is 15 (2) The temperature at sea level is 15
Celsius (59 Fahrenheit); Celsius (59 Fahrenheit);
(3) The pressure at sea level is 29.92 inches (3) The pressure at sea level is 29.92 inches
hg. (1013.2 mb); hg. (1013.2 mb);
(4) The temperature gradient from sea (4) The temperature gradient from sea
level to the altitude at which the level to the altitude at which the
temperature is -56.5C (-69.7F) is temperature is -56.5C (-69.7F) is
-0.00198C (-0.003564F) per foot
LY
-0.00198C (-0.003564F) per foot
and zero above that altitude.
N
and zero above that altitude.
O
E
OAT Outside Air Temperature is the free air OAT Outside Air Temperature is the free air
static temperature obtained either from
C
static temperature obtained either from
N
E HT
inflight temperature indications or ground inflight temperature indications or ground
meteorological sources, adjusted for in-
R meteorological sources, adjusted for in-
IG actually read from an

E TheLnumber
F
strument error and compressibility effects. strument error and compressibility effects.
Indicated The number actually read from an Indicated
R E altimeter
F when the barometric subscale has
Pressure Altitude altimeter when the barometric subscale has
R FO been
Pressure Altitude
R
been set to 29.92 inches of mercury (1013.2
millibars).
F TO set to 29.92 inches of mercury (1013.2
millibars).
Pressure Altitude Altitude measured from standard sea-level
pressure (29.92 in. Hg) by a pressure or NOAltitude Altitude
Pressure measured from standard sea-level
pressure (29.92 in. Hg) by a pressure or
barometric altimeter. It is the indicated barometric altimeter. It is the indicated
pressure altitude corrected for position and pressure altitude corrected for position and
instrument error. In this handbook, instrument error. In this handbook,
altimeter instrument errors are assumed altimeter instrument errors are assumed
to be zero. to be zero.
Station Pressure Actual atmospheric pressure at field Station Pressure Actual atmospheric pressure at field
elevation. elevation.
Wind The wind velocities recorded as variables Wind The wind velocities recorded as variables
on the charts of this handbook are to be on the charts of this handbook are to be
understood as the headwind or tailwind understood as the headwind or tailwind
components of the reported winds. components of the reported winds.
1-9 1-9
SECTION 1 SECTION 1
(c) Power Terminology (c) Power Terminology
Takeoff Power Maximum power permissible for takeoff. Takeoff Power Maximum power permissible for takeoff.
Maximum Con- Maximum power permissible contin- Maximum Con- Maximum power permissible contin-
tinuous Power uously during flight. tinuous Power uously during flight.
Maximum Climb Maximum power permissible during Maximum Climb Maximum power permissible during
Power climb. Power climb.
Maximum Cruise Maximum power permissible during Maximum Cruise Maximum power permissible during
Power cruise. Power cruise.
LY
N
(d) Engine Instruments (d) Engine Instruments
T.I.T. Gauge Turbine Inlet Temperature T.I.T. Gauge
O
Turbine Inlet Temperature
E
N CTerminology
(e) Airplane Performance and Flight Planning Terminology
R E Hratio
(e) Airplane Performance and Flight Planning
T of the change in
Climb Gradient The demonstrated ratio of the change in Climb Gradient
F E during L IG
The demonstrated
height during a portion of a climb, to the
horizontal distance traversed in the same E height
F
R timeRinterval.
horizontal
a portion of a climb, to the
distance traversed in the same
time interval.
R
O T FOThe demonstrated crosswind velocity is the
Demonstrated The demonstrated crosswind velocity is the
F
Demonstrated
Crosswind
Velocity
velocity of the crosswind component for
which adequate control of the airplane VelocityN
Crosswind
O velocity of the crosswind component for
which adequate control of the airplane
during takeoff and landing was actually during takeoff and landing was actually
demonstrated during certification tests. demonstrated during certification tests.
Accelerate-Stop The distance required to accelerate an air- Accelerate-Stop The distance required to accelerate an air-
Distance plane to a specified speed and, assuming Distance plane to a specified speed and, assuming
failure of an engine at the instant that speed failure of an engine at the instant that speed
is attained, to bring the airplane to a stop. is attained, to bring the airplane to a stop.
Route Segment A part of a route. Each end of that part is Route Segment A part of a route. Each end of that part is
identified by (1) a geographical location identified by (1) a geographical location
or (2) a point at which a definite radio fix or (2) a point at which a definite radio fix
can be established. can be established.
1-10 1-10
SECTION 1 SECTION 1
(f) Weight and Balance Terminology (f) Weight and Balance Terminology
Reference Datum An imaginary vertical plane from which all Reference Datum An imaginary vertical plane from which all
horizontal distances are measured for horizontal distances are measured for
balance purposes. balance purposes.
Station A location along the airplane fuselage Station A location along the airplane fuselage
usually given in terms of distance from the usually given in terms of distance from the
reference datum. reference datum.
Arm The horizontal distance from the reference Arm The horizontal distance from the reference
datum to the center of gravity (C.G.) of an datum to the center of gravity (C.G.) of an
item. item.
LY
N
Moment The product of the weight of an item Moment The product of the weight of an item
O
multiplied by its arm. (Moment divided by multiplied by its arm. (Moment divided by
E
a constant is used to simplify balance a constant is used to simplify balance
calculations by reducing the number of
C
calculations by reducing the number of
N
Epoint H T
digits.) digits.)
Center of Gravity The point at which an airplane would Center of Gravity
RbalanceIG
E reference
The at which an airplane would
(C.G.) balance if suspended. Its distance from the (C.G.)
F
E total F L if suspended. Its distance from the
R
reference datum is found by dividing the datum is found by dividing the
total moment by the total weight of the
R O R airplane.
moment by the total weight of the
airplane.
OArmT F The arm obtained by adding the airplanes
FC.G.
NO
C.G. Arm The arm obtained by adding the airplanes
individual moments and dividing the sum individual moments and dividing the sum
by the total weight. by the total weight.
C.G. Limits The extreme center of gravity locations C.G. Limits The extreme center of gravity locations
within which the airplane must be operated within which the airplane must be operated
at a given weight. at a given weight.
Usable Fuel Fuel available for flight planning. Usable Fuel Fuel available for flight planning.
Unusable Fuel Fuel remaining after a runout test has been Unusable Fuel Fuel remaining after a runout test has been
completed in accordance with govern- completed in accordance with govern-
mental regulations. mental regulations.
Standard Empty Weight of a standard airplane including Standard Empty Weight of a standard airplane including
Weight unusable fuel, full operating fluids and full Weight unusable fuel, full operating fluids and full
oil. oil.
1-11 1-11
SECTION 1 SECTION 1
Basic Empty Standard empty weight plus optional Basic Empty Standard empty weight plus optional
Weight equipment. Weight equipment.
Payload Weight of occupants, cargo and baggage. Payload Weight of occupants, cargo and baggage.
Useful Load Difference between takeoff weight, or Useful Load Difference between takeoff weight, or
ramp weight if applicable, and basic empty ramp weight if applicable, and basic empty
weight. weight.
Maximum Ramp Maximum weight approved for ground Maximum Ramp Maximum weight approved for ground
Weight maneuver. (It includes weight of start, taxi Weight maneuver. (It includes weight of start, taxi
and run up fuel.) and run up fuel.)
Y
Maximum Maximum Weight approved for the start Maximum Maximum Weight approved for the start
Takeoff Weight of the takeoff run. Takeoff Weight
Maximum weight approved N
of the takeoff run.
L
Maximum Maximum weight approved for the landing Maximum
E O for the landing
C
Landing Weight touchdown. Landing Weight touchdown.
Maximum Zero Maximum weight exclusive of usable fuel. Maximum Zero
E N T
Maximum weight exclusive of usable fuel.
Fuel Weight
R IGH
Fuel Weight
E
E F FL
R R R
O
FO T F
NO
1-12 1-12
SECTION 2 SECTION 2
PA-46-350P, MALIBU LIMITATIONS PA-46-350P, MALIBU LIMITATIONS

SECTION 2 SECTION 2
LIMITATIONS LIMITATIONS

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

2.3 Airspeed Limitations ................................................................ 2-1 2.3 Airspeed Limitations ................................................................ 2-1
2.5 Airspeed Indicator Markings.................................................... 2-2 2.5
L Y
Airspeed Indicator Markings.................................................... 2-2
2.7 Power Plant Limitations ........................................................... 2-3 2.7
O N
Power Plant Limitations ........................................................... 2-3
2.9 Leaning Limitations ................................................................. 2-4 2.9
C E
Leaning Limitations ................................................................. 2-4
2.11 Power Plant Instrument Markings ............................................ 2-4 2.11 Power Plant Instrument Markings
E N T............................................ 2-4
2.13 Weight Limits ........................................................................... 2-5 2.13
E R IGH
Weight Limits ........................................................................... 2-5
Center of Gravity F L
2.15 Center of Gravity Limits .......................................................... 2-5 2.15
R E F
Limits .......................................................... 2-5
2.17 Maneuver Limits ...................................................................... 2-5 2.17
R O R
Maneuver Limits ...................................................................... 2-5
2.19 Flight Load Factors .................................................................. 2-5 2.19 O LoadTFactors
FFlight F .................................................................. 2-5
KindsO
N
2.21 Kinds of Operation Equipment List ......................................... 2-6 2.21 of Operation Equipment List ......................................... 2-6
2.23 Fuel Limitations ....................................................................... 2-12 2.23 Fuel Limitations ....................................................................... 2-12
2.25 Operating Altitude Limitations ................................................ 2-12 2.25 Operating Altitude Limitations ................................................ 2-12
2.27 Cabin Pressurization Limits ..................................................... 2-12 2.27 Cabin Pressurization Limits ..................................................... 2-12
2.29 Air Conditioning System Limitations ...................................... 2-12 2.29 Air Conditioning System Limitations ...................................... 2-12
2.31 Electric Auxiliary Cabin Heater Limitations ........................... 2-12 2.31 Electric Auxiliary Cabin Heater Limitations ........................... 2-12
2.33 Maximum Seating Configuration............................................. 2-13 2.33 Maximum Seating Configuration............................................. 2-13
2.34 Icing Information...................................................................... 2-13 2.34 Icing Information...................................................................... 2-13
2.35 Placards .................................................................................... 2-14 2.35 Placards .................................................................................... 2-14
2-i 2-i
LY
O N
C E
N T
E LEFTHBLANK
R
E LIG
F
R E F
R O R
FO T F
NO
2-ii 2-ii
SECTION 2 SECTION 2
SECTION 2 SECTION 2
LIMITATIONS LIMITATIONS
2.1 GENERAL 2.1 GENERAL

This section provides the FAA Approved operating limitations, This section provides the FAA Approved operating limitations,
instrument markings, color coding and basic placards necessary for instrument markings, color coding and basic placards necessary for
operation of the airplane and its systems. operation of the airplane and its systems.
Limitations associated with those optional systems and equipment Limitations associated with those optional systems and equipment
which require handbook supplements can be found in Section 9
LY
which require handbook supplements can be found in Section 9
N
(Supplements). (Supplements).
2.3 AIRSPEED LIMITATIONS 2.3 AIRSPEED LIMITATIONS

E O
SPEED KIAS KCAS SPEED
N C KIAS KCAS
Never Exceed Speed (VNE) - Do not
R E HT
Never Exceed Speed (V ) - Do not
NE
exceed this speed in any operation. 198 200
E LIG
exceed this speed in any operation.
F
198 200
Maximum Structural Cruising Speed
R E this speed
Maximum Structural
F
Cruising Speed
(VNO) - Do not exceed this speed
R
(V ) - Do not exceed
R
O T FO
NO
except in smooth air and then only except in smooth air and then only
with caution. 168 170
F
with caution.
DesignO
168 170
notN
Design Maneuvering Speed (VA) - Do Maneuvering Speed (V ) - Do
A
not make full or abrupt control move- make full or abrupt control move-
ments above this speed. ments above this speed.
At 4340 LBS. Gross Weight 133 135 At 4340 LBS. Gross Weight 133 135
At 2450 LBS. Gross Weight 100 102 At 2450 LBS. Gross Weight 100 102
CAUTION CAUTION
Maneuvering speed decreases at lighter weight as Maneuvering speed decreases at lighter weight as
the effects of aerodynamic forces become more the effects of aerodynamic forces become more
pronounced. Linear interpolation may be used for pronounced. Linear interpolation may be used for
intermediate gross weights. Maneuvering speed intermediate gross weights. Maneuvering speed
should not be exceeded while operating in rough should not be exceeded while operating in rough
air. air.
2-1 2-1
SECTION 2 SECTION 2
LIMITATIONS PA-46-350P, MALIBU LIMITATIONS PA-46-350P, MALIBU
2.3 AIRSPEED LIMITATIONS (CONTINUED) 2.3 AIRSPEED LIMITATIONS (CONTINUED)

SPEED KIAS KCAS SPEED KIAS KCAS
Maximum Speed for Pneumatic Boot Maximum Speed for Pneumatic Boot
Inflation. 178 180 Inflation. 178 180
Maximum Flaps Extended Speed (VFE) - Maximum Flaps Extended Speed (VFE) -
Do not exceed this speed at the given Do not exceed this speed at the given
flap setting. flap setting.
10 165 167 10 165 167
20 130 132 20 130 132
36 116 115 36 116 115
LY
N
Maximum Landing Gear Extension Maximum Landing Gear Extension
O
Speed (VLO) - Do not exceed this speed Speed (VLO) - Do not exceed this speed
E
when extending the landing gear. 165 167 when extending the landing gear. 165 167
N C
E HT126
Maximum Landing Gear Retraction Maximum Landing Gear Retraction
when retracting the landing gear.R

Speed (VLO) - Do not exceed this speed Speed (V ) - Do not exceed this speed
E LIG
LO
F
when retracting the landing gear. 126 128 128
R EExtendedF
Maximum Landing Gear Extended Maximum Landing Gear
R O Rspeed
FO gear F
Speed (VLE) Do not exceed this speed Speed (V ) Do not exceed this
LE
T
with the landing gear extended. 195 197 with the landing extended. 195 197
2.5 AIRSPEED INDICATOR MARKINGS 2.5 O

NMARKING
AIRSPEED INDICATOR MARKINGS
MARKING IAS IAS
Red Radial Line (Never Exceed) 198 KTS Red Radial Line (Never Exceed) 198 KTS
Yellow Arc Yellow Arc
(Caution Range - Smooth Air Only) 168 KTS to 198 KTS (Caution Range - Smooth Air Only) 168 KTS to 198 KTS
Green Arc (Normal Operating Range) 69 KTS to 168 KTS Green Arc (Normal Operating Range) 69 KTS to 168 KTS
White Arc (Flap Down) 58 KTS to 116 KTS White Arc (Flap Down) 58 KTS to 116 KTS
2-2 2-2
SECTION 2 SECTION 2
2.7 POWER PLANT LIMITATIONS 2.7 POWER PLANT LIMITATIONS

(a) Number of Engines 1 (a) Number of Engines 1
(b) Engine Manufacturer Textron Lycoming (b) Engine Manufacturer Textron Lycoming
(c) Engine Model No. TIO-540-AE2A (c) Engine Model No. TIO-540-AE2A
(d) Engine Operating Limits (d) Engine Operating Limits
(1 Maximum Engine Speed 2500 RPM (1 Maximum Engine Speed 2500 RPM
(2) Maximum Oil Temperature 245F (2) Maximum Oil Temperature 245F
(3) Maximum Cylinder Head (3) Maximum Cylinder Head
Temperature 500F Temperature 500F
(4) Maximum Turbine Inlet Temperature 1750F (4) Maximum Turbine Inlet Temperature 1750F
(5) Maximum Manifold Pressure (5) Maximum Manifold Pressure
(inches of mercury) (inches of mercury)
Y
To 20,600 feet 42 To 20,600 feet 42
20,600 to 25,000 feet 42 -1.6 per 20,600 to 25,000 feet
N L 42 -1.6 per
O
1000 foot increase 1000 foot increase
(e) Oil Pressure (e) Oil Pressure
C E
N T
Minimum (red line) 25 PSI Minimum (red line) 25 PSI
Maximum (red line) 115 PSI Maximum (red line)
E
R IGH
115 PSI
E
(f) Fuel (AVGAS ONLY) (f) Fuel (AVGAS ONLY)
(minimum grade) 100 or 100LL
F
(minimum grade)
E FL
100 or 100LL
R
Aviation Grade Aviation Grade
(g) Number of Propellers 1 (g) Number of
R
R HubOand Blade Model
Propellers 1
(i)OPropeller F
(h) Propeller Manufacturer Hartzell (h) Propeller Manufacturer Hartzell
(i) Propeller Hub and Blade Model
F (3 Blade)
T
(3 Blade) HC-I3YR-1E/7890K
N O HC-I3YR-1E/7890K
(j) Propeller Diameter (inches) (j) Propeller Diameter (inches)

3 Blade 80 3 Blade 80
(k) Blade Angle Limits (k) Blade Angle Limits
Low Pitch Stop (3 Blade) Min./Max. 13.5/13.8 Low Pitch Stop (3 Blade) Min./Max. 13.5/13.8
High Pitch Stop (3 Blade) Min./Max. 38.2/39.2 High Pitch Stop (3 Blade) Min./Max. 38.2/39.2
2-3 2-3
SECTION 2 SECTION 2
2.9 LEANING LIMITATIONS 2.9 LEANING LIMITATIONS

Mixture full RICH at all engine powers above high speed cruise power. Mixture full RICH at all engine powers above high speed cruise power.
2.11 POWER PLANT INSTRUMENT MARKINGS 2.11 POWER PLANT INSTRUMENT MARKINGS
(a) Tachometer (a) Tachometer
Green Arc (Normal Operating Range) 600 to 2500 RPM Green Arc (Normal Operating Range) 600 to 2500 RPM
Red Line (Maximum) 2500 RPM Red Line (Maximum) 2500 RPM
(b) Manifold Pressure (b) Manifold Pressure
Green Arc (Normal Operating Range) 10 to 42.0 in. Hg Green Arc (Normal Operating Range) 10 to 42.0 in. Hg
Red Line (Takeoff Power) 42.0 in. Hg Red Line (Takeoff Power) 42.0 in. Hg
(c) Oil Temperature (c) Oil Temperature
Green Arc (Normal Cruise Range) 100 to 245F Green Arc (Normal Cruise Range) 100 to 245F
Red Line (Maximum) 245F Red Line (Maximum) 245F
(d) Oil Pressure (d) Oil Pressure
LY
Green Arc (Normal Cruise Range)
Yellow Arc (Caution Range) (Idle)
55 PSI to 95 PSI
25 PSI to 55 PSI
Green Arc (Normal Cruise Range)
O
Yellow Arc (Caution Range) (Idle) N
55 PSI to 95 PSI
25 PSI to 55 PSI
Yellow Arc (Caution Range)
E
Yellow Arc (Caution Range)
C
N T
(Start and Warm Up) 95 PSI to 115 PSI (Start and Warm Up) 95 PSI to 115 PSI
Red Line (Minimum)
Red Line (Maximum)
25 PSI
115 PSI E
Red Line (Minimum)
R IGH
Red Line (Maximum)
25 PSI
E
115 PSI
F FL
(e) Turbine Inlet Temperature (e) Turbine Inlet Temperature
Green Arc (Normal Operating Range) 1200F to 1750F
E
Green Arc (Normal Operating Range)
R
1200F to 1750F
R
(f) Cylinder Head Temperature
O R FO
(f) Cylinder Head Temperature
F T
Green Arc (Normal Operating Range) 200F to 500F Green Arc (Normal Operating Range)
200F to 500F
NO
(h) Vacuum Pressure (h) Vacuum Pressure
Green Arc (Normal Operating Range) 4.5 to 5.2 in. Hg Green Arc (Normal Operating Range)
4.5 to 5.2 in. Hg
Red Line (Minimum) 4.5 In. Hg Red Line (Minimum) 4.5 In. Hg
Red Line (Maximum) 5.2 In. Hg Red Line (Maximum) 5.2 In. Hg
2-4 2-4
SECTION 2 SECTION 2
2.13 WEIGHT LIMITS 2.13 WEIGHT LIMITS

(a) Maximum Ramp Weight 4358 LB (a) Maximum Ramp Weight 4358 LB
(b) Maximum Takeoff Weight 4340 LB (b) Maximum Takeoff Weight 4340 LB
(c) Maximum Landing Weight 4123 LB (c) Maximum Landing Weight 4123 LB
(d) Maximum Zero Fuel Weight 4123 LB (d) Maximum Zero Fuel Weight 4123 LB
(e) Maximum Baggage (100 lb (e) Maximum Baggage (100 lb
each compartment) 200 LB each compartment) 200 LB
NOTE NOTE
Refer to Section 5 (Performance) for maximum Refer to Section 5 (Performance) for maximum
weight as limited by performance. weight as limited by performance.
2.15 CENTER OF GRAVITY LIMITS 2.15 CENTER OF GRAVITY LIMITS
Weight Forward Limit Rearward Limit Weight Forward Limit Rearward Limit
Pounds Inches Aft of Datum Inches Aft of Datum Pounds Inches Aft of Datum
LY
Inches Aft of Datum
4340 144.1 147.1 4340 144.1

O N147.1
4123 139.6 147.1 4123 139.6
C E 147.1
4000 137.0 146.5 4000
N
E HT 137.3
137.0 146.5
R
2450 (and less) 130.7 137.6 2450 (and less) 130.7 137.6
E NOTES IG
2400 137.3 2400
NOTES
StraightE
F L
F between points given.
Straight line variation between points given.
R R R
line variation
O bulkhead.
FO forward F
The datum used is 100.0 inches ahead of the The datum used is 100.0 inches ahead of the
It isT
forward pressure bulkhead. pressure
It is the responsibility of the airplane owner and
the pilot to ensure that the airplane is properly O
N loaded. Seeto ensure
the
the responsibility of the airplane owner and
pilot that the airplane is properly
loaded. See Section 6 (Weight and Balance) for Section 6 (Weight and Balance) for
proper loading instructions. proper loading instructions.
2.17 MANEUVER LIMITS 2.17 MANEUVER LIMITS

No acrobatic maneuvers including spins approved. No acrobatic maneuvers including spins approved.
2.19 FLIGHT LOAD FACTORS 2.19 FLIGHT LOAD FACTORS

(a) Positive Load Factor (Maximum) (a) Positive Load Factor (Maximum)
(1) Flaps Up 3.8 G (1) Flaps Up 3.8 G
(2) Flaps Down 2.0 G (2) Flaps Down 2.0 G
(b) Negative Load Factor (Maximum) No inverted (b) Negative Load Factor (Maximum) No inverted
maneuvers approved maneuvers approved
2-5 2-5
SECTION 2 SECTION 2
2.21 KINDS OF OPERATION EQUIPMENT LIST 2.21 KINDS OF OPERATION EQUIPMENT LIST
This airplane may be operated in day or night VFR, day or night IFR This airplane may be operated in day or night VFR, day or night IFR
and known icing when the appropriate equipment is installed and operable. and known icing when the appropriate equipment is installed and operable.
The following equipment list identifies the systems and equipment upon The following equipment list identifies the systems and equipment upon
which type certification for each kind of operation was predicated and must which type certification for each kind of operation was predicated and must
be installed and operable for the particular kind of operation indicated. be installed and operable for the particular kind of operation indicated.
NOTE NOTE
The following system and equipment list does The following system and equipment list does
not include specific flight instruments and not include specific flight instruments and
c o m m u n i c a t i o n / n av i g a t i o n e q u i p m e n t c o m m u n i c a t i o n / n av i g a t i o n e q u i p m e n t
required by the FAR Part 91 and 135 requir ed by the FAR Part 91 and 135
LY
N
operating requirements. operating requirements.
E O
C
Types of Operation and Remarks Types of Operation and Remarks
N
Number (DAY, NIGHT, VFR, IFR and Number (DAY, NIGHT, VFR, IFR and
System Required ICING Conditions) System Required
R E HT ICING Conditions)
1. ELECTRICAL 1. ELECTRICAL
F E LDAY, IGNIGHT, VFR, IFR
R E F
1R
Alternators 1 DAY, NIGHT, VFR, IFR Alternators 1
DC Voltmeter 1 DAY, NIGHT, VFR, IFR, ICING
AmmetersFO
DC Voltmeter
R O
F2
DAY, NIGHT, VFR, IFR, ICING
Ammeters 2 DAY, NIGHT, VFR, IFR, ICING
O T DAY, NIGHT, VFR, IFR, ICING
AnnunciatorN
ALT INOP ALT INOP
Annunciator 2 DAY, NIGHT, VFR, IFR, ICING 2 DAY, NIGHT, VFR, IFR, ICING
LO BUS VOLT LO BUS VOLT
Annunciator 1 DAY, NIGHT, VFR, IFR, ICING Annunciator 1 DAY, NIGHT, VFR, IFR, ICING
Propeller Heat Propeller Heat
LED Indicator 1 ICING LED Indicator 1 ICING
Stall Warning 1 DAY, NIGHT, VFR, IFR, ICING Stall Warning 1 DAY, NIGHT, VFR, IFR, ICING
2. EQUIPMENT/ 2. EQUIPMENT/
FURNISHINGS FURNISHINGS
Safety Restraint Safety Restraint
Each Occupant AR DAY, NIGHT, VFR, IFR, ICING Each Occupant AR DAY, NIGHT, VFR, IFR, ICING
2-6 2-6
SECTION 2 SECTION 2
2.21 KINDS OF OPERATION EQUIPMENT LIST (Continued) 2.21 KINDS OF OPERATION EQUIPMENT LIST (Continued)

System Required ICING Conditions) System Required ICING Conditions)
3. FLIGHT CONTROLS 3. FLIGHT CONTROLS
Flap Position Flap Position
Indicator 1 DAY, NIGHT, VFR, IFR, ICING Indicator 1 DAY, NIGHT, VFR, IFR, ICING
Elevator and Rudder Elevator and Rudder
Trim Position Trim Position
Y
Indicator 1 ea. DAY, NIGHT, VFR, IFR, ICING Indicator 1 ea. DAY, NIGHT, VFR, IFR, ICING
4. FUEL 4. FUEL
N L
Fuel Quantity Fuel Quantity
E O
Indicating System 2 DAY, NIGHT, VFR, IFR, ICING Indicating System
N
2
C DAY, NIGHT, VFR, IFR, ICING
BOOST PUMP BOOST PUMP
R T VFR, IFR, ICING
E DAY,HNIGHT,
Annunciator 1 DAY, NIGHT, VFR, IFR, ICING Annunciator
F E LIG
1
FUEL PRESS
Annunciator R
FUEL PRESS
E 1F DAY, NIGHT, VFR, IFR, ICING
Annunciator 1 DAY, NIGHT, VFR, IFR, ICING
R O R
FO T F
5. ICE PROTECTION 5. ICE PROTECTION
Pneumatic Deice
System (Wing N O
Pneumatic Deice
System (Wing
and Empennage and Empennage
Protection) 1 ICING Protection) 1 ICING
Wing Ice Detection Wing Ice Detection
Light 1 ICING Light 1 ICING
Electrothermal 1 per Electrothermal 1 per
Propeller Deice Pads Blade ICING Propeller Deice Pads Blade ICING
Heated Windshield 1 ICING Heated Windshield 1 ICING
2-7 2-7
SECTION 2 SECTION 2
2.21 KINDS OF OPERATION EQUIPMENT LIST (CONTINUED) 2.21 KINDS OF OPERATION EQUIPMENT LIST (CONTINUED)

5. ICE PROTECTION 5. ICE PROTECTION

(Continued) (Continued)
Heated Stall Heated Stall
Warning Transducer 1 ICING Warning Transducer 1 ICING
Heated Pitot Head 1 ICING Heated Pitot Head 1 ICING
Y
Alternate Static Alternate Static
Source 1 ICING Source 1 ICING
N L
WSHLD HEAT WSHLD HEAT
E O
C
Annunciator 1 ICING Annunciator 1 ICING
Vac Pump 2 ICING Vac Pump 2
N
E HT
ICING
SURF DEICE SURF DEICE
1E
R IG
Annunciator 1 ICING Annunciator
F L
E 2 F ICING
ICING
Alternator 2 ICING Alternator
R R R
O
FO T F
6. INSTRUMENTA- 6. INSTRUMENTA-
TION - ENGINE TION - ENGINE
Tachometer 1 DAY, NIGHT, VFR, IFR, ICING Tachometer
N O 1 DAY, NIGHT, VFR, IFR, ICING
Oil Pressure Oil Pressure
Oil Temperature Oil Temperature
Manifold Pressure Manifold Pressure
Cylinder Head Tem- Cylinder Head Tem-
perature Indicator 1 DAY, NIGHT, VFR, IFR, ICING perature Indicator 1 DAY, NIGHT, VFR, IFR, ICING
Turbine Inlet Tem- Turbine Inlet Tem-
perature Indicator 1 DAY, NIGHT, VFR, IFR, ICING perature Indicator 1 DAY, NIGHT, VFR, IFR, ICING
2-8 2-8
SECTION 2 SECTION 2

7. INSTRUMENTA- 7. INSTRUMENTA-
TION - FLIGHT TION - FLIGHT
Airspeed Indicator 1 DAY, NIGHT, VFR, IFR, ICING Airspeed Indicator 1 DAY, NIGHT, VFR, IFR, ICING
Altimeter 1 DAY, NIGHT, VFR, IFR, ICING Altimeter 1 DAY, NIGHT, VFR, IFR, ICING
Free Air Temperature Free Air Temperature

Gauge 1 DAY, NIGHT, VFR, IFR, ICING Gauge 1
LY
DAY, NIGHT, VFR, IFR, ICING
Gyroscopic Attitude Gyroscopic Attitude

O N
Indicator 1 IFR, ICING Indicator 1
C E IFR, ICING
1 EN IFR,T
Gyroscopic Heading Gyroscopic Heading
Indicator 1 IFR, ICING Indicator
R H ICING
E 1 LIGIFR, ICING
Turn Coordinator 1 IFR, ICING Turn Coordinator
F
E F
R R1
HydraulicR
8. LANDING GEAR 8. LANDING GEAR
O TF O
F
Hydraulic Pump 1 DAY, NIGHT, VFR, IFR, ICING Pump DAY, NIGHT, VFR, IFR, ICING
NO
HYD PUMP HYD PUMP
Landing Gear Down Landing Gear Down

Position Indicating Position Indicating
Lights 3 DAY, NIGHT, VFR, IFR, ICING Lights 3 DAY, NIGHT, VFR, IFR, ICING
Landing Gear Landing Gear

Warning Horn 1 DAY, NIGHT, VFR, IFR, ICING Warning Horn 1 DAY, NIGHT, VFR, IFR, ICING
GEAR WARN GEAR WARN

2-9 2-9
SECTION 2 SECTION 2

9. LIGHTS - 9. LIGHTS -
EXTERNAL EXTERNAL
Position Lights Position Lights

a. Left Wing - Red a. Left Wing - Red
and White 1 ea. NIGHT and White 1 ea. NIGHT
Y
b. Right Wing - Green b. Right Wing - Green
and White 1 ea. NIGHT and White 1 ea. NIGHT
N L
Anti-Collision Anti-Collision
E O
C
(Strobe) Lights 2 NIGHT (Strobe) Lights 2 NIGHT
10. LIGHTS - 10. LIGHTS - N

E HT
COCKPIT COCKPIT
R
E LIG
Instrument Panel Instrument Panel F
E AR F NIGHT
Switch Lights AR NIGHT Switch Lights
R R R NIGHT
O
FO T F 2
Instrument Lights AR NIGHT Instrument Lights AR
Map Lights
11. PNEUMATIC/
2 NIGHT Map Lights
11. PNEUMATIC/ N O NIGHT
VACUUM VACUUM
Vacuum Pumps 1 IFR Vacuum Pumps 1 IFR
Gyro Suction Gyro Suction

Indicator 1 IFR, ICING Indicator 1 IFR, ICING
2-10 2-10
SECTION 2 SECTION 2

12. PRESSURIZED 12. PRESSURIZED

FLIGHT FLIGHT
Cabin Altimeter 1 DAY, NIGHT, VFR, IFR, ICING Cabin Altimeter 1 DAY, NIGHT, VFR, IFR, ICING
Cabin Differential Cabin Differential
Pressure Indicator 1 DAY, NIGHT, VFR, IFR ICING Pressure Indicator 1 DAY, NIGHT, VFR, IFR ICING
Y
Cabin Vertical Cabin Vertical
Speed Indicator 1 DAY, NIGHT, VFR, IFR ICING Speed Indicator 1
N L
DAY, NIGHT, VFR, IFR ICING
Pressure Control Pressure Control
E O
C
Valve 1 DAY, NIGHT, VFR, IFR ICING Valve 1 DAY, NIGHT, VFR, IFR ICING
Pressure Relief Pressure Relief
1 E
N DAY,T
Safety Valve 1 DAY, NIGHT, VFR, IFR ICING Safety Valve
R H NIGHT, VFR, IFR ICING
E 1 LIGDAY, NIGHT, VFR, IFR ICING
Pressurization Pressurization
F
E F
R
Controller 1 DAY, NIGHT, VFR, IFR ICING Controller
R O R
O TF 1
CAB ALT CAB ALT
Annunciator 1 DAY, NIGHT, VFR, IFR ICING
F
Annunciator DAY, NIGHT, VFR, IFR ICING
Vacuum Pump
13. MISCELLANEOUS
1 DAY, NIGHT, VFR, IFR ICING
N O
Vacuum Pump
13. MISCELLANEOUS
1 DAY, NIGHT, VFR, IFR ICING
Stall Warning System 1 DAY, NIGHT, VFR, IFR, ICING Stall Warning System 1 DAY, NIGHT, VFR, IFR, ICING
STALL WARN FAIL STALL WARN FAIL
Annunciator Test Annunciator Test
System 1 DAY, NIGHT, VFR, IFR, ICING System 1 DAY, NIGHT, VFR, IFR, ICING
2-11 2-11
SECTION 2 SECTION 2
2.23 FUEL LIMITATIONS 2.23 FUEL LIMITATIONS

(a) Minimum Aviation Fuel Grade............................................ 100LL/100 (a) Minimum Aviation Fuel Grade............................................ 100LL/100
(b) Total Capacity................................................................ 122 U.S. GAL. (b) Total Capacity................................................................ 122 U.S. GAL.
(c) Unusable Fuel.................................................................... 2 U.S. GAL. (c) Unusable Fuel.................................................................... 2 U.S. GAL.
The unusable fuel for this airplane has been determined as 1.0 The unusable fuel for this airplane has been determined as 1.0
gallon in each wing in critical flight attitudes. gallon in each wing in critical flight attitudes.
(d) Usable Fuel.................................................................... 120 U.S. GAL. (d) Usable Fuel.................................................................... 120 U.S. GAL.
The usable fuel in this airplane has been determined as 60 gallons in The usable fuel in this airplane has been determined as 60 gallons in
each wing. each wing.
(e) Fuel Imbalance (e) Fuel Imbalance
Maximum fuel imbalance is 10 gallons. Maximum fuel imbalance is 10 gallons.
Y
2.25 OPERATING ALTITUDE LIMITATIONS 2.25 OPERATING ALTITUDE LIMITATIONS
Flight above 25,000 feet pressure altitude is not approved. Flight up to Flight above 25,000 feet pressure altitude is not approved. Flight up to
N L
O
and including 25,000 feet is approved if equipped with avionics in and including 25,000 feet is approved if equipped with avionics in
E
accordance with FAR 91 or FAR 135. accordance with FAR 91 or FAR 135.
2.27 CABIN PRESSURIZATION LIMITS C

2.27 CABIN PRESSURIZATION LIMITS
E Nat maximum
T cabin differ-
(a) Pressurized flight operation approved at maximum cabin differ-
R
(a) Pressurized flight operation approved
E LIG H
F
ential pressure of 5.5 psi. ential pressure of 5.5 psi.
(b) Pressurized landing not approved.
ESYSTEMFLIMITATIONS
(b) Pressurized landing not approved.
R
2.29 AIR CONDITIONING SYSTEM LIMITATIONS
R
2.29 AIR CONDITIONING
O R for takeoffs and landings.
AIR COND switch in OFF position for takeoffs and landings.
FO T F
AIR COND switch in OFF position
NOTE
N O NOTE
BLOWER LOW or BLOWER HIGH switch may BLOWER LOW or BLOWER HIGH switch may
be selected be selected
2.31 ELECTRIC AUXILIARY CABIN HEATER LIMITATIONS 2.31 ELECTRIC AUXILIARY CABIN HEATER LIMITATIONS
(a) Both alternators must be functioning. (a) Both alternators must be functioning.
(b) The low voltage monitor system and annunciator must be functional. (b) The low voltage monitor system and annunciator must be functional.
(c) The Vent/Defog Fan must be operational for heater ground oper- (c) The Vent/Defog Fan must be operational for heater ground oper-
ation. ation.
(d) Maximum ambient temperature for heater operation is 20C (68F). (d) Maximum ambient temperature for heater operation is 20C (68F).
2-12 2-12
SECTION 2 SECTION 2
2.33 MAXIMUM SEATING CONFIGURATION 2.33 MAXIMUM SEATING CONFIGURATION

The maximum seating capacity is 6 (six) persons. The maximum seating capacity is 6 (six) persons.
2.34 ICING INFORMATION 2.34 ICING INFORMATION
"WARNING" "WARNING"
Severe icing may result from environmental conditions outside of those for Severe icing may result from environmental conditions outside of those for
which the airplane is certified. Flight in freezing rain, freezing drizzle, or which the airplane is certified. Flight in freezing rain, freezing drizzle, or
mixed icing conditions (supercooled liquid water and ice crystals) may result in mixed icing conditions (supercooled liquid water and ice crystals) may result in
ice build-up on protected surfaces exceeding the capability of the ice protection ice build-up on protected surfaces exceeding the capability of the ice protection
system, or may result in ice forming aft of the protected surfaces. This ice may system, or may result in ice forming aft of the protected surfaces. This ice may
not be shed using the ice protection systems, and may seriously degrade the not be shed using the ice protection systems, and may seriously degrade the
performance and controllability of the airplane. performance and controllability of the airplane.
LY
During flight, severe icing conditions that exceed those for which the
O N
During flight, severe icing conditions that exceed those for which the
E
airplane is certificated shall be determined by the following visual cues. If one airplane is certificated shall be determined by the following visual cues. If one
or more of these visual cues exists, immediately request priority handling from
C
or more of these visual cues exists, immediately request priority handling from
N
E HT
Air Traffic Control to facilitate a route or an altitude change to exit the icing Air Traffic Control to facilitate a route or an altitude change to exit the icing
R
conditions. conditions.
F E LIGon the airframe and windshield in

E collectFice.
Unusually extensive ice accumulation on the airframe and windshield in Unusually extensive ice accumulation
areas not normally observed to collect ice.
R
areas not normally observed
R
to
Rupper surface of the wing, aft of the protected
O
FO T F
Accumulation of ice on the upper surface of the wing, aft of the protected Accumulation of ice on the
area. area.
Accumulation of ice on the engine nacelles and propeller spinners farther

aft than normally observed. NOobserved.
Accumulation
aft than normally
of ice on the engine nacelles and propeller spinners farther
Since the autopilot, when installed and operating, may mask tactile cues Since the autopilot, when installed and operating, may mask tactile cues
that indicate adverse changes in handling characteristics, use of the autopilot is that indicate adverse changes in handling characteristics, use of the autopilot is
prohibited when any of the visual cues specified above exist, or when unusual prohibited when any of the visual cues specified above exist, or when unusual
lateral trim requirements or autopilot trim warnings are encountered while the lateral trim requirements or autopilot trim warnings are encountered while the
airplane is in icing conditions. airplane is in icing conditions.
All wing icing inspection lights must be operative prior to flight into All wing icing inspection lights must be operative prior to flight into
known or forecast icing conditions at night. [NOTE: This supersedes any relief known or forecast icing conditions at night. [NOTE: This supersedes any relief
provided by the Master Minimum Equipment List (MMEL).] provided by the Master Minimum Equipment List (MMEL).]
2-13 2-13
SECTION 2 SECTION 2
2.35 PLACARDS 2.35 PLACARDS

In full view of the pilot: In full view of the pilot:
The markings and placards installed in this airplane The markings and placards installed in this airplane
contain operating limitations which must be complied with contain operating limitations which must be complied with
when operating this airplane in the normal category. Other when operating this airplane in the normal category. Other
operating limitations which must be complied with when operating limitations which must be complied with when
operating this airplane in this category are contained in the operating this airplane in this category are contained in the
airplane flight manual. No aerobatic maneuvers, including airplane flight manual. No aerobatic maneuvers, including
spins, approved. spins, approved.
T h i s a i r c r a f t a p p r ove d f o r V. F. R . , I . F. R . , d a y a n d n i g h t T h i s a i r c r a f t a p p r ove d f o r V. F. R . , I . F. R . , d a y a n d n i g h t
icing flight when equipped in accordance with the Airplane icing flight when equipped in accordance with the Airplane
Flight Manual. Flight Manual.
LY
On the instrument panel in full view of the pilot: On the instrument panel in full view of the pilot:
O N
VA 133 KIAS at 4340 LBS.
C E
VA 133 KIAS at 4340 LBS.
(See A.F.M.)
N
E HT
(See A.F.M.)

V F165E
R I G
VLO 165 DN, 126 UP
EV 195 MAX
LO
F L
DN, 126 UP
VLE 195 MAX
Near emergencyR
R R
LE
Near emergency gear release:

O F O
gear release:
F EMERGENCYT
NOBEFORE RE-ENGAGEMENT
EMERGENCY GEAR EXTENSION GEAR EXTENSION
PULL TO RELEASE. SEE A.F.M. PULL TO RELEASE. SEE A.F.M.
BEFORE RE-ENGAGEMENT

WARNING WARNING
TURN OFF STROBE LIGHTS WHEN IN TURN OFF STROBE LIGHTS WHEN IN
C L O S E P ROX I M I T Y TO G RO U N D O R C L O S E P ROX I M I T Y TO G RO U N D O R
D U R I N G F L I G H T T H RO U G H C L O U D , D U R I N G F L I G H T T H RO U G H C L O U D ,
FOG OR HAZE. FOG OR HAZE.
In full view of the pilot and passengers: In full view of the pilot and passengers:
NO SMOKING NO SMOKING
2-14 REVISED: NOVEMBER 12, 1999 2-14 REVISED: NOVEMBER 12, 1999
SECTION 2 SECTION 2
2.35 PLACARDS (CONTINUED) 2.35 PLACARDS (CONTINUED)

Near the magnetic compass: Near the magnetic compass:
CAUTION - COMPASS CAL. MAY BE IN CAUTION - COMPASS CAL. MAY BE IN
E R RO R W I T H E L E C T. E Q U I P M E N T E R RO R W I T H E L E C T. E Q U I P M E N T
OTHER THAN AVIONICS ON. OTHER THAN AVIONICS ON.
In full view of the pilot when the air conditioner is installed: In full view of the pilot when the air conditioner is installed:
WARNING: AIR CONDITIONER MUST BE WARNING: AIR CONDITIONER MUST BE
OFF TO INSURE NORMAL TAKEOFF OFF TO INSURE NORMAL TAKEOFF
CLIMB PERFORMANCE. CLIMB PERFORMANCE.
On the inside of the forward baggage door: On the inside of the forward baggage door:
LY
MAXIMUM BAGGAGE THIS COMPART- MAXIMUM BAGGAGE THIS COMPART-
O N
MENT 100 LBS. MENT 100 LBS.
C E
On aft baggage closeout: N T
ETHIS COMPART-
H
On aft baggage closeout:
R
E LIG
MENT 100 LBS. F
MAXIMUM BAGGAGE THIS COMPART- MAXIMUM BAGGAGE
MENT 100 LBS.
R E F
R O R
O T F LANDING NOT APPROVED
FPRESSURIZED
NO
PRESSURIZED LANDING NOT APPROVED
Adjacent to fuel tank filler caps: Adjacent to fuel tank filler caps:
2-15 2-15
SECTION 2 SECTION 2
2.35 PLACARDS (CONTINUED) 2.35 PLACARDS (CONTINUED)

Over emergency exit handle: Over emergency exit handle:
EMERGENCY EXIT EMERGENCY EXIT

REMOVE GLASS REMOVE GLASS
PULL DOOR IN - LIFT UP PULL DOOR IN - LIFT UP
On aft baggage closeout: On aft baggage closeout:
MAXIMUM LOAD EACH COAT HOOK 8 LBS MAXIMUM LOAD EACH COAT HOOK 8 LBS
On aft close out panel, if required: On aft close out panel, if required:
Y
Rear Passenger / Baggage Areas Rear Passenger / Baggage Areas
MAXIMUM ALLOWABLE WEIGHT MAXIMUM ALLOWABLE WEIGHT
N L
MAXIMUM ALLOWABLE COMBINED WEIGHT IN AFT SEATS IS
O
MAXIMUM ALLOWABLE COMBINED WEIGHT IN AFT SEATS IS
E
LOAD IN ACCORDANCEC
___________________________POUNDS ___________________________POUNDS
LOAD IN ACCORDANCE WITH
N
E DATA
WITH
T
WEIGHT AND BALANCE DATA
R
WEIGHT AND BALANCE
H
F LIGcabin door stop, and left and
E On lower
right side of upper cabin doorE F
(Serial numbers 4636314 and up) On lower cabin door stop, and left and (Serial numbers 4636314 and up)
right side of upper cabin door bottom edge.
R FO R R
bottom edge.
F TO
NO
2-16 REVISED: APRIL 15, 2002 2-16 REVISED: APRIL 15, 2002
SECTION 3 SECTION 3
PA-46-350P, MALIBU EMERG PROCEDURES PA-46-350P, MALIBU EMERG PROCEDURES

SECTION 3 SECTION 3
EMERGENCY PROCEDURES EMERGENCY PROCEDURES

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

3.3 Emergency Procedures Checklist ............................................ 3-2 3.3 Emergency Procedures Checklist ............................................ 3-2
3.3a Engine Fire During Start (3.7) ................................................. 3-2 3.3a
Y
Engine Fire During Start (3.7) .................................................
L
3-2
N
3.3b Turbocharger Failure (3.8) ...................................................... 3-2 3.3b Turbocharger Failure (3.8) ...................................................... 3-2
3.3c Engine Power Loss During Takeoff (3.9) ................................ 3-3 3.3c
O
Engine Power Loss During Takeoff (3.9) ................................
E
3-3
C
3.3d Engine Power Loss In Flight (3.11) ........................................ 3-4 3.3d Engine Power Loss In Flight (3.11) ........................................ 3-4
3.3e Power Off Landing (3.13) ....................................................... 3-5 3.3e
N
E HT
Power Off Landing (3.13) ....................................................... 3-5
3.3f Fire In Flight (3.15) ................................................................. 3-6 3.3f
R
Fire In Flight (3.15) .................................................................
E LIG
3-6
3.3g Loss of Oil Pressure (3.17) ...................................................... 3-7 3.3g
F
Loss of Oil Pressure (3.17) ......................................................
E F
3-7
R
3.3h Loss of Fuel Flow (3.19) ......................................................... 3-7 3.3h Loss of Fuel Flow (3.19) ......................................................... 3-7
3.3i Engine Driven Fuel Pump Failure (3.21) ................................ 3-8 3.3i
R O R
Engine Driven Fuel Pump Failure (3.21) ................................ 3-8
FO T F
3.3j High Oil Temperature (3.23) ................................................... 3-8 3.3j High Oil Temperature (3.23) ................................................... 3-8
NO
3.3k TIT Indicator Failure (3.24) .................................................... 3-9 3.3k TIT Indicator Failure (3.24) .................................................... 3-9
3.3l High Cylinder Head Temperature (3.25) ................................. 3-10 3.3l High Cylinder Head Temperature (3.25) ................................. 3-10
3.3m Electrical Failures (3.27) ......................................................... 3-10 3.3m Electrical Failures (3.27) ......................................................... 3-10
3.3n Propeller Overspeed (3.29) ...................................................... 3-12 3.3n Propeller Overspeed (3.29) ...................................................... 3-12
3.3o Emergency Landing Gear Extension (3.31) ............................ 3-12 3.3o Emergency Landing Gear Extension (3.31) ............................ 3-12
3.3p Spin Recovery (3.33) ............................................................... 3-13 3.3p Spin Recovery (3.33) ............................................................... 3-13
3.3q Engine Roughness (3.35) ........................................................ 3-13 3.3q Engine Roughness (3.35) ........................................................ 3-13
3.3r Emergency Descent (3.37) ...................................................... 3-13 3.3r Emergency Descent (3.37) ...................................................... 3-13
3.3s Pressurization System Malfunction (3.39) .............................. 3-14 3.3s Pressurization System Malfunction (3.39) .............................. 3-14
3.3t Cabin Air Contamination/Smoke 3.3t Cabin Air Contamination/Smoke
Evacuation (Pressurized) (3.41) ......................................... 3-15 Evacuation (Pressurized) (3.41) ......................................... 3-15
3.3u Vacuum System Failure (3.43) ................................................. 3-16 3.3u Vacuum System Failure (3.43) ................................................. 3-16
3.3v Inadvertent Icing Encounter (3.45) ......................................... 3-16 3.3v Inadvertent Icing Encounter (3.45) ......................................... 3-16
3-i 3-i
SECTION 3 SECTION 3
EMERG PROCEDURES PA-46-350P, MALIBU EMERG PROCEDURES PA-46-350P, MALIBU

SECTION 3 (cont) SECTION 3 (cont)
No. No. No. No.
3.3w Hydraulic System Malfunction (3.49)...................................... 3-17 3.3w Hydraulic System Malfunction (3.49)...................................... 3-17
3.3x Flap System Malfunction (3.51)............................................... 3-17 3.3x Flap System Malfunction (3.51)............................................... 3-17
3.3y Fuel Tank Submerged Pump Failure (3.53) ............................. 3-18 3.3y Fuel Tank Submerged Pump Failure (3.53) ............................. 3-18
3.3z Stall Warning Failure (3.55) ..................................................... 3-18 3.3z Stall Warning Failure (3.55) ..................................................... 3-18
Y
3.3aa Annunciator Light Panel Failure (3.57) ................................... 3-18 3.3aa Annunciator Light Panel Failure (3.57) ................................... 3-18
3.3ab Emergency Exit (3.59) ............................................................. 3-19 3.3ab
N L
Emergency Exit (3.59) ............................................................. 3-19
3.5 Amplified Emergency Procedures (General) ........................... 3-21 3.5
O
Amplified Emergency Procedures (General) ...........................
E
3-21
C
3.7 Engine Fire During Start (3.3a)................................................ 3-21 3.7 Engine Fire During Start (3.3a)................................................ 3-21
3.8 Turbocharger Failure (3.3b) ..................................................... 3-21 3.8
N
E HT
Turbocharger Failure (3.3b) ..................................................... 3-21
R
3.9 Engine Power Loss During Takeoff (3.3c) ............................... 3-23 3.9 Engine Power Loss During Takeoff (3.3c) ............................... 3-23
3.11 Engine Power Loss In Flight (3.3d) ......................................... 3-24 3.11
F E LIG
Engine Power Loss In Flight (3.3d) ......................................... 3-24
3.13 Power Off Landing (3.3e)......................................................... 3-25 3.13
R E F
Power Off Landing (3.3e)......................................................... 3-25
3.15 Fire In Flight (3.3f)................................................................... 3-26 3.15
R O R
Fire In Flight (3.3f)................................................................... 3-26
FO T F
3.17 Loss of Oil Pressure (3.3g)....................................................... 3-27 3.17 Loss of Oil Pressure (3.3g)....................................................... 3-27
NO
3.19 Loss of Fuel Flow (3.3h) .......................................................... 3-27 3.19 Loss of Fuel Flow (3.3h) .......................................................... 3-27
3.21 Engine Driven Fuel Pump Failure (3.3i) .................................. 3-28 3.21 Engine Driven Fuel Pump Failure (3.3i) .................................. 3-28
3.23 High Oil Temperature (3.3j)..................................................... 3-28 3.23 High Oil Temperature (3.3j)..................................................... 3-28
3.24 TIT Indicator Failure (3.3k) ..................................................... 3-28 3.24 TIT Indicator Failure (3.3k) ..................................................... 3-28
3.25 High Cylinder Head Temperature (3.3l)................................... 3-29 3.25 High Cylinder Head Temperature (3.3l)................................... 3-29
3.27 Electrical Failures (3.3m) ......................................................... 3-30 3.27 Electrical Failures (3.3m) ......................................................... 3-30
3.29 Propeller Overspeed (3.3n)....................................................... 3-32 3.29 Propeller Overspeed (3.3n)....................................................... 3-32
3.31 Emergency Landing Gear Extension (3.3o) ............................. 3-32 3.31 Emergency Landing Gear Extension (3.3o) ............................. 3-32
3.33 Spin Recovery (3.3p)................................................................ 3-32 3.33 Spin Recovery (3.3p)................................................................ 3-32
3.35 Engine Roughness (3.3q) ......................................................... 3-33 3.35 Engine Roughness (3.3q) ......................................................... 3-33
3.37 Emergency Descent (3.3r) ........................................................ 3-33 3.37 Emergency Descent (3.3r) ........................................................ 3-33
3.39 Pressurization System Malfunction (3.3s) ............................... 3-34 3.39 Pressurization System Malfunction (3.3s) ............................... 3-34
3.41 Cabin Air Contamination/Smoke Evacuation (3.3t) ................ 3-34 3.41 Cabin Air Contamination/Smoke Evacuation (3.3t) ................ 3-34
3.43 Vacuum Failure (3.3u).............................................................. 3-35 3.43 Vacuum Failure (3.3u).............................................................. 3-35
3-ii 3-ii
SECTION 3 SECTION 3


No. No. No. No.
3.45 Inadvertent Icing Encounter (3.3v) ......................................... 3-35 3.45 Inadvertent Icing Encounter (3.3v) ......................................... 3-35
3.49 Hydraulic System Malfunction (3.3w) .................................... 3-36 3.49 Hydraulic System Malfunction (3.3w) .................................... 3-36
3.51 Flap System Malfunction (3.3x) .............................................. 3-36 3.51 Flap System Malfunction (3.3x) .............................................. 3-36
3.53 Fuel Tank Submerged Pump Failure (3.3y) ............................ 3-37 3.53
LY
Fuel Tank Submerged Pump Failure (3.3y) ............................ 3-37
3.55 Stall Warning Failure (3.3z) .................................................... 3-37 3.55
O N
Stall Warning Failure (3.3z) .................................................... 3-37
3.57 Annunciator Light Panel Failure (3.3aa) ................................. 3-37 3.57
C E
Annunciator Light Panel Failure (3.3aa) ................................. 3-37
3.59 Emergency Exit (3.3ab) ........................................................... 3-38 3.59
N
E HT
Emergency Exit (3.3ab) ........................................................... 3-38
R
E LIG
F
E F
R R R
O
FO T F
NO
3-iii 3-iii
SECTION 3 SECTION 3
LY
O N
C E
N
E HT
R
E LIG
F
E F LEFT BLANK
R R
R O
FO T F
NO
3-iv 3-iv
SECTION 3 SECTION 3
SECTION 3 SECTION 3

This section provides the recommended procedures for coping with This section provides the recommended procedures for coping with
various emergency or critical situations. All of the emergency procedures various emergency or critical situations. All of the emergency procedures
required by the FAA as well as those necessary for operation of the airplane, required by the FAA as well as those necessary for operation of the airplane,
as determined by the operating and design features of the airplane, are as determined by the operating and design features of the airplane, are
presented. presented.
Emergency procedures associated with optional systems and equipment
LY
Emergency procedures associated with optional systems and equipment
which require handbook supplements are presented in Section 9, Supplements.
N
which require handbook supplements are presented in Section 9, Supplements.
O
This section is divided into two basic parts. The first part contains the
E
This section is divided into two basic parts. The first part contains the
C
N
emergency procedures checklists. These checklists supply an immediate emergency procedures checklists. These checklists supply an immediate
E HT
action sequence to be followed during critical situations with little emphasis action sequence to be followed during critical situations with little emphasis
on the operation of the systems. The numbers located in parentheses after each
R
on the operation of the systems. The numbers located in parentheses after each
E LIG
F
checklist heading indicate where the corresponding paragraph in the amplified checklist heading indicate where the corresponding paragraph in the amplified
procedures can be found. procedures can be found.
The second partR
E Fprovides amplified emergency procedures
The second part of the section provides amplified emergency procedures
correspondingR O R procedures checklist items. These amplified
of the section
emergencyO Fcontain additional information to provide the pilot

corresponding to the emergency procedures checklist items. These amplified to the emergency
emergency procedures contain additional information to provide the pilot
F procedures
T
with a more complete description of the procedures so they may be more
easily understood. The numbers located in parentheses after each paragraph
N O
with a more complete
easily understood.
description of the procedures so they may be more
The numbers located in parentheses after each paragraph
heading indicates the corresponding checklist paragraph. heading indicates the corresponding checklist paragraph.
Pilots must familiarize themselves with the procedures given in this Pilots must familiarize themselves with the procedures given in this
section and must be prepared to take the appropriate action should an section and must be prepared to take the appropriate action should an
emergency situation arise. The procedures are offered as a course of action emergency situation arise. The procedures are offered as a course of action
for coping with the particular situation or condition described. They are not for coping with the particular situation or condition described. They are not
a substitute for sound judgement and common sense. a substitute for sound judgement and common sense.
Most basic emergency procedures are a normal part of pilot training. Most basic emergency procedures are a normal part of pilot training.
The information presented in this section is not intended to replace this The information presented in this section is not intended to replace this
training. This information is intended to provide a source of reference for the training. This information is intended to provide a source of reference for the
procedures which are applicable to this airplane. The pilot should review procedures which are applicable to this airplane. The pilot should review
standard emergency procedures periodically to remain proficient in them. standard emergency procedures periodically to remain proficient in them.
3-1 3-1
SECTION 3 SECTION 3
3.3 EMERGENCY PROCEDURES CHECKLIST 3.3 EMERGENCY PROCEDURES CHECKLIST

3.3a ENGINE FIRE DURING START (3.7) 3.3a ENGINE FIRE DURING START (3.7)
Starter (crank engine)..................................................................................PUSH Starter (crank engine)..................................................................................PUSH
Mixture .......................................................................................IDLE CUT-OFF Mixture .......................................................................................IDLE CUT-OFF
Throttle .......................................................................................................OPEN Throttle .......................................................................................................OPEN
Fuel Selector ..................................................................................................OFF Fuel Selector ..................................................................................................OFF
Emergency (EMERG) Fuel Pump...................................................CHECK OFF Emergency (EMERG) Fuel Pump...................................................CHECK OFF
Abandon if fire continues Abandon if fire continues
3.3b TURBOCHARGER FAILURE (3.8) 3.3b TURBOCHARGER FAILURE (3.8)
CAUTION: CAUTION:
If a turbocharger failure is the result of loose, If a turbocharger failure is the result of loose,
disconnected or burned through exhaust system disconnected or burned through exhaust system
LY
N
components, a potentially serious fire hazard exists as components, a potentially serious fire hazard exists as
O
well as the risk of carbon monoxide migration into the well as the risk of carbon monoxide migration into the
E
passenger compartment of the aircraft. If a failure within passenger compartment of the aircraft. If a failure within
the exhaust system is suspected in flight, immediately
C
the exhaust system is suspected in flight, immediately
N
E HT
reduce power to idle (or as low a power setting as reduce power to idle (or as low a power setting as
R
possible) and LAND AS SOON AS POSSIBLE. If a possible) and LAND AS SOON AS POSSIBLE. If a
E LIG
suspected exhaust system failure occurs prior to takeoff, suspected exhaust system failure occurs prior to takeoff,
DO NOT FLY THE AIRCRAFT.
F
E NOTE:F
DO NOT FLY THE AIRCRAFT.
NOTE:
R R R may result in an overly
O
FO mixture,F
A turbocharger malfunction may result in an overly A turbocharger malfunction
and/or T
rich fuel mixture, which could result in a partial power rich fuel which could result in a partial power
NOa complete loss of engine power may result.

loss and/or a rough running engine. In worst-case loss a rough running engine. In worst-case
conditions a complete loss of engine power may result. conditions
COMPLETE LOSS OF ENGINE POWER: COMPLETE LOSS OF ENGINE POWER:
If a suspected turbocharger or turbocharger control system failure results in a If a suspected turbocharger or turbocharger control system failure results in a
complete loss of engine power, the following procedure is recommended: complete loss of engine power, the following procedure is recommended:
Mixture ........................................................................................IDLE CUTOFF Mixture ........................................................................................IDLE CUTOFF

Throttle....................................................................................................CRUISE Throttle....................................................................................................CRUISE
Propeller Control .................................................................................TAKEOFF Propeller Control .................................................................................TAKEOFF
Mixture .............................................ADVANCE SLOWLY until engine restarts Mixture .............................................ADVANCE SLOWLY until engine restarts
and adjust for smooth engine operation and adjust for smooth engine operation
Reduce power and land as soon as possible Reduce power and land as soon as possible
3-2 3-2
SECTION 3 SECTION 3
3.3b TURBOCHARGER FAILURE (3.8) (Contd) 3.3b TURBOCHARGER FAILURE (3.8) (Contd)
PARTIAL LOSS OF ENGINE POWER PARTIAL LOSS OF ENGINE POWER
If the turbocharger wastegate fails in the OPEN position, a partial loss of If the turbocharger wastegate fails in the OPEN position, a partial loss of
engine power may result. The following procedure is recommended if a engine power may result. The following procedure is recommended if a
suspected turbocharger or turbocharger wastegate control failure results in a suspected turbocharger or turbocharger wastegate control failure results in a
partial loss of engine power. partial loss of engine power.
Throttle........................................................................................AS REQUIRED Throttle........................................................................................AS REQUIRED
Propeller Control.........................................................................AS REQUIRED Propeller Control.........................................................................AS REQUIRED
Mixture........................................................................................AS REQUIRED Mixture........................................................................................AS REQUIRED
Continue Flight...............................................LAND AS SOON AS POSSIBLE Continue Flight...............................................LAND AS SOON AS POSSIBLE
Y
ENGINE POWER OVERBOOST ENGINE POWER OVERBOOST
If the turbocharger wastegate control fails in the CLOSED position, an engine If the turbocharger wastegate control fails in the CLOSED position, an engine
N L
power overboost condition may occur. The following procedure is
recommended for an overboost condition:
recommended for an overboost condition:
E O
N C pressure within limits
E HT
Throttle...REDUCE as necessary to keep manifold pressure within limits Throttle...REDUCE as necessary to keep manifold
NOTE R
E Lto throttle
NOTE
IG movements to be sensitive.
Expect manifold pressure response to throttle movements to be sensitive. Expect manifold pressure
E F F response
R R R
Propeller......................................................................................AS REQUIRED
O
Propeller......................................................................................AS
O TF
REQUIRED
FFlight...............................................LAND
NO
Continue Flight...............................................LAND AS SOON AS POSSIBLE Continue AS SOON AS POSSIBLE
3.3c ENGINE POWER LOSS DURING TAKEOFF (3.9) 3.3c ENGINE POWER LOSS DURING TAKEOFF (3.9)
If sufficient runway remains for a normal landing, leave gear down and land If sufficient runway remains for a normal landing, leave gear down and land
straight ahead. straight ahead.
If area ahead is rough, or if it is necessary to clear obstructions: If area ahead is rough, or if it is necessary to clear obstructions:
Landing Gear Selector .....................................................................................UP Landing Gear Selector .....................................................................................UP
Emergency (EMERG) Fuel Pump .................................................................OFF Emergency (EMERG) Fuel Pump .................................................................OFF
Battery Master (after Battery Master (after
gear retraction)...............................................................................................OFF gear retraction)...............................................................................................OFF
3-3 3-3
SECTION 3 SECTION 3
3.3c ENGINE POWER LOSS DURING TAKEOFF (3.9) (Contd) 3.3c ENGINE POWER LOSS DURING TAKEOFF (3.9) (Contd)
If sufficient altitude has been gained to attempt a restart: If sufficient altitude has been gained to attempt a restart:
Maintain Safe Airspeed Maintain Safe Airspeed
Emergency (EMERG) Fuel Pump........................................................Check ON Emergency (EMERG) Fuel Pump........................................................Check ON
Fuel Selector ..............................................................................SWITCH to tank Fuel Selector ..............................................................................SWITCH to tank
containing fuel containing fuel
Mixture .............................................................................................FULL RICH Mixture .............................................................................................FULL RICH
Induction Air ..................................................................................ALTERNATE Induction Air ..................................................................................ALTERNATE
CAUTION CAUTION
If normal engine operation and fuel flow are If normal engine operation and fuel flow are
Y
not reestablished, the emergency (EMERG) not reestablished, the emergency (EMERG)
fuel pump should be turned OFF. The lack of a
fuel flow indication could indicate a leak in the
N L
fuel system. If fuel system leak is verified, fuel system. If fuel system leak is verified,
E O
C
switch fuel selector to OFF. switch fuel selector to OFF.
If power is not regained: If power is not regained:

E HT N
Prepare for power off landing. Prepare for power off landing.
E LIG R
F
EIN FLIGHT F (3.11)
3.3d ENGINE POWER LOSS IN FLIGHT (3.11) 3.3d ENGINE POWER LOSS R
R off FglideOspeed) R
Trim for 90 KIASO
F FuelTPump...................................................................ON
Trim for 90 KIAS (Power off glide speed) (Power
NO
Emergency (EMERG) Fuel Pump...................................................................ON Emergency (EMERG)
Fuel selector...............................................................................SWITCH to tank Fuel selector...............................................................................SWITCH to tank
containing fuel containing fuel
Mixture ........................................................................................................RICH Mixture ........................................................................................................RICH
Induction Air ..................................................................................ALTERNATE Induction Air ..................................................................................ALTERNATE
Engine Gauges ..................................................................CHECK for indication Engine Gauges ..................................................................CHECK for indication
of cause of power loss of cause of power loss
3-4 3-4
SECTION 3 SECTION 3
3.3d ENGINE POWER LOSS IN FLIGHT (3.11) (Contd) 3.3d ENGINE POWER LOSS IN FLIGHT (3.11) (Contd)
If power is restored: If power is restored:
Induction Air .......................................................................................PRIMARY Induction Air .......................................................................................PRIMARY
(Remain in ALTERNATE if (Remain in ALTERNATE if
induction ice is suspected) induction ice is suspected)
Emergency (EMERG) Fuel Pump (Except in Emergency (EMERG) Fuel Pump (Except in
case of engine driven pump failure)...............................................................OFF case of engine driven pump failure)...............................................................OFF
Land as soon as practical and investigate cause of power loss. Land as soon as practical and investigate cause of power loss.
CAUTION CAUTION
not reestablished, the emergency (EMERG) not reestablished, the emergency (EMERG)
LY
O
fuel flow indication could indicate a leak in the N
fuel system. If fuel system leak is verified,
C E
fuel system. If fuel system leak is verified,
N
switch fuel selector to OFF. switch fuel selector to OFF.
If power is not restored: If power is not restored:
R E HT
Prepare for power off landing.
F
Prepare for power off landing. E LIG
R E F
R O R (3.13)
O ...................................................................FULL
F
3.3e POWER OFF LANDING (3.13) 3.3e POWER OFF LANDING
Propeller Control ...................................................................FULL DECREASE
F
Propeller Control
T
DECREASE
NOfield.
Best gliding angle 90 KIAS. Best gliding angle 90 KIAS.
Locate suitable field. Locate suitable
Establish spiral pattern. Establish spiral pattern.
1000 ft. above field at downwind position for normal landing approach. 1000 ft. above field at downwind position for normal landing approach.
When field can easily be reached slow to 77 KIAS for shortest landing. When field can easily be reached slow to 77 KIAS for shortest landing.
Touchdowns should normally be made at lowest possible airspeed with flaps Touchdowns should normally be made at lowest possible airspeed with flaps
fully extended. fully extended.
3-5 3-5
SECTION 3 SECTION 3
3.3e POWER OFF LANDING (3.13) (Continued) 3.3e POWER OFF LANDING (3.13) (Continued)
When committed to landing: When committed to landing:
Landing Gear Selector ................................................................AS REQUIRED Landing Gear Selector ................................................................AS REQUIRED
Throttle ..................................................................................................CLOSED Throttle ..................................................................................................CLOSED
Flaps............................................................................................AS REQUIRED Flaps............................................................................................AS REQUIRED
ALTR Switches..............................................................................................OFF ALTR Switches..............................................................................................OFF
Magneto Switches..........................................................................................OFF Magneto Switches..........................................................................................OFF
Battery Master Switch ...................................................................................OFF Battery Master Switch ...................................................................................OFF
Seat Belt and Harness ...............................................................................TIGHT Seat Belt and Harness ...............................................................................TIGHT
Seats.....................................................................adjusted and locked in position
LY
Seats.....................................................................adjusted and locked in position
NOTE NOTE
O N
E
If the battery master and alternator switches are OFF, If the battery master and alternator switches are OFF,
the gear position lights and flaps will be inoperative.
N C
the gear position lights and flaps will be inoperative.
3.3f FIRE IN FLIGHT (3.15) 3.3f FIRE IN FLIGHT (3.15)
R E HT
Source Of Fire .........................................................................................CHECK
F E LIG
Source Of Fire .........................................................................................CHECK
NOTE
R E Fprocedure will result
R
NOTE
If pressurized, the following procedure will result
R FO
If pressurized, the following
O
Fcabin altitude
in an immediate loss of pressurization and the in an immediate loss of pressurization and the
cabin altitude will rise at an uncontrolled rate.
O T will rise at an uncontrolled rate.
Electrical Fire (smoke in cabin):
Cabin Pressure Dump/Normal Switch.......................................................DUMP
N in cabin):
Electrical Fire (smoke
Cabin Pressure Dump/Normal Switch.......................................................DUMP
Cabin Pressurization Control .............................................PULL to unpressurize Cabin Pressurization Control .............................................PULL to unpressurize
After 5 second delay: After 5 second delay:
Battery Master Switch ...................................................................................OFF Battery Master Switch ...................................................................................OFF
NOTE NOTE
Activation of the Ground Clearance switch can be Activation of the Ground Clearance switch can be
used to maintain communications on Comm 1. used to maintain communications on Comm 1.
ALTR Switches..............................................................................................OFF ALTR Switches..............................................................................................OFF

Cabin Heat .....................................................................................................OFF Cabin Heat .....................................................................................................OFF
3-6 3-6
SECTION 3 SECTION 3
3.3f FIRE IN FLIGHT (3.15) (Continued) 3.3f FIRE IN FLIGHT (3.15) (Continued)
CAUTION CAUTION
The cabin pressure dump valve will remain The cabin pressure dump valve will remain
open if the cabin pressure dump/normal switch open if the cabin pressure dump/normal switch
is positioned to DUMP prior to turning the is positioned to DUMP prior to turning the
aircraft electrical system OFF. This provides aircraft electrical system OFF. This provides
maximum airflow through the cabin for smoke maximum airflow through the cabin for smoke
evacuation. Do not turn the cabin pressure evacuation. Do not turn the cabin pressure
dump/normal switch to NORM. The dump dump/normal switch to NORM. The dump
valve will close and cannot be reactivated valve will close and cannot be reactivated
unless electrical power is turned on. unless electrical power is turned on.
Emergency descent .......................................................TO A SAFE ALTITUDE Emergency descent .......................................................TO A SAFE ALTITUDE
CONSISTENT WITH TERRAIN CONSISTENT WITH TERRAIN
LY
N
Land as soon as possible. Land as soon as possible.
WARNING WARNING
E O
If emergency oxygen is installed, use ONLY if
N
If emergency oxygen is installed, use ONLY if
C
E HT
flames and heat are not present. flames and heat are not present.
Engine fire: Engine fire:
E LIG R
Throttle ..................................................................................................CLOSED
E F F
Throttle ..................................................................................................CLOSED
Mixture .......................................................................................IDLE CUT-OFF
Fuel Selector ..................................................................................................OFF R R
Mixture .......................................................................................IDLE
R FuelOPump...................................................CHECK OFF
CUT-OFF
Fuel Selector ..................................................................................................OFF
EmergencyO (EMERG) F
Magneto Switches..........................................................................................OFF Magneto Switches..........................................................................................OFF
Emergency (EMERG) Fuel Pump...................................................CHECK OFF
F Fan ..............................................................................................OFF
T Knob.................................................................PUSH OFF
Vent/Defog Fan ..............................................................................................OFF
Temperature Control Knob.................................................................PUSH OFF
Auxiliary Heat Switch ...................................................................................OFF
Vent/Defog
Auxiliary N
O
Temperature Control
Heat Switch ...................................................................................OFF
Proceed with power off landing procedure (3.3e). Proceed with power off landing procedure (3.3e).
3.3g LOSS OF OIL PRESSURE (3.17) 3.3g LOSS OF OIL PRESSURE (3.17)
Land as soon as possible and investigate cause. Prepare for power off Land as soon as possible and investigate cause. Prepare for power off
landing. landing.
3.3h LOSS OF FUEL FLOW (3.19) 3.3h LOSS OF FUEL FLOW (3.19)
CAUTION CAUTION
Turn emergency (EMERG) fuel pump OFF Turn emergency (EMERG) fuel pump OFF
if fuel flow and power is not immediately if fuel flow and power is not immediately
restored. The lack of fuel flow indication could restored. The lack of fuel flow indication could
indicate a leak in the fuel system. If fuel system indicate a leak in the fuel system. If fuel system
leak is verified, switch fuel selector to OFF. leak is verified, switch fuel selector to OFF.
3-7 3-7
SECTION 3 SECTION 3
3.3h LOSS OF FUEL FLOW (3.19) (Continued) 3.3h LOSS OF FUEL FLOW (3.19) (Continued)
Emergency (EMERG) Fuel Pump...................................................................ON Emergency (EMERG) Fuel Pump...................................................................ON
Fuel Selector ...............................................................................CHECK on tank Fuel Selector ...............................................................................CHECK on tank
containing usable fuel containing usable fuel
If power restored: If power restored:
Emergency (EMERG) Fuel Pump (except in Emergency (EMERG) Fuel Pump (except in
case of engine driven pump failure)...............................................................OFF case of engine driven pump failure)...............................................................OFF
If power not restored: If power not restored:
Y
Proceed with power off landing procedure (3.3e). Proceed with power off landing procedure (3.3e).
3.3i ENGINE DRIVEN FUEL PUMP FAILURE (FUEL PRESS light 3.3i ENGINE DRIVEN FUEL PUMP FAILURE (FUEL PRESS light
N L
O
illuminated - annunciator panel) (3.21) illuminated - annunciator panel) (3.21)
Throttle ..................................................................................................RETARD
E
Throttle ..................................................................................................RETARD
C
N
Throttle ..........................................................................RESET AS REQUIRED
E HT
Throttle ..........................................................................RESET AS REQUIRED
R
E G
Mixture ..........................................................................RESET AS REQUIRED Mixture ..........................................................................RESET AS REQUIRED
FCAUTIONLI
CAUTION
If normal R
E F and fuel flow are
If normal engine operation and fuel flow are
R O R
engine operation
not reestablished the emergency (EMERG) fuel
O should
Fpump Fbe turned OFF. The lack of a fuel
not reestablished
T
the emergency (EMERG) fuel
flow O
pump should be turned OFF. The lack of a fuel
N
flow indication could indicate a leak in the fuel indication could indicate a leak in the fuel
system. If system leak is verified, switch fuel system. If system leak is verified, switch fuel
selector to OFF. selector to OFF.
If power is not restored, proceed with power off landing procedure (3.3e). If power is not restored, proceed with power off landing procedure (3.3e).
3.3j HIGH OIL TEMPERATURE (3.23) 3.3j HIGH OIL TEMPERATURE (3.23)
Power.....................................................................................................REDUCE Power.....................................................................................................REDUCE
Mixture................................................................................ENRICH, if practical Mixture................................................................................ENRICH, if practical
Airspeed..........................................................................INCREASE, if practical Airspeed..........................................................................INCREASE, if practical
If condition is not corrected: If condition is not corrected:
Land at nearest airport and investigate the problem. Prepare for power off Land at nearest airport and investigate the problem. Prepare for power off
landing. landing.
3-8 3-8
SECTION 3 SECTION 3
3.3k TURBINE INLET TEMPERATURE (TIT) INDICATOR FAILURE 3.3k TURBINE INLET TEMPERATURE (TIT) INDICATOR FAILURE
(3.24) (3.24)
If failure occurs during takeoff, climb, or landing: If failure occurs during takeoff, climb, or landing:
Mixture...................................................................................................Full Rich Mixture...................................................................................................Full Rich
NOTE NOTE
During cruise climb operations, a fuel flow of 32 During cruise climb operations, a fuel flow of 32
gph may be used. gph may be used.
If failure occurs prior to setting cruise power: If failure occurs prior to setting cruise power:
Power .....................................................................Set Power per POH Section 5 Power .....................................................................Set Power per POH Section 5
Y
Power Setting Table Power Setting Table
Mixture ..............................................................Lean to Approx. POH Section 5
N L
Mixture ..............................................................Lean to Approx. POH Section 5
O
Power Setting Table Fuel Flow Power Setting Table Fuel Flow
E
+4 GPH. Monitor CHT and Oil Temp. +4 GPH. Monitor CHT and Oil Temp.
CAUTION
Aircraft POH range andE
CAUTION
NC Tpresented in
Aircraft POH range and endurance data presented in
Section 5 will noR
E H
endurance data
G
Section 5 will no longer be applicable. Less
F FL I
longer be applicable. Less
flow/fuelE
range/endurance will result due to higher fuel range/endurance will result due to higher fuel
flow/fuel consumption.
R R R consumption.
O after F Ocruise power and mixture:

If failure occurs after setting cruise power and mixture:
F
If failure occurs
T
setting
Power......................................................................Note/Maintain Power Setting

Mixture ....................................................Increase indicated Fuel Flow +1 GPH. N O
Power......................................................................Note/Maintain
Mixture ....................................................Increase
Power Setting
indicated Fuel Flow +1 GPH.
Monitor CHT and Oil Temp. Monitor CHT and Oil Temp.
CAUTION CAUTION
Aircraft POH range and endurance data presented in Section Aircraft POH range and endurance data presented in Section
5 will no longer be applicable. Less range/endurance will 5 will no longer be applicable. Less range/endurance will
result due to higher fuel flow/fuel consumption. result due to higher fuel flow/fuel consumption.
If failure occurs prior to or during descent: If failure occurs prior to or during descent:
Power.................................................................Set for Descent (20 MAP min.) Power.................................................................Set for Descent (20 MAP min.)
Mixture...................................................................................................Full Rich Mixture...................................................................................................Full Rich
REVISED: SEPTEMBER 10, 2001 3-9 REVISED: SEPTEMBER 10, 2001 3-9
SECTION 3 SECTION 3
3.3l HIGH CYLINDER HEAD TEMPERATURE (3.25) 3.3l HIGH CYLINDER HEAD TEMPERATURE (3.25)
If indicated cylinder head temperature reaches 480F: If indicated cylinder head temperature reaches 480F:
CHT Cycle Push Button ......................................................CYCLE THRU ALL CHT Cycle Push Button ......................................................CYCLE THRU ALL
CYLINDERS CYLINDERS
Power ....................................................................................................REDUCE Power ....................................................................................................REDUCE
Mixture ...............................................................................ENRICH, if practical Mixture ...............................................................................ENRICH, if practical
Airspeed .........................................................................INCREASE, if practical Airspeed .........................................................................INCREASE, if practical
If condition is not corrected: If condition is not corrected:
Land at nearest airport and investigate problem. Land at nearest airport and investigate problem.
3.3m ELECTRICAL FAILURES (3.27) 3.3m ELECTRICAL FAILURES (3.27)
NOTE NOTE
LY
Anytime total tie bus voltage is below 25 Vdc, Anytime total tie bus voltage is below 25 Vdc,
O N
E
the LOW BUS VOLTAGE annunciator will the LOW BUS VOLTAGE annunciator will
C
illuminate. illuminate.
light illuminated - annunciator panel). E

N T
R IGH
Single alternator Failure (Zero amps or ALTERNATOR #1 or #2 INOP Single alternator Failure (Zero amps or ALTERNATOR #1 or #2 INOP
E
light illuminated - annunciator panel).
Verify failure ......................................................................CHECK AMMETER
E F FL
Verify failure ......................................................................CHECK AMMETER
annunciator illuminated)R
Electrical Load (if LOW BUS VOLTAGE
R less than 75 amps & LOW BUS
Electrical Load (if LOW BUS VOLTAGE
R O
annunciator illuminated) ..........................................REDUCE until total load is ..........................................REDUCE until total load is
O TF
less than 75 amps & LOW BUS
Failed ALTRF
VOLTAGE annunciator extinguished VOLTAGE annunciator extinguished
OBreaker .............................................CHECK andas required

Failed ALTR Switch .....................................................................................OFF Switch .....................................................................................OFF
Failed ALTR Circuit Breaker .............................................CHECK and RESET
Failed ALTR Switch (after OFF at least one second) ....................................ON

as required N
Failed ALTR Circuit
Failed ALTR Switch (after OFF at least one second) ....................................ON

RESET

Failed ALTR Switch .....................................................................................OFF Failed ALTR Switch .....................................................................................OFF
Ammeter ............................................................................Monitor and maintain Ammeter ............................................................................Monitor and maintain
BELOW 75 AMPS BELOW 75 AMPS
While one alternator will supply sufficient current for minimum required While one alternator will supply sufficient current for minimum required
avionics and cockpit lighting, use of deicing equipment, particularly avionics and cockpit lighting, use of deicing equipment, particularly
windshield or propeller heat, may be limited. Immediate action should be windshield or propeller heat, may be limited. Immediate action should be
taken to avoid or exit icing conditions. Under no circumstances may the taken to avoid or exit icing conditions. Under no circumstances may the
total electrical load exceed 75 amps. The supplemental electric cabin heater, total electrical load exceed 75 amps. The supplemental electric cabin heater,
cabin recirculation blowers, and position, strobe, and landing lights should cabin recirculation blowers, and position, strobe, and landing lights should
not be used unless absolutely necessary. not be used unless absolutely necessary.
3-10 3-10
SECTION 3 SECTION 3
3.3m ELECTRICAL FAILURES (3.27) (Continued) 3.3m ELECTRICAL FAILURES (3.27) (Continued)
Dual Alternator Failure (Zero amps both ammeters or ALTERNATOR #l Dual Alternator Failure (Zero amps both ammeters or ALTERNATOR #l
and #2 INOP lights illuminated - annunciator panel). and #2 INOP lights illuminated - annunciator panel).
NOTE NOTE
Electrical Load ...........................................................REDUCE TO MINIMUM Electrical Load ...........................................................REDUCE TO MINIMUM
required for safe flight required for safe flight
ALTR NO. 1 and NO. 2 .................................................................Switches OFF ALTR NO. 1 and NO. 2 .................................................................Switches OFF
Circuit Breakers...................................................................CHECK and RESET Circuit Breakers...................................................................CHECK and RESET
Y
as required as required
ALTR NO. 1 Switch (after OFF at least one second) .....................................ON
N L
E O
C
If only one alternator resets: If only one alternator resets:
N
Operating ALTR Switch .................................................................................ON Operating ALTR Switch .................................................................................ON
Failed ALTR Switch .....................................................................................OFF
Electrical Load .......................................................................MAINTAIN LESS
R E HT
Failed ALTR Switch .....................................................................................OFF
Electrical Load .......................................................................MAINTAIN LESS
THAN 75 AMPS
F E LIG THAN 75 AMPS
E F
Ammeter ............................................................................................MONITOR Ammeter ............................................................................................MONITOR
If neither alternator R
If neither alternator resets:
R
resets:
O R
FO F
Both ALTR Switches ....................................................................................OFF Both ALTR Switches ....................................................................................OFF
T
NO
Continue flight with reduced electrical load on battery power only. Continue flight with reduced electrical load on battery power only.
NOTE NOTE
LOW BUS VOLTAGE annunciator will be LOW BUS VOLTAGE annunciator will be
illuminated. illuminated.
Land as soon as practical. Anticipate complete electrical failure. Duration of Land as soon as practical. Anticipate complete electrical failure. Duration of
battery power available will be dependent on electrical load and battery battery power available will be dependent on electrical load and battery
condition prior to failure. condition prior to failure.
NOTE NOTE
If the battery is depleted, the landing gear must If the battery is depleted, the landing gear must
be lowered using the emergency extension be lowered using the emergency extension
procedure. The gear position lights will be procedure. The gear position lights will be
inoperative. The flaps will also be inoperative inoperative. The flaps will also be inoperative
and a flaps up landing will be required. and a flaps up landing will be required.
SECTION 3 SECTION 3
3.3m ELECTRICAL FAILURES (3.27) (Continued) 3.3m ELECTRICAL FAILURES (3.27) (Continued)
Supplemental Heater Control Circuit Failure (Heater Continues to Operate Supplemental Heater Control Circuit Failure (Heater Continues to Operate
With AUX CBN HEAT and VENT/DEFOG switches OFF): With AUX CBN HEAT and VENT/DEFOG switches OFF):
VENT DEFOG Circuit Breaker ..................................................................PULL VENT DEFOG Circuit Breaker ..................................................................PULL
If the heater still operates: If the heater still operates:
BATT MASTER Switch ...............................................................................OFF BATT MASTER Switch ...............................................................................OFF
ALTR Switches .............................................................................................OFF ALTR Switches .............................................................................................OFF
Land as soon as practical. Land as soon as practical.
3.3n PROPELLER OVERSPEED (3.29) 3.3n PROPELLER OVERSPEED (3.29)
Throttle .................................................................................................RETARD Throttle .................................................................................................RETARD
Y
Oil Pressure ............................................................................................CHECK Oil Pressure ............................................................................................CHECK
L
Propeller Control ..........................................................FULL DECREASE rpm, Propeller Control ..........................................................FULL DECREASE rpm,
then set if any
control available
O N then set if any
control available
Airspeed ...............................................................................................REDUCE
E
Airspeed ...............................................................................................REDUCE
C
N
Throttle ......................................................................AS REQUIRED to remain Throttle ......................................................................AS REQUIRED to remain
below 2500 rpm
Land as soon as practical and investigateE
R cause ofH T below 2500 rpm
E LIG (3.31)
Land as soon as practical and investigate cause of overspeed. overspeed.
F
E dueFto electrical power failure, the gear
R
3.3o EMERGENCY LANDING GEAR EXTENSION (3.31) 3.3o EMERGENCY LANDING GEAR EXTENSION
If emergency gear extension is required due to electrical power failure, the gear
R
If emergency gear extension
O
is required R
FOextension Fprocedure:
position indicator lights will not illuminate. position indicator lights will not illuminate.
Prior to emergency extension procedure: Prior to emergency T
O.....................................................................CHECK ON
Battery Master Switch .....................................................................CHECK ON
Circuit Breakers ......................................................................................CHECK
N
Battery Master Switch
Circuit Breakers ......................................................................................CHECK
DAY/NIGHT Dimming Switch (in daytime) ...............................................DAY DAY/NIGHT Dimming Switch (in daytime) ...............................................DAY
If landing gear does not check down and locked: If landing gear does not check down and locked:
Airspeed ..................................................................................BELOW 90 KIAS Airspeed ..................................................................................BELOW 90 KIAS
Hydraulic Pump Power Circuit Breaker (25 amp) .....................................PULL Hydraulic Pump Power Circuit Breaker (25 amp) .....................................PULL
Landing Gear Selector ..............................................................................DOWN Landing Gear Selector ..............................................................................DOWN
Emergency Gear Extend Control ................................................................PULL Emergency Gear Extend Control ................................................................PULL
(while fishtailing airplane) (while fishtailing airplane)
CAUTION: CAUTION:
The Emergency Gear Extension procedure will require the The Emergency Gear Extension procedure will require the
pilot to pull the emergency gear extend control knob through pilot to pull the emergency gear extend control knob through
a region of high resistance (up to 25 lbs.) in order to reach a region of high resistance (up to 25 lbs.) in order to reach
the stop and extend the landing gear. the stop and extend the landing gear.
3-12 REVISED: SEPTEMBER 20, 1999 3-12 REVISED: SEPTEMBER 20, 1999
SECTION 3 SECTION 3
3.3p SPIN RECOVERY (3.33) 3.3p SPIN RECOVERY (3.33)

Rudder .................................................................................FULL OPPOSITE to Rudder .................................................................................FULL OPPOSITE to
DIRECTION of ROTATION DIRECTION of ROTATION
Control Wheel...............................................................FULL FORWARD while Control Wheel...............................................................FULL FORWARD while
NEUTRALIZING AILERONS NEUTRALIZING AILERONS
Throttle ..................................................................................................CLOSED Throttle ..................................................................................................CLOSED
Rudder (when rotation stops) .............................................................NEUTRAL Rudder (when rotation stops) .............................................................NEUTRAL
Control Wheel.........................................................AS REQUIRED to smoothly Control Wheel.........................................................AS REQUIRED to smoothly
regain level flight attitude regain level flight attitude
3.3q ENGINE ROUGHNESS (3.35) 3.3q ENGINE ROUGHNESS (3.35)
Mixture ....................................................................ADJUST FOR MAXIMUM Mixture ....................................................................ADJUST FOR MAXIMUM
Y
SMOOTHNESS SMOOTHNESS
Induction Air ..................................................................................ALTERNATE
Emergency (EMERG) Fuel Pump...................................................................ON
N L
Induction Air ..................................................................................ALTERNATE
Emergency (EMERG) Fuel Pump...................................................................ON
Fuel Selector ...........................................................SELECT ANOTHER TANK
E O
Fuel Selector ...........................................................SELECT ANOTHER TANK
3.3r EMERGENCY DESCENT (3.37) 3.3r EMERGENCY DESCENT (3.37)
N C
NOTE E HT
Rfollowing
NOTE
If pressurized, the following procedure will If pressurized,E
result in an F immediate L
the
IG procedure will
result in an immediate loss of pressurization and
R Ealtitude will F rise at an uncontrolled
loss of pressurization and
the cabin altitude will rise at an uncontrolled
R
the cabin
R
O T FO
rate. rate.
ThrottleF
NO....................................................................FULL REQUIRED
Throttle ..................................................................................................CLOSED ..................................................................................................CLOSED
Propeller Control ....................................................................FULL INCREASE Propeller Control INCREASE
Mixture........................................................................................AS REQUIRED Mixture........................................................................................AS
Landing Gear ............................................................................................DOWN Landing Gear ............................................................................................DOWN
(165 KIAS maximum) (165 KIAS maximum)
Flaps .................................................................................................................UP Flaps .................................................................................................................UP
SMOOTH AIR SMOOTH AIR
Airspeed After Landing Gear Is Fully Extended 180-195 KIAS Airspeed After Landing Gear Is Fully Extended 180-195 KIAS
ROUGH AIR ROUGH AIR
Airspeed After Landing Gear Is Fully Extended ..................4340 lbs. 133 KIAS Airspeed After Landing Gear Is Fully Extended ..................4340 lbs. 133 KIAS
2450 lbs. 100 KIAS 2450 lbs. 100 KIAS
3-13 3-13
SECTION 3 SECTION 3
3.3s PRESSURIZATION SYSTEM MALFUNCTION (3.39) 3.3s PRESSURIZATION SYSTEM MALFUNCTION (3.39)
Should the differential pressure rise above 5.5 psi maximum or a structural Should the differential pressure rise above 5.5 psi maximum or a structural
failure appear imminent, proceed as follows: failure appear imminent, proceed as follows:
NOTE NOTE
If pressurized, the following procedure will result If pressurized, the following procedure will result
cabin altitude will rise at an uncontrollable rate. cabin altitude will rise at an uncontrollable rate.
Cabin Pressure Dump/Normal Switch ......................................................DUMP Cabin Pressure Dump/Normal Switch ......................................................DUMP
Cabin Pressurization Control ............................................PULL to unpressurize Cabin Pressurization Control ............................................PULL to unpressurize
Y
Emergency Descent .....................................................TO A SAFE ALTITUDE Emergency Descent .....................................................TO A SAFE ALTITUDE
N L
NOTE NOTE
E O
If emergency oxygen is installed, don masks, If emergency oxygen is installed, don masks,
N C
E HT
activate oxygen generators, check flow, and activate oxygen generators, check flow, and
R
descend. descend.
F E LIGproceed as follows:
ESwitch .......................................CHECK
Should the aircraft suddenly lose pressurization, proceed as follows: Should the aircraft suddenly lose pressurization,
R R F
Cabin Pressurization R O
Cabin Pressure Dump/Normal Switch .......................................CHECK NORM Cabin Pressure Dump/Normal NORM
Cabin Pressurization Control ............................................................CHECK IN
Emergency Descent .....................................................TO A SAFE ALTITUDE
F TO
Emergency Descent F
Control ............................................................CHECK
.....................................................TO A SAFE ALTITUDE
IN
NOTE
CONSISTENT WITH TERRAIN
N O NOTE
CONSISTENT WITH TERRAIN
If emergency oxygen is installed, don masks, If emergency oxygen is installed, don masks,
activate oxygen generators, check flow, and activate oxygen generators, check flow, and
descend. descend.
3-14 3-14
SECTION 3 SECTION 3
3.3t CABIN AIR CONTAMINATION/SMOKE EVACUATION (3.41) 3.3t CABIN AIR CONTAMINATION/SMOKE EVACUATION (3.41)
(Pressurized) (Pressurized)
NOTE NOTE
Cabin Pressure Dump/Normal Switch ......................................................DUMP Cabin Pressure Dump/Normal Switch ......................................................DUMP
Cabin Pressurization Control ............................................PULL to unpressurize Cabin Pressurization Control ............................................PULL to unpressurize
Auxiliary Cabin Heat Switch ........................................................................OFF Auxiliary Cabin Heat Switch ........................................................................OFF
Vent/Defog Switch ........................................................................................ON Vent/Defog Switch ........................................................................................ON
Y
AIR COND Switch ........................................................................................OFF AIR COND Switch ........................................................................................OFF
Storm Window ...........................................................................................closed
L
Storm Window ...........................................................................................closed
N
O
Emergency Descent .....................................................TO A SAFE ALTITUDE Emergency Descent .....................................................TO A SAFE ALTITUDE
E
Land as soon as practical. Land as soon as practical.
N C
NOTE
R Eis installed,
NOTE
H Tdon masks,
If emergency oxygen is installed, don masks,
F
If emergency oxygen
Egenerators,
L IGcheck flow, and
descend.E F
activate oxygen generators, check flow, and activate oxygen
descend.
R
R FO NOTE R
NOTE O
F If fumes/smoke
T
If fumes/smoke dissipate, land as soon as
p r a c t i c a l to i nv e s t i g a t e p r o b l e m . If
O
N fumes/smoke persist,
p r a c t i c a l to i
dissipate, land as soon as
nv e s t i g a t e p r o b l e m . If
fumes/smoke persist, refer to Fire in Flight refer to Fire in Flight
paragraph 3.3f. paragraph 3.3f.
3-15 3-15
SECTION 3 SECTION 3
3.3u VACUUM SYSTEM FAILURE (3.43) 3.3u VACUUM SYSTEM FAILURE (3.43)
Single Vacuum System Failure (Reduced suction pressure and left or right Single Vacuum System Failure (Reduced suction pressure and left or right
Vacuum Inoperative Annunciators illuminated. Vacuum Inoperative Annunciators illuminated.
Gyro Suction Gauge ...........................CHECK (within normal operating range) Gyro Suction Gauge ...........................CHECK (within normal operating range)
Operating Pump annuciator light ............................................EXTINGUSHED Operating Pump annuciator light ............................................EXTINGUSHED
Although either vacuum pump independently has sufficient capacity to Although either vacuum pump independently has sufficient capacity to operate
operate the flight instruments and the deice boots in a normal manner, the flight instruments and the deice boots in a normal manner, intentional or
intentional or continued operation in icing conditions is not recommended. continued operation in icing conditions is not recommended. Immediate action
Immediate action should be taken to avoid or exit icing conditions. should be taken to avoid or exit icing conditions.
Y
Dual Vacuum System Failure (Suction below 4.0 in. Hg, both Vacuum Dual Vacuum System Failure (Suction below 4.0 in. Hg, both Vacuum
Inoperative Annunciators illuminated. Inoperative Annunciators illuminated.
N L
If both vacuum systems are inoperable, the turn coordinator and pilot's
E O
C
directional gyro will be the only usable gyroscopic flight instruments, wing and directional gyro will be the only usable gyroscopic flight instruments, wing and
tail deicer boots will be inoperative, and loss of cabin pressure control is
E HTN
tail deicer boots will be inoperative, and loss of cabin pressure control is
R
possible. Manually dump cabin pressure before landing. A precautionary possible. Manually dump cabin pressure before landing. A precautionary
landing should be considered depending on operating conditions.
E LIG
landing should be considered depending on operating conditions.
F
R EENCOUNTER F (3.45)
R
3.3v INADVERTENT ICING ENCOUNTER (3.45) 3.3v INADVERTENT ICING
O R FO
FFlight intoTknown icing conditions is prohibited
WARNING WARNING
unlessO
Flight into known icing conditions is prohibited
unless Ice Protection System is installed and
fully operational. Refer to Section 9,
N Ice Protection System is installed and
fully operational. Refer to Section 9,
Supplement 3. Supplement 3.
Induction Air .................................................................................ALTERNATE Induction Air .................................................................................ALTERNATE

Pitot Heat ........................................................................................................ON Pitot Heat ........................................................................................................ON
Stall Warning Heat .........................................................................................ON Stall Warning Heat .........................................................................................ON
Windshield Defrost .........................................................................................ON Windshield Defrost .........................................................................................ON
Propeller Heat .................................................................................................ON Propeller Heat .................................................................................................ON
3-16 3-16
SECTION 3 SECTION 3
3.3v INADVERTENT ICING ENCOUNTER (3.45) (Continued) 3.3v INADVERTENT ICING ENCOUNTER (3.45) (Continued)
Vent/Defog Fan................................................................................................ON Vent/Defog Fan................................................................................................ON
Electric Windshield Heat .............................................................LOW or HIGH, Electric Windshield Heat .............................................................LOW or HIGH,
Change heading and/or altitude to exit icing conditions. Change heading and/or altitude to exit icing conditions.
3.3w HYDRAULIC SYSTEM MALFUNCTION (3.49) 3.3w HYDRAULIC SYSTEM MALFUNCTION (3.49)
HYDRAULIC PUMP annunciator light illuminates continuously, or cycles on HYDRAULIC PUMP annunciator light illuminates continuously, or cycles on
and off rapidly: and off rapidly:
HYDRAULIC PUMP POWER Circuit Breaker.........................................PULL HYDRAULIC PUMP POWER Circuit Breaker.........................................PULL
Land as soon as practical and investigate the cause. Land as soon as practical and investigate the cause.
Y
Prior to landing, the HYDRAULIC PUMP POWER circuit breaker must be Prior to landing, the HYDRAULIC PUMP POWER circuit breaker must be
reset in order to extend the landing gear. If pump continues to run after gear is
N
reset in order to extend the landing gear. If pump continues to run after gear is
L
O
locked down, pull the HYDRAULIC PUMP POWER circuit breaker. If gear locked down, pull the HYDRAULIC PUMP POWER circuit breaker. If gear
E
fails to extend, refer to Emergency Landing Gear Extension (3.3o). fails to extend, refer to Emergency Landing Gear Extension (3.3o).
3.3x FLAP SYSTEM MALFUNCTION (3.51) 3.3x FLAP SYSTEM MALFUNCTION (3.51)
FLAPS annunciator light illuminated:E
NC T
FLAPS annunciator light illuminated:
E R IGH
FLAP WARN circuit breaker ..................................................PULL and RESET
F L
FLAP WARN circuit breaker ..................................................PULL
E F
and RESET
Rlight remains
VERIFY Normal Flap Operation. VERIFY Normal Flap Operation.
If FLAPS annunciator light remains illuminated:
R
If FLAPS annunciator
O R illuminated:
FLAP MOTOR Circuit Breaker ..................................................................PULL
FO Circuit
FLAP MOTOR
T FBreaker ..................................................................PULL
CAUTION O
N Higher than normal approach and landing speeds
CAUTION
Higher than normal approach and landing speeds
may be required if full symmetrical flap may be required if full symmetrical flap
extension is not available. Longer landing extension is not available. Longer landing
distances than shown in Section 5 will result distances than shown in Section 5 will result
from increased airspeed approaches. from increased airspeed approaches.
Land as soon as practical and investigate the cause. Land as soon as practical and investigate the cause.
3-17 3-17
SECTION 3 SECTION 3
3.3y FUEL TANK SUBMERGED PUMP FAILURE (BOOST PUMP 3.3y FUEL TANK SUBMERGED PUMP FAILURE (BOOST PUMP
light illuminated - annunciator panel) (3.53) light illuminated - annunciator panel) (3.53)
Fuel Selector ...........................................................................................CHECK Fuel Selector ...........................................................................................CHECK
Boost Pump Circuit Breaker ...................................................CHECK - RESET Boost Pump Circuit Breaker ...................................................CHECK - RESET
if necessary if necessary
BOOST PUMP Annunciator Light ........................................EXTINGUISHED BOOST PUMP Annunciator Light ........................................EXTINGUISHED
If annunciator remains lit: If annunciator remains lit:

Fuel Flow ..........................................................................................CHECK for Fuel Flow ..........................................................................................CHECK for
fluctuation fluctuation
LY
N
Continue flight if no fuel flow fluctuations are observed. If fuel flow Continue flight if no fuel flow fluctuations are observed. If fuel flow
fluctuations are observed, descend to an altitude where the fluctuations cease
and continue flight. After landing, have the inoperative boost pump repaired
fluctuations are observed, descend to an altitude where the fluctuations cease
E
and continue flight. After landing, have the inoperative boost pump repaired O
prior to further flight. prior to further flight.
N C
R E WARN H TFAIL light illumi-
E LIG
3.3z STALL WARNING FAILURE (STALL WARN FAIL light illumi- 3.3z STALL WARNING FAILURE (STALL
F
nated - annunciator panel) (3.55) nated - annunciator panel) (3.55)
R E F
R
STALL WARN Circuit Breaker ..............................................CHECK - RESET STALL WARN Circuit Breaker ..............................................CHECK - RESET
if necessary
R O
if necessary
FO T F closed, or STALL WARN FAIL annunciator

O
If circuit breaker does not remain closed, or STALL WARN FAIL annunciator If circuit breaker does not remain
N
does not extinguish, the stall warning system will be inoperative for remainder does not extinguish, the stall warning system will be inoperative for remainder
of flight. After landing, have system repaired prior to further flight. of flight. After landing, have system repaired prior to further flight.
3.3aa ANNUNCIATOR LIGHT PANEL FAILURE (ANNUNCIATOR 3.3aa ANNUNCIATOR LIGHT PANEL FAILURE (ANNUNCIATOR
INOP light illuminated - annunciator panel) (3.57) INOP light illuminated - annunciator panel) (3.57)
ANNUN Circuit Breaker ........................................................CHECK - RESET ANNUN Circuit Breaker ........................................................CHECK - RESET
if necessary if necessary
ANNUNCIATOR INOP Light ...............................................EXTINGUISHED ANNUNCIATOR INOP Light ...............................................EXTINGUISHED
If ANNUN circuit breaker not open: If ANNUN circuit breaker not open:
Annunciator Test Switch ............................................................................PUSH Annunciator Test Switch ............................................................................PUSH
3-18 3-18
SECTION 3 SECTION 3
3.3aa ANNUNCIATOR LIGHT PANEL FAILURE (ANNUNCIATOR 3.3aa ANNUNCIATOR LIGHT PANEL FAILURE (ANNUNCIATOR
INOP light illuminated - annunciator panel) (3.57) (Continued) INOP light illuminated - annunciator panel) (3.57) (Continued)
If annunciator lights illuminate, annunciator panel is functioning properly. If annunciator lights illuminate, annunciator panel is functioning properly.
ANNUNCIATOR INOP will remain lit. ANNUNCIATOR INOP will remain lit.
If ANNUN circuit breaker does not remain closed, or lights fail to illuminate If ANNUN circuit breaker does not remain closed, or lights fail to illuminate
when tested, annunciator lights will be inoperative for remainder of flight. when tested, annunciator lights will be inoperative for remainder of flight.
System should be repaired prior to further flight. System should be repaired prior to further flight.
3.3abEMERGENCY EXIT (3.59) 3.3abEMERGENCY EXIT (3.59)

Exit (second window from front Exit (second window from front
on right side ...........................................................................................LOCATE on right side ...........................................................................................LOCATE
NOTE NOTE
LY
The cabin must be depressurized before The cabin must be depressurized before
O N
E
attempting to open the emergency exit. attempting to open the emergency exit.
N C
E HT
Plexiglas Cover.....................................................................................REMOVE Plexiglas Cover.....................................................................................REMOVE
R
Handle .........................................................................................................PULL Handle .........................................................................................................PULL
Emergency Exit Window .......................................................................PULL IN
F FLIE G
Emergency Exit Window .......................................................................PULL IN
R R E
R O
FO T F
NO
3-19 3-19
SECTION 3 SECTION 3
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
3-20 3-20
SECTION 3 SECTION 3
3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL) 3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL)
The following paragraphs are presented to supply additional information The following paragraphs are presented to supply additional information
for the purpose of providing the pilot with a more complete understanding of for the purpose of providing the pilot with a more complete understanding of
the recommended course of action and probable cause of an emergency the recommended course of action and probable cause of an emergency
situation. situation.
3.7 ENGINE FIRE DURING START (3.3a) 3.7 ENGINE FIRE DURING START (3.3a)
Engine fires during start are usually the result of overpriming. The first Engine fires during start are usually the result of overpriming. The first
attempt to extinguish the fire is to try to start the engine and draw the excess attempt to extinguish the fire is to try to start the engine and draw the excess
fuel back into the induction system. fuel back into the induction system.
If a fire is present before the engine has started, move the mixture control If a fire is present before the engine has started, move the mixture control
to idle cut-off, open the throttle and crank the engine. This is an attempt to to idle cut-off, open the throttle and crank the engine. This is an attempt to
Y
draw the fire back into the engine. draw the fire back into the engine.
If the engine has started, continue operating to try to pull the fire into the
N L
If the engine has started, continue operating to try to pull the fire into the
engine. engine.
E O
In either case (above), if fire continues more than a few seconds, the fire
C
In either case (above), if fire continues more than a few seconds, the fire
N
E TheHfuelT selector valve should be
should be extinguished by the best available external means. should be extinguished by the best available external means.
Turn OFF the emergency fuel pump. The fuel selector valve should be
R G fire extinguishing method is
E LanIexternal
Turn OFF the emergency fuel pump.
OFF and the mixture at idle cut-off if an external fire extinguishing method is
F
OFF and the mixture at idle cut-off
E FAILURE
if
F (3.3b)
R
to be used. to be used.
3.8 TURBOCHARGER FAILURE (3.3b) 3.8
R FO CAUTION:
TURBOCHARGER R
CAUTION: O
FIf a turbocharger
T failure is the result of loose, disconnected or
burnedO
If a turbocharger failure is the result of loose, disconnected or
burned through exhaust system components, a potentially
serious fire hazard exists as well as the risk of carbon monoxide N fire hazard exists as well as the risk of carbon monoxide
serious
through exhaust system components, a potentially
migration into the passenger compartment of the aircraft. If a migration into the passenger compartment of the aircraft. If a
failure within the exhaust system is suspected in flight, failure within the exhaust system is suspected in flight,
immediately reduce power to idle (or as low a power setting as immediately reduce power to idle (or as low a power setting as
possible) and LAND AS SOON AS POSSIBLE. If a suspected possible) and LAND AS SOON AS POSSIBLE. If a suspected
exhaust system failure occurs prior to takeoff, DO NOT FLY exhaust system failure occurs prior to takeoff, DO NOT FLY
THE AIRCRAFT. THE AIRCRAFT.
NOTE: NOTE:
A turbocharger malfunction may result in an overly rich fuel A turbocharger malfunction may result in an overly rich fuel
mixture, which could result in a partial power loss and/or a rough mixture, which could result in a partial power loss and/or a rough
running engine. In worst-case conditions a complete loss of running engine. In worst-case conditions a complete loss of
engine power may result. engine power may result.
3-21 3-21
SECTION 3 SECTION 3
3.8 TURBOCHARGER FAILURE (3.3b)(CONTD) 3.8 TURBOCHARGER FAILURE (3.3b)(CONTD)

COMPLETE LOSS OF ENGINE POWER: COMPLETE LOSS OF ENGINE POWER:
If a suspected turbocharger or turbocharger control system failure results If a suspected turbocharger or turbocharger control system failure results
in a complete loss of engine power, the following procedure is recommended. in a complete loss of engine power, the following procedure is recommended.
Retard the mixture control to the IDLE CUTOFF position. If necessary, reset Retard the mixture control to the IDLE CUTOFF position. If necessary, reset
the throttle to cruise power position and the propeller control to the full the throttle to cruise power position and the propeller control to the full
forward position. Slowly advance the mixture until the engine restarts and forward position. Slowly advance the mixture until the engine restarts and
adjust for smooth engine operation. Reduce the power to the minimum adjust for smooth engine operation. Reduce the power to the minimum
required and land as soon as possible. required and land as soon as possible.
Set the propeller and mixture control as necessary. Land as soon as possible. Set the propeller and mixture control as necessary. Land as soon as possible.
PARTIAL LOSS OF ENGINE POWER PARTIAL LOSS OF ENGINE POWER

LY
If the turbocharger wastegate fails in the OPEN position, a partial loss of
O N
If the turbocharger wastegate fails in the OPEN position, a partial loss of
E
engine power may result. The following procedure is recommended if a engine power may result. The following procedure is recommended if a
suspected turbocharger or turbocharger wastegate control failure results in a
C
suspected turbocharger or turbocharger wastegate control failure results in a
N
partial loss of engine power. partial loss of engine power.
R E wastegate
occur (i.e.H
T fails open), the
Should a partial loss of engine power occur (i.e. wastegate fails open), the
E canLIbeGset as required for flight.
Should a partial loss of engine power
F
Eland as soon
F as possible to have the cause of
throttle, propeller and mixture controls can be set as required for flight. throttle, propeller and mixture controls
Monitor all engine gauges and land as soon as possible to have the cause of
the power loss investigated. R
Monitor all engine gauges and
R FO
the power loss investigated. R
O
F OVERBOOSTT control fails in the CLOSED position, an engine
O
ENGINE POWER OVERBOOST ENGINE POWER
If the turbocharger wastegate control fails in the CLOSED position, an engine
N
If the turbocharger wastegate
recommended for an overboost condition: recommended for an overboost condition:
Throttle...REDUCE as necessary to keep manifold pressure within limits Throttle...REDUCE as necessary to keep manifold pressure within limits
NOTE NOTE
Expect manifold pressure response to throttle Expect manifold pressure response to throttle
movements to be sensitive. movements to be sensitive.
Set the propeller and mixture control as necessary. Land as soon as possible. Set the propeller and mixture control as necessary. Land as soon as possible.
3-22 3-22
SECTION 3 SECTION 3
3.9 ENGINE POWER LOSS DURING TAKEOFF (3.3c) 3.9 ENGINE POWER LOSS DURING TAKEOFF (3.3c)
The proper action to be taken if loss of power occurs during takeoff will The proper action to be taken if loss of power occurs during takeoff will
depend on the circumstances of the particular situation. depend on the circumstances of the particular situation.
If sufficient runway remains to complete a normal landing, leave the If sufficient runway remains to complete a normal landing, leave the
landing gear down and land straight ahead. landing gear down and land straight ahead.
If the area ahead is rough, or if it is necessary to clear obstructions, move If the area ahead is rough, or if it is necessary to clear obstructions, move
the landing gear selector switch to the UP position and prepare for a gear up the landing gear selector switch to the UP position and prepare for a gear up
landing. If time permits, move mixture control to idle cut-off, turn OFF the landing. If time permits, move mixture control to idle cut-off, turn OFF the
emergency (EMERG) fuel pump, move the fuel selector to OFF and, after emergency (EMERG) fuel pump, move the fuel selector to OFF and, after
the landing gear is retracted, turn battery master switch OFF. the landing gear is retracted, turn battery master switch OFF.
Y
If sufficient altitude has been gained to attempt a restart, maintain a safe If sufficient altitude has been gained to attempt a restart, maintain a safe
airspeed, turn the emergency (EMERG) fuel pump ON, and switch the fuel
N L
airspeed, turn the emergency (EMERG) fuel pump ON, and switch the fuel
O
selector to another tank containing fuel. Ensure the mixture is full RICH and selector to another tank containing fuel. Ensure the mixture is full RICH and
E
move the induction air lever to the ALTERNATE position. move the induction air lever to the ALTERNATE position.
N C
CAUTION
If normal engine R
E Hfuel
CAUTION
T flow are
IGOFF. The(EMERG)
E theLemergency
If normal engine operation and fuel flow are operation and
not reestablished, the emergency (EMERG)
F
EindicationFcould indicate a leaklackinofthea
not reestablished,
R R
fuel pump
R
should be turned
O
fuel flow indication could indicate a leak in the fuel flow
FO switch F selector to OFF.

T
NO was caused by fuel exhaustion, power will not be regained
switch fuel selector to OFF. fuel
If engine failure was caused by fuel exhaustion, power will not be regained If engine failure
after switching fuel tanks until the empty fuel lines are filled. This may require after switching fuel tanks until the empty fuel lines are filled. This may require
up to ten seconds. up to ten seconds.
If power is not regained, proceed with Power Off Landing procedure (refer If power is not regained, proceed with Power Off Landing procedure (refer
to paragraph 3.13). to paragraph 3.13).
3-23 3-23
SECTION 3 SECTION 3
3.11 ENGINE POWER LOSS IN FLIGHT (3.3d) 3.11 ENGINE POWER LOSS IN FLIGHT (3.3d)
Complete engine power loss is usually caused by fuel flow interruption Complete engine power loss is usually caused by fuel flow interruption
and power will be restored shortly after fuel flow is restored. The first step is and power will be restored shortly after fuel flow is restored. The first step is
to prepare for a power off landing (refer to paragraph 3.13). An airspeed of 90 to prepare for a power off landing (refer to paragraph 3.13). An airspeed of 90
KIAS (the power off glide speed) should be maintained. KIAS (the power off glide speed) should be maintained.
If altitude permits, turn the emergency (EMERG) fuel pump ON and If altitude permits, turn the emergency (EMERG) fuel pump ON and
switch the fuel selector to another tank containing fuel. Reset the mixture switch the fuel selector to another tank containing fuel. Reset the mixture
control to RICH and move the induction air lever to ALTERNATE. Check the control to RICH and move the induction air lever to ALTERNATE. Check the
engine gauges for an indication of the cause of the power loss. If no fuel flow engine gauges for an indication of the cause of the power loss. If no fuel flow
is indicated, check the tank selector position to be sure it is on a tank is indicated, check the tank selector position to be sure it is on a tank
containing fuel. containing fuel.
If power is restored move the induction air to the PRIMARY position If power is restored move the induction air to the PRIMARY position
(unless induction ice is suspected). Turn OFF the emergency (EMERG) fuel
LY
(unless induction ice is suspected). Turn OFF the emergency (EMERG) fuel
pump (except in case of engine driven fuel pump failure) and adjust the
mixture control as necessary. Land as soon as practical and investigate cause
O N
pump (except in case of engine driven fuel pump failure) and adjust the
mixture control as necessary. Land as soon as practical and investigate cause
of power loss. of power loss.
E
CAUTION NC
CAUTION
R E fuel H Tare not

E (EMERG) IG fuel pump
If normal engine operation and fuel flow are not If normal engine operation and flow
should be turned OFF.F The lack ofL

reestablished, the emergency (EMERG) fuel pump reestablished, the emergency
should be turned OFF. The lack of a fuel flow indication
could indicateR
E F system. If fuel system
a fuel flow indication
could indicate a leak in the fuel system. If fuel system
R Rselector to OFF.
a leak in the fuel
O
O steps F
leak is verified, switch fuel selector to OFF. leak is verified, switch fuel
F T
O
If the preceding steps do not restore power, prepare for a power off If the preceding do not restore power, prepare for a power off
If previous N
landing. landing.
If previous procedure has not restored power and time permits, secure procedure has not restored power and time permits, secure
one magneto at a time, then back to both ON. Move the throttle and mixture one magneto at a time, then back to both ON. Move the throttle and mixture
control levers to different settings. This may restore power if the problem is control levers to different settings. This may restore power if the problem is
too rich or too lean a mixture or if there is a partial fuel system restriction. too rich or too lean a mixture or if there is a partial fuel system restriction.
Water in the fuel could take some time to be used up, and allowing the engine Water in the fuel could take some time to be used up, and allowing the engine
to windmill may restore power. If power loss is due to water, fuel flow to windmill may restore power. If power loss is due to water, fuel flow
indications will be normal. indications will be normal.
If engine failure was caused by fuel exhaustion, power will not be If engine failure was caused by fuel exhaustion, power will not be
restored after switching fuel tanks until the empty fuel lines are filled. This restored after switching fuel tanks until the empty fuel lines are filled. This
may require up to ten seconds. may require up to ten seconds.
If power is not regained, proceed with the Power Off Landing procedure If power is not regained, proceed with the Power Off Landing procedure
(refer to paragraph 3.13). (refer to paragraph 3.13).
3-24 3-24
SECTION 3 SECTION 3
3.13 POWER OFF LANDING (3.3e) 3.13 POWER OFF LANDING (3.3e)
If loss of power occurs at altitude, trim the aircraft for best gliding angle, If loss of power occurs at altitude, trim the aircraft for best gliding angle,
(90 KIAS) and look for a suitable field. If measures taken to restore power (90 KIAS) and look for a suitable field. If measures taken to restore power
are not effective, and if time permits, check your charts for airports in the are not effective, and if time permits, check your charts for airports in the
immediate vicinity; it may be possible to land at one if you have sufficient immediate vicinity; it may be possible to land at one if you have sufficient
altitude. At best gliding angle, with no wind, with the engine windmilling and altitude. At best gliding angle, with no wind, with the engine windmilling and
the propeller control in full DECREASE rpm, the aircraft will travel the propeller control in full DECREASE rpm, the aircraft will travel
approximately 2 miles for each thousand feet of altitude. If possible, notify approximately 2 miles for each thousand feet of altitude. If possible, notify
the FAA or any other authority by radio of your difficulty and intentions. If the FAA or any other authority by radio of your difficulty and intentions. If
another pilot or passenger is aboard, let them help. another pilot or passenger is aboard, let them help.
When you have located a suitable field, establish a spiral pattern around When you have located a suitable field, establish a spiral pattern around
this field. Try to be at 1000 feet above the field at the downwind position, to this field. Try to be at 1000 feet above the field at the downwind position, to
make a normal landing approach. When the field can easily be reached, slow
LY
make a normal landing approach. When the field can easily be reached, slow
to 77 KIAS with flaps down for the shortest landing. Excess altitude may be
lost by widening your pattern, using flaps or slipping, or a combination of
O N
to 77 KIAS with flaps down for the shortest landing. Excess altitude may be
lost by widening your pattern, using flaps or slipping, or a combination of
these. these.
E
Cup or down depends on many
Whether to attempt a landing with gear up or down depends on many
E
Whether to attempt a landing with gear
N Tfirm, and long enough to
R should beH
factors. If the field chosen is obviously smooth and firm, and long enough to factors. If the field chosen is obviously smooth and
bring the plane to a stop, the gear should be down. If there are stumps or
F
bring the plane to a stop, the gear
L IGthe gear in the down position will
Ein the field, down. If there are stumps or
rocks or other large obstacles in the field, the gear in the down position will
E of theFaircraft. If however, the field is suspected
rocks or other large obstacles
R Rbeor safer
better protect the occupants of the aircraft. If however, the field is suspected better protect the occupants
to be excessively soft or short, or when landing in water of any depth, a
R
to be excessively soft
O TF O
or short, when landing in water of any depth, a
F
wheels-up landing will normally be safer and do less damage to the airplane. wheels-up landing will normally and do less damage to the airplane.
Touchdowns should normally be made at the lowest possible airspeed
with flaps fully extended. with flaps N
O
Touchdowns should normally be made at the lowest possible airspeed
fully extended.
When committed to landing, verify the landing gear selector position as When committed to landing, verify the landing gear selector position as
required by field conditions. Close the throttle, move the mixture to idle cut- required by field conditions. Close the throttle, move the mixture to idle cut-
off. Set the flaps to the desired flap setting, and move the fuel selector valve off. Set the flaps to the desired flap setting, and move the fuel selector valve
to OFF. Turn the alternator switches, magneto switches, emergency fuel to OFF. Turn the alternator switches, magneto switches, emergency fuel
pump and battery master switches OFF. The seat belts and shoulder harness pump and battery master switches OFF. The seat belts and shoulder harness
should be tightened and checked. The seats should be adjusted and locked in should be tightened and checked. The seats should be adjusted and locked in
position. position.
NOTE NOTE
If the battery master and alternator switches If the battery master and alternator switches
are OFF, the gear position lights and flaps will are OFF, the gear position lights and flaps will
be inoperative. be inoperative.
3-25 3-25
SECTION 3 SECTION 3
3.15 FIRE IN FLIGHT (3.3f) 3.15 FIRE IN FLIGHT (3.3f)

The presence of fire is noted through smoke, smell, and heat in the cabin. The presence of fire is noted through smoke, smell, and heat in the cabin.
It is essential that the source of the fire be promptly identified through It is essential that the source of the fire be promptly identified through
instrument readings, character of smoke, or other indications since the instrument readings, character of smoke, or other indications since the
action to be taken differs somewhat in each case. action to be taken differs somewhat in each case.
Check for the source of the fire first. Check for the source of the fire first.
NOTE NOTE
cabin altitude will rise at an uncontrolled rate. cabin altitude will rise at an uncontrolled rate.
If an electrical fire is indicated (smoke in cockpit), place the cabin If an electrical fire is indicated (smoke in cockpit), place the cabin
Y
pressure dump/normal switch in the DUMP position and PULL the cabin pressure dump/normal switch in the DUMP position and PULL the cabin
L
pressurization control to clear the smoke. After a delay of 5 seconds turn off pressurization control to clear the smoke. After a delay of 5 seconds turn off
the battery master and alternator switches. The cabin heat should also be
turned OFF. turned OFF.
O N
the battery master and alternator switches. The cabin heat should also be
NOTE NOTE
C E
Activation of the Ground Clearance switch can be
E HTN
Activation of the Ground Clearance switch can be
used to maintain communications on Comm 1.
R
used to maintain communications on Comm 1.
E LIG
CAUTION
F
E valve
CAUTION
F
The cabin pressure dump valve will remain open
R
The cabin pressure
R R
dump will remain open
O
if the cabin pressure dump/normal switch is if the cabin pressure dump/normal switch is
positioned to DUMP prior to turning the aircraft
electrical system OFF. This provides maximum O
positioned
Fairflow through
electrical F
to DUMP prior to turning the aircraft
T the cabin for smoke evacuation.

system OFF. This provides maximum
airflow through the cabin for smoke evacuation.
Do not set the cabin pressure dump/normal
switch to NORM. The dump valve will close and
Do not
switch
O
N to NORM. The dump valve will close and
set the cabin pressure dump/normal
cannot be reactivated unless electrical power is cannot be reactivated unless electrical power is
turned ON. turned ON.
An emergency descent should be executed to a safe altitude consistent An emergency descent should be executed to a safe altitude consistent
with terrain and a landing made as soon as possible. with terrain and a landing made as soon as possible.
WARNING WARNING
If emergency oxygen is installed, use ONLY if If emergency oxygen is installed, use ONLY if
flames and heat are not present. flames and heat are not present.
If an engine fire is present, close the throttle, move the mixture control to If an engine fire is present, close the throttle, move the mixture control to
idle cut-off and place the fuel selector in the OFF position. Turn the magneto idle cut-off and place the fuel selector in the OFF position. Turn the magneto
switches OFF and check that the emergency (EMERG) fuel pump is OFF. In switches OFF and check that the emergency (EMERG) fuel pump is OFF. In
3-26 3-26
SECTION 3 SECTION 3
3.15 FIRE IN FLIGHT (3.3f) (Continued) 3.15 FIRE IN FLIGHT (3.3f) (Continued)
all cases, the heater and defroster should be OFF. If radio communication is all cases, the heater and defroster should be OFF. If radio communication is
not required turn the battery master and alternator switches OFF. If the not required turn the battery master and alternator switches OFF. If the
terrain permits, a landing should be made immediately (refer to Power Off terrain permits, a landing should be made immediately (refer to Power Off
Landing procedure paragraph 3.13). Because the flaps and landing gear Landing procedure paragraph 3.13). Because the flaps and landing gear
position lights will become inoperative, be sure final flap and gear selection is position lights will become inoperative, be sure final flap and gear selection is
made before turning the battery master and alternator switches OFF. made before turning the battery master and alternator switches OFF.
3.17 LOSS OF OIL PRESSURE (3.3g) 3.17 LOSS OF OIL PRESSURE (3.3g)
Loss of oil pressure may be either partial or complete. A partial loss of Loss of oil pressure may be either partial or complete. A partial loss of
oil pressure usually indicates a malfunction in the oil pressure regulating oil pressure usually indicates a malfunction in the oil pressure regulating
system, and a landing should be made as soon as possible to investigate the system, and a landing should be made as soon as possible to investigate the
cause and prevent engine damage. cause and prevent engine damage.
A complete loss of oil pressure indication may signify oil exhaustion or
LY
A complete loss of oil pressure indication may signify oil exhaustion or
may be the result of a faulty gauge. In either case, proceed toward the nearest
airport and be prepared for a forced landing. If the problem is not a pressure
O N
may be the result of a faulty gauge. In either case, proceed toward the nearest
airport and be prepared for a forced landing. If the problem is not a pressure
gauge malfunction, the engine may stop suddenly. Maintain altitude until
C E
gauge malfunction, the engine may stop suddenly. Maintain altitude until
N
such time as a power off landing can be accomplished. Do not change power such time as a power off landing can be accomplished. Do not change power
settings unnecessarily, as this may hasten complete power loss.
E it mayHT
settings unnecessarily, as this may hasten complete power loss.
R
Depending on the circumstances, it may be advisable to make an off
airport landing while powerE I G
F as Lsudden increases in temperatures, or oil
Depending on the circumstances, be advisable to make an off
of actual oil pressureE loss, such F

airport landing while power is still available, particularly if other indications is still available, particularly if other indications
of actual oil pressure loss, such as sudden increases in temperatures, or oil
R Rand an R
O
smoke, are apparent, and an airport is not close. smoke, are apparent, airport is not close.
If engine stoppage occurs, proceed with Power Off Landing procedure
F O
If engine
T F
stoppage occurs, proceed with Power Off Landing procedure
NO
(refer to paragraph 3.13). (refer to paragraph 3.13).
3.19 LOSS OF FUEL FLOW (3.3h) 3.19 LOSS OF FUEL FLOW (3.3h)
CAUTION CAUTION
Turn emergency (EMERG) fuel pump OFF if Turn emergency (EMERG) fuel pump OFF if
fuel flow and power is not immediately fuel flow and power is not immediately
restored. The lack of a fuel flow indication restored. The lack of a fuel flow indication
could indicate a leak in the fuel system. If fuel could indicate a leak in the fuel system. If fuel
system leak is verified, switch fuel selector system leak is verified, switch fuel selector
OFF. OFF.
The most probable cause of loss of fuel flow is either fuel depletion in the The most probable cause of loss of fuel flow is either fuel depletion in the
fuel tank selected or failure of the engine driven fuel pump. If loss of fuel fuel tank selected or failure of the engine driven fuel pump. If loss of fuel
flow occurs, turn the emergency (EMERG) fuel pump ON and check that flow occurs, turn the emergency (EMERG) fuel pump ON and check that
the fuel selector is on a tank containing usable fuel. the fuel selector is on a tank containing usable fuel.
3-27 3-27
SECTION 3 SECTION 3
3.19 LOSS OF FUEL FLOW (3.3h) (Continued) 3.19 LOSS OF FUEL FLOW (3.3h) (Continued)
If power is restored, turn OFF the emergency (EMERG) fuel pump (except If power is restored, turn OFF the emergency (EMERG) fuel pump (except
in the case of an engine driven fuel pump failure). Adjust the mixture control in the case of an engine driven fuel pump failure). Adjust the mixture control
as necessary. as necessary.
If power is not restored, turn the emergency (EMERG) fuel pump and If power is not restored, turn the emergency (EMERG) fuel pump and
the fuel selector OFF, and proceed with Power Off Landing procedure (refer the fuel selector OFF, and proceed with Power Off Landing procedure (refer
to paragraph 3.13). to paragraph 3.13).
3.21 ENGINE DRIVEN FUEL PUMP FAILURE (FUEL PRESS light il- 3.21 ENGINE DRIVEN FUEL PUMP FAILURE (FUEL PRESS light il-
luminated - annunciator panel) (3.3i) luminated - annunciator panel) (3.3i)
If an engine driven fuel pump failure is indicated, retard the throttle and If an engine driven fuel pump failure is indicated, retard the throttle and
turn the emergency (EMERG) fuel pump ON. The throttle and mixture turn the emergency (EMERG) fuel pump ON. The throttle and mixture
Y
should then be reset as required. A landing should be made at the nearest should then be reset as required. A landing should be made at the nearest
appropriate airport as soon as possible and the cause of the failure
investigated. L
appropriate airport as soon as possible and the cause of the failure
N
O
investigated.
CAUTION CAUTION
C E
N
E HT
R
E LIG
fuel pump should be turned OFF. The lack of a fuel pump should be turned OFF. The lack of a
F
E F
R
switch fuel selector to OFF.
R R(3.3j)
switch fuel selector to OFF.
O
3.23 HIGH OIL TEMPERATURE (3.3j)
F O highToilFtemperature indication may be caused by a low
3.23 HIGH OIL TEMPERATURE
NorOotherin causes.
An abnormally high oil temperature indication may be caused by a low An abnormally
oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a oil level, an obstruction the oil cooler, damaged or improper baffle seals, a
defective gauge, or other causes. Reduce power and/or enrich the mixture, defective gauge, Reduce power and/or enrich the mixture,
and increase airspeed if practical. If condition is not corrected, land as soon and increase airspeed if practical. If condition is not corrected, land as soon
as practical at an appropriate airport and have the cause investigated. as practical at an appropriate airport and have the cause investigated.
A steady rapid rise in oil temperature is a sign of trouble. Land at the A steady rapid rise in oil temperature is a sign of trouble. Land at the
nearest airport and let a mechanic investigate the problem. Watch the oil nearest airport and let a mechanic investigate the problem. Watch the oil
pressure gauge for an accompanying loss of pressure. pressure gauge for an accompanying loss of pressure.
3.24 TURBINE INLET TEMP (TIT) INDICATOR FAILURE (3.3k) 3.24 TURBINE INLET TEMP (TIT) INDICATOR FAILURE (3.3k)
In the event the Turbine Inlet Temperature (TIT) indicator or sensor fails In the event the Turbine Inlet Temperature (TIT) indicator or sensor fails
during flight, continued flight is possible using conservative mixture/TIT during flight, continued flight is possible using conservative mixture/TIT
settings. If TIT failure occurs during takeoff, climb, descent, or landing, settings. If TIT failure occurs during takeoff, climb, descent, or landing,
maintain a full rich mixture to assure adequate fuel flow for engine cooling. maintain a full rich mixture to assure adequate fuel flow for engine cooling.
During cruise climb operations, a fuel flow of 32 gph may be used. During cruise climb operations, a fuel flow of 32 gph may be used.
SECTION 3 SECTION 3
3.24 TURBINE INLET TEMP (TIT) INDICATOR FAILURE (3.3k) 3.24 TURBINE INLET TEMP (TIT) INDICATOR FAILURE (3.3k)
(CONTD) (CONTD)
If TIT failure occurs prior to setting cruise power, set power per the POH If TIT failure occurs prior to setting cruise power, set power per the POH
Section 5 power setting table and then lean to the approximate POH power Section 5 power setting table and then lean to the approximate POH power
setting table fuel flow +4 GPH. This fuel flow will maintain adequate engine setting table fuel flow +4 GPH. This fuel flow will maintain adequate engine
cooling and a TIT value below TIT limits. Monitor CHT and Oil Temperature cooling and a TIT value below TIT limits. Monitor CHT and Oil Temperature
for normal operation. for normal operation.
CAUTION CAUTION
Aircraft POH range and endurance data presented in Section Aircraft POH range and endurance data presented in Section
5 will no longer be applicable. Less range/endurance will 5 will no longer be applicable. Less range/endurance will
result due to higher fuel flow/fuel consumption. result due to higher fuel flow/fuel consumption.
Y
If TIT failure occurs after setting cruise power and mixture per the POH If TIT failure occurs after setting cruise power and mixture per the POH
Section 5 power setting table, maintain the power setting and increase indicated
fuel flow by + 1 GPH. This fuel flow will maintain adequate engine cooling
N L
Section 5 power setting table, maintain the power setting and increase indicated
fuel flow by + 1 GPH. This fuel flow will maintain adequate engine cooling
and TIT value below TIT limits. Monitor CHT and Oil Temperature for
O
and TIT value below TIT limits. Monitor CHT and Oil Temperature for
E
CAUTIONC
normal operation. normal operation.
CAUTION
E N data presented
T in Section
R LessH
Aircraft POH range and endurance data presented in Section Aircraft POH range and endurance
5 will no longer be applicable. Less range/endurance will
F E flow/fuel
L
5 will no longer be applicable.
IG range/endurance will
result due to higher fuel flow/fuel consumption.
E
result due to higher
The TIT indicating R
fuel
F
consumption.
The TIT indicating system should be repaired as soon as practical.
R O R
system should be repaired as soon as practical.
FO T F HEAD TEMPERATURE (3.3l)

3.25 HIGH CYLINDER HEAD TEMPERATURE (3.3l)
If the standard cylinder head temperature gauge indication reaches 480, If the N
O
3.25 HIGH CYLINDER
standard cylinder head temperature gauge indication reaches 480,
the CHT CYCLE push button should be periodically used to cycle through all the CHT CYCLE push button should be periodically used to cycle through all
cylinder head temperatures to be sure the hottest cylinder is displayed. A cylinder head temperatures to be sure the hottest cylinder is displayed. A
difference of 5F is needed before the displayed CHT switches to another difference of 5F is needed before the displayed CHT switches to another
cylinder. cylinder.
Excessive cylinder head temperature may parallel excessive oil Excessive cylinder head temperature may parallel excessive oil
temperature. In any case, reduce power and/or enrich the mixture, and temperature. In any case, reduce power and/or enrich the mixture, and
increase airspeed if practical. If the problem persists, land as soon as increase airspeed if practical. If the problem persists, land as soon as
practical at an appropriate airport and have the cause investigated. practical at an appropriate airport and have the cause investigated.
3-29 3-29
SECTION 3 SECTION 3
3.27 ELECTRICAL FAILURES (3.3m) 3.27 ELECTRICAL FAILURES (3.3m)

SINGLE ALTERNATOR FAILURE (Zero amps or ALTERNATOR #1 or #2 SINGLE ALTERNATOR FAILURE (Zero amps or ALTERNATOR #1 or #2
INOP light illuminated - annunciator panel) INOP light illuminated - annunciator panel)
NOTE NOTE
Loss of either alternator is indicated by a zero reading on the Loss of either alternator is indicated by a zero reading on the
appropriate ammeter and the illumination of the associated annunciator appropriate ammeter and the illumination of the associated annunciator
(ALTERNATOR #1 INOP or ALTERNATOR #2 INOP). (ALTERNATOR #1 INOP or ALTERNATOR #2 INOP).
If the LOW BUS VOLTAGE annunciator is illuminated, first reduce If the LOW BUS VOLTAGE annunciator is illuminated, first reduce
the electrical load to less than 75 amps, which should extinguish the LOW
Y
the electrical load to less than 75 amps, which should extinguish the LOW
L
N
BUS VOLTAGE annunciator, and prevent overloading the operating BUS VOLTAGE annunciator, and prevent overloading the operating
O
alternator. alternator.
Next, turn the failed alternator (ALTR NO. 1 or ALTR NO. 2) switch
E
Next, turn the failed alternator (ALTR NO. 1 or ALTR NO. 2) switch
C
N
OFF for at least one second. Check the inoperative alternator (ALTNR NO. OFF for at least one second. Check the inoperative alternator (ALTNR NO.
1 or ALTNR NO. 2) circuit breaker and reset as required.
E overvoltage
1 or ALTNR NO. 2) circuit breaker and reset as required.
R H T condition, the
If the trouble was caused by a momentary overvoltage condition, the If the trouble was caused by a momentary
F G the failed alternator
Ereset LbyIturning
E F
alternator control unit can now be reset by turning the failed alternator alternator control unit can now be
R
switch ON. switch ON.
If the affected alternator's ammeter continues to read zero, and the
annunciator remainsR
If the affected alternator's
O R continues to read zero, and the
ammeter
annunciator remains lit, turn the failed alternator's switch OFF. Continue
F O theToperating
F alternator's ammeter to ensure the
lit, turn the failed alternator's switch OFF. Continue
electrical load doesO

flight and monitor the operating alternator's ammeter to ensure the flight and monitor
N lit.
electrical load does not exceed 75 amps. The annunciator of the failed not exceed 75 amps. The annunciator of the failed
alternator will remain lit. alternator will remain
While one alternator will supply sufficient current for minimum While one alternator will supply sufficient current for minimum
required avionics and cockpit lighting, use of deicing equipment, required avionics and cockpit lighting, use of deicing equipment,
particularly windshield or propeller heat, may be limited. Immediate action particularly windshield or propeller heat, may be limited. Immediate action
should be taken to avoid or exit icing conditions. Under no circumstances should be taken to avoid or exit icing conditions. Under no circumstances
may the total electrical load exceed 75 amps. The electric cabin heater, may the total electrical load exceed 75 amps. The electric cabin heater,
cabin recirculation blowers, and position, strobe, and landing lights should cabin recirculation blowers, and position, strobe, and landing lights should
not be used unless absolutely necessary. not be used unless absolutely necessary.
3-30 3-30
SECTION 3 SECTION 3
3.27 ELECTRICAL FAILURES (3.3m) (Continued) 3.27 ELECTRICAL FAILURES (3.3m) (Continued)
DUAL ALTERNATOR FAILURE (Zero amps both ammeters or DUAL ALTERNATOR FAILURE (Zero amps both ammeters or
ALTERNATOR #1 and #2 INOP light illuminated - annunciator panel) ALTERNATOR #1 and #2 INOP light illuminated - annunciator panel)
NOTE NOTE
In the event that both alternators indicate failure simultaneously, reduce In the event that both alternators indicate failure simultaneously, reduce
electrical load to minimum required for safe flight by turning OFF switches electrical load to minimum required for safe flight by turning OFF switches
and pulling circuit breakers for all nonessential electrical equipment. and pulling circuit breakers for all nonessential electrical equipment.
Maintain only that equipment required to provide heading, attitude, and Maintain only that equipment required to provide heading, attitude, and
altitude information, plus one navigation radio and one communications radio
LY
altitude information, plus one navigation radio and one communications radio
for emergency use only. for emergency use only.
O N
Attempt to reestablish alternator power on each alternator individually by
E
Attempt to reestablish alternator power on each alternator individually by
C
N
first turning OFF both alternators for at least one second, resetting any first turning OFF both alternators for at least one second, resetting any
E HT
tripped alternator (ALTR) control circuit breakers, and then turning each tripped alternator (ALTR) control circuit breakers, and then turning each
alternator ON, one at a time. alternator ON, one at a time.
If only one alternator canE
R I Greinstate electrical load as desired
If only one alternator can be restored, reinstate electrical load as desired
F L
E Land asFsoon as practical for proper repairs.
be restored,
to a maximum of 75 amps. Land as soon as practical for proper repairs.
R
alternator canR
to a maximum of 75 amps.
If neither R
If neither alternator can be restored to operation, continue flight with
O load F
O be restored to operation, continue flight with
reduced electrical load on battery power only.
F T
reduced electrical on battery power only.
NOTE NO NOTE
LOW BUS VOLTAGE annunciator will be LOW BUS VOLTAGE annunciator will be
illuminated. illuminated.
Land as soon as safely practical, as battery power duration is dependent Land as soon as safely practical, as battery power duration is dependent
upon the condition of the battery at time of failure. upon the condition of the battery at time of failure.
NOTE NOTE
If battery is depleted, the landing gear must be If battery is depleted, the landing gear must be
lowered using the emergency extension lowered using the emergency extension
procedure. The gear position lights will be procedure. The gear position lights will be
inoperative. the flaps will also be inoperative and inoperative. the flaps will also be inoperative and
a flaps up landing will be required. a flaps up landing will be required.
3-31 3-31
SECTION 3 SECTION 3
3.27 ELECTRICAL FAILURES (3.3m) (Continued) 3.27 ELECTRICAL FAILURES (3.3m) (Continued)
SUPPLEMENTAL HEATER CONTROL CIRCUIT FAILURE (Heater Continues SUPPLEMENTAL HEATER CONTROL CIRCUIT FAILURE (Heater Continues
to Operate With AUX CBN HEAT and VENT/DEFOG Switches OFF) to Operate With AUX CBN HEAT and VENT/DEFOG Switches OFF)
Pull the VENT DEFOG circuit breaker. If the heater still operates, turn Pull the VENT DEFOG circuit breaker. If the heater still operates, turn
the BATT MASTER and ALTR switches OFF. Land as soon as practical. the BATT MASTER and ALTR switches OFF. Land as soon as practical.
3.29 PROPELLER OVERSPEED (3.3n) 3.29 PROPELLER OVERSPEED (3.3n)
Propeller overspeed is caused by a malfunction in the propeller governor or Propeller overspeed is caused by a malfunction in the propeller governor or
low oil pressure which allows the propeller blades to rotate to full low pitch. low oil pressure which allows the propeller blades to rotate to full low pitch.
If propeller overspeed should occur, retard the throttle and check the oil If propeller overspeed should occur, retard the throttle and check the oil
pressure. The propeller control should be moved to full DECREASE rpm pressure. The propeller control should be moved to full DECREASE rpm
and then reset if any control is available. Airspeed should be reduced and and then reset if any control is available. Airspeed should be reduced and
throttle used to maintain 2500 RPM. Land as soon as practical and throttle used to maintain 2500 RPM. Land as soon as practical and
L Y
3.31 EMERGENCY LANDING GEAR EXTENSION (3.3o)N
investigate cause of overspeed. investigate cause of overspeed.
3.31 EMERGENCY LANDING GEAR EXTENSION (3.3o)
E O
Prior to proceeding with an emergency gear extension, check to ensure
N Cthat the circuit breakers
Prior to proceeding with an emergency gear extension, check to ensure that
dimmerTswitch should be in
E H
that the battery master switch (BATT MSTR) is ON and that the circuit the battery master switch (BATT MSTR) is ON and
R
breakers have not popped. If it is daytime, the Day/Night dimmer switch have not popped. If it is daytime, the Day/Night
should be in the DAY position. the DAY position.
If the landing gear does not F
E IG
check downLand locked, reduce the airspeed
to below 90 KIAS, pull outR theE F PUMP POWER circuit breaker,
If the landing gear does not check down and locked, reduce the airspeed
to below 90 KIAS, pull out the HYDRAULIC PUMP POWER circuit breaker,
R R
HYDRAULIC
O the airplane. Verify the landing gear
O F
place the landing gear selector in the DOWN position, pull the emergency place the landing gear selector in the DOWN position, pull the emergency
gear extend control OUT and fishtail the airplane. Verify the landing gear
F
gear extend control
T and locked.
OUT and fishtail
O
position lights indicate down and locked. position lights indicate down
CAUTION:
The Emergency Gear Extension procedure will require the
N CAUTION:
The Emergency Gear Extension procedure will require the
pilot to pull the emergency gear extend control knob through pilot to pull the emergency gear extend control knob through
a region of high resistance (up to 25 lbs.) in order to reach a region of high resistance (up to 25 lbs.) in order to reach the
the stop and extend the landing gear. stop and extend the landing gear.
If all electrical power has been lost, the landing gear must be extended using If all electrical power has been lost, the landing gear must be extended using
the above procedures. The gear position indicator lights will not illuminate. the above procedures. The gear position indicator lights will not illuminate.
3.33 SPIN RECOVERY (3.3p) 3.33 SPIN RECOVERY (3.3p)
Intentional spins are prohibited in this airplane. If a spin is inadvertently Intentional spins are prohibited in this airplane. If a spin is inadvertently
entered, immediately apply full rudder opposite to the direction of rotation. Move entered, immediately apply full rudder opposite to the direction of rotation. Move
the control wheel full forward while neutralizing the ailerons. CLOSE the the control wheel full forward while neutralizing the ailerons. CLOSE the throttle.
throttle. When the rotation stops, neutralize the rudder and relax forward pressure When the rotation stops, neutralize the rudder and relax forward pressure on the
on the control wheel as required to smoothly regain a level flight attitude. control wheel as required to smoothly regain a level flight attitude.
SECTION 3 SECTION 3
3.35 ENGINE ROUGHNESS (3.3q) 3.35 ENGINE ROUGHNESS (3.3q)

Engine roughness may be caused by dirt in the injector nozzles, Engine roughness may be caused by dirt in the injector nozzles,
induction filter icing, ignition problems, or other causes. induction filter icing, ignition problems, or other causes.
First adjust the mixture for maximum smoothness. The engine will run First adjust the mixture for maximum smoothness. The engine will run
rough if the mixture is too rich or too lean. rough if the mixture is too rich or too lean.
Move the induction air to ALTERNATE and turn the emergency Move the induction air to ALTERNATE and turn the emergency
(EMERG) fuel pump ON. (EMERG) fuel pump ON.
Switch the fuel selector to another tank to determine if fuel Switch the fuel selector to another tank to determine if fuel
contamination is the problem. contamination is the problem.
Check the engine gauges for abnormal readings. If any gauge readings Check the engine gauges for abnormal readings. If any gauge readings
are abnormal proceed accordingly. are abnormal proceed accordingly.
The magneto switches should then be turned OFF individually and then
LY
The magneto switches should then be turned OFF individually and then
turned back ON. If operation is satisfactory on only one magneto, proceed on
the good magneto at reduced power to a landing at the first available airport.
O N
turned back ON. If operation is satisfactory on only one magneto, proceed on
the good magneto at reduced power to a landing at the first available airport.
If roughness persists, prepare for a precautionary landing at pilots
C E
If roughness persists, prepare for a precautionary landing at pilots
discretion. discretion.
N
E HT
3.37 EMERGENCY DESCENT (3.3r) 3.37 EMERGENCY DESCENT (3.3r)
R
E NOTE IG
NOTE F L
E theFfollowing procedure will
If pressurized, the following procedure will
R R
If pressurized,
R altitudelosswill
O
FO uncontrolled F
result in the immediate loss of pressurization result in the immediate of pressurization
T
and the cabin altitude will rise at an and the cabin rise at an
O
uncontrolled rate. rate.
In the event an emergency descent becomes necessary, retard the throttle to
idle and move the propeller control to the full INCREASE position. The
N
In the event an emergency descent becomes necessary, retard the throttle to
idle and move the propeller control to the full INCREASE position. The
mixture should be reset as required to ensure the engine will continue mixture should be reset as required to ensure the engine will continue
operating. Lower the landing gear and immediately initiate a descent. If in operating. Lower the landing gear and immediately initiate a descent. If in
smooth air, descend at 180 to 195 KIAS maximum. If extremely rough air is smooth air, descend at 180 to 195 KIAS maximum. If extremely rough air is
encountered, the airspeed should be limited according to the following encountered, the airspeed should be limited according to the following
airspeed versus Gross Weight Table: airspeed versus Gross Weight Table:
4340 lb = 133 KIAS 4340 lb = 133 KIAS
2450 lb = 100 KIAS 2450 lb = 100 KIAS
Use straight line variation between points. Use straight line variation between points.
After reaching a safe altitude, advance the throttle and adjust mixture and After reaching a safe altitude, advance the throttle and adjust mixture and
propeller controls for power as required. propeller controls for power as required.
3-33 3-33
SECTION 3 SECTION 3
3.39 PRESSURIZATION SYSTEM MALFUNCTION (3.3s) 3.39 PRESSURIZATION SYSTEM MALFUNCTION (3.3s)
NOTE NOTE
Should the differential pressure rise above 5.5 psi maximum or a Should the differential pressure rise above 5.5 psi maximum or a
structural failure appear imminent, an immediate decrease in differential structural failure appear imminent, an immediate decrease in differential
pressure is required. To accomplish this, select DUMP on the cabin pressure pressure is required. To accomplish this, select DUMP on the cabin pressure
dump/normal switch and PULL the cabin pressurization (CABIN PRESS) dump/normal switch and PULL the cabin pressurization (CABIN PRESS)
control. This will cause the cabin altitude to rise at an uncontrolled rate and control. This will cause the cabin altitude to rise at an uncontrolled rate and
cabin differential pressure to decrease, subsequently relieving the cabin differential pressure to decrease, subsequently relieving the
overpressure condition. If emergency oxygen is not installed execute an overpressure condition. If emergency oxygen is not installed execute an
emergency descent to a safe altitude consistent with terrain. If emergency emergency descent to a safe altitude consistent with terrain. If emergency
Y
oxygen is installed, don the oxygen masks, activate the oxygen generators oxygen is installed, don the oxygen masks, activate the oxygen generators
and descend to a safe altitude consistent with terrain. and descend to a safe altitude consistent with terrain.
N L
Should the aircraft suddenly lose pressurization, check that the cabin
pressure dump/normal switch is in the NORM position and that the cabin
E O
Should the aircraft suddenly lose pressurization, check that the cabin
pressure dump/normal switch is in the NORM position and that the cabin
pressurization (CABIN PRESS) control is pushed in. If the aircraft does not
C
pressurization (CABIN PRESS) control is pushed in. If the aircraft does not
N
E HT
begin to repressurize and emergency oxygen is not installed, execute an begin to repressurize and emergency oxygen is not installed, execute an
R
emergency descent to a safe altitude consistent with terrain. If emergency emergency descent to a safe altitude consistent with terrain. If emergency
oxygen is installed, don the oxygen masks, activate the oxygen generators
E LIG
oxygen is installed, don the oxygen masks, activate the oxygen generators
F
E F EVACUATION (3.3t)
and descend to a safe altitude consistent with terrain. and descend to a safe altitude consistent with terrain.
3.41 CABIN AIR CONTAMINATION/SMOKE EVACUATION (3.3t)
R
3.41 CABIN AIR CONTAMINATION/SMOKE
R R
O
FIfinO
pressurized,F
NOTE NOTE
If pressurized, the following procedure will result
in an immediate loss of pressurization and the
cabin O
T
an immediate
the following procedure will result
loss of pressurization and the
cabin altitude will rise at an uncontrollable rate.
Strong fumes or smoke in the cabin may indicate a malfunction in the
N altitude will rise at an uncontrollable rate.
Strong fumes or smoke in the cabin may indicate a malfunction in the
pressurization system or a fire. In any event, the primary concern is to pressurization system or a fire. In any event, the primary concern is to
establish maximum airflow through the cabin in order to vent the fumes or establish maximum airflow through the cabin in order to vent the fumes or
smoke. To accomplish this, set the cabin pressure dump/normal switch to smoke. To accomplish this, set the cabin pressure dump/normal switch to
DUMP and PULL the cabin pressurization (CABIN PRESS) control out. DUMP and PULL the cabin pressurization (CABIN PRESS) control out.
Turn OFF the auxiliary cabin heater. Turn ON the vent/defog blower and Turn OFF the auxiliary cabin heater. Turn ON the vent/defog blower and
turn OFF the cabin air recirculation blower. Do not open the storm window. turn OFF the cabin air recirculation blower. Do not open the storm window.
This procedure will provide the maximum flow of outside ram air through This procedure will provide the maximum flow of outside ram air through
the cabin. If emergency oxygen is not installed, execute an emergency the cabin. If emergency oxygen is not installed, execute an emergency
descent to a safe altitude consistent with terrain. If emergency oxygen is descent to a safe altitude consistent with terrain. If emergency oxygen is
installed, don the oxygen masks, activate the oxygen generators and descend installed, don the oxygen masks, activate the oxygen generators and descend
to a safe altitude consistent with terrain. Land as soon as practical and to a safe altitude consistent with terrain. Land as soon as practical and
investigate the cause. If the fumes or smoke persist the problem may be a fire investigate the cause. If the fumes or smoke persist the problem may be a fire
(see paragraph 3.15, Fire In Flight). (see paragraph 3.15, Fire In Flight).
3-34 3-34
SECTION 3 SECTION 3
3.43 VACUUM SYSTEM FAILURE (3.3u) 3.43 VACUUM SYSTEM FAILURE (3.3u)
A failure of either vacuum pump is indicated by the illumination of a A failure of either vacuum pump is indicated by the illumination of a
vacuum failure annunciator, VACUUM NO. 1 INOP.or VACUUM NO. 2 vacuum failure annunciator, VACUUM NO. 1 INOP.or VACUUM NO. 2
INOP. INOP.
In the event one vacuum pump fails, check that the suction gauge still In the event one vacuum pump fails, check that the suction gauge still
indicates within the normal operating range, and that the operating pumps indicates within the normal operating range, and that the operating pumps
vacuum failure annunciator is extinguished. vacuum failure annunciator is extinguished.
Although either vacuum pump independently has sufficient capacity to Although either vacuum pump independently has sufficient capacity to
operate the flight instruments and the deice boots in a normal manner, operate the flight instruments and the deice boots in a normal manner,
intentional or continued operation in icing conditions is not recommended. intentional or continued operation in icing conditions is not recommended.
Immediate action should be taken to avoid or exit icing conditions. Immediate action should be taken to avoid or exit icing conditions.
LY
N
Failure of both vacuum pumps is indicated by the suction gauge reading Failure of both vacuum pumps is indicated by the suction gauge reading
O
less than 4.0 inches of mercury and illumination of both annunciators. less than 4.0 inches of mercury and illumination of both annunciators.
C E
directional gyro will be the only usable gyroscopic flight instruments. The
N
E HT
directional gyro will be the only usable gyroscopic flight instruments. The
R
wing and tail deicer boots will be inoperative. Also, loss of cabin pressure wing and tail deicer boots will be inoperative. Also, loss of cabin pressure
control is possible; the cabin pressure will have to be dumped manually
E LIG
control is possible; the cabin pressure will have to be dumped manually
F
E F
before landing. A precautionary landing should be considered depending on before landing. A precautionary landing should be considered depending on
operating conditions.
R
operating conditions.
R RENCOUNTER (3.3v)
O
FO T F WARNING
3.45 INADVERTENT ICING ENCOUNTER (3.3v) 3.45 INADVERTENT ICING
NOFlight
WARNING
Flight into known icing conditions is prohibited into known icing conditions is prohibited
unless Ice Protection System is installed and unless Ice Protection System is installed and
fully operational. Refer to Section 9, fully operational. Refer to Section 9,
Supplement 3. Supplement 3.
If icing conditions are inadvertently encountered, select ALTERNATE If icing conditions are inadvertently encountered, select ALTERNATE
induction air and adjust manifold pressure as required. Turn the pitot and induction air and adjust manifold pressure as required. Turn the pitot and
stall warning heat ON. Pull ON the windshield defrost and turn the propeller stall warning heat ON. Pull ON the windshield defrost and turn the propeller
heat ON. Turn the windshield vent/defog fan ON to keep the windshield as heat ON. Turn the windshield vent/defog fan ON to keep the windshield as
clear as possible. If installed, turn the electric windshield heat ON. Change clear as possible. If installed, turn the electric windshield heat ON. Change
aircraft heading and/or altitude to exit icing conditions as soon as possible. aircraft heading and/or altitude to exit icing conditions as soon as possible.
SECTION 3 SECTION 3
3.49 HYDRAULIC SYSTEM MALFUNCTION (3.3w) 3.49 HYDRAULIC SYSTEM MALFUNCTION (3.3w)
A hydraulic system malfunction, which causes the hydraulic pump to A hydraulic system malfunction, which causes the hydraulic pump to
either run continuously (more than 15-20 seconds), or cycle on and off either run continuously (more than 15-20 seconds), or cycle on and off
rapidly (more than 6-8 times), may be detected by the illumination of the rapidly (more than 6-8 times), may be detected by the illumination of the
HYDRAULIC PUMP amber annunciator light. Pull the HYDRAULIC HYDRAULIC PUMP amber annunciator light. Pull the HYDRAULIC
PUMP POWER circuit breaker to stop operation. The pump is not designed PUMP POWER circuit breaker to stop operation. The pump is not designed
for continuous duty and will fail if left running. Land as soon as practical for continuous duty and will fail if left running. Land as soon as practical
and investigate the cause. Prior to landing, the HYDRAULIC PUMP and investigate the cause. Prior to landing, the HYDRAULIC PUMP
POWER circuit breaker must be reset in order to extend the landing gear. If POWER circuit breaker must be reset in order to extend the landing gear. If
the pump continues to run after the gear is locked down, again pull the the pump continues to run after the gear is locked down, again pull the
HYDRAULIC PUMP POWER circuit breaker. If the gear fails to extend, HYDRAULIC PUMP POWER circuit breaker. If the gear fails to extend,
refer to Emergency Landing Gear Extension (3.31). refer to Emergency Landing Gear Extension (3.31).
LY
3.51 FLAP SYSTEM MALFUNCTION (3.3x) 3.51 FLAP SYSTEM MALFUNCTION (3.3x)
O N
E
Illumination of the FLAPS annunciator would normally be the result Illumination of the FLAPS annunciator would normally be the result
of an overcurrent condition in the flap motor/actuator circuit. If an
C
of an overcurrent condition in the flap motor/actuator circuit. If an
N
E HT
overcurrent fault occurs the flap protection circuit will sense the malfunction overcurrent fault occurs the flap protection circuit will sense the malfunction
and automatically remove power from the flap motor/actuator and flap
R
and automatically remove power from the flap motor/actuator and flap
E LIG
F
operation will stop. Pulling and resetting the FLAP WARN circuit breaker operation will stop. Pulling and resetting the FLAP WARN circuit breaker
will restore flap power to normal operation.
E of theFflaps should be verified.
will restore flap power to normal operation.
R operationR
After resetting, normal operation of the flaps should be verified.
R FO
After resetting, normal
O
F T CAUTION
NOthan normal approach and landing
CAUTION
Higher than normal approach and landing Higher
speeds may be required if full symmetrical flap speeds may be required if full symmetrical flap
extension is not available. Longer landing extension is not available. Longer landing
distances than shown in Section 5 will result distances than shown in Section 5 will result
from increased airspeed approaches. from increased airspeed approaches.
If normal flap operation is not regained, or the FLAPS annunciator If normal flap operation is not regained, or the FLAPS annunciator
remains illuminated, pull the FLAP MOTOR circuit breaker and land as remains illuminated, pull the FLAP MOTOR circuit breaker and land as
soon as practical to ascertain the cause of the problem. The flaps will remain soon as practical to ascertain the cause of the problem. The flaps will remain
in the same position as when the malfunction occurred. in the same position as when the malfunction occurred.
3-36 3-36
SECTION 3 SECTION 3
3.53 FUEL TANK SUBMERGED PUMP FAILURE (BOOST PUMP 3.53 FUEL TANK SUBMERGED PUMP FAILURE (BOOST PUMP
light illuminated - annunciator panel) (3.3y) light illuminated - annunciator panel) (3.3y)
Illumination of the BOOST PUMP annunciator light indicates the Illumination of the BOOST PUMP annunciator light indicates the
selected fuel tanks submerged fuel boost pump has failed. Immediately selected fuel tanks submerged fuel boost pump has failed. Immediately
check that the fuel selector is in the proper position and check the appropriate check that the fuel selector is in the proper position and check the appropriate
FUEL PUMPS (L BOOST or R BOOST) circuit breaker located on the FUEL PUMPS (L BOOST or R BOOST) circuit breaker located on the
pilots forward breaker panel; reset as necessary. Check that the BOOST pilots forward breaker panel; reset as necessary. Check that the BOOST
PUMP annunciator is extinguished. PUMP annunciator is extinguished.
If the FUEL PUMPS circuit breaker does not remain closed, or the If the FUEL PUMPS circuit breaker does not remain closed, or the
BOOST PUMP annunciator remains lit, turn ON the emergency (EMERG) fuel BOOST PUMP annunciator remains lit, turn ON the emergency (EMERG) fuel
pump and check for fluctuations in the fuel flow indication. Continue flight if pump and check for fluctuations in the fuel flow indication. Continue flight if
no fuel flow fluctuations are observed. If fuel flow fluctuations are observed, no fuel flow fluctuations are observed. If fuel flow fluctuations are observed,
descend to an altitude where the fluctuations cease and continue flight. After descend to an altitude where the fluctuations cease and continue flight. After
landing, have the inoperative boost pump repaired prior to further flight.
LY
landing, have the inoperative boost pump repaired prior to further flight.
3.55 STALL WARNING FAILURE (STALL WARN FAIL light illumi-
O
3.55 STALL WARNING FAILURE (STALL WARN FAIL light illumi-
N
E
nated - annunciator panel) (3.3z) nated - annunciator panel) (3.3z)
Illumination of the STALL WARN FAIL annunciator light means the lift
C
Illumination of the STALL WARN FAIL annunciator light means the lift
N
E HT
computer has failed. Check, and if necessary, reset the STALL WARN computer has failed. Check, and if necessary, reset the STALL WARN
R
circuit breaker located on the pilots forward circuit breaker panel. If the circuit breaker located on the pilots forward circuit breaker panel. If the
breaker does not remain closed, or if the STALL WARN FAIL annunciator
E LIG
breaker does not remain closed, or if the STALL WARN FAIL annunciator
F
E F
light does not extinguish, the stall warning system will be inoperative for the light does not extinguish, the stall warning system will be inoperative for the
R
remainder of the flight. After landing, have the system repaired before remainder of the flight. After landing, have the system repaired before
further flight.
R
further flight.
O R
FOlight T F
3.57 ANNUNCIATOR LIGHT PANEL FAILURE (ANNUNCIATOR 3.57 ANNUNCIATOR LIGHT PANEL FAILURE (ANNUNCIATOR
NOANNUNCIATOR
INOP light illuminated - annunciator panel) (3.3aa) INOP illuminated - annunciator panel) (3.3aa)
Should the ANNUNCIATOR INOP light illuminate, check the ANNUN Should the INOP light illuminate, check the ANNUN
circuit breaker located on the pilots aft circuit breaker panel. Reset, if circuit breaker located on the pilots aft circuit breaker panel. Reset, if
necessary, and the ANNUNCIATOR INOP light should extinguish. necessary, and the ANNUNCIATOR INOP light should extinguish.
If the ANNUN circuit breaker is not open, the annunciator fail relay If the ANNUN circuit breaker is not open, the annunciator fail relay
switch is faulty. Push the annunciator test switch; if all lights illuminate, switch is faulty. Push the annunciator test switch; if all lights illuminate,
the annunciator panel is functioning properly. The ANNUNCIATOR INOP the annunciator panel is functioning properly. The ANNUNCIATOR INOP
light will remain lit. light will remain lit.
Should the ANNUN circuit breaker fail to remain closed, or the Should the ANNUN circuit breaker fail to remain closed, or the
annunciators fail to illuminate when tested, the annunciator lights will be annunciators fail to illuminate when tested, the annunciator lights will be
inoperative for the remainder of the flight. Also, the landing gear position lights inoperative for the remainder of the flight. Also, the landing gear position lights
cannot be tested nor dimmed. The system should be repaired prior to further cannot be tested nor dimmed. The system should be repaired prior to further
flight. flight.
3-37 3-37
SECTION 3 SECTION 3
3.59 EMERGENCY EXIT (3.3ab) 3.59 EMERGENCY EXIT (3.3ab)

The second window aft of the windshield on the right side of the fuselage The second window aft of the windshield on the right side of the fuselage
is an emergency exit. is an emergency exit.
NOTE NOTE
The cabin must be depressurized before The cabin must be depressurized before
attempting to open the emergency exit. attempting to open the emergency exit.
To use the emergency exit, remove the plexiglas cover over the handle, To use the emergency exit, remove the plexiglas cover over the handle,
pull the handle, and pull in on the exit window. pull the handle, and pull in on the exit window.
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
3-38 3-38
SECTION 4 SECTION 4
PA-46-350P, MALIBU NORMAL PROCEDURES PA-46-350P, MALIBU NORMAL PROCEDURES

SECTION 4 SECTION 4
NORMAL PROCEDURES NORMAL PROCEDURES

No. No. No. No.
4.1 GENERAL .............................................................................. 4-1 4.1 GENERAL .............................................................................. 4-1

4.3 AIRSPEEDS FOR SAFE OPERATION.................................. 4-2 4.3 AIRSPEEDS FOR SAFE OPERATION.................................. 4-2
4.5 NORMAL PROCEDURES CHECKLIST............................... 4-3 4.5 NORMAL PROCEDURES CHECKLIST...............................
L Y 4-3
4.5a Preflight Checklists (4.9)......................................................... 4-3 4.5a
N
Preflight Checklists (4.9).........................................................
O
4-3
E
4.5b Before Starting Engine Checklist (4.11) ................................. 4-7 4.5b Before Starting Engine Checklist (4.11) ................................. 4-7
4.5c Engine Start Checklist (4.13) .................................................. 4-8 4.5c
C
N (4.13a)...............................
Engine Start Checklist (4.13) .................................................. 4-8
ENGINE START - GENERAL (4.13a)............................... 4-8 ENGINE START - GENERAL
NORMAL START R
E H T(4.13b) .................... 4-8
F E- HOTLENGINE IG (4.13c) .......................

NORMAL START - COLD ENGINE (4.13b) .................... 4-8 - COLD ENGINE 4-8
NORMAL START - HOT ENGINE (4.13c) ....................... 4-9
ESTART WHEN
NORMAL START
R F FLOODED (4.13d).................... 4-9
ENGINE START WHEN FLOODED (4.13d).................... 4-9
R FSTART
ENGINE
R
O WITH EXTERNAL
4-9
ENGINE START WITH EXTERNAL
O
F POWER
ENGINE
TTaxiing Checklist (4.15) ..............................................
O
POWER SOURCE (4.13e) .................................................. 4-10 SOURCE (4.13e) .................................................. 4-10
4.5d
4.5e
Before Taxiing Checklist (4.15) ..............................................
Taxiing Checklist (4.17) ..........................................................
4-11
4-11
4.5d
4.5e
NTaxiing Checklist (4.17) ..........................................................
Before 4-11
4-11
4.5f Ground Check Checklist (4.19)............................................... 4-11 4.5f Ground Check Checklist (4.19)............................................... 4-11
4.5g Before Takeoff Checklist (4.21) .............................................. 4-12 4.5g Before Takeoff Checklist (4.21) .............................................. 4-12
4.5h Takeoff Checklist (4.23) .......................................................... 4-13 4.5h Takeoff Checklist (4.23) .......................................................... 4-13
NORMAL TECHNIQUE (4.23a) ....................................... 4-13 NORMAL TECHNIQUE (4.23a) ....................................... 4-13
0 FLAP TAKEOFF PERFORMANCE (4.23b)................. 4-14 0 FLAP TAKEOFF PERFORMANCE (4.23b)................. 4-14
SHORT FIELD TAKEOFF SHORT FIELD TAKEOFF
PERFORMANCE (4.23c) ................................................... 4-14 PERFORMANCE (4.23c) ................................................... 4-14
REVISED: JANUARY 20, 2004 4-i REVISED: JANUARY 20, 2004 4-i
SECTION 4 SECTION 4
NORMAL PROCEDURES PA-46-350P, MALIBU NORMAL PROCEDURES PA-46-350P, MALIBU


No. No. No. No.
4.5i Climb Checklist (4.25) ............................................................ 4-14 4.5i Climb Checklist (4.25) ............................................................ 4-14
MAXIMUM CONTINUOUS POWER MAXIMUM CONTINUOUS POWER
CLIMB (4.25a) .................................................................... 4-15 CLIMB (4.25a) .................................................................... 4-15
CRUISE CLIMB (4.25b)..................................................... 4-14 CRUISE CLIMB (4.25b).....................................................
L Y 4-14
4.5j Cruise Checklist (4.27)............................................................ 4-15 4.5j
O N
Cruise Checklist (4.27)............................................................ 4-15
4.5k Descent Checklist (4.29) ......................................................... 4-15 4.5k
E
Descent Checklist (4.29) .........................................................
C
4-15
N
NORMAL DESCENT (4.29) .............................................. 4-15 NORMAL DESCENT (4.29) .............................................. 4-15
REDUCED POWER DESCENT (4.29).............................. 4-16
R E HT
REDUCED POWER DESCENT (4.29).............................. 4-16
4.5m Approach And Landing Checklist (4.31) ................................ 4-16 4.5m
F E LIG
Approach And Landing Checklist (4.31) ................................ 4-16
NORMAL TECHNIQUE (4.31a) ....................................... 4-16
E F
NORMAL TECHNIQUE (4.31a) .......................................
R
4-16
SHORT FIELD TECHNIQUE (4.31b) ............................... 4-17
R O R
SHORT FIELD TECHNIQUE (4.31b) ............................... 4-17
FO T F
4.5n Go-around Checklist (4.33)..................................................... 4-17 4.5n Go-around Checklist (4.33)..................................................... 4-17
NO
4.5o After Landing Checklist (4.35) ............................................... 4-17 4.5o After Landing Checklist (4.35) ............................................... 4-17
4.5p Stopping Engine Checklist (4.37) ........................................... 4-18 4.5p Stopping Engine Checklist (4.37) ........................................... 4-18
4.5q Mooring Checklist (4.39) ........................................................ 4-18 4.5q Mooring Checklist (4.39) ........................................................ 4-18
4.7 AMPLIFIED PROCEDURES.................................................. 4-19 4.7 AMPLIFIED PROCEDURES.................................................. 4-19
4.9 PREFLIGHT CHECK (4.5a) ................................................... 4-19 4.9 PREFLIGHT CHECK (4.5a) ................................................... 4-19
4.9a Cockpit (4.5a).......................................................................... 4-19 4.9a Cockpit (4.5a).......................................................................... 4-19
4.9b Empennage (4.5a).................................................................... 4-20 4.9b Empennage (4.5a).................................................................... 4-20
4.9c Right Wing (4.5a).................................................................... 4-20 4.9c Right Wing (4.5a).................................................................... 4-20
4.9d Nose Section (4.5a) ................................................................. 4-21 4.9d Nose Section (4.5a) ................................................................. 4-21
4.9e Left Wing (4.5a) ...................................................................... 4-21 4.9e Left Wing (4.5a) ...................................................................... 4-21
4.9f Miscellaneous (4.5a) ............................................................... 4-22 4.9f Miscellaneous (4.5a) ............................................................... 4-22
4-ii REVISED: JANUARY 20, 2004 4-ii REVISED: JANUARY 20, 2004
SECTION 4 SECTION 4

No. No. No. No.
4.11 BEFORE STARTING ENGINE (4.5b).................................... 4-22 4.11 BEFORE STARTING ENGINE (4.5b).................................... 4-22
4.13 ENGINE START (4.5c)............................................................ 4-23 4.13 ENGINE START (4.5c)............................................................ 4-23
4.13a Engine Start - General (4.5c)................................................ 4-23 4.13a Engine Start - General (4.5c)................................................ 4-23
4.13b Normal Start - Cold Engine (4.5c) ....................................... 4-24 4.13b
L Y
Normal Start - Cold Engine (4.5c) ....................................... 4-24
4.13c Normal Start - Hot Engine (4.5c) ......................................... 4-24 4.13c
O N
Normal Start - Hot Engine (4.5c) ......................................... 4-24
4.13d Engine Start When Flooded (4.5c) ....................................... 4-24 4.13d
C E
Engine Start When Flooded (4.5c) ....................................... 4-24
4.13e Engine Start With External Power Source (4.5c) ................. 4-25 4.13e
N
Engine Start With External Power Source (4.5c) .................
E HT
4-25
R
4.15 BEFORE TAXIING (4.5d)....................................................... 4-26 4.15 BEFORE TAXIING (4.5d)....................................................... 4-26
4.17 TAXIING (4.5e) ....................................................................... 4-26 4.17
F E LIG
TAXIING (4.5e) ....................................................................... 4-26
4.19 GROUND CHECK (4.5f) ........................................................ 4-27 4.19
R E F
GROUND CHECK (4.5f) ........................................................ 4-27
4.21 BEFORE TAKEOFF (4.5g) ..................................................... 4-28 4.21
R O R
BEFORE TAKEOFF (4.5g) ..................................................... 4-28
FO T F
4.23 TAKEOFF (4.5h)...................................................................... 4-28 4.23 TAKEOFF (4.5h)...................................................................... 4-28
NO
4.23a Normal Technique (4.5h) ..................................................... 4-29 4.23a Normal Technique (4.5h) ..................................................... 4-29
4.23b 0 Flap Takeoff Performance (4.5h)..................................... 4-29 4.23b 0 Flap Takeoff Performance (4.5h)..................................... 4-29
4.23c Short Field Takeoff Performance (4.5h).................................. 4-29 4.23c Short Field Takeoff Performance (4.5h).................................. 4-29
4.25 CLIMB (4.5i) ........................................................................... 4-30 4.25 CLIMB (4.5i) ........................................................................... 4-30
4.25a Maximum Continuous Power Climb (4.5i).......................... 4-30 4.25a Maximum Continuous Power Climb (4.5i).......................... 4-30
4.25b Cruise Climb (4.5i)............................................................... 4-30 4.25b Cruise Climb (4.5i)............................................................... 4-30
4.27 CRUISE (4.5j) .......................................................................... 4-30 4.27 CRUISE (4.5j) .......................................................................... 4-30
4.29 DESCENT (4.5k) ..................................................................... 4-33 4.29 DESCENT (4.5k) ..................................................................... 4-33
4.31 APPROACH AND LANDING (4.5m) .................................... 4-33 4.31 APPROACH AND LANDING (4.5m) .................................... 4-33
4.31a Normal Technique (4.5m) .................................................... 4-34 4.31a Normal Technique (4.5m) .................................................... 4-34
4.31b Short Field Technique (4.5m)............................................... 4-34 4.31b Short Field Technique (4.5m)............................................... 4-34
REVISED: JANUARY 20, 2004 4-iii REVISED: JANUARY 20, 2004 4-iii
SECTION 4 SECTION 4


No. No. No. No.
4.33 GO-AROUND (4.5n) .............................................................. 4-35 4.33 GO-AROUND (4.5n) .............................................................. 4-35
4.35 AFTER LANDING (4.5o) ...................................................... 4-35 4.35 AFTER LANDING (4.5o) ...................................................... 4-35
Y 4-36
4.37 STOPPING ENGINE (4.5p) ................................................... 4-35 4.37 STOPPING ENGINE (4.5p) ................................................... 4-35
4.39 MOORING (4.5q) ................................................................... 4-36 4.39
L
N 4-36
MOORING (4.5q) ...................................................................
4.41 STALLS ................................................................................... 4-36 4.41
O
STALLS ...................................................................................
E
C
4.43 TURBULENT AIR OPERATION .......................................... 4-36 4.43 TURBULENT AIR OPERATION .......................................... 4-36
4.45 CABIN PRESSURIZATION SYSTEM................................... 4-37 4.45
N
E HT
CABIN PRESSURIZATION SYSTEM................................... 4-37
4.47 SUPPLEMENTAL ELECTRIC HEATER .............................. 4-39 4.47
R
SUPPLEMENTAL ELECTRIC HEATER ..............................
E LIG
4-39
4.49 NOISE LEVEL ....................................................................... 4-40 4.49
F
NOISE LEVEL .......................................................................
E F
4-40
R
4.50 ICING INFORMATION ......................................................... 4-41 4.50 ICING INFORMATION ......................................................... 4-41
R O R
FO T F
NO
4-iv REVISED: JANUARY 20, 2004 4-iv REVISED: JANUARY 20, 2004
SECTION 4 SECTION 4
SECTION 4 SECTION 4

This section provides the normal operating procedures for the PA-46- This section provides the normal operating procedures for the PA-46-
350P, Malibu airplane. All of the normal operating procedures required by 350P, Malibu airplane. All of the normal operating procedures required by
the FAA are presented as well as those procedures which have been determined as the FAA are presented as well as those procedures which have been determined as
Y
necessary for the operation of the airplane, as determined by the operating necessary for the operation of the airplane, as determined by the operating
and designed features of the airplane, are presented. and designed features of the airplane, are presented.
N L
Normal operating procedures associated with optional systems and
equipment which require handbook supplements are presented in Section 9,
E O
Normal operating procedures associated with optional systems and
equipment which require handbook supplements are presented in Section 9,
Supplements. Supplements.
N C
These procedures are provided to supply information on procedures
which are not the same for allR
These procedures are provided E HasTinformation
to supply on procedures
which are not the same for all airplanes and as a source of reference and
F IG with these procedures to
E Lthemselves
airplanes and a source of reference and
become proficient in E the normal F

review. Pilots should familiarize themselves with these procedures to review. Pilots should familiarize
become proficient in the normal operation of the airplane.
R
R alsoFcontains R
operation of the airplane.
O O operate
F T
This section also contains Icing Information. A series of guide lines are This section Icing Information. A series of guide lines are
NO
presented to help recognize, operate in, and exit from an inadvertant encounter presented to help recognize, in, and exit from an inadvertant encounter
with severe icing. with severe icing.
This section is divided into two parts. The first part is a short form This section is divided into two parts. The first part is a short form
checklist supplying an action - reaction sequence for normal procedures with checklist supplying an action - reaction sequence for normal procedures with
little emphasis on the operation of the systems. Numbers in parentheses after little emphasis on the operation of the systems. Numbers in parentheses after
each checklist section indicate the paragraph where the corresponding each checklist section indicate the paragraph where the corresponding
amplified procedure can be found. amplified procedure can be found.
The second part of this section contains the amplified normal The second part of this section contains the amplified normal
procedures which provide detailed information and explanations of the procedures which provide detailed information and explanations of the
procedures and how to perform them. This portion of the section is not procedures and how to perform them. This portion of the section is not
intended for use as an inflight reference due to the lengthy explanation. The intended for use as an inflight reference due to the lengthy explanation. The
short form checklists should be used on the ground and in flight. Numbers in short form checklists should be used on the ground and in flight. Numbers in
parentheses after each paragraph title indicate where the corresponding parentheses after each paragraph title indicate where the corresponding
checklist can be found. checklist can be found.
REVISED: JANUARY 20, 2004 4-1 REVISED: JANUARY 20, 2004 4-1
SECTION 4 SECTION 4
4.3 AIRSPEEDS FOR SAFE OPERATIONS 4.3 AIRSPEEDS FOR SAFE OPERATIONS
The following airspeeds are those which are significant to the safe The following airspeeds are those which are significant to the safe
operation of the airplane. These figures are for standard airplanes flown at operation of the airplane. These figures are for standard airplanes flown at
gross weight under standard conditions at sea level. gross weight under standard conditions at sea level.
Performance for a specific airplane may vary from published figures Performance for a specific airplane may vary from published figures
depending upon the equipment installed, the condition of the engine, depending upon the equipment installed, the condition of the engine,
airplane and equipment, atmospheric conditions and piloting technique. airplane and equipment, atmospheric conditions and piloting technique.
(a)Best Rate of Climb Speed .........................................................110 KIAS (a)Best Rate of Climb Speed .........................................................110 KIAS
(b)Best Angle of Climb Speed.........................................................81 KIAS (b)Best Angle of Climb Speed.........................................................81 KIAS
(c)Turbulent Air Operating Speed (See Subsection 2.3) ...............133 KIAS (c)Turbulent Air Operating Speed (See Subsection 2.3) ...............133 KIAS
(d)Landing Final Approach Speed (Full Flaps)...............................77 KIAS (d)Landing Final Approach Speed (Full Flaps)...............................77 KIAS
(e)Maximum Demonstrated Crosswind Velocity ..............................17 KTS (e)Maximum Demonstrated Crosswind Velocity ..............................17 KTS
L Y
(f)Maximum Flaps Extended Speed
10 ...................................................................................165 KIAS
(f)Maximum Flaps Extended Speed
O N
10 ...................................................................................165 KIAS
20 ...................................................................................130 KIAS
C E
20 ...................................................................................130 KIAS
N
Full Flaps (36) ...............................................................116 KIAS Full Flaps (36) ...............................................................116 KIAS
R E HT
F E LIG
R E F
R O R
FO T F
NO
4-2 REVISED: JANUARY 20, 2004 4-2 REVISED: JANUARY 20, 2004
SECTION 4 SECTION 4
L Y
O N
C E
E N T
R Figure 4-1H
WALK-AROUND WALK-AROUND
Figure 4-1
F E LIG
R E FCHECKLIST
R
4.5 NORMAL PROCEDURES CHECKLIST 4.5 NORMAL PROCEDURES
4.5a Preflight Checklists (4.9)
R
O T(4.9a)F O
4.5a Preflight Checklists (4.9)
COCKPIT (4.9a)
F
COCKPIT
ControlO
N wheel
Control wheel ......................................................................release restraints ......................................................................release restraints
Parking Brake .........................................................................................SET Parking Brake .........................................................................................SET
Gear Handle.......................................................................................DOWN Gear Handle.......................................................................................DOWN
All Switches............................................................................................OFF All Switches............................................................................................OFF
Magneto Switches...................................................................................OFF Magneto Switches...................................................................................OFF
Radio Master Switch ..............................................................................OFF Radio Master Switch ..............................................................................OFF
Mixture ................................................................................IDLE CUT-OFF Mixture ................................................................................IDLE CUT-OFF
Battery Master Switch..............................................................................ON Battery Master Switch..............................................................................ON
CAUTION CAUTION
See fuel imbalance limitations, 2.23. See fuel imbalance limitations, 2.23.
Fuel Gauges........................................check QUANTITY & IMBALANCE Fuel Gauges........................................check QUANTITY & IMBALANCE
SECTION 4 SECTION 4
4.5a Preflight Checklist (Continued) 4.5a Preflight Checklist (Continued)
COCKPIT (4.9a) (Continued) COCKPIT (4.9a) (Continued)

Annunciator Panel ...........................................................................CHECK Annunciator Panel ...........................................................................CHECK
Switch Panel ....................................................................................CHECK Switch Panel ....................................................................................CHECK
FUEL PRESS Annunciator .....................................................................ON FUEL PRESS Annunciator .....................................................................ON
Oxygen Light (if installed) ..............................................................CHECK Oxygen Light (if installed) ..............................................................CHECK
Stall Warning System ..........................................................................TEST Stall Warning System ..........................................................................TEST
Flaps ..............................................................................................EXTEND Flaps ..............................................................................................EXTEND
Battery Master Switch ...........................................................................OFF Battery Master Switch ...........................................................................OFF
Primary Flight Controls ..........................................PROPER OPERATION Primary Flight Controls ..........................................PROPER OPERATION
Trim ............................................................................................NEUTRAL Trim ............................................................................................NEUTRAL
Static System ....................................................................................DRAIN
L Y
Static System ....................................................................................DRAIN
N
Alternate Static System ..............................CHECK NORMAL POSITION Alternate Static System ..............................CHECK NORMAL POSITION
Emergency Exit ...............................................................................CHECK
Windows ................................................................................check CLEAN
E O
Emergency Exit ...............................................................................CHECK
Windows ................................................................................check CLEAN
Required Papers .............................................................check ON BOARD
N C
Required Papers .............................................................check ON BOARD
Baggage ......................................................STOW PROPERLY - SECURE
E HT
Baggage ......................................................STOW PROPERLY - SECURE
R
EMPENNAGE (4.9b) EMPENNAGE (4.9b)
F E LIG
Antennas ..........................................................................................CHECK
R E F
Antennas ..........................................................................................CHECK
Surface Condition ...................................CLEAR OF ICE, FROST, SNOW
Left Static Port R
R
OStatic Ports .........................................CLEAR
Surface Condition ...................................CLEAR OF ICE, FROST, SNOW
Left Static Port .................................................................................CLEAR
Alternate and Pressurization Static Ports .........................................CLEAR
F
Alternate andOPressurization
T F
.................................................................................CLEAR
Elevator ............................................................................................CHECK
Elevator Trim Tab ............................................................................CHECK O
NTab ............................................................................CHECK
Elevator ............................................................................................CHECK
Elevator Trim
Rudder .............................................................................................CHECK Rudder .............................................................................................CHECK
Static Wicks .....................................................................................CHECK Static Wicks .....................................................................................CHECK
Tie Down ......................................................................................REMOVE Tie Down ......................................................................................REMOVE
Right Static Port ...............................................................................CLEAR Right Static Port ...............................................................................CLEAR
RIGHT WING (4.9c) RIGHT WING (4.9c)

Surface Condition ...................................CLEAR OF ICE, FROST, SNOW Surface Condition ...................................CLEAR OF ICE, FROST, SNOW
Flap and Hinges ...............................................................................CHECK Flap and Hinges ...............................................................................CHECK
Aileron and Hinges ..........................................................................CHECK Aileron and Hinges ..........................................................................CHECK
Static Wicks .....................................................................................CHECK Static Wicks .....................................................................................CHECK
Wing Tip and Lights ........................................................................CHECK Wing Tip and Lights ........................................................................CHECK
Fuel Tank .............................................................................CHECK supply Fuel Tank .............................................................................CHECK supply
visually - SECURE CAP visually - SECURE CAP
SECTION 4 SECTION 4
4.5a Preflight Checklist (4.9) (Continued) 4.5a Preflight Checklist (4.9) (Continued)
RIGHT WING (4.9C) (CONTINUED) RIGHT WING (4.9C) (CONTINUED)
Fuel Tank Vent .................................................................................CLEAR Fuel Tank Vent .................................................................................CLEAR
Tie Down and Chock ....................................................................REMOVE Tie Down and Chock ....................................................................REMOVE
Main Gear Strut ..............................................................................PROPER Main Gear Strut ..............................................................................PROPER
INFLATION (3.44 +/- 0.25 in.) INFLATION (3.44 +/- 0.25 in.)
Tire ..................................................................................................CHECK Tire ..................................................................................................CHECK
Brake Block and Disc ......................................................................CHECK Brake Block and Disc ......................................................................CHECK
CAUTION CAUTION
When draining any amount of fuel, care should When draining any amount of fuel, care should
be taken to ensure that no fire hazard exists be taken to ensure that no fire hazard exists
before starting engine. before starting engine.
L Y
Fuel Tank Sump ...........................................................DRAIN and CHECK
for water, sediment
O N
Fuel Tank Sump ...........................................................DRAIN and CHECK
for water, sediment
and proper fuel
C E and proper fuel
NOSE SECTION (4.9d) NOSE SECTION (4.9d)
E HT N
General Condition ............................................................................CHECK
E LIGR
General Condition ............................................................................CHECK
Fuel Filter Sump ..........................................................DRAIN and CHECK
E F F
Fuel Filter Sump ..........................................................DRAIN and CHECK
for water, sediment
R R R for water, sediment
O
and proper fuel and proper fuel
Cowling ..........................................................................................SECURE
F O TF
Cowling ..........................................................................................SECURE
PropellerO
Windshield........................................................................................CLEAN Windshield........................................................................................CLEAN
N
Propeller and Spinner .......................................................................CHECK and Spinner .......................................................................CHECK
Air Inlets ...........................................................................................CLEAR Air Inlets ...........................................................................................CLEAR
Landing Light ...................................................................................CHECK Landing Light ...................................................................................CHECK
Chock ............................................................................................REMOVE Chock ............................................................................................REMOVE
Nose Gear Strut...............................................................................PROPER Nose Gear Strut...............................................................................PROPER
INFLATION (1.65 0.25 in.) INFLATION (1.65 0.25 in.)
Nose Wheel Tire...............................................................................CHECK Nose Wheel Tire...............................................................................CHECK
Engine Baffle Seal............................................................................CHECK Engine Baffle Seal............................................................................CHECK
Oil... ............................................................................CHECK QUANTITY Oil... ............................................................................CHECK QUANTITY
Oil Filler/Dipstick Cap...............................................PROPERLY SEATED Oil Filler/Dipstick Cap...............................................PROPERLY SEATED
and SECURE and SECURE
Cowl Oil Door ................................................................................CLOSED Cowl Oil Door ................................................................................CLOSED
Tow Bar ..............................................................STOW properly- SECURE Tow Bar ..............................................................STOW properly- SECURE
Baggage Door.............................................................CLOSE and SECURE Baggage Door.............................................................CLOSE and SECURE
SECTION 4 SECTION 4
LEFT WING (4.9) LEFT WING (4.9)
Surface Condition......................................CLEAR of ICE, FROST, SNOW Surface Condition......................................CLEAR of ICE, FROST, SNOW
CAUTION CAUTION
Fuel Tank Sump ...........................................................DRAIN and CHECK Fuel Tank Sump ...........................................................DRAIN and CHECK
for water, sediment for water, sediment
Tie Down and Chock.....................................................................REMOVE Tie Down and Chock.....................................................................REMOVE
Y
Main Gear Strut.......................................INFLATION (3.44 +/- 0.25 INCH Main Gear Strut.......................................INFLATION (3.44 +/- 0.25 INCH
Tire. ..................................................................................................CHECK
N L
Tire. ..................................................................................................CHECK
O
Brake Block and Disc.......................................................................CHECK Brake Block and Disc.......................................................................CHECK
E
Pitot Head............................................................................HOLES CLEAR Pitot Head............................................................................HOLES CLEAR
Fuel Tank ..............................................................................CHECK supply
C
Fuel Tank ..............................................................................CHECK supply
N
E HT
visually - SECURE CAP visually - SECURE CAP
R
Fuel Tank Vent ..................................................................................CLEAR Fuel Tank Vent ..................................................................................CLEAR
Wing Tip and Light ..........................................................................CHECK
E LIG
Wing Tip and Light ..........................................................................CHECK
F
E F
Aileron and Hinges...........................................................................CHECK Aileron and Hinges...........................................................................CHECK
Flap and Hinges................................................................................CHECK
R R
Flap and Hinges................................................................................CHECK
R O
Static Wicks......................................................................................CHECK Static Wicks......................................................................................CHECK
MISCELLANEOUS (4.9f)
FO T(4.9f)
MISCELLANEOUS F
Oxygen SystemO
Oxygen System (if installed).........................CHECK MASKS and HOSES
Battery Master Switch..............................................................................ON NSwitch..............................................................................ON
Battery Master
(if installed).........................CHECK MASKS and HOSES
Flaps.............................................................................................RETRACT Flaps.............................................................................................RETRACT
Interior Lighting..................................................................ON and CHECK Interior Lighting..................................................................ON and CHECK
Pitot Heat Switch......................................................................................ON Pitot Heat Switch......................................................................................ON
Stall Warning Heat Switch .......................................................................ON Stall Warning Heat Switch .......................................................................ON
CAUTION CAUTION
Care should be taken when an operational check Care should be taken when an operational check
of the heated pitot head and heated lift detector is of the heated pitot head and heated lift detector is
being performed. The units become very hot. being performed. The units become very hot.
Ground operation should be limited to three Ground operation should be limited to three
minutes to avoid damaging the heating elements minutes to avoid damaging the heating elements
SECTION 4 SECTION 4
MISCELLANEOUS (4.9f) (Continued) MISCELLANEOUS (4.9f) (Continued)

Exterior Lighting Switches ................................................ON and CHECK Exterior Lighting Switches ................................................ON and CHECK
Pitot ..................................................................................CHECK - WARM Pitot ..................................................................................CHECK - WARM
Stall Warning Heat .............................................................CHECK WARM Stall Warning Heat .............................................................CHECK WARM
All Lighting Switches ............................................................................OFF All Lighting Switches ............................................................................OFF
Pitot Heat Switch ...................................................................................OFF Pitot Heat Switch ...................................................................................OFF
Stall Warning Heat Switch ....................................................................OFF Stall Warning Heat Switch ....................................................................OFF
Passengers .......................................................................................BOARD Passengers .......................................................................................BOARD
Door .............................................................................CLOSE and LATCH Door .............................................................................CLOSE and LATCH
WARNING WARNING
L Y
Do not initiate any flight if all four door pin Do not initiate any flight if all four door pin
O N
E
indicators are not green and/or the DOOR indicators are not green and/or the DOOR
C
AJAR annunciator is lit. AJAR annunciator is lit.
E N T
R IGH and locked in position
Door Pins ...........................................................all INDICATORS GREEN Door Pins ...........................................................all INDICATORS GREEN
Seat Belts and Harness E

Seats .............................................................adjusted and locked in position Seats .............................................................adjusted
Seat Belts and Harness ...................................................FASTEN/ADJUST
E F FL ...................................................FASTEN/ADJUST
R
CHECK inertia reel CHECK inertia reel
4.5b BeforeR O RChecklist (4.11)

FO STARTING F ENGINE (4.11)
4.5b Before Starting Engine Checklist (4.11) Starting Engine
BEFORE STARTING ENGINE (4.11) BEFORE

O T
Parking Brake ........................................................................................SET
Propeller Control ............................................................FULL INCREASE
N
Parking Brake ........................................................................................SET
Fuel Selector .....................................................................DESIRED TANK Fuel Selector .....................................................................DESIRED TANK
Circuit Breakers ..............................................................................check IN Circuit Breakers ..............................................................................check IN
Radios ....................................................................................................OFF Radios ....................................................................................................OFF
Alternators ...............................................................................................ON Alternators ...............................................................................................ON
Cabin Altitude Selector ..........................................................................SET Cabin Altitude Selector ..........................................................................SET
Altitude Rate Control .............................................................................SET Altitude Rate Control .............................................................................SET
Cabin Pressurization Control .................................................................SET Cabin Pressurization Control .................................................................SET
Cabin Pressure Dump/Normal Switch ..............................................NORM Cabin Pressure Dump/Normal Switch ..............................................NORM
Induction Air Control ......................................................................CHECK Induction Air Control ......................................................................CHECK
then PRIMARY then PRIMARY
SECTION 4 SECTION 4
4.5c Engine Start Checklist (4.13) 4.5c Engine Start Checklist (4.13)
ENGINE START - GENERAL (4.13a) ENGINE START - GENERAL (4.13a)
CAUTION CAUTION
Do not attempt flight if there is no indication of Do not attempt flight if there is no indication of
alternator output. alternator output.
CAUTION CAUTION
The STARTER ENGAGE annunciator will The STARTER ENGAGE annunciator will
illuminate during engine cranking. If the illuminate during engine cranking. If the
annunciator remains lit after the engine is annunciator remains lit after the engine is
running, stop the engine and determine the running, stop the engine and determine the
L Y
cause. cause.
O N
CAUTION CAUTION
E
C within
If a positive oil pressure is notN
If a positive oil pressure is not indicated within
E start,Hstop
indicated
T the
engine and determineR
30 seconds following an engine start, stop the
E LIG
30 seconds following an engine
F
engine and determine the trouble. In cold the trouble. In cold
weather it will take a few seconds longer to get a
R E indication.
weather it will take
F
a few seconds longer to get a
positive oil pressure indication.
R FO NOTE
positive oil pressure
R
NOTE O
FStarter manufacturers
T
Starter manufacturers recommend that starter
cranking periods be limited to 30 seconds with a
O
N periods be limited
cranking
recommend that starter
to 30 seconds with a
two minute rest period between cranking two minute rest period between cranking
periods. Longer cranking periods will shorten periods. Longer cranking periods will shorten
the life of the starter. the life of the starter.
NORMAL START - COLD ENGINE (4.13b) NORMAL START - COLD ENGINE (4.13b)
Throttle ..............................................................................1/2 INCH OPEN Throttle ..............................................................................1/2 INCH OPEN
Battery Master Switch .............................................................................ON Battery Master Switch .............................................................................ON
Emergency (EMERG) Fuel Pump .........................................................OFF Emergency (EMERG) Fuel Pump .........................................................OFF
Mixture ..........................................................RICH - then IDLE CUT-OFF Mixture ..........................................................RICH - then IDLE CUT-OFF
SECTION 4 SECTION 4
4.5c Engine Start Checklist (4.13) (Continued) 4.5c Engine Start Checklist (4.13) (Continued)
NORMAL START - COLD ENGINE (4.13b) (Continued) NORMAL START - COLD ENGINE (4.13b) (Continued)
NOTE NOTE
The amount of prime depends on engine The amount of prime depends on engine
temperature. Familiarity and practice will temperature. Familiarity and practice will
enable the operator to estimate the amount of enable the operator to estimate the amount of
prime required. prime required.
Magneto Switches ....................................................................................ON Magneto Switches ....................................................................................ON
Starter.............................................................................................ENGAGE Starter.............................................................................................ENGAGE
Mixture (when engine fires)........................................................ADVANCE Mixture (when engine fires)........................................................ADVANCE
Throttle............................................................................................ADJUST Throttle............................................................................................ADJUST
Y
Oil Pressure ......................................................................................CHECK Oil Pressure ......................................................................................CHECK
Alternators ...................................................................CHECK AMMETER
L
Alternators ...................................................................CHECK AMMETER
N
O
Gyro Suction.....................................................................................CHECK Gyro Suction.....................................................................................CHECK
NORMAL START - HOT ENGINE (4.13c) NORMAL START - HOT ENGINE (4.13c)
C E
N
Throttle ...............................................................................1/2 INCH OPEN Throttle ...............................................................................1/2 INCH OPEN
Battery Master Switch..............................................................................ON
T
E..........................................................OFF
H
Battery Master Switch..............................................................................ON
R
E LIG
Emergency (EMERG) Fuel Pump ..........................................................OFF Emergency (EMERG) Fuel Pump
Mixture ................................................................................IDLE CUT-OFF
F
Mixture ................................................................................IDLE
E F
CUT-OFF
R
Starter.............................................................................................ENGAGE
R R
Starter.............................................................................................ENGAGE
O
O ......................................................................................CHECK
F
Throttle............................................................................................ADJUST
F Pressure T
Throttle............................................................................................ADJUST
O...................................................................CHECK AMMETER
Oil Pressure ......................................................................................CHECK Oil
GyroN
Alternators ...................................................................CHECK AMMETER Alternators
Gyro Suction.....................................................................................CHECK Suction.....................................................................................CHECK
ENGINE START WHEN FLOODED (4.13d) ENGINE START WHEN FLOODED (4.13d)
Throttle .....................................................................................OPEN FULL Throttle .....................................................................................OPEN FULL
Emergency (EMERG) Fuel Pump ..........................................................OFF Emergency (EMERG) Fuel Pump ..........................................................OFF
Mixture ................................................................................IDLE CUT-OFF Mixture ................................................................................IDLE CUT-OFF
Starter.............................................................................................ENGAGE Starter.............................................................................................ENGAGE
Throttle ...........................................................................................RETARD Throttle ...........................................................................................RETARD
Alternators ...................................................................CHECK AMMETER Alternators ...................................................................CHECK AMMETER
SECTION 4 SECTION 4
4.5c Engine Start Checklist (4.13) (Continued) 4.5c Engine Start Checklist (4.13) (Continued)
ENGINE START WITH EXTERNAL POWER SOURCE (4.13e) ENGINE START WITH EXTERNAL POWER SOURCE (4.13e)
Battery Master Switch ............................................................................OFF Battery Master Switch ............................................................................OFF
Alternators ..............................................................................................OFF Alternators ..............................................................................................OFF
All Electrical Equipment ........................................................................OFF All Electrical Equipment ........................................................................OFF
External Power Plug ...................................................INSERT in receptacle External Power Plug ...................................................INSERT in receptacle
Proceed with normal start. Proceed with normal start.
NOTE NOTE
For all normal operations using an external For all normal operations using an external
power source, the battery master switch should power source, the battery master switch should
Y
be OFF, but it is possible to use the ships be OFF, but it is possible to use the ships
battery in parallel by turning the battery master battery in parallel by turning the battery master
N L
O
switch ON. This will give longer cranking switch ON. This will give longer cranking
E
capabilities, but will not increase amperage. capabilities, but will not increase amperage.
CAUTION NC
CAUTION
R E theTships
because ifH
Care should be exercised because if the ships Care should be exercised
F G power
E theLIexternal
supply can be Ereduced to F
battery has been depleted, the external power battery has been depleted,
supply can be reduced to the level of the ships
R
RmasterFswitchR
the level of the ships
O ON momentarily while
battery. This can be tested by turning the battery. This can be tested by turning the
battery master switch ON momentarily while
O
Fthe
battery
Tthe ships battery is at a higher level
O
the starter is engaged. If cranking speed starter is engaged. If cranking speed
Nthe external power supply.

increases, the ships battery is at a higher level increases,
than the external power supply. than
Throttle..............................................................LOWEST POSSIBLE RPM Throttle..............................................................LOWEST POSSIBLE RPM

External Power Plug ...................................DISCONNECT from receptacle External Power Plug ...................................DISCONNECT from receptacle
Baggage Door..........................................................CLOSED and SECURE Baggage Door..........................................................CLOSED and SECURE
Voltmeter ..........................................................................................CHECK Voltmeter ..........................................................................................CHECK
Alternators................................................................................................ON Alternators................................................................................................ON
Ammeters .........................................................................................CHECK Ammeters .........................................................................................CHECK
Throttle .................................................................ADVANCE to 1000 RPM Throttle .................................................................ADVANCE to 1000 RPM
SECTION 4 SECTION 4
4.5d Before Taxiing Checklist (4.15) 4.5d Before Taxiing Checklist (4.15)
BEFORE TAXIING (4.15) BEFORE TAXIING (4.15)
CAUTION CAUTION
Do not operate engine above 1200 RPM with Do not operate engine above 1200 RPM with
cabin doors open. cabin doors open.
Throttle ............................................................................1000 to 1200 RPM Throttle ............................................................................1000 to 1200 RPM

Radio Master Switch ................................................................................ON Radio Master Switch ................................................................................ON
Environmental System ............................................................AS DESIRED Environmental System ............................................................AS DESIRED
Supplemental Electric Heater .................................................AS DESIRED Supplemental Electric Heater .................................................AS DESIRED
4.5e Taxiing Checklist (4.17) 4.5e Taxiing Checklist (4.17)

TAXIING (4.17) TAXIING (4.17)
L Y
Taxi Area...........................................................................................CLEAR
O N
Taxi Area...........................................................................................CLEAR
E
Chocks ........................................................................................REMOVED Chocks ........................................................................................REMOVED
Parking Brake ............................................................................RELEASED
N C
Parking Brake ............................................................................RELEASED
E HT
Propeller Control .............................................................FULL INCREASE Propeller Control .............................................................FULL INCREASE
Throttle .............................................................................APPLY SLOWLY
R
Throttle .............................................................................APPLY SLOWLY
E LIG
F
Brakes...............................................................................................CHECK Brakes...............................................................................................CHECK
Steering.............................................................................................CHECK
R E F
Steering.............................................................................................CHECK
Flight Instruments.............................................................................CHECK
R O R
Flight Instruments.............................................................................CHECK
O TF
NOTE: During taxi, if low voltage annunciator comes on, increase NOTE: During taxi, if low voltage annunciator comes on, increase
engine RPM if possible to retain adequate battery charging.
F engine RPM if possible to retain adequate battery charging.
4.5f Ground Check Checklist (4.19)
N OCheck Checklist (4.19)
4.5f Ground
GROUND CHECK (4.19) GROUND CHECK (4.19)
CAUTION CAUTION
Alternate air is unfiltered. Use of alternate air during ground or flight Alternate air is unfiltered. Use of alternate air during ground or flight
operations, when dust or other contaminants are present, may result in operations, when dust or other contaminants are present, may result in
engine damage from particle ingestion. engine damage from particle ingestion.
Parking Brake .........................................................................................SET Parking Brake .........................................................................................SET
Propeller Control .............................................................FULL INCREASE Propeller Control .............................................................FULL INCREASE
Throttle .........................................................................................2000 RPM Throttle .........................................................................................2000 RPM
Magnetos .......................................................................max. drop 175 RPM Magnetos .......................................................................max. drop 175 RPM
- max. diff. 50 RPM - max. diff. 50 RPM
Gyro Suction ................................CHECK (within normal operating range) Gyro Suction ................................CHECK (within normal operating range)
SECTION 4 SECTION 4
4.5f Ground Check Checklist (4.19) (Continued) 4.5f Ground Check Checklist (4.19) (Continued)
GROUND CHECK (4.19) (Continued) GROUND CHECK (4.19) (Continued)
NOTE NOTE
Refer to paragraph 4.50, Icing Information, prior to any Refer to paragraph 4.50, Icing Information, prior to any
flight operations. (Takeoff, cruise, landing, etc.) If flight operations. (Takeoff, cruise, landing, etc.) If
flight into icing conditions (in visible moisture below flight into icing conditions (in visible moisture below
+5C) is anticipated, conduct a preflight check of the +5C) is anticipated, conduct a preflight check of the
ice protection systems per Supplement No. 3 - Ice ice protection systems per Supplement No. 3 - Ice
Protection System. Protection System.
Ice protection equipment.......................................CHECK AS REQUIRED Ice protection equipment.......................................CHECK AS REQUIRED
Voltmeter .........................................................................................CHECK Voltmeter .........................................................................................CHECK
Y
Ammeters ........................................................................................CHECK Ammeters ........................................................................................CHECK
Oil Temperature ...............................................................................CHECK
L
Oil Temperature ...............................................................................CHECK
N
O
Oil Pressure .....................................................................................CHECK Oil Pressure .....................................................................................CHECK
E
Propeller Control ..............................................................EXERCISE - then Propeller Control ..............................................................EXERCISE - then
C
FULL INCREASE FULL INCREASE
N
Fuel Flow .........................................................................................CHECK Fuel Flow .........................................................................................CHECK
Throttle ..........................................................................................RETARD
E HT
Throttle ..........................................................................................RETARD
R
E LIG
Annunciator Panel ...........................................................PRESS-TO-TEST Annunciator Panel ...........................................................PRESS-TO-TEST
F
Switch Panel ....................................................................PRESS-TO-TEST Switch Panel ....................................................................PRESS-TO-TEST
4.5g Before Takeoff Checklist (4.21) 4.5g Before Takeoff Checklist
R E F
(4.21) R
(4.21)
BEFORE TAKEOFF (4.21) BEFORE TAKEOFF
O R .............................................................................ON
F O
Battery Master Switch .............................................................................ON
F
Battery Master Switch
T
O............................................................................CHECK
Emergency (EMERG) Fuel Pump ...........................................................ON Emergency (EMERG) Fuel Pump ...........................................................ON
N
Alternators .......................................................ON - CHECK AMMETERS Alternators .......................................................ON - CHECK AMMETERS
Flight Instruments ............................................................................CHECK Flight Instruments
Engine Gauges .................................................................................CHECK Engine Gauges .................................................................................CHECK
Pressurization Controls ..........................................................................SET Pressurization Controls ..........................................................................SET
Fuel Selector .......................................................................PROPER TANK Fuel Selector .......................................................................PROPER TANK
Induction Air ...............................................................................PRIMARY Induction Air ...............................................................................PRIMARY
WARNING WARNING
Refer to paragraph 4.50, Icing Information, prior to any Refer to paragraph 4.50, Icing Information, prior to any
flight operations. (Takeoff, cruise, landing, etc.) If flight operations. (Takeoff, cruise, landing, etc.) If
flight into icing conditions (in visible moisture below flight into icing conditions (in visible moisture below
+5C) is anticipated or encountered during climb, +5C) is anticipated or encountered during climb,
cruise or descent, activate the aircraft ice protection cruise or descent, activate the aircraft ice protection
system,including the pitot heat, as described in system,including the pitot heat, as described in
supplement no. 3 - Ice Protection System. supplement no. 3 - Ice Protection System.
SECTION 4 SECTION 4
4.5g Before Takeoff Checklist (4.21) (Continued) 4.5g Before Takeoff Checklist (4.21) (Continued)
BEFORE TAKEOFF (4.21) (Continued) BEFORE TAKEOFF (4.21) (Continued)

Seat Backs .........................................................................................ERECT Seat Backs .........................................................................................ERECT
Seats ..............................................ADJUSTED& LOCKED IN POSITION Seats ..............................................ADJUSTED& LOCKED IN POSITION
Armrests .......................................................................................STOWED Armrests .......................................................................................STOWED
Mixture .....................................................................................FULL RICH Mixture .....................................................................................FULL RICH
Propeller Control ............................................................FULL INCREASE Propeller Control ............................................................FULL INCREASE
Belts/Harness .......................................................FASTENED/ADJUSTED Belts/Harness .......................................................FASTENED/ADJUSTED
Empty Seats ......................................SEAT BELTS SNUGLY FASTENED Empty Seats ......................................SEAT BELTS SNUGLY FASTENED
Flaps .......................................................................................................SET Flaps .......................................................................................................SET
Trim ........................................................................................................SET Trim ........................................................................................................SET
Controls ...............................................................................................FREE Controls ...............................................................................................FREE
Door ............................................................................................LATCHED Door ............................................................................................LATCHED
Air Conditioner ......................................................................................OFF
L Y
Air Conditioner ......................................................................................OFF
N
Parking Brake ...........................................................................RELEASED Parking Brake ...........................................................................RELEASED
4.5h Takeoff Checklist (4.23) 4.5h Takeoff Checklist (4.23)
E O
NORMAL TECHNIQUE (4.23a) NORMAL TECHNIQUE (4.23a)
N C
R ENOTE HT
Takeoffs are E IG
NOTE
Takeoffs are normally made with full throttle.
E F F L
normally made with full throttle.
R limit
However, under some off standard conditions, the
Rat full throttle. Limit manifold
However, under some off standard conditions, the
RindicatedO
manifold pressure indication can exceed its manifold pressure indication can exceed its
FO pressure
Fto 42 in. Hg maximum. (See Section 7.)
indicated limit at full throttle. Limit manifold
T
pressure to 42 in. Hg maximum. (See Section 7.)
NODuring
NOTE NOTE
During landing gear operation, it is normal for landing gear operation, it is normal for
the HYDRAULIC PUMP annunciator light to the HYDRAULIC PUMP annunciator light to
illuminate until full system pressure is restored. illuminate until full system pressure is restored.

Flaps ...........................................................................................0 to 10 Flaps ...........................................................................................0 to 10
Trim....................................................................................................SET Trim....................................................................................................SET
Power......................................................................SET TO MAXIMUM Power......................................................................SET TO MAXIMUM
Liftoff ....................................................................................80-85 KIAS Liftoff ....................................................................................80-85 KIAS
Climb Speed ..........................................................................90-95 KIAS Climb Speed ..........................................................................90-95 KIAS
Landing Gear (when straight ahead Landing Gear (when straight ahead
landing on runway not possible) ..........................................................UP landing on runway not possible) ..........................................................UP
Flaps ........................................................................................RETRACT Flaps ........................................................................................RETRACT
SECTION 4 SECTION 4
4.5h Takeoff Checklist (4.23) (Continued) 4.5h Takeoff Checklist (4.23) (Continued)
0 FLAP TAKEOFF PERFORMANCE (4.23b) 0 FLAP TAKEOFF PERFORMANCE (4.23b)
Flaps ......................................................................................................0 Flaps ......................................................................................................0
Trim....................................................................................................SET Trim....................................................................................................SET
Brakes ...........................................................................................APPLY Brakes ...........................................................................................APPLY
Power......................................................................SET TO MAXIMUM Power......................................................................SET TO MAXIMUM
Brakes ......................................................................................RELEASE Brakes ......................................................................................RELEASE
Liftoff..........................................................................................78 KIAS Liftoff..........................................................................................78 KIAS
Obstacle Clearance Speed...........................................................91 KIAS Obstacle Clearance Speed...........................................................91 KIAS
Landing Gear .......................................................................................UP Landing Gear .......................................................................................UP
SHORT FIELD TAKEOFF PERFORMANCE (4.23c) SHORT FIELD TAKEOFF PERFORMANCE (4.23c)
Y
NOTE NOTE
Gear warning will sound when the landing gear Gear warning will sound when the landing gear
N L
is retracted with the flaps extended more than
10.
is retracted with the flaps extended more than
10.
E O
Flaps ....................................................................................................20
N C
E HT
Flaps ....................................................................................................20
R
Trim....................................................................................................SET Trim....................................................................................................SET
E LIG
Brakes ...........................................................................................APPLY Brakes ...........................................................................................APPLY
Power......................................................................SET TO MAXIMUM
E F F
Power......................................................................SET TO MAXIMUM
R
Brakes ......................................................................................RELEASE Brakes ......................................................................................RELEASE
Liftoff..........................................................................................69 KIAS
R O R
Liftoff..........................................................................................69 KIAS
Landing O
F TF
Obstacle Clearance Speed...........................................................80 KIAS Obstacle Clearance Speed...........................................................80 KIAS
Landing Gear ......................................................................................UP Gear ......................................................................................UP
Flaps....................................................................................RETRACT as
speed builds thru 90 KIAS
N O
Flaps....................................................................................RETRACT
speed builds thru 90 KIAS
as
4.5i Climb Checklist 4.5i Climb Checklist

MAXIMUM CONTINUOUS POWER CLIMB (4.25a) MAXIMUM CONTINUOUS POWER CLIMB (4.25a)
Mixture .................................................................................FULL RICH Mixture .................................................................................FULL RICH
Propeller Speed........................................................................2500 RPM Propeller Speed........................................................................2500 RPM
Manifold Pressure.................................................................MAXIMUM Manifold Pressure.................................................................MAXIMUM
CONTINUOUS POWER CONTINUOUS POWER
Climb Speed Climb Speed
Best Angle (short duration only) ................................................81 KIAS Best Angle (short duration only) ................................................81 KIAS
Best Rate ...................................................................................110 KIAS Best Rate ...................................................................................110 KIAS
Pressurization Controls ......................................................................SET Pressurization Controls ......................................................................SET
Emergency (EMERG) Fuel Pump .................................................OFF at Emergency (EMERG) Fuel Pump .................................................OFF at
safe altitude safe altitude
SECTION 4 SECTION 4
4.5i Climb Checklist (Continued) 4.5i Climb Checklist (Continued)

CRUISE CLIMB (4.25b) CRUISE CLIMB (4.25b)
Manifold Pressure ....................................................................35 IN. HG Manifold Pressure ....................................................................35 IN. HG

Propeller Speed........................................................................2500 RPM Propeller Speed........................................................................2500 RPM
Mixture.........................................................................................32 GPH Mixture.........................................................................................32 GPH
Climb Speed..............................................................................125 KIAS Climb Speed..............................................................................125 KIAS
Pressurization Controls ......................................................................SET Pressurization Controls ......................................................................SET
Emergency (EMERG) Fuel Pump .................................................OFF at Emergency (EMERG) Fuel Pump .................................................OFF at
safe altitude safe altitude
4.5j Cruise Checklist (4.27) 4.5j Cruise Checklist (4.27)
CRUISE (4.27) CRUISE (4.27)
WARNING WARNING
LY
Operation above 25,000 ft is not approved. Operation above 25,000 ft is not approved.
O N
E
Calternate between
N
CAUTION CAUTION
To maintain lateral balance, alternate between To maintain lateral balance,
R ESee paragraphsH T 2.23 and
right and left fuel tanks. See paragraphs 2.23 and
E LIG
right and left fuel tanks.
F
E F
7.17. 7.17.
R R R
O
Reference Section 5 power setting table and performance charts. Reference Section 5 power setting table and performance charts.
Cruise Power .................................................................SET per power table
O
Cruise Power
F
.................................................................SET per power table
F Controls....................................................................CHECK'
PressurizationT
Mixture (Refer to para. 4.27) ..........................................................ADJUST Mixture (Refer to para. 4.27) ..........................................................ADJUST
NO
Pressurization Controls....................................................................CHECK'
4.5k Descent Checklist (4.29) 4.5k Descent Checklist (4.29)

NORMAL DESCENT (4.29) NORMAL DESCENT (4.29)
Power ...............................................................................................CRUISE Power ...............................................................................................CRUISE
Mixture...........................................................................CRUISE SETTING Mixture...........................................................................CRUISE SETTING
Airspeed...............................................................................AS REQUIRED Airspeed...............................................................................AS REQUIRED
Pressurization Controls ...........................................................................SET Pressurization Controls ...........................................................................SET
Altimeter .................................................................................................SET Altimeter .................................................................................................SET
Windshield Defrost ..............................................................AS REQUIRED Windshield Defrost ..............................................................AS REQUIRED
4-15 4-15
SECTION 4 SECTION 4
4.5k Descent Checklist (4.29) (Continued) 4.5k Descent Checklist (4.29) (Continued)
REDUCED POWER DESCENT (4.29) REDUCED POWER DESCENT (4.29)
Throttle..................................................................AT or ABOVE 20 in. Hg. Throttle..................................................................AT or ABOVE 20 in. Hg.
Mixture.......................................................................MAINTAIN 1350 TIT Mixture.......................................................................MAINTAIN 1350 TIT
Propeller Speed ..............................................................CRUISE SETTING Propeller Speed ..............................................................CRUISE SETTING
Pressurization Controls ...........................................................................SET Pressurization Controls ...........................................................................SET
Altimeter .................................................................................................SET Altimeter .................................................................................................SET
Windshield Defrost ..............................................................AS REQUIRED Windshield Defrost ..............................................................AS REQUIRED
4.5m Approach And Landing Checklist (4.31) 4.5m Approach And Landing Checklist (4.31)
APPROACH AND LANDING (4.31) APPROACH AND LANDING (4.31)
Seat Backs .........................................................................................ERECT Seat Backs .........................................................................................ERECT
Y
Seats .............................................ADJUSTED & LOCKED IN POSITION Seats .............................................ADJUSTED & LOCKED IN POSITION
L
Armrests ........................................................................................STOWED Armrests ........................................................................................STOWED
Belts/Harness ..................................................................FASTEN/ADJUST
Emergency (EMERG) Fuel Pump............................................................ON
O N
Belts/Harness ..................................................................FASTEN/ADJUST
Emergency (EMERG) Fuel Pump............................................................ON
Cabin Pressure................................................................DEPRESSURIZED
E
Cabin Pressure................................................................DEPRESSURIZED
C
N
Fuel Selector........................................................................PROPER TANK Fuel Selector........................................................................PROPER TANK
E HT
Mixture .................................................................................................RICH Mixture .................................................................................................RICH
Propeller Control.....................................................................................SET
R
Propeller Control.....................................................................................SET
E LIG
F
Gear.......................................................................DOWN - 165 KIAS max. Gear.......................................................................DOWN - 165 KIAS max.
NOTE
R E F NOTE
R
During landing gear operation it is normal for During landing gear operation it is normal for
the HYDRAULIC PUMP annunciator light to
R O
the HYDRAULIC PUMP annunciator light to
FO T F
NO
Flaps........................................................................................................SET Flaps........................................................................................................SET
Trim (RUDDER)...........................................................SET TO NEUTRAL Trim (RUDDER)...........................................................SET TO NEUTRAL
Air Conditioner.......................................................................................OFF Air Conditioner.......................................................................................OFF
Toe Brakes ......................................................................DEPRESS to check Toe Brakes ......................................................................DEPRESS to check
WARNING WARNING
After pumping several times, if one or both toe After pumping several times, if one or both toe
brakes are inoperative, DO NOT attempt brakes are inoperative, DO NOT attempt
landing on a short field. landing on a short field.
Flaps .............................................................................UP to FULL DOWN Flaps .............................................................................UP to FULL DOWN
Airspeed ..............................................................80 - 85 KIAS (flaps down) Airspeed ..............................................................80 - 85 KIAS (flaps down)
95 KIAS (flaps up) 95 KIAS (flaps up)
Throttle ................................................................................AS REQUIRED Throttle ................................................................................AS REQUIRED
After touchdown: After touchdown:
Brakes ..................................................................................AS REQUIRED Brakes ..................................................................................AS REQUIRED
4-16 4-16
SECTION 4 SECTION 4
4.5m Approach And Landing Checklist (4.31) (Continued) 4.5m Approach And Landing Checklist (4.31) (Continued)
SHORT FIELD TECHNIQUE (4.31b) SHORT FIELD TECHNIQUE (4.31b)
Flaps........................................................................................FULL DOWN Flaps........................................................................................FULL DOWN
Airspeed...........................................................................................78 KIAS Airspeed...........................................................................................78 KIAS
Throttle ................................................................................AS REQUIRED Throttle ................................................................................AS REQUIRED
Over obstacle: Over obstacle:
Throttle ..........................................................................REDUCE TO IDLE Throttle ..........................................................................REDUCE TO IDLE
After touchdown: After touchdown:
Brakes........................................................................................MAXIMUM Brakes........................................................................................MAXIMUM
4.5n Go-around Checklist (4.33) 4.5n Go-around Checklist (4.33)
GO-AROUND (4.33) GO-AROUND (4.33)
Y
Mixture .....................................................................................FULL RICH Mixture .....................................................................................FULL RICH
L
N
O
Throttle .................................................................................FULL POWER Throttle .................................................................................FULL POWER
E
Control Wheel .....................................................................back pressure to Control Wheel .....................................................................back pressure to
C
ROTATE to CLIMB ATTITUDE ROTATE to CLIMB ATTITUDE
Airspeed ..........................................................................................80 KIAS
E HT N
Airspeed ..........................................................................................80 KIAS
R
Gear ..........................................................................................................UP Gear ..........................................................................................................UP
Flaps ...........................................................................RETRACT SLOWLY
E LIG
Flaps ...........................................................................RETRACT SLOWLY
F
E (4.35)F
Trim ....................................................................................AS REQUIRED Trim ....................................................................................AS REQUIRED
4.5o After Landing Checklist (4.35)
R
4.5o After Landing Checklist
R R
O
FOAir TControl F ..................................................................PRIMARY
AFTER LANDING (4.35) AFTER LANDING (4.35)
NO ......................................................................AS DESIRED
Induction Air Control ..................................................................PRIMARY Induction
Flaps ............................................................................................RETRACT Flaps ............................................................................................RETRACT
Air Conditioner ......................................................................AS DESIRED Air Conditioner
Radar ......................................................................................................OFF Radar ......................................................................................................OFF
Emergency (EMERG) Fuel Pump .........................................................OFF Emergency (EMERG) Fuel Pump .........................................................OFF
Strobe Lights ..........................................................................................OFF Strobe Lights ..........................................................................................OFF
Landing Taxi Lights ............................................................AS REQUIRED Landing Taxi Lights ............................................................AS REQUIRED
4-17 4-17
SECTION 4 SECTION 4
4.5p Stopping Engine Checklist (4.37) 4.5p Stopping Engine Checklist (4.37)
STOPPING ENGINE (4.37) STOPPING ENGINE (4.37)

Radios and Electrical Equipment ..........................................................OFF Radios and Electrical Equipment ..........................................................OFF
External Lights ......................................................................................OFF External Lights ......................................................................................OFF
Air Conditioner ......................................................................................OFF Air Conditioner ......................................................................................OFF
Propeller Control ............................................................FULL INCREASE Propeller Control ............................................................FULL INCREASE
Throttle ...............................................................................CLOSED until a Throttle ...............................................................................CLOSED until a
decided decrease in CHT decided decrease in CHT
Throttle....................................................................................1000 RPM for Throttle....................................................................................1000 RPM for
approx. 30 seconds approx. 30 seconds
Mixture ...............................................................................IDLE CUT-OFF Mixture ...............................................................................IDLE CUT-OFF
Magnetos ...............................................................................................OFF Magnetos ...............................................................................................OFF
Alternators .............................................................................................OFF
LY
Alternators .............................................................................................OFF
N
4.5q Mooring Checklist (4.39) 4.5q Mooring Checklist (4.39)
E O
MOORING (4.39) MOORING (4.39)
N C
Parking Brake .........................................................................................SET
E HT
Parking Brake .........................................................................................SET
R
E LIG
Control Wheel .............................................................SECURED with belts Control Wheel .............................................................SECURED with belts
Flaps...............................................................................................FULL UP
F
Flaps...............................................................................................FULL
E F
UP
R
Wheel Chocks ..............................................................................IN PLACE Wheel Chocks ..............................................................................IN PLACE
Tie Downs.......................................................................................SECURE
R R
Tie Downs.......................................................................................SECURE
O
FO T F
NO
4-18 4-18
SECTION 4 SECTION 4
4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL) 4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL)
The following paragraphs are provided to supply detailed information The following paragraphs are provided to supply detailed information
and the explanation of the normal procedures for operation of the airplane. and the explanation of the normal procedures for operation of the airplane.
4.9 PREFLIGHT CHECK (4.5a) 4.9 PREFLIGHT CHECK (4.5a)

The airplane should be given a thorough preflight and walk-around check. The airplane should be given a thorough preflight and walk-around check.
The preflight should include a check of the airplane's operational status, The preflight should include a check of the airplane's operational status,
computation of weight and C.G. limits, takeoff distance, and in-flight computation of weight and C.G. limits, takeoff distance, and in-flight
performance. A weather briefing should be obtained for the intended flight performance. A weather briefing should be obtained for the intended flight
path, and any other factors relating to a safe flight should be checked before path, and any other factors relating to a safe flight should be checked before
takeoff. takeoff.
4.9a Cockpit (4.5a) 4.9a Cockpit (4.5a)

LY
Upon entering the cockpit, release the seat belts securing the control
O N
Upon entering the cockpit, release the seat belts securing the control
E
wheel. wheel.
Set the parking brake by first depressingC
and then pull the parking brake knob. N
Set the parking brake by first depressing and holding the toe brake pedals and holding the toe brake pedals
and then pull the parking brake knob.
Check that the landing gearR
E HtheTDOWN position. Ensure
Check that the landing gear selector is in the DOWN position. Ensure
that all electrical switchesF Ethe magneto
L I Gswitches are OFF. Turn OFF the
selector is in
that all electrical switches and the magneto switches are OFF. Turn OFF the
master switch ON. R

Emixture Fshould be in idle cut-off. Turn the battery
and
R
radio master switch. The mixture should be in idle cut-off. Turn the battery radio master switch. The
master switch ON.
R O
FO T F CAUTION
O See fuel imbalance limitations, 2.23.
CAUTION
See fuel imbalance limitations, 2.23.
Check the fuel quantity gauges for adequate supply and fuel imbalance
N
Check the fuel quantity gauges for adequate supply and fuel imbalance
(sec. 2.23). Check that the annunciator panel illuminates and that the FUEL (sec. 2.23). Check that the annunciator panel illuminates and that the FUEL
PRESS annunciator is ON. If the supplemental oxygen system is installed and PRESS annunciator is ON. If the supplemental oxygen system is installed and
its annunciator is lit, the expended canisters must be replaced if oxygen its annunciator is lit, the expended canisters must be replaced if oxygen
capability is desired for the flight. Press the stall warning test switch and note capability is desired for the flight. Press the stall warning test switch and note
that the stall warning horn sounds. Extend the flaps for the walk-around that the stall warning horn sounds. Extend the flaps for the walk-around
inspection. Turn OFF the battery master switch. Check the primary flight inspection. Turn OFF the battery master switch. Check the primary flight
controls for proper operation and set the elevator and rudder trim to neutral. controls for proper operation and set the elevator and rudder trim to neutral.
Open the static system drain to remove any moisture that has accumulated in Open the static system drain to remove any moisture that has accumulated in
the lines. Verify that the alternate static system valve is in the normal position. the lines. Verify that the alternate static system valve is in the normal position.
Check that the emergency exit is in place and securely latched. Check the Check that the emergency exit is in place and securely latched. Check the
windows for cleanliness and that the required papers are on board. Properly windows for cleanliness and that the required papers are on board. Properly
stow any baggage and secure. stow any baggage and secure.
4-19 4-19
SECTION 4 SECTION 4
4.9 PREFLIGHT CHECK (4.5a) (Continued) 4.9 PREFLIGHT CHECK (4.5a) (Continued)
4.9b Empennage (4.5a) 4.9b Empennage (4.5a)
Begin the walk-around at the left side of the aft fuselage. Check the Begin the walk-around at the left side of the aft fuselage. Check the
condition of any antennas located on the fuselage. All surfaces of the condition of any antennas located on the fuselage. All surfaces of the
empennage must be clear of ice, frost, snow or other extraneous substances. empennage must be clear of ice, frost, snow or other extraneous substances.
Fairings and access covers should be attached properly. Ensure that the Fairings and access covers should be attached properly. Ensure that the
primary static system ports on the left and right side of the aft fuselage and primary static system ports on the left and right side of the aft fuselage and
the alternate and pressurization static ports on the underside of the aft the alternate and pressurization static ports on the underside of the aft
fuselage are clear of obstructions. The elevator and rudder should be fuselage are clear of obstructions. The elevator and rudder should be
operational and free from damage or interference of any type. Elevator and operational and free from damage or interference of any type. Elevator and
rudder static wicks should be firmly attached and in good condition. Check rudder static wicks should be firmly attached and in good condition. Check
the condition of the tab and ensure that all hinges and push rods are sound the condition of the tab and ensure that all hinges and push rods are sound
and operational. If the tail has been tied down, remove the tiedown rope. and operational. If the tail has been tied down, remove the tiedown rope.
L Y
Nof ice, frost,
4.9c Right Wing (4.5a) 4.9c Right Wing (4.5a)
Check that the wing surface and control surfaces are clear of ice, frost,
O
Check that the wing surface and control surfaces are clear
E
Cfor damage.
snow or other extraneous substances. Check the flap, aileron and hinges for snow or other extraneous substances. Check the flap, aileron and hinges for
N
damage and operational interference. Static wicks should be firmly attached damage and operational interference. Static wicks should be firmly attached
and in good condition. Check the wing tip and lights for damage.
E HTThe quantity should
and in good condition. Check the wing tip and lights
R
Open the fuel cap and visually check the fuel color. The quantity should
match the indication that wasF onE
Open the fuel cap and visually check
I G gauge. Replace cap
the fuel color.
L
E be clearFof obstructions.
match the indication that was on the fuel quantity gauge. Replace cap the fuel quantity
securely. The fuel tank vent should be clear of obstructions.
R
and chock.R
securely. The fuel tank vent should
R
Remove the tiedown and chock.
O a check
Remove the tiedown
F O
F T
Oload. Check for3.44
Next, complete a check of the landing gear. Check the gear strut for Next, complete of the landing gear. Check the gear strut for
proper inflation. There should be 3.44 +/- 0.25 inches of strut exposure
under a normal static load. Check for hydraulic leaks. Check the tire for cuts,
wear, and proper inflation. Make a visual check of the brake block and disc.
N
proper inflation. There
under a normal static
should be +/- 0.25 inches of strut exposure
hydraulic leaks. Check the tire for cuts,
wear, and proper inflation. Make a visual check of the brake block and disc.
Drain the fuel tank sump through the quick drain located on the lower Drain the fuel tank sump through the quick drain located on the lower
surface of the wing just inboard of the gear well, making sure that enough surface of the wing just inboard of the gear well, making sure that enough
fuel has been drained to ensure that all water and sediment is removed. The fuel has been drained to ensure that all water and sediment is removed. The
fuel system should be drained daily prior to the first flight and after each fuel system should be drained daily prior to the first flight and after each
refueling. refueling.
CAUTION CAUTION
4-20 4-20
SECTION 4 SECTION 4
4.9d Nose Section (4.5a) 4.9d Nose Section (4.5a)
Check the general condition of the nose section; look for oil or fluid Check the general condition of the nose section; look for oil or fluid
leakage and that the cowling is secure. Drain the fuel filter sump located on leakage and that the cowling is secure. Drain the fuel filter sump located on
the lower fuselage aft of the cowling. Check the windshield and clean if the lower fuselage aft of the cowling. Check the windshield and clean if
necessary. The propeller and spinner should be checked for detrimental nicks, necessary. The propeller and spinner should be checked for detrimental nicks,
cracks, or other defects. The air inlets should be clear of obstructions. The cracks, or other defects. The air inlets should be clear of obstructions. The
landing light should be clean and intact. landing light should be clean and intact.
Remove the chock and check the nose gear strut for proper inflation. Remove the chock and check the nose gear strut for proper inflation.
There should be 1.65 +/- 0.25 inches of strut exposure under a normal static There should be 1.65 +/- 0.25 inches of strut exposure under a normal static
load. Check the tire for cuts, wear, and proper inflation. Check the engine load. Check the tire for cuts, wear, and proper inflation. Check the engine
Y
baffle seals. Check the oil level; maximum endurance flights should begin baffle seals. Check the oil level; maximum endurance flights should begin
with 12 quarts of oil. Make sure that the oil filler/dipstick cap has been
N L
with 12 quarts of oil. Make sure that the oil filler/dipstick cap has been
O
properly seated and secured, and that the cowl oil door is closed. Ensure that properly seated and secured, and that the cowl oil door is closed. Ensure that
E
the tow bar is secured in the nose baggage area. the tow bar is secured in the nose baggage area.
N C
E HT
Close and secure the nose baggage door. Close and secure the nose baggage door.
4.9e Left Wing (4.5a)

The wing surface should E
4.9e Left Wing (4.5a)
R Gfrost, snow, or other extraneous
ofIice,
The wing surface should be clear of ice, frost, snow, or other extraneous
substances. Drain the E
F be clear
F L
wing. Remove the R R
substances. Drain the left fuel tank sump in the same manner as the right left fuel tank sump in the same manner as the right
wing. Remove the tiedown and chock. Check the main gear strut for proper
R
Oload.TCheckFOfor hydraulic leaks. Check
tiedown and chock. Check the main gear strut for proper
normal F
inflation: there should be 3.44 +/- 0.25 inches of strut exposure under a inflation: there should be 3.44 +/- 0.25 inches of strut exposure under a
NO
normal static load. Check for hydraulic leaks. Check the tire and the brake static the tire and the brake
block and disc. block and disc.
If installed, remove the cover from the pitot head on the underside of the If installed, remove the cover from the pitot head on the underside of the
wing. Make sure the holes are open and clear of obstructions. wing. Make sure the holes are open and clear of obstructions.
Open the fuel cap and visually check the fuel color. The quantity should Open the fuel cap and visually check the fuel color. The quantity should
match the indication that was on the fuel quantity gauge. Replace cap match the indication that was on the fuel quantity gauge. Replace cap
securely. The fuel tank vent should be clear of obstructions. securely. The fuel tank vent should be clear of obstructions.
Check the wing tip and lights for damage. Check the aileron, flap, and Check the wing tip and lights for damage. Check the aileron, flap, and
hinges for damage and operational interference and that the static wicks are hinges for damage and operational interference and that the static wicks are
firmly attached and in good condition. firmly attached and in good condition.
4-21 4-21
SECTION 4 SECTION 4
4.9f Miscellaneous (4.5a) 4.9f Miscellaneous (4.5a)
Enter the cockpit and, if installed, check oxygen masks and hoses. Enter the cockpit and, if installed, check oxygen masks and hoses.
Turn the battery master switch ON and retract the flaps. Check the Turn the battery master switch ON and retract the flaps. Check the
interior lights by turning ON the necessary switches. After the interior interior lights by turning ON the necessary switches. After the interior
lights are checked, turn ON the pitot heat, stall warning heat, and the lights are checked, turn ON the pitot heat, stall warning heat, and the
exterior light switches. Next, perform a walk-around check on the exterior exterior light switches. Next, perform a walk-around check on the exterior
lights and check the heated pitot head and stall warning vane for proper lights and check the heated pitot head and stall warning vane for proper
heating. heating.
CAUTION CAUTION
Care should be taken when an operational Care should be taken when an operational
LY
N
check of the heated pitot head and heated lift check of the heated pitot head and heated lift
O
detector is being performed. The units become detector is being performed. The units become
E
very hot. Ground operation should be limited to very hot. Ground operation should be limited to
three minutes maximum to avoid damaging the
C
three minutes maximum to avoid damaging the
N T all passengers are

heating elements. heating elements.
R E OFF.HWhen
E IGindicatorsproperly
Reenter the cockpit and turn all switches OFF. When all passengers are Reenter the cockpit and turn all switches
on board, the pilot should check that the cabin door is properly closed and
E FF
on board, the pilot should check that
four doorLpin
the cabin door is closed and
R
latched, and visually check that all four door pin indicators are green. latched, and visually check that all are green.
R O R
Onot initiate F any flight if all four door
WARNING WARNING
FDo
p i n i n d iT
NOAJAR annunciator is lit.
Do not initiate any flight if all four door
pin indicators are not green and/or the cators are not green and/or the
DOOR AJAR annunciator is lit. DOOR
Seats should be adjusted and locked in position. Seat belts on empty Seats should be adjusted and locked in position. Seat belts on empty
seats should be snugly fastened. All passengers should fasten their seat belts seats should be snugly fastened. All passengers should fasten their seat belts
and shoulder harnesses. A pull test of the inertia reel locking restraint feature and shoulder harnesses. A pull test of the inertia reel locking restraint feature
should be performed. should be performed.
4.11 BEFORE STARTING ENGINE (4.5b) 4.11 BEFORE STARTING ENGINE (4.5b)
Before starting the engine, the parking brake should be set and the Before starting the engine, the parking brake should be set and the
propeller control moved to the full INCREASE position. The fuel selector propeller control moved to the full INCREASE position. The fuel selector
should then be moved to the desired tank. Check to make sure all the circuit should then be moved to the desired tank. Check to make sure all the circuit
breakers are in and the radios are OFF. Turn the alternator switches ON. breakers are in and the radios are OFF. Turn the alternator switches ON.
4-22 4-22
SECTION 4 SECTION 4
4.11 BEFORE STARTING ENGINE (4.5b) (Continued) 4.11 BEFORE STARTING ENGINE (4.5b) (Continued)
If the flight is to be made unpressurized, the cabin pressurization control If the flight is to be made unpressurized, the cabin pressurization control
should be pulled out to dump bleed air overboard and the cabin pressure should be pulled out to dump bleed air overboard and the cabin pressure
dump/normal switch should be in the DUMP position in order to provide dump/normal switch should be in the DUMP position in order to provide
maximum cabin airflow. If pressurization is to be used during the flight, set maximum cabin airflow. If pressurization is to be used during the flight, set
the cabin altitude selector to 500 feet above the field elevation and the cabin the cabin altitude selector to 500 feet above the field elevation and the cabin
altitude rate control to the 9 oclock position. The cabin pressurization altitude rate control to the 9 oclock position. The cabin pressurization
control must be pushed in and the cabin pressure dump/normal switch must control must be pushed in and the cabin pressure dump/normal switch must
be in the NORM position. be in the NORM position.
Check induction air control for freedom of movement by moving lever to Check induction air control for freedom of movement by moving lever to
ALTERNATE and back to PRIMARY. ALTERNATE and back to PRIMARY.
4.13 ENGINE START (4.5c) 4.13 ENGINE START (4.5c)
4.13a Engine Start - General (4.5c) 4.13a Engine Start - General (4.5c)
LY
CAUTION CAUTION
O N
Do not attempt flight if there is no indication of
C E
Do not attempt flight if there is no indication of
alternator output.
N
alternator output.
E T
CAUTION H
R
EENGAGED IGannunciator will
CAUTION
The STARTER ENGAGED annunciator will The STARTERF
E during L
Fengine
illuminate during engine cranking. If the
R
illuminate
R R
cranking. If the
annunciator remains lit after the engine is
O O the engine and determine the
annunciator remains lit after the engine is
F cause.T F
running, stop the engine and determine the running, stop
NO
cause.
CAUTION CAUTION
If a positive oil pressure is not indicated within If a positive oil pressure is not indicated within
30 seconds following an engine start, stop the 30 seconds following an engine start, stop the
engine and determine the trouble. In cold weather engine and determine the trouble. In cold weather
it will take a few seconds longer to get a positive it will take a few seconds longer to get a positive
oil pressure indication. oil pressure indication.
NOTE NOTE
Starter manufacturers recommend that starter Starter manufacturers recommend that starter
cranking periods be limited to 30 seconds with a cranking periods be limited to 30 seconds with a
two minute rest period between cranking two minute rest period between cranking
periods. Longer cranking periods will shorten periods. Longer cranking periods will shorten
the life of the starter. the life of the starter.
4-23 4-23
SECTION 4 SECTION 4
4.13 ENGINE START (4.5c) (Continued) 4.13 ENGINE START (4.5c) (Continued)
4.13bNormal Start - Cold Engine (4.5c) 4.13bNormal Start - Cold Engine (4.5c)
Open the throttle lever approximately 1/2 inch. Turn the battery master Open the throttle lever approximately 1/2 inch. Turn the battery master
switch ON, and check that the emergency (EMERG) fuel pump is OFF. Move switch ON, and check that the emergency (EMERG) fuel pump is OFF. Move
the mixture control to full RICH for approximately four seconds then to idle the mixture control to full RICH for approximately four seconds then to idle
cut-off. The engine is now primed. cut-off. The engine is now primed.
NOTE NOTE
The amount of prime depends on engine The amount of prime depends on engine
temperature. Familiarity and practice will temperature. Familiarity and practice will
enable the operator to estimate the amount of enable the operator to estimate the amount of
Y
prime required. prime required.
Turn both magneto switches ON and engage the starter. When the
N L
Turn both magneto switches ON and engage the starter. When the
engine fires advance the mixture control to full RICH. Move the throttle to
O
engine fires advance the mixture control to full RICH. Move the throttle to
E
C
the desired setting and check the oil pressure for a positive indication. the desired setting and check the oil pressure for a positive indication.
N
Confirm that the alternators are on by checking the ammeters for output. Confirm that the alternators are on by checking the ammeters for output.
Check the gyro suction gauge for a positive indication.
E HT
Check the gyro suction gauge for a positive indication.
4.13c Normal Start - Hot Engine (4.5c)R
4.13c Normal Start - Hot Engine (4.5c)
F L IG
Ethe battery
Open the throttle 1/2 inch. Turn the battery master switch ON and check
R E
Open the throttle 1/2 inch. Turn
F master switch ON and check
that the emergency (EMERG) fuel pump is OFF. Verify the mixture control
R Fadvance
that the emergency (EMERG) fuel
R
pump is OFF. Verify the mixture control
O the mixture control.
When the engineO
is at idle cut-off. Turn both magneto switches ON and engage the starter. is at idle cut-off. Turn both magneto switches ON and engage the starter.
When the engine fires, slowly advance the mixture control. Move the throttle
Fsetting and T
fires, slowly Move the throttle
NOgauge arefor aonpositive

to the desired setting and check for a positive indication of oil pressure. to the desired check for a positive indication of oil pressure.
Confirm that the alternators are on by checking the ammeters for output. Confirm that the alternators by checking the ammeters for output.
Check the gyro suction gauge for a positive indication. Check the gyro suction indication.
4.13dEngine Start When Flooded (4.5c) 4.13dEngine Start When Flooded (4.5c)
The throttle lever should be full open. Turn the battery master switch The throttle lever should be full open. Turn the battery master switch
ON and check that the emergency (EMERG) fuel pump is OFF. Verify the ON and check that the emergency (EMERG) fuel pump is OFF. Verify the
mixture control is at idle cut-off. Turn both magneto switches ON and mixture control is at idle cut-off. Turn both magneto switches ON and
engage the starter. When the engine fires, advance the mixture control, engage the starter. When the engine fires, advance the mixture control,
retard the throttle, and check for a positive indication of oil pressure. retard the throttle, and check for a positive indication of oil pressure.
Confirm that the alternators are on by checking the ammeters for output. Confirm that the alternators are on by checking the ammeters for output.
Check the gyro suction gauge for a positive indication. Check the gyro suction gauge for a positive indication.
4-24 4-24
SECTION 4 SECTION 4
4.13 ENGINE START (4.5c) (Continued) 4.13 ENGINE START (4.5c) (Continued)
4.13e Engine Start With External Power Source (4.5c) 4.13e Engine Start With External Power Source (4.5c)
An optional feature allows the operator to use an external power source An optional feature allows the operator to use an external power source
to crank the engine without having to gain access to the airplanes battery. to crank the engine without having to gain access to the airplanes battery.
Turn the battery master and alternator switches OFF and turn all Turn the battery master and alternator switches OFF and turn all
electrical equipment OFF. If using an auxiliary power unit, plug the unit into electrical equipment OFF. If using an auxiliary power unit, plug the unit into
the socket located inside the forward baggage door. If using an external the socket located inside the forward baggage door. If using an external
battery, connect the RED lead of the jumper cable to the POSITIVE (+) battery, connect the RED lead of the jumper cable to the POSITIVE (+)
terminal of an external 24-volt battery and the BLACK lead to the terminal of an external 24-volt battery and the BLACK lead to the
NEGATIVE (-) terminal. Insert the plug of the jumper cable into the socket NEGATIVE (-) terminal. Insert the plug of the jumper cable into the socket
located inside the forward baggage door. Note that, after the plug is inserted, located inside the forward baggage door. Note that, after the plug is inserted,
the airplanes electrical system is ON. Proceed with the normal starting the airplanes electrical system is ON. Proceed with the normal starting
Y
technique. technique.
N L
O
NOTE NOTE
For all normal operations using an external
E
For all normal operations using an external
C
N
power source, the battery master switch should power source, the battery master switch should
E HT
be OFF, but it is possible to use the ships be OFF, but it is possible to use the ships
battery in parallel by turning the battery master
R
battery in parallel by turning the battery master
E LIG
F
switch ON. This will give longer cranking switch ON. This will give longer cranking
E CAUTION F
capabilities, but will not increase the amperage. capabilities, but will not increase the amperage.
R R R
CAUTION
O F Obe exercised because if the ships
Care should be exercised because if the ships
F CareT has been depleted, the external power
should
battery has been depleted, the external power
battery. This can be tested by turning the
Obattery
N battery.
This can be tested by turning the
battery switch ON momentarily while the battery switch ON momentarily while the
starter is engaged. If cranking speed increases, starter is engaged. If cranking speed increases,
the ships battery is at a higher level than the the ships battery is at a higher level than the
external power supply. external power supply.
After the engine has started, retard the throttle to the lowest possible After the engine has started, retard the throttle to the lowest possible
rpm to reduce sparking. Disconnect the external power source from the rpm to reduce sparking. Disconnect the external power source from the
aircraft and secure the baggage door. Turn the battery master and alternator aircraft and secure the baggage door. Turn the battery master and alternator
switches ON and check the voltmeter and ammeters for an indication of switches ON and check the voltmeter and ammeters for an indication of
output. output.
When the engine is firing evenly, advance the throttle to 1000 rpm and When the engine is firing evenly, advance the throttle to 1000 rpm and
check for a positive indication of oil pressure. Check gyro suction gauge for a check for a positive indication of oil pressure. Check gyro suction gauge for a
positive indication. positive indication.
4-25 4-25
SECTION 4 SECTION 4
4.15 BEFORE TAXIING (4.5d) 4.15 BEFORE TAXIING (4.5d)
CAUTION CAUTION
Do not operate engine above 1200 rpm with Do not operate engine above 1200 rpm with
Warm up the engine at 1000 to 1200 rpm. Avoid prolonged idling at low Warm up the engine at 1000 to 1200 rpm. Avoid prolonged idling at low
rpm, as this practice may result in fouled spark plugs. Turn the radio master rpm, as this practice may result in fouled spark plugs. Turn the radio master
switch ON, and set environmental system as desired. Set the supplemental switch ON, and set environmental system as desired. Set the supplemental
heater as desired (refer to paragraph 4.47). heater as desired (refer to paragraph 4.47).
Takeoff may be made as soon as the ground check is completed and the Takeoff may be made as soon as the ground check is completed and the
engine is warm. engine is warm.
Care should be taken not to run up the engine over a surface containing
LY
Care should be taken not to run up the engine over a surface containing
loose stones, gravel, or any loose material that may cause damage to the
O N
loose stones, gravel, or any loose material that may cause damage to the
E
propeller blades. propeller blades.
N C
4.17 TAXIING (4.5e) 4.17 TAXIING (4.5e)
R E to taxiHtheTairplane until they
Non-pilot personnel should not attempt to taxi the airplane until they
have been instructed in taxiingF
E LIandGtechnique by a qualified
Non-pilot personnel should not attempt
have been instructed in taxiing procedures and technique by a qualified
R E F procedures
person authorized by the owner. person authorized by the owner.
R propellerO
R
FO F
Determine that the propeller back blast and taxi areas are clear. Determine that the back blast and taxi areas are clear.
parkingT
NOin on the parking brake knob. Taxi with the propeller
Release the parking brake by first depressing and holding the toe brake Release the brake by first depressing and holding the toe brake
pedals and then push in on the parking brake knob. Taxi with the propeller pedals and then push
control set to full INCREASE. Power should be applied slowly to start the control set to full INCREASE. Power should be applied slowly to start the
taxi roll. Taxi a few feet forward and apply the brakes to determine their taxi roll. Taxi a few feet forward and apply the brakes to determine their
effectiveness. While taxiing, make slight turns to ascertain the effectiveness effectiveness. While taxiing, make slight turns to ascertain the effectiveness
of the steering and to check the flight instruments. of the steering and to check the flight instruments.
Observe wing clearances when taxiing near buildings or other stationary Observe wing clearances when taxiing near buildings or other stationary
objects. If possible, station an observer outside the airplane. objects. If possible, station an observer outside the airplane.
Avoid holes and ruts when taxiing over uneven ground. Avoid holes and ruts when taxiing over uneven ground.
Do not operate the engine at high rpm when taxiing over ground Do not operate the engine at high rpm when taxiing over ground
containing loose stones, gravel, or any loose material that may cause damage containing loose stones, gravel, or any loose material that may cause damage
to the propeller blades. to the propeller blades.
4-26 4-26
SECTION 4 SECTION 4
4.19 GROUND CHECK (4.5f) 4.19 GROUND CHECK (4.5f)

CAUTION CAUTION
Alternate air is unfiltered. Use of alternate air Alternate air is unfiltered. Use of alternate air
during ground or flight operations when dust during ground or flight operations when dust
or other contaminants are present may result in or other contaminants are present may result in
damage from particle ingestion. damage from particle ingestion.
NOTE NOTE
If flight into icing conditions (in visible moisture If flight into icing conditions (in visible moisture
below +5C) is anticipated, conduct a preflight below +5C) is anticipated, conduct a preflight
check of the icing systems per Supplement No. check of the icing systems per Supplement No.
3- Ice Protection System. 3- Ice Protection System.
WARNING: WARNING:
LY
Refer to paragraph 4.50, Icing Information, prior
O N
Refer to paragraph 4.50, Icing Information, prior
E
to any flight operations. (Takeoff, cruise, to any flight operations. (Takeoff, cruise,
C
landing, etc.) landing, etc.)
Set the parking brake. The magnetosN
Set the parking brake. The magnetos should be checked at 2000 rpm with
R E Drop H T
should be checked at 2000 rpm with
not exceed 175 rpm and theE difference G

I should not exceed 10 seconds.
the propeller control set at full INCREASE. Drop off on either magneto should the propeller control set at full INCREASE. off on either magneto should
exceed 50 rpm. OperationF L

not exceed 175 rpm and the difference between the magnetos should not between the magnetos should not
exceed 50 rpm. Operation on one magneto should not exceed 10 seconds.
Conduct a preflight R
E F
on one magneto
R ORthe indicator should read within the normal

Conduct a preflight check of the ice protection systems for proper operation. check of the ice protection systems for proper operation.
CheckO the suctionF
Check the suction gauge; the indicator should read within the normal
Frange at T2000 rpm.
gauge;
O
operating range at 2000 rpm. operating
Check the voltmeter and ammeters for proper voltage and alternator CheckN the voltmeter and ammeters for proper voltage and alternator
outputs. Check oil temperature and oil pressure. The temperature may be outputs. Check oil temperature and oil pressure. The temperature may be
low for some time if the engine is being run for the first time of the day. low for some time if the engine is being run for the first time of the day.
The propeller control should be moved through its complete range to The propeller control should be moved through its complete range to
check for proper operation and then placed in full INCREASE rpm for check for proper operation and then placed in full INCREASE rpm for
takeoff. Do not allow a drop of more than 500 rpm during this check. In cold takeoff. Do not allow a drop of more than 500 rpm during this check. In cold
weather, the propeller control should be cycled from high to low rpm at least weather, the propeller control should be cycled from high to low rpm at least
three times before takeoff to make sure that warm engine oil has circulated. three times before takeoff to make sure that warm engine oil has circulated.
Check that the fuel flow gauge is functioning, then retard the throttle. Check that the fuel flow gauge is functioning, then retard the throttle.
Check the annunciator panel lights with the press-to-test button. Check the annunciator panel lights with the press-to-test button.
4-27 4-27
SECTION 4 SECTION 4
4.21 BEFORE TAKEOFF (4.5g) 4.21 BEFORE TAKEOFF (4.5g)

Ensure that the battery master, emergency fuel pump, and alternator Ensure that the battery master, emergency fuel pump, and alternator
switches are all ON. Check all of the flight instruments and set as required. switches are all ON. Check all of the flight instruments and set as required.
Check all engine gauges to verify the engine indications are with the normal Check all engine gauges to verify the engine indications are with the normal
operating range. Check that the cabin pressurization controls are properly set. operating range. Check that the cabin pressurization controls are properly set.
Check the fuel selector to make sure it is set to the proper tank. Verify that the Check the fuel selector to make sure it is set to the proper tank. Verify that the
induction air control is in the PRIMARY position. induction air control is in the PRIMARY position.
NOTE NOTE
If flight into icing conditions (in visible moisture If flight into icing conditions (in visible moisture
below +5C) is anticipated or encountered during below +5C) is anticipated or encountered during
climb, cruise or descent, activate the aircraft ice climb, cruise or descent, activate the aircraft ice
protection system,including the pitot heat, as protection system,including the pitot heat, as
described in supplement no. 3 - ice protection described in supplement no. 3 - ice protection
system. system.
LY
Turn pitot, stall warning, windshield, and propeller heat ON if necessary.
Seats should be adjusted and locked in position. All seat backs should
O N
Turn pitot, stall warning, windshield, and propeller heat ON if necessary.
Seats should be adjusted and locked in position. All seat backs should
be erect and armrests stowed. be erect and armrests stowed.
E
C and propeller control
The mixture control should be set to full RICH and propeller control
should be set to full INCREASE. Seat beltsE Nshoulder
The mixture control should be set to full RICH
Tharnesses should be
should be set to full INCREASE. Seat belts and shoulder harnesses should be
R and
H
F IG control movement and
EproperLflight
fastened. Fasten the seat belts snugly around the empty seats. fastened. Fasten the seat belts snugly around the empty seats.
response. The door should beE F and the door ajar annunciator
Set the flaps and trim. Ensure proper flight control movement and Set the flaps and trim. Ensure
response. The door should be properly latched and the door ajar annunciator
R R
properly latched
performance. ReleaseR Obrake.

light out. The air conditioner must be OFF to ensure normal takeoff light out. The air conditioner must be OFF to ensure normal takeoff
performance. Release the parking brake.
O
F (see charts F
the parking
T in Section 5) (4.5h)
4.23 TAKEOFF (see charts in Section 5) (4.5h)
NOTE
4.23 TAKEOFF
N O NOTE
Takeoffs are normally made with full throttle. Takeoffs are normally made with full throttle.
However, under some off standard conditions, the However, under some off standard conditions, the
manifold pressure indication can exceed its manifold pressure indication can exceed its
indicated limit at full throttle. Limit manifold indicated limit at full throttle. Limit manifold
pressure to 42 in. Hg maximum. (See Section 7.) pressure to 42 in. Hg maximum. (See Section 7.)
NOTE NOTE
During landing gear operation, it is normal for During landing gear operation, it is normal for
Takeoffs are normally made with flaps 0 to 10. For short field takeoffs Takeoffs are normally made with flaps 0 to 10. For short field takeoffs
or takeoffs affected by soft runway conditions or obstacles, total distance can or takeoffs affected by soft runway conditions or obstacles, total distance can
be reduced appreciably by lowering the flaps to 20. be reduced appreciably by lowering the flaps to 20.
4-28 4-28
SECTION 4 SECTION 4
4.23 TAKEOFF (4.5h) (Continued) 4.23 TAKEOFF (4.5h) (Continued)

4.23a Normal Technique (4.5h) 4.23a Normal Technique (4.5h)
When the available runway length is well in excess of that required and When the available runway length is well in excess of that required and
obstacle clearance is no factor, the normal takeoff technique may be used. The obstacle clearance is no factor, the normal takeoff technique may be used. The
flaps should be in the 0 to 10 position and the pitch trim set slightly aft of flaps should be in the 0 to 10 position and the pitch trim set slightly aft of
neutral. Align the airplane with the runway, apply full power, and accelerate to neutral. Align the airplane with the runway, apply full power, and accelerate to
80-85 KIAS. 80-85 KIAS.
Apply back pressure to the control wheel to lift off at 80-85 KIAS, then Apply back pressure to the control wheel to lift off at 80-85 KIAS, then
control pitch attitude as required to attain the desired climb speed of 90-95 control pitch attitude as required to attain the desired climb speed of 90-95
KIAS. Retract the landing gear when a straight-ahead landing on the runway is KIAS. Retract the landing gear when a straight-ahead landing on the runway is
no longer possible. Retract the flaps. no longer possible. Retract the flaps.
LY
N
4.23b 0 Flaps Takeoff Performance (4.5h) 4.23b 0 Flaps Takeoff Performance (4.5h)
Retract the flaps in accordance with the Takeoff Ground Roll, 0 Flaps and
E O
Retract the flaps in accordance with the Takeoff Ground Roll, 0 Flaps and
C
Takeoff Distance Over 50 Ft. Obstacle, 0 Flaps charts in Section 5. Set Takeoff Distance Over 50 Ft. Obstacle, 0 Flaps charts in Section 5. Set
maximum power before brake release and accelerate the airplane to 78 KIAS
N
E HT
maximum power before brake release and accelerate the airplane to 78 KIAS
R
for liftoff. After liftoff, adjust the airplane attitude as required to achieve the for liftoff. After liftoff, adjust the airplane attitude as required to achieve the
obstacle clearance speed of 91 KIAS passing through 50 feet of altitude. Once
F E LIG
obstacle clearance speed of 91 KIAS passing through 50 feet of altitude. Once
immediate obstacles are cleared, retract the landing gear and establish the
E F
immediate obstacles are cleared, retract the landing gear and establish the
R R
desired enroute climb configuration and speed. desired enroute climb configuration and speed.
R O
4.23c Short Field Takeoff Performance (4.5h)
FOFieldTTakeoff
4.23c Short F Performance (4.5h)
NOTE
O
N Gear warning will sound when the landing gear is
NOTE
Gear warning will sound when the landing gear is
retracted with the flaps extended more than 10. retracted with the flaps extended more than 10.
For departure from short runways or runways with adjacent obstructions, a For departure from short runways or runways with adjacent obstructions, a
short field takeoff technique with flaps set at 20 should be used in accordance short field takeoff technique with flaps set at 20 should be used in accordance
with the Takeoff Ground Roll, 20 Flaps and Takeoff Distance Over 50 Ft. with the Takeoff Ground Roll, 20 Flaps and Takeoff Distance Over 50 Ft.
Obstacle, 20 Flaps charts. Maximum power is established before brake release Obstacle, 20 Flaps charts. Maximum power is established before brake release
and the airplane is accelerated to 69 KIAS for liftoff. After liftoff, control the and the airplane is accelerated to 69 KIAS for liftoff. After liftoff, control the
airplane attitude to accelerate to 80 KIAS passing through the 50-foot obstacle airplane attitude to accelerate to 80 KIAS passing through the 50-foot obstacle
height. Once clear of the obstacle, retract the landing gear and accelerate height. Once clear of the obstacle, retract the landing gear and accelerate
through 90 KIAS while retracting the flaps. Then establish the desired enroute through 90 KIAS while retracting the flaps. Then establish the desired enroute
climb configuration and speed. climb configuration and speed.
4-29 4-29
SECTION 4 SECTION 4
4.25 CLIMB (4.5i) 4.25 CLIMB (4.5i)

4.25a Maximum Continuous Power Climb (4.5i) 4.25a Maximum Continuous Power Climb (4.5i)
The best rate of climb at gross weight and maximum continuous power The best rate of climb at gross weight and maximum continuous power
will be obtained at 110 KIAS. The best angle of climb may be obtained at 81 will be obtained at 110 KIAS. The best angle of climb may be obtained at 81
KIAS. The recommended procedure for climb is to use maximum continuous KIAS. The recommended procedure for climb is to use maximum continuous
power with the mixture full RICH. Under some off standard conditions, the power with the mixture full RICH. Under some off standard conditions, the
manifold pressure indication will exceed its indicated limits at full throttle. manifold pressure indication will exceed its indicated limits at full throttle.
Adjust power to remain within limits. Set the cabin pressurization controls in Adjust power to remain within limits. Set the cabin pressurization controls in
accordance with paragraph 4.45. The emergency (EMERG) fuel pump should accordance with paragraph 4.45. The emergency (EMERG) fuel pump should
be OFF when reaching a safe altitude. be OFF when reaching a safe altitude.
4.25b Cruise Climb (4.5i) 4.25b Cruise Climb (4.5i)
For reduced enroute fuel consumption in climb at a higher enroute climb
LY
For reduced enroute fuel consumption in climb at a higher enroute climb
N
speed of 125 KIAS, reduce the manifold pressure to 35 in. Hg, use 2500 rpm, speed of 125 KIAS, reduce the manifold pressure to 35 in. Hg, use 2500 rpm,
and lean the mixture to produce a fuel flow of 32 gph. Set the cabin
pressurization controls in accordance with paragraph 4.45. The emergency
E O
and lean the mixture to produce a fuel flow of 32 gph. Set the cabin
pressurization controls in accordance with paragraph 4.45. The emergency
(EMERG) fuel pump should be OFF when reaching a safe altitude.
N C
(EMERG) fuel pump should be OFF when reaching a safe altitude.
4.27 CRUISE (4.5j) 4.27 CRUISE (4.5j)
R E HT
WARNING
Operation aboveF E feetLisInotGapproved.
WARNING
Operation above 25,000 feet is not approved.
R E CAUTION
25,000
F
CAUTION
R lateral O R
To maintain lateral balance, alternate between right
and left fuel tanks. See paragraphs 2.23 and 7.17.
F T O
To maintain
and left F
fuel tanks.
balance, alternate between right
See paragraphs 2.23 and 7.17.
CAUTION
For proper mid range accuracy, fuel quantity readings NOmid range CAUTION
For proper accuracy, fuel quantity readings
should be taken when the aircraft is in coordinated should be taken when the aircraft is in coordinated
level flight at zero degrees bank angle. (Pitch, roll and level flight at zero degrees bank angle. (Pitch, roll and
yaw.) Failure to observe fuel quantity in this manner yaw.) Failure to observe fuel quantity in this manner
will result in erroneous readings due to wing cross will result in erroneous readings due to wing cross
section, low dihedral angle and fuel tank geometry. section, low dihedral angle and fuel tank geometry.
If readings are taken in configurations other than If readings are taken in configurations other than
coordinated level flight at zero degrees bank angle, coordinated level flight at zero degrees bank angle,
there may be periods during flight when the accuracy there may be periods during flight when the accuracy
of the fuel quantity gauging system will appear to be of the fuel quantity gauging system will appear to be
incorrect by seeming to present an unchanging incorrect by seeming to present an unchanging
quantity in spite of fuel being consumed from the tank. quantity in spite of fuel being consumed from the tank.
4-30 4-30
SECTION 4 SECTION 4
4.27 CRUISE (4.5J) (CONTINUED) 4.27 CRUISE (4.5J) (CONTINUED)

The cruising speed is determined by many factors, including power setting, The cruising speed is determined by many factors, including power setting,
altitude, temperature, loading, and equipment installed on the airplane. When altitude, temperature, loading, and equipment installed on the airplane. When
leveling off at cruise altitude, the pilot may reduce to a cruise power setting in leveling off at cruise altitude, the pilot may reduce to a cruise power setting in
accordance with the *Power Setting Table in Section 5 of this manual. The accordance with the *Power Setting Table in Section 5 of this manual. The
higher RPM setting for the desired power should be used when operating above higher RPM setting for the desired power should be used when operating above
20,000 feet. Proper leaning during cruise is essential for smooth engine 20,000 feet. Proper leaning during cruise is essential for smooth engine
operation and optimum fuel economy. This is especially important during operation and optimum fuel economy. This is especially important during
power reductions, such as level off, to prevent rough engine operation . For power reductions, such as level off, to prevent rough engine operation . For
cruise, mixture should be leaned to peak TIT. Always use the TIT gauge for cruise, mixture should be leaned to peak TIT. Always use the TIT gauge for
leaning. leaning.
NOTE NOTE
LY
N
Do not exceed 1750F TIT Do not exceed 1750F TIT
The maximum permissible cylinder head temperature for all operations is

E O
The maximum permissible cylinder head temperature for all operations is
C
500F. To obtain maximum service life of engine components, cylinder head 500F. To obtain maximum service life of engine components, cylinder head
temperature should not exceed 435F during cruise operation. Adjust cylinder
E HTN
temperature should not exceed 435F during cruise operation. Adjust cylinder
R
head temperatures by reducing power, adjusting the mixture, or any head temperatures by reducing power, adjusting the mixture, or any
combination of these methods. combination of these methods.
F E LIairplane G should be trimmed and the
Following level-off for cruise, the airplane should be trimmed and the
R E F
Following level-off for cruise, the
pressurization system checked.
R
pressurization system checked.
O Rof time and fuel used in connection with power
settingsFto O F the fuel flow and fuel quantity gauging systems are
During flight, keep account of time and fuel used in connection with power During flight, keep account
T
NO (EMERG) fuel pump should always be turned ON before
settings to determine how the fuel flow and fuel quantity gauging systems are determine how
operating. operating.
The emergency (EMERG) fuel pump should always be turned ON before The emergency
switching tanks, and should be left on for a short period thereafter. To preclude switching tanks, and should be left on for a short period thereafter. To preclude
making a hasty selection, and to provide continuity of flow, the selector should making a hasty selection, and to provide continuity of flow, the selector should
be changed to another tank before fuel is exhausted from the tank in use. be changed to another tank before fuel is exhausted from the tank in use.
NOTE NOTE
The BOOST PUMP annunciator will The BOOST PUMP annunciator will
momentarily illuminate when switching fuel momentarily illuminate when switching fuel
tanks. tanks.
*To obtain the performance presented in the Performance Section of this *To obtain the performance presented in the Performance Section of this
handbook, all conditions listed on the performance charts must be met. handbook, all conditions listed on the performance charts must be met.
4-31 4-31
SECTION 4 SECTION 4
4.27 CRUISE (4.5j) (Continued) 4.27 CRUISE (4.5j) (Continued)

During cruise, use the following procedure to maintain lateral balance, During cruise, use the following procedure to maintain lateral balance,
and stay within the fuel imbalance limitations of 2.23: and stay within the fuel imbalance limitations of 2.23:
(a) When starting with a symmetrical fuel load, use the left tank first (a) When starting with a symmetrical fuel load, use the left tank first
until 10 gallons are burned, then alternate tanks at approximately until 10 gallons are burned, then alternate tanks at approximately
one hour intervals. one hour intervals.
(b) When starting with an unsymmetrical fuel load, care must be taken (b) When starting with an unsymmetrical fuel load, care must be taken
not to allow the fuel imbalance to exceed 10 gallons. not to allow the fuel imbalance to exceed 10 gallons.
The emergency (EMERG) fuel pump should normally be OFF so that any The emergency (EMERG) fuel pump should normally be OFF so that any
malfunction of the engine driven fuel pump is immediately apparent. Loss of malfunction of the engine driven fuel pump is immediately apparent. Loss of
fuel pressure to the fuel injector is indicated by the illumination of the FUEL fuel pressure to the fuel injector is indicated by the illumination of the FUEL
PRESS annunciator. If signs of fuel starvation should occur at any time during PRESS annunciator. If signs of fuel starvation should occur at any time during
Y
flight, fuel exhaustion should be suspected, at which time the fuel selector flight, fuel exhaustion should be suspected, at which time the fuel selector
should be immediately positioned to the fullest tank and the emergency
L
should be immediately positioned to the fullest tank and the emergency
N
O
(EMERG) fuel pump switched to the ON position. If excessive fuel vapor is (EMERG) fuel pump switched to the ON position. If excessive fuel vapor is
E
suspected, usually indicated by fluctuating fuel flow, turn the emergency suspected, usually indicated by fluctuating fuel flow, turn the emergency
C
(EMERG) fuel pump ON until the fuel flow indications are smooth. (EMERG) fuel pump ON until the fuel flow indications are smooth.
The pilot should monitor weather conditions while flying, and be alert for
meteorological conditions which might leadE
The pilot should monitor weather conditionsN T aircraft equipped
while flying, and be alert for
meteorological conditions which might lead to icing. Even aircraft equipped
with a complete deicing option are notR
E 9.)IImmediate H
G steps shall be taken
to icing. Even
F Section L
with a complete deicing option are not approved for flight in heavy icing , approved for flight in heavy icing ,
to exit any area where such E F are inadvertently encountered.

heavy snow, or freezing rain. (See Section 9.) Immediate steps shall be taken heavy snow, or freezing rain. (See
Saturated air acceleratingR through R

to exit any area where such icing conditions are inadvertently encountered. icing conditions
Saturated air accelerating through the induction system filter can form ice
O R FareOabove freezing. If induction system icing is
the induction system filter can form ice
F the induction
although ambient temperatures are above freezing. If induction system icing is although ambient temperatures
Alternate air should also T

O when alternate air is selected depending on altitude,
suspected, place the induction air control in the ALTERNATE position. suspected, place air control in the ALTERNATE position.
N
Alternate air should also be selected before entering clouds. Manifold pressure be selected before entering clouds. Manifold pressure
may decrease significantly when alternate air is selected depending on altitude, may decrease significantly
power setting, and other factors. This loss of manifold pressure can exceed 8 power setting, and other factors. This loss of manifold pressure can exceed 8
inches of Hg. when selecting alternate air at cruise power settings during icing inches of Hg. when selecting alternate air at cruise power settings during icing
conditions. If ice is forming on the filter manifold pressure could continue to conditions. If ice is forming on the filter manifold pressure could continue to
deteriorate after selecting alternate air. When manifold pressure stabilizes deteriorate after selecting alternate air. When manifold pressure stabilizes
attempt to regain cruise power with throttle and or RPM adjustments. The attempt to regain cruise power with throttle and or RPM adjustments. The
primary filter may retain ice after leaving icing conditions, making the primary filter may retain ice after leaving icing conditions, making the
selection of PRIMARY induction air impractical until ice melts or sublimates. selection of PRIMARY induction air impractical until ice melts or sublimates.
There are no mechanical uplocks in the landing gear system. In the event There are no mechanical uplocks in the landing gear system. In the event
of a hydraulic system malfunction, check valves should prevent the gear from of a hydraulic system malfunction, check valves should prevent the gear from
extending. However, some hydraulic system malfunctions may cause the gear extending. However, some hydraulic system malfunctions may cause the gear
to free-fall to the gear down position. The true airspeed with gear down is to free-fall to the gear down position. The true airspeed with gear down is
approximately 70% of the gear retracted airspeed for any given power setting. approximately 70% of the gear retracted airspeed for any given power setting.
Allowances for the reduction in airspeed and range should be made when Allowances for the reduction in airspeed and range should be made when
planning extended flight between remote airfields or flight over water. planning extended flight between remote airfields or flight over water.
REPORT: VB-1710 ISSUED:FEBRUARY 23, 1999 REPORT: VB-1710 ISSUED:FEBRUARY 23, 1999
4-32 4-32
SECTION 4 SECTION 4
4.29 DESCENT (4.5k) 4.29 DESCENT (4.5k)

The recommended procedure for descent is to leave the engine controls The recommended procedure for descent is to leave the engine controls
at the cruise settings and increase the airspeed to give the desired rate of at the cruise settings and increase the airspeed to give the desired rate of
descent. Monitor the manifold pressure and adjust to maintain the cruise descent. Monitor the manifold pressure and adjust to maintain the cruise
setting. Leave the mixture leaned to the cruise setting. This will prevent rapid setting. Leave the mixture leaned to the cruise setting. This will prevent rapid
engine cooling which may damage the engine. Should additional rate of engine cooling which may damage the engine. Should additional rate of
descent be required, power can be reduced to 20 in. Hg. while maintaining descent be required, power can be reduced to 20 in. Hg. while maintaining
cabin pressurization. At reduced power maintain at least 1350F TIT in cabin pressurization. At reduced power maintain at least 1350F TIT in
order to keep engine temperatures from cooling too rapidly. If descending order to keep engine temperatures from cooling too rapidly. If descending
with the gear retracted does not provide the desired rate of descent the gear with the gear retracted does not provide the desired rate of descent the gear
may be extended at speeds up to 165 KIAS and the aircraft operated at speeds may be extended at speeds up to 165 KIAS and the aircraft operated at speeds
up to 195 KIAS with the gear extended. This procedure will significantly up to 195 KIAS with the gear extended. This procedure will significantly
Y
increase rate of descent. increase rate of descent.
Shortly after letdown is initiated, set the Cabin Altitude Controller to

N L
Shortly after letdown is initiated, set the Cabin Altitude Controller to
500 feet above the pressure altitude of the landing field. Adjust the rate
E O
500 feet above the pressure altitude of the landing field. Adjust the rate
C
control high enough to allow the cabin to descend to the landing setting control high enough to allow the cabin to descend to the landing setting
before the aircraft descends to that altitude. For normal let down the rate
N
E HT
before the aircraft descends to that altitude. For normal let down the rate
R
knob should be at the nine oclock position. A higher setting should be knob should be at the nine oclock position. A higher setting should be
selected for rapid descents so that the aircraft altitude does not catch up with
E LIG
selected for rapid descents so that the aircraft altitude does not catch up with
F
EAdjust theFwindshield defrost as required during
cabin altitude. cabin altitude.
Set the altimeter. Adjust the windshield defrost as required during

R R
Set the altimeter.
R
O
FO TANDF LANDING (See charts in Section 5) (4.5m)
descent. descent.
NOthe Landing Checklist early in the landing approach.

4.31 APPROACH AND LANDING (See charts in Section 5) (4.5m) 4.31 APPROACH
Accomplish the Landing Checklist early in the landing approach. Accomplish
Seat backs must be fully erect and the seats adjusted and locked in Seat backs must be fully erect and the seats adjusted and locked in
position. Armrests must be stowed and seat belts and shoulder harnesses position. Armrests must be stowed and seat belts and shoulder harnesses
fastened and properly adjusted. The emergency (EMERG) fuel pump should fastened and properly adjusted. The emergency (EMERG) fuel pump should
be ON. Verify that the cabin is depressurized. The fuel selector should be on be ON. Verify that the cabin is depressurized. The fuel selector should be on
the fullest tank. The mixture should be RICH and propeller control should the fullest tank. The mixture should be RICH and propeller control should
be set. The landing gear may be lowered at speeds up to 165 KIAS and the be set. The landing gear may be lowered at speeds up to 165 KIAS and the
flaps at speeds as follows: flaps at speeds as follows:
10 165 KIAS maximum 10 165 KIAS maximum
Set the rudder trim to neutral in prepration for landing. Set the rudder trim to neutral in prepration for landing.
4-33 4-33
SECTION 4 SECTION 4
4.31 APPROACH AND LANDING (4.5m) (Continued) 4.31 APPROACH AND LANDING (4.5m) (Continued)
NOTE NOTE
During landing gear operation, it is normal for During landing gear operation, it is normal for
The air conditioner should be OFF to ensure maximum rate of climb in The air conditioner should be OFF to ensure maximum rate of climb in
the event of a go-around. Pump toe brakes to ensure that the system is the event of a go-around. Pump toe brakes to ensure that the system is
capable of uniform braking during landing rollout. capable of uniform braking during landing rollout.
WARNING WARNING
After pumping several times, if one or both toe After pumping several times, if one or both toe
LY
N
brakes are inoperative, DO NOT attempt brakes are inoperative, DO NOT attempt
landing on a short field. landing on a short field.
E O
Depending on the field length and other factors the following
C
Depending on the field length and other factors the following
N
E HT
procedures are appropriate: procedures are appropriate:
4.31a Normal Technique (4.5m) 4.31a Normal Technique (4.5m) R IG Normally, full flaps are
E flapLsetting.
Landings may be made with any flap setting. Normally, full flaps are Landings may be made with F
E downFthe final approach course at 80 - 85
any
used. The aircraft should be flown down the final approach course at 80 - 85
R (95 R
used. The aircraft should be flown
R
KIAS with full flaps extended (95 KIAS with flaps retracted), and power as KIAS with full flaps extended
O
O T Fto idle. Makeangle.
KIAS with flaps retracted), and power as
50 feet agl, F
required to maintain the desired approach angle. When descending through required to maintain the desired approach When descending through
Oroll.
50 feet agl, reduce power to idle. Make normal landing, and brake as reduce power normal landing, and brake as
required during ground roll.
4.31bShort Field Technique (4.5m)
N
required during ground
4.31bShort Field Technique (4.5m)
For landings on short runways, or runways with adjacent obstructions, For landings on short runways, or runways with adjacent obstructions,
a short field landing technique with full flaps should be used in accordance a short field landing technique with full flaps should be used in accordance
with the Landing Ground Roll Distance or the Landing Distance Over 50 with the Landing Ground Roll Distance or the Landing Distance Over 50
FT Obstacle charts in Section 5. The airplane should be flown down the FT Obstacle charts in Section 5. The airplane should be flown down the
final approach at 78 KIAS with flaps fully extended with power set to final approach at 78 KIAS with flaps fully extended with power set to
produce a normal 3 descent (approximately 400 ft/min) angle. As the produce a normal 3 descent (approximately 400 ft/min) angle. As the
obstacle is cleared, reduce the power to idle and adjust airplane attitude to obstacle is cleared, reduce the power to idle and adjust airplane attitude to
maintain 78 KIAS to the flare point. After touchdown, apply maximum maintain 78 KIAS to the flare point. After touchdown, apply maximum
braking. braking.
4-34 4-34
SECTION 4 SECTION 4
4.33 GO-AROUND (4.5n) 4.33 GO-AROUND (4.5n)

To initiate a go-around from a landing approach, the mixture should be To initiate a go-around from a landing approach, the mixture should be
set to full RICH, the propeller control should be at full INCREASE, and the set to full RICH, the propeller control should be at full INCREASE, and the
throttle should be advanced to full power while the pitch attitude is increased throttle should be advanced to full power while the pitch attitude is increased
to obtain the balked landing climb speed of 80 KIAS. Retract the landing to obtain the balked landing climb speed of 80 KIAS. Retract the landing
gear and slowly retract the flaps when a positive climb is established. Allow gear and slowly retract the flaps when a positive climb is established. Allow
the airplane to accelerate to the best angle of climb speed (81 KIAS) for the airplane to accelerate to the best angle of climb speed (81 KIAS) for
obstacle clearance or to the best rate of climb speed (110 KIAS) if obstacles obstacle clearance or to the best rate of climb speed (110 KIAS) if obstacles
are not a factor. Reset the longitudinal trim as required. are not a factor. Reset the longitudinal trim as required.
4.35 AFTER LANDING (4.5o) 4.35 AFTER LANDING (4.5o)

When clear of the active runway, move the induction air control to
LY
When clear of the active runway, move the induction air control to
N
PRIMARY, retract the flaps, and turn the air conditioner on as desired. PRIMARY, retract the flaps, and turn the air conditioner on as desired.
Turn OFF the radar, emergency (EMERG) fuel pump, and strobe lights.
Turn OFF the landing and taxi lights as required. Turn OFF the landing and taxi lights as required.
E O
Turn OFF the radar, emergency (EMERG) fuel pump, and strobe lights.
4.37 STOPPING ENGINE (4.5p) E

NC T
4.37 STOPPING ENGINE (4.5p)
E G Hequipment and external lights
Rand electrical
Prior to shutdown, all radio and electrical equipment and external lights
should be turned OFF. EF
Prior to shutdown, all radio
L I
should be turned OFF.
R F
R be turned OFF, the propeller control set in
R O
FOdecrease Fin CHT.andIncrease
The air conditioner should be turned OFF, the propeller control set in The air conditioner should
T
the full INCREASE position, and the throttle should be CLOSED until there the full INCREASE position, the throttle should be CLOSED until there
is a decided decrease in CHT. Increase throttle to 1000 rpm. Maintain speed
for approximately 30 seconds to ensure adequate scavenging of turbocharger
is a decided
O throttle to 1000 rpm. Maintain speed
Noil system. Stop the engine by pulling the mixture control back
for approximately 30 seconds to ensure adequate scavenging of
oil system. Stop the engine by pulling the mixture control back to idle cut- turbocharger
off. After the engine stops, both magneto switches, alternator switches, and to idle cut-off. After the engine stops, both magneto switches, alternator
battery master switches must be turned OFF. switches, and battery master switches must be turned OFF.
4-35 4-35
SECTION 4 SECTION 4
4.39 MOORING (4.5q) 4.39 MOORING (4.5q)

If necessary, the airplane should be moved on the ground with the aid of If necessary, the airplane should be moved on the ground with the aid of
the nose wheel tow bar. the nose wheel tow bar.
The parking brake should be set and the aileron and elevator controls The parking brake should be set and the aileron and elevator controls
should be secured by looping the safety belt through the control wheel and should be secured by looping the safety belt through the control wheel and
pulling it snug. The flaps should be fully retracted. Wheel chocks should be pulling it snug. The flaps should be fully retracted. Wheel chocks should be
positioned in place. positioned in place.
Tiedowns can be secured to the wing tiedown rings and to the tail skid. Tiedowns can be secured to the wing tiedown rings and to the tail skid.
The rudder is held in position by its connections to the nose wheel steering The rudder is held in position by its connections to the nose wheel steering
and normally does not have to be secured. and normally does not have to be secured.
Y
4.41 STALLS 4.41 STALLS
The stall characteristics of the Malibu are conventional. An The stall characteristics of the Malibu are conventional. An
N L
approaching stall is indicated by a stall warning horn which is activated
between five and ten knots above stall speed. Mild airframe buffeting and
E O
approaching stall is indicated by a stall warning horn which is activated
between five and ten knots above stall speed. Mild airframe buffeting and
NC T gear extended,
pitching may also precede the stall. pitching may also precede the stall.
The gross weight stalling speed with E

The gross weight stalling speed with power off, landing gear extended,
E R gear H and flaps up, this
power off, landing
G
and full flaps is 58 KIAS. With the landing gear retracted and flaps up, this
F and Fpower.
and full flaps is 58 KIAS. With the landing
I
L stalls can be as great as
retracted
speed is increased to 69 KIAS. Loss of altitude during stalls can be as great as
700 feet, depending on configuration and power.
R RE
speed is increased to 69 KIAS. Loss
700 feet, depending on configuration
of altitude during
R FONOTE
NOTE
FTheOstall Twarning
The stall warning system is inoperative with the
battery and alternator switches OFF. N O
battery and
system is inoperative with the
alternator switches OFF.
During preflight, the stall warning system should be checked by turning During preflight, the stall warning system should be checked by turning
the battery switch on and pressing the stall warning test switch to determine the battery switch on and pressing the stall warning test switch to determine
if the horn is actuated. if the horn is actuated.
4.43 TURBULENT AIR OPERATION 4.43 TURBULENT AIR OPERATION

In keeping with good operating practice used in all aircraft, it is In keeping with good operating practice used in all aircraft, it is
recommended that when turbulent air is encountered or expected, the recommended that when turbulent air is encountered or expected, the
airspeed be reduced to maneuvering speed to reduce the structural loads airspeed be reduced to maneuvering speed to reduce the structural loads
caused by gusts and to allow for inadvertent speed build-ups which may caused by gusts and to allow for inadvertent speed build-ups which may
occur as a result of the turbulence or of distractions caused by the occur as a result of the turbulence or of distractions caused by the conditions.
conditions. (Refer to paragraph 2.3 for maneuvering speeds.) (Refer to paragraph 2.3 for maneuvering speeds.)
4-36 4-36
SECTION 4 SECTION 4
4.45 CABIN PRESSURIZATION SYSTEM 4.45 CABIN PRESSURIZATION SYSTEM

Cabin pressurization system controls, gauges and switches are located to Cabin pressurization system controls, gauges and switches are located to
the right of the pilots control wheel shaft. (Refer to Section 7, Figure 7-39.) the right of the pilots control wheel shaft. (Refer to Section 7, Figure 7-39.)
The cabin pressurization system controls, gauges and switches are as The cabin pressurization system controls, gauges and switches are as
follows: follows:
(a) Cabin Altitude Controller with Rate of Change Control (a) Cabin Altitude Controller with Rate of Change Control
(b) Cabin Pressure Altitude/Differential Pressure/Rate of Climb Gauge (b) Cabin Pressure Altitude/Differential Pressure/Rate of Climb Gauge
(c) Cabin Pressure Dump/Normal Switch (c) Cabin Pressure Dump/Normal Switch
(d) Cabin Pressurization Control (d) Cabin Pressurization Control
Prior to starting engine, check the operation of the cabin pressurization Prior to starting engine, check the operation of the cabin pressurization
control. Note that a firm effort is required to move the lever out of either the control. Note that a firm effort is required to move the lever out of either the
outside air or the pressurized air position. If little effort is required to move the
LY
outside air or the pressurized air position. If little effort is required to move the
N
lever, be suspicious of a broken control cable. If a cable is broken, the air lever, be suspicious of a broken control cable. If a cable is broken, the air
control valve may have failed in either the open or closed position. If failed
open, pressurized flight will not be possible, but unpressurized flight will be
E O
control valve may have failed in either the open or closed position. If failed
open, pressurized flight will not be possible, but unpressurized flight will be
possible. If failed closed, pressurized flight would be possible but should not
N C
possible. If failed closed, pressurized flight would be possible but should not
be attempted, as it would not be possible to bring in fresh air should
E HT
be attempted, as it would not be possible to bring in fresh air should
R
E onLtheIG
contamination occur. contamination occur.
Set cabin altitude (outer scale) on the cabin altitude controller to 500 feet
E F
altitude F
Set cabin altitude (outer scale) cabin altitude controller to 500 feet
begin as the cabinR R willthe remain

above the field pressure altitude before takeoff. (Cabin pressurization will above the field pressure before takeoff. (Cabin pressurization will
R O
FO F
begin as the cabin passes through the altitude selected.) If no further passes through altitude selected.) If no further
T
adjustments are made, cabin altitude will remain at the selected altitude until adjustments are made, cabin altitude at the selected altitude until
NO
maximum cabin differential (5.5 PSI) is reached, at which time the cabin maximum cabin differential (5.5 PSI) is reached, at which time the cabin
altitude will begin to climb until at 25,000 feet aircraft pressure altitude the altitude will begin to climb until at 25,000 feet aircraft pressure altitude the
cabin pressure altitude will be approximately 8000 feet. cabin pressure altitude will be approximately 8000 feet.
4-37 4-37
SECTION 4 SECTION 4
4.45 CABIN PRESSURIZATION SYSTEM (Continued) 4.45 CABIN PRESSURIZATION SYSTEM (Continued)
For flight below an airplane altitude of 12,500 feet, the cabin altitude For flight below an airplane altitude of 12,500 feet, the cabin altitude
control should be left at the takeoff setting. For flight above 12,500 feet, at control should be left at the takeoff setting. For flight above 12,500 feet, at
which point maximum differential will be achieved, smoother operation will which point maximum differential will be achieved, smoother operation will
result by setting the cabin altitude (outer scale) on the cabin altitude result by setting the cabin altitude (outer scale) on the cabin altitude
controller to 500 feet above field elevation for takeoff. Once the cabin has controller to 500 feet above field elevation for takeoff. Once the cabin has
begun to pressurize and the controller has captured isobaric control, reset the begun to pressurize and the controller has captured isobaric control, reset the
aircraft altitude (inner scale) on the cabin altitude controller to 500 feet aircraft altitude (inner scale) on the cabin altitude controller to 500 feet
above the cruise altitude and adjust the cabin rate of climb as desired. The above the cruise altitude and adjust the cabin rate of climb as desired. The
normal 9 oclock position should provide a cabin rate of climb of normal 9 oclock position should provide a cabin rate of climb of
approximately 500 feet per minute. No additional adjustment should be approximately 500 feet per minute. No additional adjustment should be
required prior to descent unless cruise altitude is changed, at which point the required prior to descent unless cruise altitude is changed, at which point the
Y
aircraft altitude (inner scale) should be reset to 500 feet above the new cruise aircraft altitude (inner scale) should be reset to 500 feet above the new cruise
altitude. altitude.
N L
To descend for landing be certain that the selected cabin altitude (outer
E O
To descend for landing be certain that the selected cabin altitude (outer
C
scale) is higher than the pressure altitude of the landing field. Shortly after scale) is higher than the pressure altitude of the landing field. Shortly after
letdown is initiated, set the cabin altitude (outer scale) to 500 feet above the
E HTN
letdown is initiated, set the cabin altitude (outer scale) to 500 feet above the
R
pressure altitude of the landing field and adjust the rate of control high pressure altitude of the landing field and adjust the rate of control high
enough to allow the cabin to descend to the landing setting before the
E LIG
enough to allow the cabin to descend to the landing setting before the
F
E F
aircraft descends to that altitude. For normal letdown the rate knob should aircraft descends to that altitude. For normal letdown the rate knob should
be at the normal 9 oclock position. A higher setting should be selected for
R R
be at the normal 9 oclock position. A higher setting should be selected for
R O
rapid descents so that the aircraft altitude does not catch up with the cabin rapid descents so that the aircraft altitude does not catch up with the cabin
FO T F WARNING
altitude. altitude.
WARNING
Do not land with aircraft pressurized.
NO
Do not land with aircraft pressurized.
To repressurize while in flight push the pressurization control in and set To repressurize while in flight push the pressurization control in and set
the cabin pressure dump/normal switch to NORM. the cabin pressure dump/normal switch to NORM.
4-38 4-38
SECTION 4 SECTION 4
4.47 SUPPLEMENTAL ELECTRIC HEATER 4.47 SUPPLEMENTAL ELECTRIC HEATER

AFTER ENGINE START AFTER ENGINE START
BATT MASTER Switch .................................................................................ON BATT MASTER Switch .................................................................................ON
Alternator Switches ......................................................................................OFF Alternator Switches ......................................................................................OFF
VENT DEFOG Switch ..................................................................................ON VENT DEFOG Switch ..................................................................................ON
Airflow ....................................................................................................CHECK Airflow ....................................................................................................CHECK
Voltmeter ................................................................................LESS than 25 Vdc Voltmeter ................................................................................LESS than 25 Vdc
(increase electrical load as (increase electrical load as
necessary to lower voltage) necessary to lower voltage)
LOW BUS VOLTAGE Annunciator .........................................ILLUMINATED LOW BUS VOLTAGE Annunciator .........................................ILLUMINATED
Electrical Switches ........................................................................................OFF Electrical Switches ........................................................................................OFF
Y
VENT DEFOG Switch .................................................................................OFF VENT DEFOG Switch .................................................................................OFF
Alternator Switches ........................................................................................ON
L
Alternator Switches ........................................................................................ON
N
NOTE NOTE
E O
C
Low voltage monitor system and LOW BUS Low voltage monitor system and LOW BUS
VOLTAGE annunciator must be checked
E HT N
VOLTAGE annunciator must be checked
R
operational before heater operation. operational before heater operation.
VENT/DEFOG BLOWER must be checked
E LIG
VENT/DEFOG BLOWER must be checked
F
E F
operational before heater ground operation. operational before heater ground operation.
R R
VENT DEFOGR
HEATER OPERATION HEATER OPERATION
O
FOHEAT TSwitchF ...............................................................................ON
VENT DEFOG Switch...................................................................................ON Switch...................................................................................ON
NOheat:
AUX CBN HEAT Switch ...............................................................................ON AUX CBN
For maximum heat: For maximum
AIR COND Switch .......................................................................................OFF AIR COND Switch .......................................................................................OFF

CABIN TEMP Control. ....................................................................FULL OUT CABIN TEMP Control. ....................................................................FULL OUT
DEFROST Control ..................................................AS REQUIRED to CLEAR DEFROST Control ..................................................AS REQUIRED to CLEAR
WINDSHIELD; then FULL IN WINDSHIELD; then FULL IN
NOTE NOTE
This unit should be considered primarily as an This unit should be considered primarily as an
auxiliary backup to the standard heating auxiliary backup to the standard heating
system. There is no external control over the system. There is no external control over the
heat produced by the unit. heat produced by the unit.
4-39 4-39
SECTION 4 SECTION 4
4.49 NOISE LEVEL 4.49 NOISE LEVEL

The corrected noise level of this aircraft with a two blade propeller is 74.7 The corrected noise level of this aircraft with a two blade propeller is 74.7
dB(A). as measured per FAR 36 Appendix F. For the three blade propeller, the dB(A). as measured per FAR 36 Appendix F. For the three blade propeller, the
corrected noise level of this aircraft is 79.7 dB(A) as measured per FAR 36 corrected noise level of this aircraft is 79.7 dB(A) as measured per FAR 36
Appendix G. Appendix G.
No determination has been made by the Federal Aviation No determination has been made by the Federal Aviation
Administration that the noise levels of this airplane are or should be Administration that the noise levels of this airplane are or should be
acceptable or unacceptable for operation at, into, or out of, any airport. acceptable or unacceptable for operation at, into, or out of, any airport.
The above statement notwithstanding, the noise level stated above has The above statement notwithstanding, the noise level stated above has
been verified by and approved by the Federal Aviation Administration in been verified by and approved by the Federal Aviation Administration in
noise level test flights conducted in accordance with F.A.R. 36, Noise noise level test flights conducted in accordance with F.A.R. 36, Noise
Standards - Aircraft Type and Airworthiness Certification. This aircraft
LY
Standards - Aircraft Type and Airworthiness Certification. This aircraft
N
model is in compliance with all F.A.R. 36 noise standards applicable to this model is in compliance with all F.A.R. 36 noise standards applicable to this
type. type.
E O
The corrected noise level for this aircraft as measured per ICAO Annex
C
The corrected noise level for this aircraft as measured per ICAO Annex
N
E HT
16, chapter 10 is 83.1 dB(A) for the three blade propeller installation. 16, chapter 10 is 83.1 dB(A) for the three blade propeller installation.
R
E LIG
F
E F
R R R
O
FO T F
NO
4-40 4-40
SECTION 4 SECTION 4
4.50 ICING INFORMATION 4.50 ICING INFORMATION

"THE FOLLOWING WEATHER CONDITIONS MAY BE "THE FOLLOWING WEATHER CONDITIONS MAY BE
CONDUCIVE TO SEVERE IN-FLIGHT ICING" CONDUCIVE TO SEVERE IN-FLIGHT ICING"
Visible rain at temperatures below 0 degrees Celsius ambient air Visible rain at temperatures below 0 degrees Celsius ambient air
temperature. temperature.
Droplets that splash or splatter on impact at temperature below 0 degrees Droplets that splash or splatter on impact at temperature below 0 degrees
Celsius ambient air temperature. Celsius ambient air temperature.
"PROCEDURES FOR EXITING THE SEVERE ICING "PROCEDURES FOR EXITING THE SEVERE ICING
ENVIRONMENT" ENVIRONMENT"
These procedures are applicable to all flight phases from takeoff to These procedures are applicable to all flight phases from takeoff to
landing. Monitor the ambient air temperature. While severe icing may form at
L Y
landing. Monitor the ambient air temperature. While severe icing may form at
N
temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at
temperatures around freezing with visible moisture present. If the visual cues
specified in the Limitations Section of the AFM for identifying severe icing O
temperatures around freezing with visible moisture present. If the visual cues
E
C from Air Traffic Control to
specified in the Limitations Section of the AFM for identifying severe icing
N
conditions are observed, accomplish the following: conditions are observed, accomplish the following:
Immediately request priority handling from Air Traffic Control to
facilitate a route or an altitudeR
E HT
Immediately request priority handling
facilitate a route or an altitude change to exit the severe icing conditions in
E
F FL I G
change to exit the severe icing conditions in
for which the airplaneE

order to avoid extended exposure to flight conditions more severe than those order to avoid extended exposure to flight conditions more severe than those
for which the airplane has been certificated.
R Rand excessive
R maneuvering that may exacerbate control
has been certificated.
Avoid abrupt and excessive maneuvering that may exacerbate control Avoid abrupt
O
O T Fthe autopilot.
F
difficulties. difficulties.
Do not engage the autopilot.
If the autopilot is engaged, hold the control wheel firmly and disengage If N
O
Do not engage
the autopilot is engaged, hold the control wheel firmly and disengage
the autopilot. the autopilot.
If an unusual roll response or uncommanded roll control movement is If an unusual roll response or uncommanded roll control movement is
observed, reduce the angle-of-attack. observed, reduce the angle-of-attack.
Do not extend flaps when holding in icing conditions. Operation with Do not extend flaps when holding in icing conditions. Operation with
flaps extended can result in a reduced wing angle-of-attack, with the possibility flaps extended can result in a reduced wing angle-of-attack, with the possibility
of ice forming on the upper surface further aft on the wing than normal, of ice forming on the upper surface further aft on the wing than normal,
possibly aft of the protected area. possibly aft of the protected area.
If the flaps are extended, do not retract them until the airframe is clear of If the flaps are extended, do not retract them until the airframe is clear of
ice. ice.
Report these weather conditions to Air Traffic Control. Report these weather conditions to Air Traffic Control.
REVISED: JULY 24, 2004 4-41 REVISED: JULY 24, 2004 4-41
SECTION 4 SECTION 4
L Y
O N
C E
N
E HT
R
E LIGLEFT BLANK
F
E F
R R R
O
FO T F
NO
4-42 4-42
SECTION 5 SECTION 5
PA-46-350P, MALIBU PERFORMANCE PA-46-350P, MALIBU PERFORMANCE

SECTION 5 SECTION 5
PERFORMANCE PERFORMANCE

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

5.2 Aircraft Configuration.............................................................. 5-1 5.2 Aircraft Configuration.............................................................. 5-1
Y
5.3 Introduction - Performance and Flight Planning...................... 5-1 5.3 Introduction - Performance and Flight Planning...................... 5-1
5.5 Flight Planning Example .......................................................... 5-3 5.5
N L
Flight Planning Example .......................................................... 5-3
5.7 Performance Graphs ................................................................. 5-9 5.7
O
Performance Graphs .................................................................
E
5-9
C
List of Figures...................................................................... 5-9 List of Figures...................................................................... 5-9
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
5-i 5-i
LY
O N
C E
N
E HT
R
E LIG
F
E F
LEFT BLANK
R R R
O
FO T F
NO
5-ii 5-ii
SECTION 5 SECTION 5
SECTION 5 SECTION 5
PERFORMANCE PERFORMANCE

All of the required (FAA regulations) and complementary performance All of the required (FAA regulations) and complementary performance
information is provided by this section. information is provided by this section.
Performance information associated with those optional systems and Performance information associated with those optional systems and
Y
equipment which require handbook supplements is provided by Section 9 equipment which require handbook supplements is provided by Section 9
(Supplements). (Supplements).
N L
5.2 AIRCRAFT CONFIGURATION 5.2 AIRCRAFT CONFIGURATION
E O
C
Performance depicted in Section 5 is applicable to aircraft equipped with Performance depicted in Section 5 is applicable to aircraft equipped with
ice protection system and weather radar pod.
N
ice protection system and weather radar pod.
T refer to Section 9
E onHperformance,
Supplemnet 3. For the effectE ofRweather G
For the effect of ice protection system on performance, refer to Section 9 For the effect of ice protection system
Section 9 Supplemnet 9 F LI
Supplemnet 3. For the effect of weather radar pod on performance, refer to radar pod on performance, refer to
Section 9 Supplemnet 9
E
R - PERFORMANCE F
5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING
R
5.3 INTRODUCTION
O R AND FLIGHT PLANNING
The performance information presented in this section is based on
FO Flight T
The performance Finformation presented in this section is based on
measured Flight Test Data corrected to I.C.A.O. standard day conditions
and analytically expanded for the various parameters of weight, altitude,
measured
Oexpanded for the various parameters of weight, altitude,
Netc.
and analytically
Test Data corrected to I.C.A.O. standard day conditions
temperature, etc. temperature,

The performance charts are unfactored and do not make any allowance The performance charts are unfactored and do not make any allowance
for varying degrees of pilot proficiency or mechanical deterioration of the for varying degrees of pilot proficiency or mechanical deterioration of the
aircraft. This performance, however, can be duplicated by following the aircraft. This performance, however, can be duplicated by following the
stated procedures in a properly maintained airplane. stated procedures in a properly maintained airplane.
Effects of conditions not considered on the charts must be evaluated by Effects of conditions not considered on the charts must be evaluated by
the pilot, such as the effect of soft or grass runway surface on takeoff and the pilot, such as the effect of soft or grass runway surface on takeoff and
landing performance, or the effect of winds aloft on cruise and range landing performance, or the effect of winds aloft on cruise and range
performance. Endurance can be grossly affected by improper leaning performance. Endurance can be grossly affected by improper leaning
procedures, and inflight fuel flow and quantity checks are recommended. procedures, and inflight fuel flow and quantity checks are recommended.
REMEMBER! To get chart performance, follow the chart procedures. REMEMBER! To get chart performance, follow the chart procedures.
5-1 5-1
SECTION 5 SECTION 5
PERFORMANCE PA-46-350P, MALIBU PERFORMANCE PA-46-350P, MALIBU
5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING 5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING
(CONT.) (CONT.)
The information provided by paragraph 5.5 (Flight Planning Example) The information provided by paragraph 5.5 (Flight Planning Example)
outlines a detailed flight plan using performance charts in this section. Each outlines a detailed flight plan using performance charts in this section. Each
chart includes its own example to show how it is used. chart includes its own example to show how it is used.
WARNING WARNING
Performance information derived by Performance information derived by
extrapolation beyond the limits shown on the extrapolation beyond the limits shown on the
charts should not be used for flight planning charts should not be used for flight planning
purposes. purposes.
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
5-2 5-2
SECTION 5 SECTION 5
5.5 FLIGHT PLANNING EXAMPLE 5.5 FLIGHT PLANNING EXAMPLE

(a) Aircraft Loading (a) Aircraft Loading
The first step in planning the flight is to calculate the airplane The first step in planning the flight is to calculate the airplane
weight and center of gravity by utilizing the information provided by weight and center of gravity by utilizing the information provided by
Section 6 (Weight and Balance) of this handbook. Section 6 (Weight and Balance) of this handbook.
The basic empty weight for the airplane as licensed at the The basic empty weight for the airplane as licensed at the
factory has been entered in Figure 6-5. If any alterations to the factory has been entered in Figure 6-5. If any alterations to the
airplane have been made affecting weight and balance, reference to airplane have been made affecting weight and balance, reference to
the aircraft logbook and Weight and Balance Record (Figure 6-7) the aircraft logbook and Weight and Balance Record (Figure 6-7)
should be made to determine the current basic empty weight of the should be made to determine the current basic empty weight of the
airplane. airplane.
LY
N
Make use of the Weight and Balance Loading Form (Figure 6- Make use of the Weight and Balance Loading Form (Figure 6-
O
11) and the C.G. Range and Weight graph (Figure 6-15) to 11) and the C.G. Range and Weight graph (Figure 6-15) to
E
determine the total weight of the airplane and the center of gravity determine the total weight of the airplane and the center of gravity
position. position.
N C provided, the following
After proper utilization of the information provided, the following
R
After proper utilization of the T in the flight planning
Efor consideration
H
information
weights have been determined for consideration in the flight planning
E LIG
weights have been determined
F
E weight F
example. example.
The landing weight cannot be determined until the weight of

R R
The landing
R cannot be determined until the weight of
O
FO(2) Occupants F (See Section 6.9)
the fuel to be used has been established (refer to item (g) (1). the fuel to be used has been established (refer to item (g) (1).
(1) Basic Empty Weight
(2) Occupants (See Section 6.9)
3156.5 lb
800.0 lb
(1)
O T
Basic Empty Weight 3156.5 lb
800.0 lb
(3) Baggage and Cargo
(4) Fuel (6 lb/gal. x 53.58 gal.)
80.0 lb
321.5 lb
N(4) Fuel (6 lb/gal. x 53.58 gal.)
(3) Baggage and Cargo 80.0 lb
321.5 lb
(5) Ramp Weight 4358.0 lb (5) Ramp Weight 4358.0 lb
(6) Start, Taxi, Weight & Takeoff Fuel -18.0 lb (6) Start, Taxi, Weight & Takeoff Fuel -18.0 lb
(7) Takeoff Weight 4340.0 lb (7) Takeoff Weight 4340.0 lb
(8) Landing Weight (8) Landing Weight
(a)(7) minus (g)(1), (a)(7) minus (g)(1),
(4340.0 lb minus 258.5 lb) 4081.5 lb (4340.0 lb minus 258.5 lb) 4081.5 lb
The takeoff weight is at or below the maximum allowable The takeoff weight is at or below the maximum allowable
weight of 4340 lbs and the weight and balance calculations have weight of 4340 lbs and the weight and balance calculations have
determined the C.G. position within the approved limits. The determined the C.G. position within the approved limits. The
landing weight is at or below the maximum landing weight of landing weight is at or below the maximum landing weight of
4123 lb. 4123 lb.
REVISED: SEPTEMBER 20, 1999 5- 3 REVISED: SEPTEMBER 20, 1999 5- 3
SECTION 5 SECTION 5
5.5 FLIGHT PLANNING EXAMPLE (CONT) 5.5 FLIGHT PLANNING EXAMPLE (CONT)
(b) Takeoff and Landing (b) Takeoff and Landing
Now that the aircraft loading has been determined, all aspects Now that the aircraft loading has been determined, all aspects
of the takeoff and landing must be considered. of the takeoff and landing must be considered.
All of the existing conditions at the departure and destination All of the existing conditions at the departure and destination
airport must be acquired, evaluated and maintained throughout airport must be acquired, evaluated and maintained throughout
the flight. the flight.
Apply the departure airport conditions and takeoff weight to Apply the departure airport conditions and takeoff weight to
the appropriate Takeoff Ground Roll and Takeoff Distance the appropriate Takeoff Ground Roll and Takeoff Distance
(Figures 5-13, 5-15, 5-17 and 5-19) to determine the length of runway (Figures 5-13, 5-15, 5-17 and 5-19) to determine the length of runway
Y
necessary for the takeoff and/or obstacle clearance. necessary for the takeoff and/or obstacle clearance.
The landing distance calculations are performed in the same
N L
O
The landing distance calculations are performed in the same
E
manner using the existing conditions at the destination airport manner using the existing conditions at the destination airport
C
and, when established, the landing weight. and, when established, the landing weight.
The conditions and calculations for the example flight are
E N T required for the
H
The conditions and calculations
R
for the example flight are
IG runway lengths.
E the Lavailable
listed below. The takeoff and landing distances required for the listed below. The takeoff and landing distances
flight have fallen well below the available runway lengths.
E F F
flight have fallen well below
Departure Destination
R R R Departure Destination
O
F(1)(2)OPressure F
Airport Airport Airport Airport
(1) Pressure Altitude 5000 ft 1000 ft
O T Altitude 5000 ft 1000 ft
(3)N
(2) Temperature 20C 25C Temperature 20C 25C
(3) Wind Component (Headwind) 10 KTS 10 KTS Wind Component (Headwind) 10 KTS 10 KTS
(4) Runway Length Available 3400 ft 5000 ft (4) Runway Length Available 3400 ft 5000 ft
(5) Takeoff and Landing (5) Takeoff and Landing
Distance Required 2647 ft* 1870 ft** Distance Required 2647 ft* 1870 ft**
*reference Figure 5-19 *reference Figure 5-19

**reference Figure 5-39 **reference Figure 5-39
SECTION 5 SECTION 5
5.5 FLIGHT PLANNING EXAMPLE (CONT) 5.5 FLIGHT PLANNING EXAMPLE (CONT)
NOTE NOTE
The remainder of the performance charts used The remainder of the performance charts used
in this flight plan example assume a no wind in this flight plan example assume a no wind
condition. The effect of winds aloft must be condition. The effect of winds aloft must be
considered by the pilot when computing climb, considered by the pilot when computing climb,
cruise and descent performance. cruise and descent performance.
(c) Climb (c) Climb
The next step in the flight plan is to determine the necessary The next step in the flight plan is to determine the necessary
climb segment components. climb segment components.
The desired cruise pressure altitude and corresponding cruise
LY
The desired cruise pressure altitude and corresponding cruise
outside air temperature values are the first variables to be
considered in determining the climb components from the Fuel,
O N
outside air temperature values are the first variables to be
considered in determining the climb components from the Fuel,
Time, and Distance to Climb graph (Figure 5-24). After the fuel,
C E
Time, and Distance to Climb graph (Figure 5-24). After the fuel,
N
time, and distance for the cruise pressure altitude and outside air time, and distance for the cruise pressure altitude and outside air
temperature values have been established, apply the existing
R E HT
temperature values have been established, apply the existing
E LIG
conditions at the departure field to graph (Figure 5-24). Now, conditions at the departure field to graph (Figure 5-24). Now,
subtract the values obtained from the graph for the field of
E F F
subtract the values obtained from the graph for the field of
R
departure conditions from those for the cruise pressure altitude. departure conditions from those for the cruise pressure altitude.
R O R
Opressure F
The remaining values are the true fuel, time, and distance The remaining values are the true fuel, time, and distance
components for the climb segment of the flight plan corrected for
Ffield T
components for the climb segment of the flight plan corrected for
O
field pressure altitude and temperature. altitude and temperature.
The following values were determined from the above
instructions in the flight planning example.
N The following values were determined from the above
instructions in the flight planning example.
(1) Cruise Pressure Altitude 20000 ft (1) Cruise Pressure Altitude 20000 ft
(2) Cruise OAT -19 C (2) Cruise OAT -19 C
(3) Fuel to Climb (3) Fuel to Climb
(13.5 gal. minus 5.7 gal.) 7.8 gal.* (13.5 gal. minus 5.7 gal.) 7.8 gal.*
(4) Time to Climb (4) Time to Climb
(18.8min. minus 4.7 min.) 14.1 min.* (18.8min. minus 4.7 min.) 14.1 min.*
(5) Distance to Climb (5) Distance to Climb
(47.6 nautical miles minus 10.1 (47.6 nautical miles minus 10.1
nautical miles) 37.5 nautical miles* nautical miles) 37.5 nautical miles*
5-5 5-5
SECTION 5 SECTION 5
5.5 FLIGHT PLANNING EXAMPLE (cont) 5.5 FLIGHT PLANNING EXAMPLE (cont)
(d) Descent (d) Descent
The descent data will be determined prior to the cruise data to The descent data will be determined prior to the cruise data to
provide the descent distance for establishing the total cruise distance. provide the descent distance for establishing the total cruise distance.
Utilizing the cruise pressure altitude and OAT, determine Utilizing the cruise pressure altitude and OAT, determine
the basic fuel, time, and distance for descent (Figure 5-33). These the basic fuel, time, and distance for descent (Figure 5-33). These
figures must be adjusted for the field pressure altitude and figures must be adjusted for the field pressure altitude and
temperature at the destination airport. To find the necessary temperature at the destination airport. To find the necessary
adjustment values, use the existing pressure altitude and adjustment values, use the existing pressure altitude and
temperature conditions at the destination airport as variables to temperature conditions at the destination airport as variables to
find the fuel, time, and distance values from the graph (Figure 5- find the fuel, time, and distance values from the graph (Figure 5-
33). Now, subtract the values obtained from the field conditions
Y
33). Now, subtract the values obtained from the field conditions
L
N
from the values obtained from the cruise conditions to find the true from the values obtained from the cruise conditions to find the true
O
fuel, time and distance values needed for the descent segment of the fuel, time and distance values needed for the descent segment of the
E
flight plan. flight plan.
N Cbelow.of the graphs for the

E HT
The values obtained by proper utilization of the graphs for the The values obtained by proper utilization
R
descent segment of the example are shown below. descent segment of the example are shown
(8.9 gal. minus 0.5 E IG

(1) Fuel to Descend (1) Fuel to Descend
(8.9 gal. minus 0.5 gal.) 8.4 gal.*
E FF gal.)
L 8.4 gal.*
(2) Time to Descend
R
(2) Time to Descend
R R
O
(25.1 min. minus 1.4 min.) 23.7 min.* (25.1 min. minus 1.4 min.) 23.7 min.*
FO F
(3) Distance to Descend (3) Distance to Descend
nauticalT
(82.4 nautical miles minus 3.6 (82.4 nautical miles minus 3.6
O
(e) Cruise N
nautical miles) 78.8 nautical miles* miles) 78.8 nautical miles*
(e) Cruise
Using the total distance to be traveled during the flight, Using the total distance to be traveled during the flight,
subtract the previously calculated distance to climb and distance to subtract the previously calculated distance to climb and distance to
descend to establish the total cruise distance. Refer to the appro- descend to establish the total cruise distance. Refer to the appro-
priate Textron Lycoming Manual and the Cruise Performance priate Textron Lycoming Manual and the Cruise Performance
Table (refer to page 5-26) when selecting the cruise power setting. Table (refer to page 5-26) when selecting the cruise power setting.
The established pressure altitude and temperature values and the The established pressure altitude and temperature values and the
selected cruise power should now be used to determine the true selected cruise power should now be used to determine the true
airspeed from the Cruise Speed Vs. Altitude graph (Figure 5-27). airspeed from the Cruise Speed Vs. Altitude graph (Figure 5-27).
5-6 5-6
SECTION 5 SECTION 5
Calculate the cruise fuel consumption for the cruise power Calculate the cruise fuel consumption for the cruise power
setting from the information provided by the Textron Lycoming setting from the information provided by the Textron Lycoming
Manual and the Cruise Performance Table (refer to page 5-26). Manual and the Cruise Performance Table (refer to page 5-26).
The cruise time is found by dividing the cruise distance by the The cruise time is found by dividing the cruise distance by the
cruise speed and the cruise fuel is found by multiplying the cruise cruise speed and the cruise fuel is found by multiplying the cruise
fuel consumption by the cruise time. fuel consumption by the cruise time.
The cruise calculations established for the cruise segment of the The cruise calculations established for the cruise segment of the
flight planning example are as follows: flight planning example are as follows:
(1) Total Distance 375 nautical miles (1) Total Distance 375 nautical miles
(2) Cruise Distance (2) Cruise Distance
(e)(1) minus (c)(5) minus (e)(1) minus (c)(5) minus
LY
(d)(3), (375 nautical miles
minus 37.5 nautical miles
(d)(3), (375 nautical miles
O
minus 37.5 nautical miles N
minus 78.8 nautical miles) 258.7 nautical miles
E
minus 78.8 nautical miles)
C
258.7 nautical miles
N
(3) Cruise Power (3) Cruise Power
(lean to peak T.I.T.) Normal cruise power
R E HT
(lean to peak T.I.T.) Normal cruise power
E LIG
(4) Cruise Speed 195 KTS TAS* (4) Cruise Speed 195 KTS TAS*
(5) Cruise Fuel Consumption 18 gph*
F
(5) Cruise Fuel Consumption
E F
18 gph*
R
(6) Cruise Time (6) Cruise Time
(e)(2) divided by (e)(4),
R O R (e)(2) divided by (e)(4),
FO T F
(258.7 nautical miles (258.7 nautical miles
divided by 195 KTS) 1.33 hrs divided by 195 KTS) 1.33 hrs
NO
79.6 min. 79.6 min.
(7) Cruise Fuel (7) Cruise Fuel
(e)(5) multiplied by (e)(6) (e)(5) multiplied by (e)(6)
(18 gph multiplied by 1.33 hrs) 23.88 gal. (18 gph multiplied by 1.33 hrs) 23.88 gal.
(f) Total Flight Time (f) Total Flight Time
The total flight time is determined by adding the time to climb, The total flight time is determined by adding the time to climb,
the time to descend and the cruise time. Remember! The time the time to descend and the cruise time. Remember! The time
values taken from the climb and descent graphs are in minutes and values taken from the climb and descent graphs are in minutes and
must be converted to hours before adding them to the cruise time. must be converted to hours before adding them to the cruise time.
*reference Figure 5-27 and Page 5-26 *reference Figure 5-27 and Page 5-26
SECTION 5 SECTION 5
The flight time required for the flight planning example is shown The flight time required for the flight planning example is shown
below: below:
(1) Total Flight Time (1) Total Flight Time
(c)(4) plus (d)(2) plus (e)(6), (c)(4) plus (d)(2) plus (e)(6),
(0.235 hrs plus 0.395 hrs plus 1.33 hrs) (0.235 hrs plus 0.395 hrs plus 1.33 hrs)
(14.1 min. plus 23.7 min. plus 79.6 min.) 1.96 hrs/117.4 min. (14.1 min. plus 23.7 min. plus 79.6 min.) 1.96 hrs/117.4 min.
(g) Total Fuel Required (g) Total Fuel Required
Determine the total fuel required by adding the fuel for start, Determine the total fuel required by adding the fuel for start,
Y
taxi, and runup (3.0 gal., calculated by allowing 5 minutes of fuel taxi, and runup (3.0 gal., calculated by allowing 5 minutes of fuel
flow at takeoff power), the fuel to climb, the fuel to descend, and
N L
flow at takeoff power), the fuel to climb, the fuel to descend, and
O
the cruise fuel. When the total fuel (in gallons) is determined, the cruise fuel. When the total fuel (in gallons) is determined,
E
multiply this value by 6 lb/gal. to determine the total fuel weight multiply this value by 6 lb/gal. to determine the total fuel weight
used for the flight. used for the flight.
The total fuel calculations for theN

C flight plan are shown
exampleT
The total fuel calculations for the example flight plan are shown
R E H
E LIG
below. below.
E F
Fuel forRStart, Taxi, andF
(1) Total Fuel Required (1) Total Fuel Required
Fuel for Start, Taxi, and Runup plus
R O R Runup plus
FO(43.1 gal. F
(c)(3) plus (d)(1) plus (e)(7), (3 gal. (c)(3) plus (d)(1) plus (e)(7), (3 gal.
T
plus 7.8 gal. plus 8.4 gal. plus 23.88 gal.) 43.08 gal plus 7.8 gal. plus 8.4 gal. plus 23.88 gal.) 43.08 gal
(43.1 gal. multiplied by 6 lb/gal.) 258.5 lb
N O multiplied by 6 lb/gal.) 258.5 lb
SECTION 5 SECTION 5
5.7 PERFORMANCE GRAPHS 5.7 PERFORMANCE GRAPHS
LIST OF FIGURES LIST OF FIGURES
Figure Page Figure Page

No. No. No. No.
5-1 Airspeed Calibration ................................................................ 5-11 5-1 Airspeed Calibration ................................................................ 5-11
5-3 Angle of Bank Vs. Stall Speed................................................. 5-12 5-3 Angle of Bank Vs. Stall Speed................................................. 5-12
5-5 Temperature Conversion .......................................................... 5-13 5-5 Temperature Conversion .......................................................... 5-13
5-7 Pressure Altitude Vs Outside Air Temperature........................ 5-14 5-7 Pressure Altitude Vs Outside Air Temperature........................ 5-14
5-9 Temperature Rise Due To Ram Recovery ................................ 5-15 5-9 Temperature Rise Due To Ram Recovery ................................ 5-15
Y
5-11 Wind Components .................................................................... 5-16 5-11 Wind Components .................................................................... 5-16
5-13 Takeoff Ground Roll, 0 Flaps ................................................. 5-17 5-13
N L
Takeoff Ground Roll, 0 Flaps ................................................. 5-17
5-15 Takeoff Ground Roll, 20 Flaps ............................................... 5-18 5-15
E O
Takeoff Ground Roll, 20 Flaps ............................................... 5-18
C
5-17 Takeoff Distance Over 50 Ft. Obstacle, 0 Flaps ..................... 5-19 5-17 Takeoff Distance Over 50 Ft. Obstacle, 0 Flaps ..................... 5-19
5-19 Takeoff Distance Over 50 Ft. Obstacle, 20 Flaps ................... 5-20 5-19
N
E HT
Takeoff Distance Over 50 Ft. Obstacle, 20 Flaps ................... 5-20
5-21 Rate of Climb ........................................................................... 5-21 5-21
R
Rate of Climb ...........................................................................
E LIG
5-21
F
5-23 Maximum Continuous Power Time, 5-23 Maximum Continuous Power Time,
Fuel, and Distance to Climb (110 KIAS) ................................. 5-22
R E F
Fuel, and Distance to Climb (110 KIAS) ................................. 5-22
5-24 Maximum Continuous Power Time, 5-24
R O R
Maximum Continuous Power Time,
FO T F
Fuel, and Distance to Climb (125 KIAS) ................................. 5-23 Fuel, and Distance to Climb (125 KIAS) ................................. 5-23
5-25 Cruise Climb Time, Fuel, and
NO
5-25 Cruise Climb Time, Fuel, and
Distance to Climb..................................................................... 5-24 Distance to Climb..................................................................... 5-24
5-26 Maximum Manifold Pressure Vs. 5-26 Maximum Manifold Pressure Vs.
Pressure Altitude ...................................................................... 5-25 Pressure Altitude ...................................................................... 5-25
Power Setting Table.................................................................. 5-26 Power Setting Table.................................................................. 5-26
5-27 Cruise Speed Vs. Altitude ........................................................ 5-27 5-27 Cruise Speed Vs. Altitude ........................................................ 5-27
5-29 Range........................................................................................ 5-28 5-29 Range........................................................................................ 5-28
5-31 Endurance................................................................................. 5-29 5-31 Endurance................................................................................. 5-29
5-33 Fuel, Time, and Distance to Descend....................................... 5-30 5-33 Fuel, Time, and Distance to Descend....................................... 5-30
5-35 Glide Time and Distance .......................................................... 5-31 5-35 Glide Time and Distance .......................................................... 5-31
5-37 Balked Landing Climb ............................................................. 5-32 5-37 Balked Landing Climb ............................................................. 5-32
5-39 Landing Distance Over 50 Ft. Obstacle ................................... 5-33 5-39 Landing Distance Over 50 Ft. Obstacle ................................... 5-33
5-41 Landing Ground Roll ............................................................... 5-34 5-41 Landing Ground Roll ............................................................... 5-34
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
E F F
R R R
O
FO T F
NO
5-10 5-10
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
AIRSPEED CALIBRATION
AIRSPEED CALIBRATION
Figure 5-1
Figure 5-1
5-11 5-11
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
ANGLE OF BANK VS. STALL SPEED ANGLE OF BANK VS. STALL SPEED
5-12 5-12
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
TEMPERATURE CONVERSION TEMPERATURE CONVERSION

5-13 5-13
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
PRESSURE ALTITUDE PRESSURE ALTITUDE

VS VS
OUTSIDE AIR TEMPERATURE OUTSIDE AIR TEMPERATURE
5-14 5-14
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
TEMPERATURE RISE DUE TO TEMPERATURE RISE DUE TO

RAM RECOVERY RAM RECOVERY
5-15 5-15
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
WIND COMPONENTS WIND COMPONENTS

5-16 5-16
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
TAKEOFF GROUND ROLL, 0 FLAPS TAKEOFF GROUND ROLL, 0 FLAPS

5-17 5-17
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
TAKEOFF GROUND ROLL, 20 FLAPS TAKEOFF GROUND ROLL, 20 FLAPS

5-18 5-18
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
TAKEOFF DISTANCE OVER 50 FT. OBSTACLE, 0 FLAPS TAKEOFF DISTANCE OVER 50 FT. OBSTACLE, 0 FLAPS
5-19 5-19
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
TAKEOFF DISTANCE OVER 50 FT. OBSTACLE, 20 FLAPS TAKEOFF DISTANCE OVER 50 FT. OBSTACLE, 20 FLAPS
5-20 5-20
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
RATE OF CLIMB RATE OF CLIMB

5-21 5-21
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO

TIME, FUEL, AND DISTANCE TO CLIMB (110 KIAS) TIME, FUEL, AND DISTANCE TO CLIMB (110 KIAS)
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO

TIME, FUEL, AND DISTANCE TO CLIMB (125 KIAS) TIME, FUEL, AND DISTANCE TO CLIMB (125 KIAS)
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
CRUISE CLIMB CRUISE CLIMB

TIME, FUEL, AND DISTANCE TO CLIMB TIME, FUEL, AND DISTANCE TO CLIMB
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
MAXIMUM MANIFOLD PRESSURE MAXIMUM MANIFOLD PRESSURE

Vs. PRESSURE ALTITUDE Vs. PRESSURE ALTITUDE
5-25 5-25
SECTION 5 SECTION 5
POWER SETTING TABLE POWER SETTING TABLE

REFERENCE FIG. 5-27 REFERENCE FIG. 5-27
ASSOCIATED CONDITIONS ASSOCIATED CONDITIONS
RPM Man. Approx. TIT RPM Man. Approx. TIT

Press. Fuel Press. Fuel
Flow Flow
@ 20,000 ft @ 20,000 ft
High Speed Cruise 2500 32" Hg 20 GPH Lean to Peak High Speed Cruise 2500 32" Hg 20 GPH Lean to Peak
Normal Cruise 2500 29 Hg 18 GPH Lean to Peak Normal Cruise 2500 29 Hg 18 GPH Lean to Peak
Y
2400 30" Hg 2400 30" Hg
Economy Cruise 2400 25" Hg 15 GPH Lean to Peak Economy Cruise 2400 25" Hg 15 GPH
N L
Lean to Peak
2200 26" Hg 2200 26" Hg
E O
Long Range Cruise 2200 20" Hg 11 GPH Lean to Peak Long Range Cruise 2200 20" Hg
N T C
11 GPH Lean to Peak
The higher rpm settings should be used R

E H 20,000 ft.
E I G
atF
The higher rpm settings should be used at altitudes above 20,000 ft. at altitudes above
The cruise speeds are shown at mid-cruise weight, 3900 pounds. The speed The cruise speeds are shownE
differential for weight isR0.7 knotsR
FLweight, 3900 pounds. The speed
mid-cruise
differential for weight is 0.7 knots per 100 pounds, faster at lighter weights
O Rweights. F O
per 100 pounds, faster at lighter weights
F
and slower at heavier weights. and slower at heavier
The leaning procedure isT

The leaning procedure is to establish peak T.l.T.
N O to establish peak T.l.T.
*Example: *Example:
Cruise altitude: 20,000 ft Cruise altitude: 20,000 ft
Cruise OAT: -19 C Cruise OAT: -19 C
Cruise power: Normal cruise Cruise power: Normal cruise
Cruise weight: 3900 lb Cruise weight: 3900 lb
Cruise fuel flow: 18 gph Cruise fuel flow: 18 gph
Cruise speed: 195 KTAS Cruise speed: 195 KTAS
*Reference Figure 5-27 *Reference Figure 5-27
5-26 5-26
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
CRUISE SPEED VS. ALTITUDE CRUISE SPEED VS. ALTITUDE

5-27 5-27
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
ISA RANGE ISA RANGE

SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
ISA ENDURANCE ISA ENDURANCE

5-29 5-29
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
FUEL, TIME, AND DISTANCE TO DESCEND FUEL, TIME, AND DISTANCE TO DESCEND
5-30 5-30
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
GLIDE TIME AND DISTANCE GLIDE TIME AND DISTANCE

5-31 5-31
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
BALKED LANDING CLIMB BALKED LANDING CLIMB

5-32 5-32
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
LANDING DISTANCE OVER 50 FT. OBSTACLE LANDING DISTANCE OVER 50 FT. OBSTACLE
SECTION 5 SECTION 5
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
LANDING GROUND ROLL LANDING GROUND ROLL

SECTION 6 SECTION 6
PA-46-350P, MALIBU WEIGHT AND BALANCE PA-46-350P, MALIBU WEIGHT AND BALANCE

SECTION 6 SECTION 6
WEIGHT AND BALANCE WEIGHT AND BALANCE

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

6.3 Airplane Weighing Procedure .................................................. 6-2 6.3 Airplane Weighing Procedure .................................................. 6-2
Y
6.5 Weight and Balance Data and Record ...................................... 6-5 6.5 Weight and Balance Data and Record ...................................... 6-5
6.7 General Loading Recommendations ....................................... 6-9 6.7
N L
General Loading Recommendations ....................................... 6-9
6.9 Weight and Balance Determination for Flight ........................ 6-10 6.9
O
Weight and Balance Determination for Flight ........................ 6-10
E
C
Equipment List (Form 240-0127) ......................... Supplied with Equipment List (Form 240-0127) ......................... Supplied with
aircraft
N
E HT
aircraft
R
paperwork paperwork
F E LIG
R E F
R O R
FO T F
NO
6-i 6-i
LY
O N
C E
N T
E LEFTHBLANK
R
E LIG
F
R E F
R O R
FO T F
NO
6-ii 6-ii
SECTION 6 SECTION 6
SECTION 6 SECTION 6
WEIGHT AND BALANCE WEIGHT AND BALANCE

In order to achieve the performance and flying characteristics which are In order to achieve the performance and flying characteristics which are
designed into the airplane, it must be flown with the weight and center of designed into the airplane, it must be flown with the weight and center of
gravity (C.G.) position within the approved operating range (envelope). gravity (C.G.) position within the approved operating range (envelope).
Although the airplane offers flexibility of loading, it cannot be flown with Although the airplane offers flexibility of loading, it cannot be flown with
the maximum number of adult passengers, full fuel tanks and maximum
LY
the maximum number of adult passengers, full fuel tanks and maximum
baggage. With the flexibility comes responsibility. The pilot must ensure
that the airplane is loaded within the loading envelope before he makes a
O N
baggage. With the flexibility comes responsibility. The pilot must ensure
that the airplane is loaded within the loading envelope before he makes a
takeoff. takeoff.
E
Caircraft. An overloaded airplane
Misloading carries consequences for any aircraft. An overloaded airplane
will not take off, climb or cruise E
Misloading carries consequences for any
N
as well as aT
will not take off, climb or cruise as well as a properly loaded one. The
heavier the airplane is loaded, theR
E LIG H properly loaded one. The
F
heavier the airplane is loaded, the less climb performance it will have. less climb performance it will have.
R Einaanydetermining
F factor in flight characteristics. If the
R
Center of gravity is a determining factor in flight characteristics. If the Center of gravity is
or landing. If R
the C.G. isO
C.G. is too far forward in any airplane, it may be difficult to rotate for takeoff C.G. is too far forward airplane, it may be difficult to rotate for takeoff
takeoffF orO F
or landing. If the C.G. is too far aft, the airplane may rotate prematurely on too far aft, the airplane may rotate prematurely on
takeoff or tend to pitch up during climb. Longitudinal stability will be
reduced. This O
T up during climb. Longitudinal stability will be
tend to pitch
N difficult as the center of gravity moves aft of the approved

reduced. This can lead to inadvertent stalls and even spins; and spin recovery can lead to inadvertent stalls and even spins; and spin recovery
becomes more difficult as the center of gravity moves aft of the approved becomes more
limit. limit.
A properly loaded airplane, however, will perform as intended. Before A properly loaded airplane, however, will perform as intended. Before
the airplane is licensed, a basic empty weight and C.G. location is computed the airplane is licensed, a basic empty weight and C.G. location is computed
(basic empty weight consists of the standard empty weight of the airplane (basic empty weight consists of the standard empty weight of the airplane
plus the optional equipment). Using the basic empty weight and C.G. plus the optional equipment). Using the basic empty weight and C.G.
location, the pilot can determine the weight and C.G. position for the loaded location, the pilot can determine the weight and C.G. position for the loaded
airplane by computing the total weight and moment and then determining airplane by computing the total weight and moment and then determining
whether they are within the approved envelope. whether they are within the approved envelope.
6-1 6-1
SECTION 6 SECTION 6
WEIGHT AND BALANCE PA-46-350P, MALIBU WEIGHT AND BALANCE PA-46-350P, MALIBU
6.1 GENERAL (Continued) 6.1 GENERAL (Continued)

The basic empty weight and C.G. location are recorded in the Weight The basic empty weight and C.G. location are recorded in the Weight
and Balance Data Form (Figure 6-5) and the Weight and Balance Record and Balance Data Form (Figure 6-5) and the Weight and Balance Record
(Figure 6-7). The current values should always be used. Whenever new (Figure 6-7). The current values should always be used. Whenever new
equipment is added or any modification work is done, the mechanic equipment is added or any modification work is done, the mechanic
responsible for the work is required to compute a new basic empty weight responsible for the work is required to compute a new basic empty weight
and C.G. position and to write these in the Aircraft Log Book and the and C.G. position and to write these in the Aircraft Log Book and the
Weight and Balance Record. The owner should make sure that it is done. Weight and Balance Record. The owner should make sure that it is done.
A weight and balance calculation is necessary in determining how much A weight and balance calculation is necessary in determining how much
fuel or baggage can be boarded so as to keep within allowable limits. Check fuel or baggage can be boarded so as to keep within allowable limits. Check
calculations prior to adding fuel to insure against improper loading. calculations prior to adding fuel to insure against improper loading.
The following pages are forms used in weighing an airplane in

L
The following pages are forms used in weighing an airplane in
Y
production and in computing basic empty weight, C.G. position, and useful
load. Note that the useful load includes usable fuel, baggage, cargo and
O N
production and in computing basic empty weight, C.G. position, and useful
load. Note that the useful load includes usable fuel, baggage, cargo and
passengers. Following this is the method for computing takeoff weight and
C E
passengers. Following this is the method for computing takeoff weight and
N
C.G. C.G.
6.3 AIRPLANE WEIGHING PROCEDURE 6.3 AIRPLANE WEIGHING PROCEDURE

R E HT
At the time of licensing, Piper provides each airplane with the basic
F L IG airplane with the basic
At the time of licensing, PiperEprovides each
empty weight and center of gravity location. This data is supplied by Figure
R E F
empty weight and center of gravity location. This data is supplied by Figure
6-5. 6-5.
R O R
The removalO Fof equipment or airplane modifications can
The removal or addition of equipment or airplane modifications can
F empty T
or addition
weighing procedureO
affect the basic empty weight and center of gravity. The following is a affect the basic weight and center of gravity. The following is a
gravity location:N
weighing procedure to determine this basic empty weight and center of to determine this basic empty weight and center of
gravity location:
(a) Preparation (a) Preparation
(1) Be certain that all items checked in the airplane equipment (1) Be certain that all items checked in the airplane equipment
list are installed in the proper location in the airplane. list are installed in the proper location in the airplane.
(2) Remove excessive dirt, grease, moisture, and foreign items (2) Remove excessive dirt, grease, moisture, and foreign items
such as rags and tools, from the airplane before weighing. such as rags and tools, from the airplane before weighing.
(3) Defuel airplane. Then open all fuel drains until all (3) Defuel airplane. Then open all fuel drains until all
remaining fuel is drained. Operate engine on each tank remaining fuel is drained. Operate engine on each tank
until all undrainable fuel is used and engine stops. Then until all undrainable fuel is used and engine stops. Then
add the unusable fuel (2 gallons total, 1 gallon each add the unusable fuel (2 gallons total, 1 gallon each
wing). wing).
6-2 6-2
SECTION 6 SECTION 6
6.3 AIRPLANE WEIGHING PROCEDURE (Continued) 6.3 AIRPLANE WEIGHING PROCEDURE (Continued)
CAUTION CAUTION
Whenever the fuel system is completely drained Whenever the fuel system is completely drained
and fuel is replenished, it will be necessary to and fuel is replenished, it will be necessary to
run the engine for a minimum of three minutes at run the engine for a minimum of three minutes at
1000 rpm on each tank to ensure that no air 1000 rpm on each tank to ensure that no air
exists in the fuel supply lines. exists in the fuel supply lines.
(4) Fill with oil to full capacity. (4) Fill with oil to full capacity.
(5) Place pilot and copilot seats in fifth (5th) notch, aft of (5) Place pilot and copilot seats in fifth (5th) notch, aft of
Y
forward position. Put flaps in the fully retracted position forward position. Put flaps in the fully retracted position
and all control surfaces in the neutral position. Tow bar
L
and all control surfaces in the neutral position. Tow bar
N
O
should be in the proper location and all entrance and should be in the proper location and all entrance and
E
baggage doors closed. baggage doors closed.
(6) Weigh the airplane inside a closed building to prevent

N Cdue atoclosed
(6) Weigh the airplane inside building to prevent
errors in scale readings due to wind.
E HT
errors in scale readings
R
wind.
(b) Leveling (b) Leveling

F E LIG
(1) With the airplane on scales, insert a 3.4-inch spacer on
R E thetheairplane
each ofR
(1) With F on scales, insert a 3.4-inch spacer on
each of the main gear struts and a 3.0-inch spacer on the
O R FnoseOgear strut. main gear struts and a 3.0-inch spacer on the
F T(2) Level airplane (refer to Figure 6-3) deflating (or

nose gear strut.
NO inflating
(2) Level airplane (refer to Figure 6-3) deflating (or
inflating as required) nose wheel tire, to center bubble as required) nose wheel tire, to center bubble
on level. on level.
(c) Weighing - Airplane Basic Empty Weight (c) Weighing - Airplane Basic Empty Weight
(1) With the airplane level and brakes released, record the (1) With the airplane level and brakes released, record the
weight shown on each scale. Deduct the tare, if any, weight shown on each scale. Deduct the tare, if any,
from each reading. from each reading.
6-3 6-3
SECTION 6 SECTION 6
Scale Net Scale Net

Scale Position and Symbol Reading Tare Weight Scale Position and Symbol Reading Tare Weight
Nose Wheel (N) Nose Wheel (N)
Right Main Wheel (R) Right Main Wheel (R)
Left Main Wheel (L) Left Main Wheel (L)
Basic Empty Weight, as Weighed (T) Basic Empty Weight, as Weighed (T)
WEIGHING FORM WEIGHING FORM
(d) Basic Empty Weight Center of Gravity (d) Basic Empty Weight Center of Gravity
LY
(1) The following geometry applies to the airplane when it is
O Nwhen it is
(1) The following geometry applies to the airplane
level. Refer to Leveling paragraph 6.3 (b).
C E
level. Refer to Leveling paragraph 6.3 (b).
E N T
E R IGH
E F FL
R R R
O
FO T F
NO
LEVELING DIAGRAM LEVELING DIAGRAM

SECTION 6 SECTION 6
(2) The basic empty weight center of gravity (as weighed (2) The basic empty weight center of gravity (as weighed
including optional equipment, full oil and unusable fuel) can including optional equipment, full oil and unusable fuel) can
be determined by the following formula: be determined by the following formula:
C.G. Arm = N (A) + (R + L) (B) inches C.G. Arm = N (A) + (R + L) (B) inches
T T
Where:T = N + R + L Where:T = N + R + L
6.5 WEIGHT AND BALANCE DATA AND RECORD 6.5 WEIGHT AND BALANCE DATA AND RECORD
The Basic Empty Weight, Center of Gravity Location and Useful Load The Basic Empty Weight, Center of Gravity Location and Useful Load
Y
listed in Figure 6-5 are for the airplane as licensed at the factory. These listed in Figure 6-5 are for the airplane as licensed at the factory. These
figures apply only to the specific airplane serial number and registration
N L
figures apply only to the specific airplane serial number and registration
O
number shown. number shown.
The basic empty weight of the airplane as licensed at the factory has been
C E
The basic empty weight of the airplane as licensed at the factory has been
entered in the Weight and Balance Record (Figure 6-7). This form is
N
E HT
entered in the Weight and Balance Record (Figure 6-7). This form is
R
provided to present the current status of the airplane basic empty weight and provided to present the current status of the airplane basic empty weight and
a complete history of previous modifications. Any change to the
E LIG
a complete history of previous modifications. Any change to the
F
E F
permanently installed equipment or modification which affects weight or permanently installed equipment or modification which affects weight or
moment must be entered in the Weight and Balance Record.
R R
moment must be entered in the Weight and Balance Record.
R O
FO T F
NO
SECTION 6 SECTION 6
6.5 WEIGHT AND BALANCE DATA AND RECORD (Continued) 6.5 WEIGHT AND BALANCE DATA AND RECORD (Continued)
MODEL PA-46-350P MALIBU MODEL PA-46-350P MALIBU
Airplane Serial Number ______________________ Airplane Serial Number ______________________

Registration Number _________________________ Registration Number _________________________
Date ______________________________________ Date ______________________________________
AIRPLANE BASIC EMPTY WEIGHT AIRPLANE BASIC EMPTY WEIGHT
C.G. Arm C.G. Arm

Weight x (Inches Aft = Moment Weight x (Inches Aft = Moment
Item (Lbs) of Datum) (In-Lbs) Item (Lbs) of Datum)
LY(In-Lbs)
Actual Actual
O N
E
Standard Empty Weight* Computed Standard Empty Weight* Computed
Optional Equipment Optional Equipment
N C
Basic Empty Weight Basic Empty Weight
R E HT
F E fullLoilIGcapacity and 2.0 gallons of
*The standard empty weight includes full oil capacity and 2.0 gallons of
R
*The standard empty weightE F
includes
unusable fuel. unusable fuel.
R O R
AIRPLANE USEFUL LOAD - NORMAL CATEGORY OPERATION
FO TLOAD
AIRPLANE USEFUL F - NORMAL CATEGORY OPERATION
(Ramp Weight) O
(Ramp Weight) - (Basic Empty Weight) = Useful Load
N - (Basic Empty Weight) = Useful Load
(4358 lbs) - ( lbs) = lbs. (4358 lbs) - ( lbs) = lbs.
THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE
FOR THE AIRPLANE AS LICENSED AT THE FACTORY. REFER FOR THE AIRPLANE AS LICENSED AT THE FACTORY. REFER
TO APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS TO APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS
HAVE BEEN MADE. HAVE BEEN MADE.
WEIGHT AND BALANCE DATA FORM WEIGHT AND BALANCE DATA FORM
6-6 6-6
SECTION 6 SECTION 6
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
WEIGHT AND BALANCE RECORD WEIGHT AND BALANCE RECORD

6-7 6-7
SECTION 6 SECTION 6
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
WEIGHT AND BALANCE RECORD (cont) WEIGHT AND BALANCE RECORD (cont)
Figure 6-7 (cont) Figure 6-7 (cont)
6-8 6-8
SECTION 6 SECTION 6
6.7 GENERAL LOADING RECOMMENDATIONS 6.7 GENERAL LOADING RECOMMENDATIONS

For all airplane configurations, it is the responsibility of the pilot in For all airplane configurations, it is the responsibility of the pilot in
command to make sure that the airplane always remains within the allowable command to make sure that the airplane always remains within the allowable
weight vs. center of gravity while in flight. weight vs. center of gravity while in flight.
The following general loading recommendation is intended only as a The following general loading recommendation is intended only as a
guide. The charts, graphs, and instructions should be checked to assure that guide. The charts, graphs, and instructions should be checked to assure that
the airplane is within the allowable weight vs. center of gravity envelope. the airplane is within the allowable weight vs. center of gravity envelope.
(a) Pilot Only (a) Pilot Only
Load rear baggage compartment first. Investigation is required to Load rear baggage compartment first. Investigation is required to
determine the amount of forward baggage and fuel. determine the amount of forward baggage and fuel.
(b) 2 Occupants - Pilot and Passenger in Front (b) 2 Occupants - Pilot and Passenger in Front
Load rear baggage compartment first. Fuel load may be limited by Load rear baggage compartment first. Fuel load may be limited by
forward envelope. forward envelope.
LY
(c) 3 Occupants - 2 in front, 1 in rear (c) 3 Occupants - 2 in front, 1 in rear
O N
E
Fuel and baggage in nose may be limited by forward envelope. Fuel and baggage in nose may be limited by forward envelope.
(d) 4 Occupants - 2 in front, 2 in rear
N
(d) 4 Occupants - 2 in front, 2 in rear
C
Investigation is required to determine optimum fuel and baggage load.
1 inE
T
(e) 5 Occupants - 2 in front, R middle, 2H
IG optimum fuel and baggage load.
E to determine
(e) 5 Occupants - 2 in front, 1 in middle, 2 in rear in rear
F L
E 2Fin middle, 2 in rear
Investigation is required
R
(Note: Placard if installed.) (Note: Placard if installed.)
(f) 6 Occupants - 2 in front, 2 in middle, 2 in rear
With R
(f) 6 Occupants
O R
- 2 in front,
With six occupants, aft passengers weight, fuel and baggage may be
O byTenvelope.
Flimited F Investigation is required to determine optimum
six occupants, aft passengers weight, fuel and baggage may be
O
limited by envelope. Investigation is required to determine optimum
N
fuel and baggage load. (Note: Placard if installed.) fuel and baggage load. (Note: Placard if installed.)
NOTE NOTE
With takeoff loadings falling near the aft limit, it is With takeoff loadings falling near the aft limit, it is
important to check anticipated landing loadings important to check anticipated landing loadings
since fuel burn could result in a final loading since fuel burn could result in a final loading
outside of the approved envelope. outside of the approved envelope.
NOTE NOTE
For all airplane configurations, it is the For all airplane configurations, it is the
responsibility of the pilot in command to make sure responsibility of the pilot in command to make sure
that the airplane always remains within the that the airplane always remains within the
allowable weight vs. center of gravity envelope allowable weight vs. center of gravity envelope
while in flight. while in flight.
Always load the fuel equally between the right and left tanks. Always load the fuel equally between the right and left tanks.
6-9 6-9
SECTION 6 SECTION 6
6.9 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT 6.9 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT
(a) Add the weight of all items to be loaded, except fuel, to the basic (a) Add the weight of all items to be loaded, except fuel, to the basic
empty weight to determine zero fuel weight. empty weight to determine zero fuel weight.
(b) Use the Loading Graph (Figure 6-13) to determine the moment of (b) Use the Loading Graph (Figure 6-13) to determine the moment of
all items to be carried in the airplane. all items to be carried in the airplane.
(c) Add the moment of all items to be loaded to the basic empty weight (c) Add the moment of all items to be loaded to the basic empty weight
moment. moment.
(d) Divide the total moment by the total weight to determine the zero (d) Divide the total moment by the total weight to determine the zero
fuel weight C.G. location. fuel weight C.G. location.
Y
(e) By using the figures of item (a) and item (d) (above), locate a point (e) By using the figures of item (a) and item (d) (above), locate a point
on the C.G. range and weight graph (Figure 6-15). If the point falls
within the C.G. envelope, the loading meets the weight and balance
N L
on the C.G. range and weight graph (Figure 6-15). If the point falls
within the C.G. envelope, the loading meets the weight and balance
requirements. requirements.
E O
(f) Add the weight of the fuel to be loaded to the total weight calcu-
N C
(f) Add the weight of the fuel to be loaded to the total weight calcu-
lated for item (a) to determine ramp weight.
E HT the moment of the
lated for item (a) to determine ramp weight.
(g) Use the loading graph (FigureR

(g) Use the loading graph (Figure 6-13) to determine the moment of the
fuel to be loaded and addFtoEthe totalL IG determined for item (c).
6-13) to determine
fuel to be loaded and add to the total moment determined for item (c).
R Eand momentF of the fuel allowance for engine
moment
(h) Subtract the weight and moment of the fuel allowance for engine
R runup. O
(h) Subtract the weight R
FtheOtotalTmomentF by the total weight to determine takeoff C.G.
start, taxi, and runup. start, taxi, and
(i) Divide the total moment by the total weight to determine takeoff C.G.
(j) Locate the takeoff weight center of gravity on the C.G. Range and
(i) Divide
(j) Locate N
O
the takeoff weight center of gravity on the C.G. Range and
Weight Graph (Figure 6-15). If the point falls within the C.G. Weight Graph (Figure 6-15). If the point falls within the C.G.
envelope, the loading meets the weight and balance requirements. envelope, the loading meets the weight and balance requirements.
(k) Subtract the Estimated Fuel Burnoff from the Takeoff Weight to (k) Subtract the Estimated Fuel Burnoff from the Takeoff Weight to
determine the Landing Weight C.G. determine the Landing Weight C.G.
(l) Locate the landing weight center of gravity on the C.G. Range and (l) Locate the landing weight center of gravity on the C.G. Range and
Weight Graph (Figure 6-15). If the point falls within the C.G. Weight Graph (Figure 6-15). If the point falls within the C.G.
envelope, the loading meets the weight and balance requirements. envelope, the loading meets the weight and balance requirements.
6-10 6-10
SECTION 6 SECTION 6
Arm Aft Arm Aft

Weight of Datum Moment Weight of Datum Moment
(Lb) (Inches) (In.-Lb) (Lb) (Inches) (In.-Lb)
Basic Empty Weight 3156.5 135.33 427169 Basic Empty Weight 3156.5 135.33 427169
Pilot and Front Passenger 320 135.50 43360 Pilot and Front Passenger 320 135.50 43360
Passengers (Center Seats) 340 177.00 60180 Passengers (Center Seats) 340 177.00 60180
Passengers (Rear Seats) 140 218.75 30625 Passengers (Rear Seats) 140 218.75 30625
Baggage (Forward) (100 Lb Limit) 0 88.60 0 Baggage (Forward) (100 Lb Limit) 0 88.60 0
Baggage (Aft) (100 Lb Limit) 80 248.23 19858 Baggage (Aft) (100 Lb Limit) 80 248.23 19858
Zero Fuel Weight (4123 Lb Max.) 4036.5 143.98 581193 Zero Fuel Weight (4123 Lb Max.) 4036.5 143.98 581193
Y
Fuel (120 Gal./720 Lb Max. Usable) 321.5 150.31 48328 Fuel (120 Gal./720 Lb Max. Usable) 321.5 150.31 48328
Ramp Weight (4358 Lb Max.) 4358 144.45 629520 Ramp Weight (4358 Lb Max.) 4358
N L
144.45 629520
O150.31 -2706
Fuel Allowance for Engine Fuel Allowance for Engine
E
Start, Taxi, & Runup Start, Taxi, & Runup
C 144.43 626815
(3 Gal./18 Lb Max.) -18 150.31 -2706 (3 Gal./18 Lb Max.) -18
Takeoff Weight (4340 Lb Max.) 4340 144.43 626815 Takeoff Weight (4340 Lb Max.)
N 4340
T
The center of gravity (C.G.) forRtheEtakeoffH
Eofgraph IG line. Locate this point (144.43)
The center of gravity (C.G.) for the takeoff weight of this sample loading weight of this sample loading
problem is at 144.43 inches aft of the datum line. Locate this point (144.43)
F L
Eenvelope,Fthis loading meets the weight and balance
problem is at 144.43 inches aft the datum
within the weight -R

on the C.G. range and weight graph (Figure 6-15). Since this point falls on the C.G. range and weight (Figure 6-15). Since this point falls
within the weight - C.G. envelope, this loading meets the weight and balance
R
C.G.
O R
O TF
requirements. requirements.
FWeight
Takeoff Weight
Minus Estimated Fuel Burn-off
4340 144.43 626815 Takeoff
O
Ncruise) @ 6.0 Lb/Gal.
4340 144.43 626815
(climb & cruise) @ 6.0 Lb/Gal. -258.50 150.31 -38855 (climb & -258.50 150.31 -38855
Landing Weight 4081.50 144.05 587960 Landing Weight 4081.50 144.05 587960
Locate the center of gravity of the landing weight on the C.G. range and Locate the center of gravity of the landing weight on the C.G. range and
weight graph (Figure 6-15). Since this point falls within the weight - C.G. weight graph (Figure 6-15). Since this point falls within the weight - C.G.
envelope, the loading is acceptable for landing. envelope, the loading is acceptable for landing.
IT IS THE SOLE RESPONSIBILITY OF THE PILOT IN COMMAND IT IS THE SOLE RESPONSIBILITY OF THE PILOT IN COMMAND
TO ENSURE THAT THE AIRPLANE IS LOADED PROPERLY AT ALL TO ENSURE THAT THE AIRPLANE IS LOADED PROPERLY AT ALL
TIMES. TIMES.
SAMPLE LOADING PROBLEM SAMPLE LOADING PROBLEM
(NORMAL CATEGORY) (NORMAL CATEGORY)
SECTION 6 SECTION 6
Arm Aft Arm Aft

Weight of Datum Moment Weight of Datum Moment
(Lb) (Inches) (In.-Lb) (Lb) (Inches) (In.-Lb)
Basic Empty Weight Basic Empty Weight
Pilot and Front Passenger 135.50 Pilot and Front Passenger 135.50
Passengers (Center Seats) 177.00 Passengers (Center Seats) 177.00
Passengers (Rear Seats) 218.75 Passengers (Rear Seats) 218.75
Baggage (Forward) (100 Lb Limit) 88.60 Baggage (Forward) (100 Lb Limit) 88.60
Baggage (Aft) (100 Lb Limit) 248.23 Baggage (Aft) (100 Lb Limit) 248.23
Zero Fuel Weight (4123 Lb Max.) Zero Fuel Weight (4123 Lb Max.)
Fuel (120 Gal./720 Lb Max. Usable) 150.31 Fuel (120 Gal./720 Lb Max. Usable) 150.31
LY
N
Ramp Weight (4358 Lb Max.) Ramp Weight (4358 Lb Max.)
Fuel Allowance for Engine
Start, Taxi, & Runup
Fuel Allowance for Engine
Start, Taxi, & Runup
E O -2706
(3 Gal./18 Lb Max.) -18 150.31 -2706 (3 Gal./18 Lb Max.) -18
N C 150.31
E HTon the C.G. range and

Takeoff Weight (4340 Lb Max.) Takeoff Weight (4340 Lb Max.)
Locate the center of gravity (C.G.) of the takeoff weight on the C.G. range and
weight graph (Figure 6-15). IfFthis
R
E pointLfalls
Locate the center of gravity (C.G.) of the
I Gwithin the weight - C.G.
takeoff weight
E for takeoff.
F
weight graph (Figure 6-15). If this point falls within the weight - C.G.
envelope, the loading is acceptable for takeoff.
R
envelope, the loading is acceptable
R FO R
F TO
Takeoff Weight
Takeoff Weight
Minus EstimatedN O
Fuel Burn-off
(climb & cruise) @ 6.0 Lb/Gal. 150.31 (climb & cruise) @ 6.0 Lb/Gal. 150.31
Landing Weight Landing Weight
Locate the center of gravity of the landing weight on the C.G. range and Locate the center of gravity of the landing weight on the C.G. range and
weight graph (Figure 6-15). If this point falls within the weight - C.G. weight graph (Figure 6-15). If this point falls within the weight - C.G.
envelope, the loading is acceptable for landing. envelope, the loading is acceptable for landing.
IT IS THE SOLE RESPONSIBILITY OF THE PILOT IN COMMAND IT IS THE SOLE RESPONSIBILITY OF THE PILOT IN COMMAND
TO ENSURE THAT THE AIRPLANE IS LOADED PROPERLY AT ALL TO ENSURE THAT THE AIRPLANE IS LOADED PROPERLY AT ALL
TIMES. TIMES.
WEIGHT AND BALANCE LOADING FORM WEIGHT AND BALANCE LOADING FORM
(NORMAL CATEGORY) (NORMAL CATEGORY)
SECTION 6 SECTION 6
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
LOADING GRAPH LOADING GRAPH

6-13 6-13
SECTION 6 SECTION 6
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
C.G. Location (Inches aft of datum) C.G. Location (Inches aft of datum)
C.G. RANGE AND WEIGHT GRAPH C.G. RANGE AND WEIGHT GRAPH
SECTION 7 SECTION 7
PA-46-350P, MALIBU DESCR / OPERATION PA-46-350P, MALIBU DESCR / OPERATION
SECTION 7 SECTION 7
DESCRIPTION AND OPERATION DESCRIPTION AND OPERATION

OF THE AIRPLANE AND ITS SYSTEMS OF THE AIRPLANE AND ITS SYSTEMS
Paragraph Paragraph
Page Page
No. No. No. No.
7.1 The Airplane............................................................................. 7-1 7.1 The Airplane............................................................................. 7-1

7.3 The Airframe ............................................................................ 7-1 7.3 The Airframe ............................................................................ 7-1
7.5 Engine and Propeller ................................................................ 7-2 7.5
LY
Engine and Propeller ................................................................ 7-2
7.6 Air Induction System ............................................................... 7-8 7.6
7.7
O N
Air Induction System ...............................................................
Engine Controls........................................................................
7-8
7-8
E
7.7 Engine Controls........................................................................ 7-8
7.8 Transicoil Engine Monitoring Inst. System (EMIS) ................ 7-10 7.8
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Transicoil Engine Monitoring Inst. System (EMIS) ................ 7-10
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7.9 Hydraulic System ..................................................................... 7-24 7.9 Hydraulic System ..................................................................... 7-24
7.11 Landing Gear............................................................................ 7-26 7.11
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Landing Gear............................................................................ 7-26
7.13 Brake System............................................................................ 7-29 7.13
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Brake System............................................................................ 7-29
7.15 Flight Control System .............................................................. 7-30 7.15
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Flight Control System .............................................................. 7-30
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7.17 Fuel System .............................................................................. 7-31 7.17 Fuel System .............................................................................. 7-31
7.19 Electrical System...................................................................... 7-35 7.19 Electrical System...................................................................... 7-35
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7.21 Instrument Panel....................................................................... 7-42 7.21 Instrument Panel....................................................................... 7-42
7.23 Pitot Static System ................................................................... 7-46 7.23 Pitot Static System ................................................................... 7-46
7.25 Environmental System.............................................................. 7-48 7.25 Environmental System.............................................................. 7-48
7.27 Bleed Air, Conditioning And Pressurization System ............... 7-52 7.27 Bleed Air, Conditioning And Pressurization System ............... 7-52
7.29 Vacuum System ........................................................................ 7-55 7.29 Vacuum System ........................................................................ 7-55
7.31 Cabin Features.......................................................................... 7-58 7.31 Cabin Features.......................................................................... 7-58
7.33 Baggage Area ........................................................................... 7-60 7.33 Baggage Area ........................................................................... 7-60
7.35 Finish........................................................................................ 7-60 7.35 Finish........................................................................................ 7-60
7.37 Stall Warning............................................................................ 7-60 7.37 Stall Warning............................................................................ 7-60
7.39 Emergency Locator Transmitter............................................... 7-61 7.39 Emergency Locator Transmitter............................................... 7-61
7.41 External Power ......................................................................... 7-62 7.41 External Power ......................................................................... 7-62
7.43 Radar ........................................................................................ 7-63 7.43 Radar ........................................................................................ 7-63
7-i 7-i
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LEFT BLANK
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7-ii 7-ii
SECTION 7 SECTION 7
PA-46-350P, MALIBU DESCR/OPERATION PA-46-350P, MALIBU DESCR/OPERATION
SECTION 7 SECTION 7
DESCRIPTION AND OPERATION DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS OF THE AIRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE 7.1 THE AIRPLANE

The PA-46-350P Malibu is a single engine, all metal, retractable landing The PA-46-350P Malibu is a single engine, all metal, retractable landing
gear, low wing, turbocharged airplane. It has a pressurized cabin with gear, low wing, turbocharged airplane. It has a pressurized cabin with
seating for six occupants and two separate luggage compartments. seating for six occupants and two separate luggage compartments.
7.3 THE AIRFRAME 7.3 THE AIRFRAME
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The primary airframe is of aluminum alloy construction, with a steel
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The primary airframe is of aluminum alloy construction, with a steel
combination engine mount - nose gear support structure. The nose cowl is
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combination engine mount - nose gear support structure. The nose cowl is
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also made of aluminum. The rear section of the dorsal fairing is fiberglass. also made of aluminum. The rear section of the dorsal fairing is fiberglass.
The fuselage is an all metal, semi-monocoque structure with flush
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The fuselage is an all metal, semi-monocoque T and
EbondedHdoublers structure with flush
riveted skin. The skin has internally bonded doublers and is butt jointed at
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riveted skin. The skin has internally
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F the pressurized
is butt jointed at
L cabin section, and the tail cone
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all seams not in the airflow direction. There are three basic fuselage sections: all seams not in the airflow direction. There are three basic fuselage sections:
the forward baggage section, the pressurized cabin section, and the tail cone
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the forward baggage section,
R R to maintain pressurization.
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section. The cabin section is sealed to maintain pressurization. section. The cabin section is sealed
The seating arrangement includes two crew seats and four passenger
FOforwardarrangement
The seating
T F includes two crew seats and four passenger
NOwith built-in headrests. An inside baggage area is provided
seats. The forward passenger seats face aft, and all passenger seats have seats. The passenger seats face aft, and all passenger seats have
adjustable backs with built-in headrests. An inside baggage area is provided adjustable backs
aft of the rear passenger seats. aft of the rear passenger seats.
Cabin access is through the main cabin door, located on the left side, aft Cabin access is through the main cabin door, located on the left side, aft
of the wing. The main door is a horizontally split door with retractable steps of the wing. The main door is a horizontally split door with retractable steps
in the lower half. The upper half is held open by a gas spring. A plug type, in the lower half. The upper half is held open by a gas spring. A plug type,
inward releasing, emergency egress door is located on the right side adjacent inward releasing, emergency egress door is located on the right side adjacent
to the aft facing seat. to the aft facing seat.
Windows include a two-piece windshield, pilot and copilot windows, a Windows include a two-piece windshield, pilot and copilot windows, a
storm window in the pilots window, and three passenger windows on each storm window in the pilots window, and three passenger windows on each
side. side.
The forward baggage compartment is unpressurized and has a locking door The forward baggage compartment is unpressurized and has a locking door
on the left side, forward of the wing. on the left side, forward of the wing.
7-1 7-1
SECTION 7 SECTION 7
DESCR/OPERATION PA-46-350P, MALIBU DESCR/OPERATION PA-46-350P, MALIBU
7.3 THE AIRFRAME (Continued) 7.3 THE AIRFRAME (Continued)

The wing is in effect a three section structure. The center section built-up The wing is in effect a three section structure. The center section built-up
main spar extends through the lower fuselage and outboard of each main main spar extends through the lower fuselage and outboard of each main
landing gear. This section has a forward spar and a rear spar which are pin landing gear. This section has a forward spar and a rear spar which are pin
jointed at the fuselage sides. The main landing gear retracts inward into jointed at the fuselage sides. The main landing gear retracts inward into
recesses located aft of the main spar. The outboard section of each wing, to recesses located aft of the main spar. The outboard section of each wing, to
within approximately 18 inches of the tip, is a sealed integral fuel cell. within approximately 18 inches of the tip, is a sealed integral fuel cell.
Portions of the wing structure are adhesively bonded, and skins are butt Portions of the wing structure are adhesively bonded, and skins are butt
jointed and flush riveted for a smooth airfoil surface. jointed and flush riveted for a smooth airfoil surface.
The all-metal flaps are electrically actuated through a mechanical The all-metal flaps are electrically actuated through a mechanical
linkage. The flaps extend aft and down on three tracks and have four linkage. The flaps extend aft and down on three tracks and have four
preselect positions. preselect positions.
The all-metal ailerons are mass balanced and operated by a cable system
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The all-metal ailerons are mass balanced and operated by a cable system
N of the
mounted on the aft wing spar. mounted on the aft wing spar.
main landing gear. The rings, which pivot about their O

Tiedown rings are installed on the bottom of each wing outboard of the Tiedown rings are installed on the bottom of each wing outboard
main landing gear. The rings, which pivot about their forward edge, are
C E forward edge, are
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spring loaded to retract into the lower wing surface when not in use. When spring loaded to retract into the lower wing surface when not in use. When
retracted, a small ring protuberance extends below the wing surface. retracted, a small ring protuberance extends
R Eprotrusion
H Twill extend the ring.
below the wing surface.
FEbalanced G stabilizer and elevator

Applying a slight forward pulling force to the protrusion will extend the ring. Applying a slight forward pulling force to the
fin andIrudder,
The empennage is of conventional fin and rudder, stabilizer and elevator
design with aerodynamic andE
The empennage is of conventional
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of all-metal constructionR
design with aerodynamic and mass balanced control surfaces. Surfaces are
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mass control surfaces. Surfaces are
center-mounted trimR Ooperates to combine anti-servo and trim

of all-metal construction and the single-piece elevator assembly carries a and the single-piece elevator assembly carries a
center-mounted trim tab. This tab operates to combine anti-servo and trim
functions. functions. O
F panels F
tab. This tab
T on the fuselage, wings and empennage are

Various accessO
N or inspection purposes.
Various access panels on the fuselage, wings and empennage are
removable for service or inspection purposes. removable for service
Electrical bonding is provided to ensure good electrical continuity Electrical bonding is provided to ensure good electrical continuity
between components. Lightning strike protection is provided in accordance between components. Lightning strike protection is provided in accordance
with presently accepted practices. Anti-static wicks are provided on trailing with presently accepted practices. Anti-static wicks are provided on trailing
edges of ailerons, elevator and rudder to discharge static electricity that might edges of ailerons, elevator and rudder to discharge static electricity that might
cause avionics interference. cause avionics interference.
7.5 ENGINE AND PROPELLER 7.5 ENGINE AND PROPELLER
ENGINE ENGINE
The Malibu is powered by a Textron Lycoming TIO-540-AE2A engine. The Malibu is powered by a Textron Lycoming TIO-540-AE2A engine.
It is a direct drive, horizontally opposed, overhead valve, fuel injected, air It is a direct drive, horizontally opposed, overhead valve, fuel injected, air
cooled, turbocharged-intercooled engine with variable absolute pressure cooled, turbocharged-intercooled engine with variable absolute pressure
controller. Maximum rated power is 350 HP 2500 rpm and 42.0 in. Hg. controller. Maximum rated power is 350 HP 2500 rpm and 42.0 in. Hg.
7-2 7-2
SECTION 7 SECTION 7
7.5 ENGINE AND PROPELLER (Continued) 7.5 ENGINE AND PROPELLER (Continued)
manifold pressure. Accessories include a starter, two magnetos, a propeller manifold pressure. Accessories include a starter, two magnetos, a propeller
governor, two belt driven alternators, two gear driven vacuum pumps, a belt governor, two belt driven alternators, two gear driven vacuum pumps, a belt
driven air conditioner compressor, an oil filter, and an air/oil separator in driven air conditioner compressor, an oil filter, and an air/oil separator in
the crankcase breather system. the crankcase breather system.
Turbocharging (Figure 7-1) is accomplished by two Garrett - A.I.D. Turbocharging (Figure 7-1) is accomplished by two Garrett - A.I.D.
turbo-compressors, one located on each side of the engine. Turbochargers turbo-compressors, one located on each side of the engine. Turbochargers
extract energy from engine cylinder exhaust gases and use this energy to extract energy from engine cylinder exhaust gases and use this energy to
compress engine induction air. This allows the engine to maintain rated compress engine induction air. This allows the engine to maintain rated
manifold pressure at altitude. When engine induction air is compressed by manifold pressure at altitude. When engine induction air is compressed by
the turbocharger, the air temperature is increased. The elevated air the turbocharger, the air temperature is increased. The elevated air
temperature is reduced by air intercoolers located on each side of the engine. temperature is reduced by air intercoolers located on each side of the engine.
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This aids in engine cooling and improves engine power and efficiency. This aids in engine cooling and improves engine power and efficiency.
Each turbocharger extracts exhaust energy from its respective bank of
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Each turbocharger extracts exhaust energy from its respective bank of
cylinders to pressurize the induction air. Air flows through the induction
inlet louvers into the induction air box, where it is filtered and divided for
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cylinders to pressurize the induction air. Air flows through the induction
inlet louvers into the induction air box, where it is filtered and divided for
distribution to the left and right turbo compressors. At the compressor, air
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distribution to the left and right turbo compressors. At the compressor, air
pressure and temperature are increased. Pressure increases air density
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pressure and temperature are increased. Pressure increases air density
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making a greater mass of air available to the engine cylinders on each intake making a greater mass of air available to the engine cylinders on each intake
stroke. Air then flows through an intercooler where air temperature is
F
stroke. Air then flows through an intercooler where air temperature is
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reduced, further increasing the density of air available to each cylinder. reduced, further increasing the density of air available to each cylinder.
Downstream the intercoolers, air flow joins at the ``Y junction of intake
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Downstream the intercoolers, air flow joins at the ``Y junction of intake
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tubes at the lower back of the engine, then passes through the fuel injector, tubes at the lower back of the engine, then passes through the fuel injector,
into the intake manifold, where it is divided to individual intake pipes into the intake manifold, where it is divided to individual intake pipes
NO
flowing to each cylinder. Metered fuel is injected into the cylinder head, flowing to each cylinder. Metered fuel is injected into the cylinder head,
upstream of the intake valve. After the fuel burns in the cylinder, exhaust upstream of the intake valve. After the fuel burns in the cylinder, exhaust
gases flow into the exhaust manifold and then to turbocharger turbines gases flow into the exhaust manifold and then to turbocharger turbines
where exhaust energy is extracted to drive the compressor. where exhaust energy is extracted to drive the compressor.
Turbo compressed air is throttled across the throttle butterfly valve as Turbo compressed air is throttled across the throttle butterfly valve as
set by the throttle lever. A control system monitors pressure and uses engine set by the throttle lever. A control system monitors pressure and uses engine
oil pressure to automatically position the waste gate valve. The waste gate oil pressure to automatically position the waste gate valve. The waste gate
bleeds excess exhaust gas from the exhaust manifold crossover pipe and out bleeds excess exhaust gas from the exhaust manifold crossover pipe and out
the left exhaust stack, bypassing the turbocharger. Thus the controller the left exhaust stack, bypassing the turbocharger. Thus the controller
automatically maintains manifold pressure. automatically maintains manifold pressure.
The engine is well protected against overboost damage from excessive The engine is well protected against overboost damage from excessive
manifold pressure. The waste gate controller senses manifold pressure and manifold pressure. The waste gate controller senses manifold pressure and
will continually adjust turbocharger output, maintaining the manifold will continually adjust turbocharger output, maintaining the manifold
pressure set by the throttle. The controller automatically protects the engine pressure set by the throttle. The controller automatically protects the engine
7-3 7-3
SECTION 7 SECTION 7
7.5 ENGINE AND PROPELLER (continued) 7.5 ENGINE AND PROPELLER (continued)
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TURBO-INDUCTION SYSTEM TURBO-INDUCTION SYSTEM

7-4 7-4
SECTION 7 SECTION 7
7.5 ENGINE AND PROPELLER (continued) 7.5 ENGINE AND PROPELLER (continued)
from overboost damage by limiting manifold pressure to 42.0 in. Hg. In the from overboost damage by limiting manifold pressure to 42.0 in. Hg. In the
event of a controller malfunction, there is a pressure relief valve on the event of a controller malfunction, there is a pressure relief valve on the
induction manifold which will relieve manifold pressure and prevent an induction manifold which will relieve manifold pressure and prevent an
overboost. overboost.
When descending from altitude, care should be exercised to maintain When descending from altitude, care should be exercised to maintain
engine power and temperatures (oil, CHT). Turbocharger compressors engine power and temperatures (oil, CHT). Turbocharger compressors
supply air for cabin pressurization and power reduction below that supply air for cabin pressurization and power reduction below that
recommended could cause a decrease in cabin pressure. Sudden cooling or recommended could cause a decrease in cabin pressure. Sudden cooling or
gradual extreme cooling of engine cylinders will accelerate engine wear. gradual extreme cooling of engine cylinders will accelerate engine wear.
Follow normal descent procedures described in Section 4. Follow normal descent procedures described in Section 4.
The engine is equipped with a Bendix RSA-10ED1 fuel injection system. The engine is equipped with a Bendix RSA-10ED1 fuel injection system.
An engine-driven fuel pump supplies fuel under pressure to the fuel injection
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An engine-driven fuel pump supplies fuel under pressure to the fuel injection
regulator, which measures air flow and meters the correct proportion of fuel
to a flow divider. The flow divider then directs the fuel to each of the
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regulator, which measures air flow and meters the correct proportion of fuel
to a flow divider. The flow divider then directs the fuel to each of the
individual cylinder injector nozzles. A fuel vent system provides a common
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individual cylinder injector nozzles. A fuel vent system provides a common
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reference vent pressure to the fuel pressure switch, engine-driven fuel pump reference vent pressure to the fuel pressure switch, engine-driven fuel pump
and injection nozzles. The vent source is taken downstream of the
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and injection nozzles. The vent source is taken downstream of the
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E IG12 quart wet sump lubrication
turbochargers to ensure proper vent pressure during turbocharger turbochargers to ensure proper vent pressure during turbocharger
operation. operation.
E F F L
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The engine employs a full pressure, 12 quart wet sump lubrication The engine employs a full pressure,
R sumpFisO
system (Figure 7-3). Maximum endurance flights should begin with 12 system (Figure 7-3). Maximum endurance flights should begin with 12
quarts of oil. The sump is filled through a combination dipstick oil filler cap.
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quarts of oil. The
F
filled through a combination dipstick oil filler cap.
pump and directlyT

Lubricating oil is drawn through the oil sump inlet screen by the engine oil Lubricating oil is drawn through the oil sump inlet screen by the engine oil
pump and directly to the oil cooler and a thermostatic bypass valve. When
engine oil is cold, the thermostatic bypass valve will open allowing oil to flow engine oil N O theto thermostatic
is cold,
the oil cooler and a thermostatic bypass valve. When
bypass valve will open allowing oil to flow
directly to the full flow oil filter bypassing the cooler. As the oil warms up, directly to the full flow oil filter bypassing the cooler. As the oil warms up,
the bypass valve will close thereby forcing more oil to circulate through the the bypass valve will close thereby forcing more oil to circulate through the
cooler prior to entering the oil filter. From the oil filter, the oil passes cooler prior to entering the oil filter. From the oil filter, the oil passes
through an oil pressure relief valve which regulates system oil pressure. The through an oil pressure relief valve which regulates system oil pressure. The
regulated oil is then routed to the waste gate actuator, turbochargers, and regulated oil is then routed to the waste gate actuator, turbochargers, and
through the main oil galleries to the various engine bearings, piston oil through the main oil galleries to the various engine bearings, piston oil
cooling nozzles, valve mechanisms, and moving parts. Gravity returns the oil cooling nozzles, valve mechanisms, and moving parts. Gravity returns the oil
to the sump. to the sump.
The turbochargers are also lubricated by the regulated oil from the The turbochargers are also lubricated by the regulated oil from the
engine system. Oil circulated through the turbochargers is returned to the engine system. Oil circulated through the turbochargers is returned to the
sump by a scavenge pump attached to the hydraulic pump accessory pad. Oil sump by a scavenge pump attached to the hydraulic pump accessory pad. Oil
from the oil pump is also supplied directly to the waste gate control system. from the oil pump is also supplied directly to the waste gate control system.
7-5 7-5
SECTION 7 SECTION 7
7.7 ENGINE CONTROLS (Continued) 7.7 ENGINE CONTROLS (Continued)
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ENGINE OIL SYSTEM SCHEMATIC ENGINE OIL SYSTEM SCHEMATIC

7-6 7-6
SECTION 7 SECTION 7
7.5 ENGINE AND PROPELLER (Continued) 7.5 ENGINE AND PROPELLER (Continued)
Oil temperature and pressure information is available from separate gauges Oil temperature and pressure information is available from separate gauges
located as part of the engine gauge stack. Engine crankcase gases are located as part of the engine gauge stack. Engine crankcase gases are
discharged to an air/oil separator behind the left rear cylinder, and then vented discharged to an air/oil separator behind the left rear cylinder, and then vented
out the left exhaust stack. out the left exhaust stack.
PROPELLER PROPELLER
The propeller is a Hartzell composite, three blade, constant speed unit The propeller is a Hartzell composite, three blade, constant speed unit
with an 80-inch diameter. Constant propeller rotational speed (rpm) is with an 80-inch diameter. Constant propeller rotational speed (rpm) is
maintained by a balance of air load and engine rotational forces. The Hartzell maintained by a balance of air load and engine rotational forces. The Hartzell
propeller governor, mounted on the left front of the engine, pressurizes and propeller governor, mounted on the left front of the engine, pressurizes and
regulates the flow of engine oil to a piston in the propeller dome. The piston regulates the flow of engine oil to a piston in the propeller dome. The piston
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is linked by a sliding rod and fork arrangement to propeller blades. Governor is linked by a sliding rod and fork arrangement to propeller blades. Governor
oil pressure against the piston works to increase propeller blade pitch, thus
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oil pressure against the piston works to increase propeller blade pitch, thus
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decreasing propeller and engine rpm. Centrifugal twisting moments on the decreasing propeller and engine rpm. Centrifugal twisting moments on the
E
propeller blades work to decrease propeller blade pitch and increase rpm. propeller blades work to decrease propeller blade pitch and increase rpm.
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Simple control of the interaction of these and other forces to maintain a Simple control of the interaction of these and other forces to maintain a
constant rpm is provided by the propeller control lever in the cockpit.
N by cableTto the propeller governor,
constant rpm is provided by the propeller control lever in the cockpit.
The propeller control lever, linked by cable to the propeller governor,
determines a wide range of E RErpm.
The propeller control lever, linked
I G H range is more limited
during ground operation.F L lever forward selects increased or
determines a wide range of in-flight rpm. Governor range is more limited in-flight Governor
during ground operation. Pushing the lever forward selects increased or
E lever aft F
R R significantly from that set, regardless of
Pushing the
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higher rpm. Pulling the lever aft selects decreased or lower rpm. When in higher rpm. Pulling the selects decreased or lower rpm. When in
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flight the rpm should not fluctuate significantly from that set, regardless of flight the rpm should not fluctuate
throttle setting.
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throttle setting.
The propeller may be operated within the full range of rpm indicated by
the tachometer, up to the red radial line. In cruise, always use the power N Oup to the red radial line. In cruise, always use the power
The propeller may be operated within the full range of rpm indicated by
the tachometer,
setting charts provided. Avoid exceeding maximum rpm and excessive setting charts provided. Avoid exceeding maximum rpm and excessive
engine stress by moving propeller and throttle levers in smooth deliberate engine stress by moving propeller and throttle levers in smooth deliberate
motions. On cold days during run-up, exercise the propeller several times to motions. On cold days during run-up, exercise the propeller several times to
flow warm oil into the propeller hub. This assures propeller governing for flow warm oil into the propeller hub. This assures propeller governing for
takeoff. takeoff.
7.6 AIR INDUCTION SYSTEM 7.6 AIR INDUCTION SYSTEM
CAUTION CAUTION
Alternate air is unfiltered. Use of alternate air Alternate air is unfiltered. Use of alternate air
during ground or flight operations when dust or during ground or flight operations when dust or
other contaminants are present may result in other contaminants are present may result in
engine damage from particle ingestion. engine damage from particle ingestion.
7-7 7-7
SECTION 7 SECTION 7
7.6 AIR INDUCTION SYSTEM (Continued) 7.6 AIR INDUCTION SYSTEM (Continued)
The engine air induction system receives ram air through forward facing The engine air induction system receives ram air through forward facing
ram air louvers located on the lower cowl below the propeller. Air enters ram air louvers located on the lower cowl below the propeller. Air enters
these louvers and flows through a removable air filter mounted adjacent to these louvers and flows through a removable air filter mounted adjacent to
the louvers. The filter removes dust and other foreign matter from the the louvers. The filter removes dust and other foreign matter from the
induction air. However, in the event the ram air louvers or the filter should induction air. However, in the event the ram air louvers or the filter should
become obstructed by ice or other causes, the pilot must manually select become obstructed by ice or other causes, the pilot must manually select
alternate air to provide air to the engine. This alternate air control is located alternate air to provide air to the engine. This alternate air control is located
on the center console just below engine control quadrant. When the on the center console just below engine control quadrant. When the
induction air lever is up, or on primary air, the engine is operating on filtered induction air lever is up, or on primary air, the engine is operating on filtered
air drawn through the forward facing ram air louvers. When the lever is air drawn through the forward facing ram air louvers. When the lever is
down, or on alternate air, the engine is operating on unfiltered air, drawn down, or on alternate air, the engine is operating on unfiltered air, drawn
through the aft facing louvers immediately aft of the ram air louvers. Since through the aft facing louvers immediately aft of the ram air louvers. Since
the alternate air bypasses the air filter, alternate air should never be used
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the alternate air bypasses the air filter, alternate air should never be used
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during ground operations, except for checking its operation. during ground operations, except for checking its operation.
Application of alternate air will result in a loss of manifold pressure
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Application of alternate air will result in a loss of manifold pressure
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when operating with a combination of high altitude and low RPM where the when operating with a combination of high altitude and low RPM where the
turbocharger wastegate is closed. Loss of manifold pressure of up to 8
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turbocharger wastegate is closed. Loss of manifold pressure of up to 8
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inches Hg can result at maximum continious power, with a possible greater inches Hg can result at maximum continious power, with a possible greater
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reduction resulting at cruise power settings. Some of this manifold pressure reduction resulting at cruise power settings. Some of this manifold pressure
loss may be recovered with throttle and / or RPM adjustment.
7.7 ENGINE CONTROLSE
F
loss may be recovered with throttle and / or RPM adjustment.
F
7.7 ENGINE CONTROLS
The engine is R
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The engine is controlled by throttle, propeller and mixture control
O controlF
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controlled by throttle, propeller and mixture control
levers, located on the control quadrant on the lower central instrument panel
F
levers, located on the
T utilize teflon-lined control cables to reduce
quadrant on the lower central instrument panel
(Figure 7-5). The controls utilize teflon-lined control cables to reduce
friction and binding. The throttle lever is used to control engine power by
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friction and binding.O
(Figure 7-5). The controls
The throttle lever is used to control engine power by
simultaneously moving the butterfly valve in the fuel-air control unit and the simultaneously moving the butterfly valve in the fuel-air control unit and the
variable absolute pressure controller, thus adjusting manifold pressure. The variable absolute pressure controller, thus adjusting manifold pressure. The
throttle lever incorporates a gear-up warning horn switch, which is activated throttle lever incorporates a gear-up warning horn switch, which is activated
during the last portion of travel of the throttle lever to the low power during the last portion of travel of the throttle lever to the low power
position. If the landing gear is not locked down, the horn will sound until the position. If the landing gear is not locked down, the horn will sound until the
gear is down and locked, or until the power setting is increased. This is a gear is down and locked, or until the power setting is increased. This is a
safety feature to warn the pilot of an inadvertent gear-up landing. All safety feature to warn the pilot of an inadvertent gear-up landing. All
throttle operations should be made with a smooth, deliberate movement to throttle operations should be made with a smooth, deliberate movement to
prevent unnecessary engine wear or damage and to allow time for the prevent unnecessary engine wear or damage and to allow time for the
turbocharger speed to stabilize. turbocharger speed to stabilize.
7-8 7-8
SECTION 7 SECTION 7
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CONTROL PEDESTAL CONTROL PEDESTAL

7-9 7-9
SECTION 7 SECTION 7

The friction adjustment lever, located on the far left of the control The friction adjustment lever, located on the far left of the control
quadrant, may be adjusted to increase or decrease the friction holding the quadrant, may be adjusted to increase or decrease the friction holding the
throttle, propeller and mixture controls. throttle, propeller and mixture controls.
The propeller control lever is used to adjust engine speed (rpm) at the The propeller control lever is used to adjust engine speed (rpm) at the
propeller governor. Propeller speed controls power availability, which is propeller governor. Propeller speed controls power availability, which is
increased by increasing rpm when the lever is moved forward. The lever is increased by increasing rpm when the lever is moved forward. The lever is
moved aft to reduce rpm. Propeller operations should be smooth and moved aft to reduce rpm. Propeller operations should be smooth and
deliberate to avoid unnecessary wear. deliberate to avoid unnecessary wear.
The mixture control lever is used to adjust the fuel-to-air ratio at the The mixture control lever is used to adjust the fuel-to-air ratio at the
fuel-air control unit. Full forward is rich mixture. Normal engine shutdown fuel-air control unit. Full forward is rich mixture. Normal engine shutdown
is accomplished by placing the mixture in the full aft position. is accomplished by placing the mixture in the full aft position.
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7.8 TRANSICOIL ELECTRONIC MODULE INSTRUMENT SYSTEM 7.8 TRANSICOIL ELECTRONIC MODULE INSTRUMENT SYSTEM
(EMIS) (EMIS)
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The Transicoil Electronic Module Instruments System (EMIS) is a The Transicoil Electronic Module Instruments System (EMIS) is a
precision microprocessor based instrument with analog and digital format
E HTN
precision microprocessor based instrument with analog and digital format
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displays of engine related instruments (see Figure 7-7). The EMIS can be displays of engine related instruments (see Figure 7-7). The EMIS can be
divided into two parts: 1) The enhanced digital indicator (EDI) display and 2)
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divided into two parts: 1) The enhanced digital indicator (EDI) display and 2)
F
E crystal Fdisplays (LCD) with three lines each
the dual analog instrument modules. the dual analog instrument modules.
The EDI contains two liquid crystal displays (LCD) with three lines each
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The EDI contains two liquid
R R the top line is dedicated to engine
O
FOindicator Fwhile the middle line will digitally display a
for display. In the instrument mode, the top line is dedicated to engine for display. In the instrument mode,
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manifold pressure and RPM, while the middle line will digitally display a manifold pressure and RPM,
selected analog indicator reading. The LCD's are backlit for use in low
ambient light conditions and contain heaters for low temperature operation.
selected analog
N O and contain heaters for low temperature operation.
ambient light conditions
reading. The LCD's are backlit for use in low
Below the EDI is a vertical stack of dual analog instrument modules, which Below the EDI is a vertical stack of dual analog instrument modules, which
display (going top to bottom/left to right), Manifold Pressure (MAP), Propeller display (going top to bottom/left to right), Manifold Pressure (MAP), Propeller
(RPM), Turbine Inlet Temperature (TIT), Fuel Flow (FF), Oil Temperature (RPM), Turbine Inlet Temperature (TIT), Fuel Flow (FF), Oil Temperature
(OT), Oil Pressure (OP), Cylinder Head Temperature (CHT), Vacuum System (OT), Oil Pressure (OP), Cylinder Head Temperature (CHT), Vacuum System
Pressure (VAC), and Left/Right Fuel Quantity (F QTY). Each indicator Pressure (VAC), and Left/Right Fuel Quantity (F QTY). Each indicator
displays its respective engine parameter on the analog dial and provides digital displays its respective engine parameter on the analog dial and provides digital
data for the EDI. The face of each analog instrument consists of a parallax free data for the EDI. The face of each analog instrument consists of a parallax free
dial, a select button, and two status lights. Pressing the select button of a dial, a select button, and two status lights. Pressing the select button of a
particular analog indicator causes that parameter to be digitally displayed in the particular analog indicator causes that parameter to be digitally displayed in the
middle line of the EDI and its corresponding green status light to illuminate. middle line of the EDI and its corresponding green status light to illuminate.
7-10 7-10
SECTION 7 SECTION 7
Each analog indicator also has a red status light which illuminates when a red Each analog indicator also has a red status light which illuminates when a red
line limitation exceedance has occurred. Each fuel quantity indicator has an line limitation exceedance has occurred. Each fuel quantity indicator has an
amber "low fuel" status light in place of red, which illuminates with 5 gallons amber "low fuel" status light in place of red, which illuminates with 5 gallons
or less of usable fuel indicated. or less of usable fuel indicated.
The enhanced digital indicator (EDI) has the capability to display the following The enhanced digital indicator (EDI) has the capability to display the following
modes of operation. modes of operation.
1. Instrument Mode 1. Instrument Mode

2. % Power Mode 2. % Power Mode
3. Fuel Posting Mode 3. Fuel Posting Mode
4. Fuel Loading Mode 4. Fuel Loading Mode
5. Exceeding Review Mode 5. Exceeding Review Mode
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During normal operation, the following sequence of events will be initiated
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During normal operation, the following sequence of events will be initiated
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during power up to verify proper operation. First an automatic self test during power up to verify proper operation. First an automatic self test
sequence is initiated by the EDI. This consists of:
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sequence is initiated by the EDI. This consists of:
1. All analog indicators in each module will be driven clockwise
to the 9 o'clock positionE
1. All analog indicators in each
R T 7 seconds.
module will be driven clockwise
H
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to the 9 o'clock position for approximately 7 seconds. for approximately
illuminate. F
2. All analog indicator status lights (red/yellow and green) will 2. All analog indicator status lights (red/yellow and green) will
illuminate.
R E alarms F
3. All external alarms will be activated for about 2 seconds at
R
3. All external
O R will be activated for about 2 seconds at
FO energized.F Note: The lastthedigitEDIof theDigital

the end of the self-test cycle. the end of the self-test cycle.
4. All active segments of the EDI Digital Displays will be 4. All
Tactive segments of Displays will be
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energized. Note: The last digit of the RPM display is a fixed RPM display is a fixed
zero. zero.
If the operator wants to bypass the self-test sequence on a particular If the operator wants to bypass the self-test sequence on a particular
indicator, the associated select button may be pressed and released as the indicator, the associated select button may be pressed and released as the
analog pointer reaches the 9 o'clock position. The selected indicator(s) will analog pointer reaches the 9 o'clock position. The selected indicator(s) will
display current sensor readings while the rest of the EMIS stack will complete display current sensor readings while the rest of the EMIS stack will complete
the self-test cycle. the self-test cycle.
After initial system power up, an indicator self-test can be performed by After initial system power up, an indicator self-test can be performed by
pressing the adjacent select button of the indicator for two seconds. The pressing the adjacent select button of the indicator for two seconds. The
indicator's pointer will drive to 9 o'clock and both status lights will illuminate. indicator's pointer will drive to 9 o'clock and both status lights will illuminate.
Continue to press the select button (approximately 5 additional seconds) and Continue to press the select button (approximately 5 additional seconds) and
the audible alarm will sound. The audible alarm will remain activated until the the audible alarm will sound. The audible alarm will remain activated until the
select button is released. During this test the digital display will continue to select button is released. During this test the digital display will continue to
display the actual indicator value. display the actual indicator value.
7-11 7-11
SECTION 7 SECTION 7
(EMIS) (CONT'D) (EMIS) (CONT'D)
After the self-test is complete, the EDI will automatically display the After the self-test is complete, the EDI will automatically display the
MAP, RPM, TIT, FF and OAT in the LCD windows. NOTE: Any exceedances MAP, RPM, TIT, FF and OAT in the LCD windows. NOTE: Any exceedances
that have previously been recorded must be called up manually by the operator. that have previously been recorded must be called up manually by the operator.
To post the digital reading of a different analog instrument, momentarily To post the digital reading of a different analog instrument, momentarily
press the select button adjacent to that analog indicator. The selected analog press the select button adjacent to that analog indicator. The selected analog
indicator will have it's "GREEN" status light illuminated. The left and right indicator will have it's "GREEN" status light illuminated. The left and right
analog indicators can only be posted in their corresponding middle left and analog indicators can only be posted in their corresponding middle left and
middle right EDI digital displays. The EDI digital display can be "blanked" at middle right EDI digital displays. The EDI digital display can be "blanked" at
the operators discretion by pressing the "BLK" button located on the EDI the operators discretion by pressing the "BLK" button located on the EDI
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display unit. To exit this mode, select any analog indicator from the EMIS display unit. To exit this mode, select any analog indicator from the EMIS
system stack or select any other function (fuel management, % power, etc.)
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system stack or select any other function (fuel management, % power, etc.)
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Note: Note:
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C
Since the push button designated for blanking Since the push button designated for blanking
the display has secondary functions during the
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E HT
the display has secondary functions during the
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limitation exceedance review, fuel management limitation exceedance review, fuel management
mode and fuel loading mode, the display
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mode and fuel loading mode, the display
F
E F
blanking function is disabled during these blanking function is disabled during these
modes of operation.
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modes of operation.
R R
O
FIfandO Foccurs, the blank mode will end
Note: Note:
If an exceedance occurs, the blank mode will end
T
an exceedance
O
N
and the exceedance will automatically be posted. the exceedance will automatically be posted.
Prior to engine start, a new fuel loading can be entered into the EDI by Prior to engine start, a new fuel loading can be entered into the EDI by
selecting the fuel posting mode. This is done by pressing the "S" button on the selecting the fuel posting mode. This is done by pressing the "S" button on the
left side of the display. Once in the fuel posting mode, enter the fuel loading left side of the display. Once in the fuel posting mode, enter the fuel loading
mode by simultaneously pressing the "S" and "Up Arrow" buttons (Figure 7-15 mode by simultaneously pressing the "S" and "Up Arrow" buttons (Figure 7-15
and 7-17). The digital display will show "000" or present fuel remaining with and 7-17). The digital display will show "000" or present fuel remaining with
the left most digit flashing. Pressing the "UP ARROW" button will increment the left most digit flashing. Pressing the "UP ARROW" button will increment
the flashing digit up while the "DOWN ARROW" will increment the flashing the flashing digit up while the "DOWN ARROW" will increment the flashing
digit down. Pressing "T" button will toggle between flashing parameter digits. digit down. Pressing "T" button will toggle between flashing parameter digits.
This sequence is repeated until the new fuel loading is displayed in the EDI This sequence is repeated until the new fuel loading is displayed in the EDI
window. To enter this fuel load into memory, depress the "S" button on the left window. To enter this fuel load into memory, depress the "S" button on the left
side of the display. At this point the EDI will return to the fuel posting mode side of the display. At this point the EDI will return to the fuel posting mode
automatically. automatically.
7-12 7-12
SECTION 7 SECTION 7
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O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
FIGURE 7-7 FIGURE 7-7

Transicoil Electronic Module Instrument System (EMIS) Transicoil Electronic Module Instrument System (EMIS)
7-13 7-13
SECTION 7 SECTION 7
Note: Note:
During fuel loading entry sequence, the three During fuel loading entry sequence, the three
digits must display 120 gallons or less at all digits must display 120 gallons or less at all
times to permit fuel load entry into the EDI. times to permit fuel load entry into the EDI.
If the fuel tanks are filled to max capacity (120 gallons usable), the pre-set If the fuel tanks are filled to max capacity (120 gallons usable), the pre-set
full fuel value can be entered by depressing the "E" button while in the fuel full fuel value can be entered by depressing the "E" button while in the fuel
entry mode (Figure 7-17). entry mode (Figure 7-17).
To manually enter the fuel posting mode, momentarily depress the fuel To manually enter the fuel posting mode, momentarily depress the fuel
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button located at the top left position of the EDI. If a fuel quantity had been button located at the top left position of the EDI. If a fuel quantity had been
previously entered into the fuel computer, the fuel remaining will be posted in
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previously entered into the fuel computer, the fuel remaining will be posted in
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gallons (Figure 7-15). Other parameters shown on this page include, Endurance gallons (Figure 7-15). Other parameters shown on this page include, Endurance
E
(ENDUR), Nautical Miles Per Gallon (NMPG), Total Fuel Used (USE), (ENDUR), Nautical Miles Per Gallon (NMPG), Total Fuel Used (USE),
Gallons To Destination (GAL TO DEST) and Gallons At Destination (GAL
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Gallons To Destination (GAL TO DEST) and Gallons At Destination (GAL
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AT DEST). AT DEST).
R T monitor. This
Eis a fuelHimbalance
FE ofFlight IG
Another feature provided by the EMIS is a fuel imbalance monitor. This Another feature provided by the EMIS
monitor will illuminate a fuel imbalance light (after 60 second delay) in the
annunciator cluster when a E
monitor will illuminate a fuel imbalance
Lgallons
(after 60 second delay) in the
and right fuel tanks. R

R
annunciator cluster when a difference of 10 gallons is detected between left difference 10 is detected between left
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and right fuel tanks. As soon as the fuel imbalance is corrected, the As soon as the fuel imbalance is corrected, the
annunciator will extinguish.
AnotherF
O the EDI
annunciator will extinguish.
feature of T
F is the percent power mode (Figure 7-13). To
Another feature of the EDI is the percent power mode (Figure 7-13). To
O depress the percent power (% PWR) button
(middle button N
enter this mode, momentarily depress the percent power (% PWR) button enter this mode, momentarily
(middle button on the right side of the EDI). This will bring up the percent on the right side of the EDI). This will bring up the percent
power page with the following parameters listed. Manifold Pressure (MAP), power page with the following parameters listed. Manifold Pressure (MAP),
RPM, Approximate Fuel Flow (~FF) and Percent Power (% PWR). A desired RPM, Approximate Fuel Flow (~FF) and Percent Power (% PWR). A desired
percent power setting can be chosen by depressing the up and down arrow keys percent power setting can be chosen by depressing the up and down arrow keys
on the left side of the display. The percent power range can be selected from on the left side of the display. The percent power range can be selected from
45% to 80% in 5% increments. 45% to 80% in 5% increments.
SECTION 7 SECTION 7
As percent power is changed, a suggested approximate value for manifold As percent power is changed, a suggested approximate value for manifold
pressure and fuel flow will be displayed. If a different RPM is desired, the set pressure and fuel flow will be displayed. If a different RPM is desired, the set
button can be depressed to toggle the active parameter to the RPM display, and button can be depressed to toggle the active parameter to the RPM display, and
the up/down arrow buttons can be used to vary the RPM in 100 RPM the up/down arrow buttons can be used to vary the RPM in 100 RPM
increments. This variation in RPM changes expected values of MAP and Fuel increments. This variation in RPM changes expected values of MAP and Fuel
Flow accordingly. Once the desired percent power and RPM combination are Flow accordingly. Once the desired percent power and RPM combination are
chosen, press the set button until neither parameter is active (flashing). With chosen, press the set button until neither parameter is active (flashing). With
neither parameter active, the unit can be returned to the instrument mode by neither parameter active, the unit can be returned to the instrument mode by
pressing the instrument button (INST). pressing the instrument button (INST).
As part of the instrument mode, the outside air temperature (OAT) is As part of the instrument mode, the outside air temperature (OAT) is
displayed in the lower left. This temperature display can be cycled from displayed in the lower left. This temperature display can be cycled from
degrees fahrenheit (F) to degrees Celsius (C) by momentary selection of the degrees fahrenheit (F) to degrees Celsius (C) by momentary selection of the
set button located on the lower right of the EDI display. set button located on the lower right of the EDI display.
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In addition to engine parameter, OAT, Percent Power and Fuel
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In addition to engine parameter, OAT, Percent Power and Fuel
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Management functions, the EMIS Micro Processor provides automatic Management functions, the EMIS Micro Processor provides automatic
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exceedance warning and exceedance event recording. When a limitation exceedance warning and exceedance event recording. When a limitation
exceedance is detected, the following sequence of events occur:
N T select that analog
exceedance is detected, the following sequence of events occur:
Eautomatically
1. The EDI digital will automatically select that analog
indicator and post R
1. The EDI digital will
E G H
F display. LI
indicator and post the peak exceedance value in flashing the peak exceedance value in flashing
digits on digital display.
E indicator
digits on digital
R F "RED" or "AMBER" status light
2. The analog indicator "RED" or "AMBER" status light 2. The analog
R FO R
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will illuminate and remain on until the unit is no longer in will illuminate and remain on until the unit is no longer in
exceedance.
F 3. AnT audible alarm will sound and the EDI display will
exceedance.
3. An audible alarm will sound and the EDI display will
flash until the operator acknowledges each exceedance O until the operator acknowledges each exceedance
Nflash
instrument. instrument.
For the duration of the exceedance (up to 10 minutes), the EDI will record For the duration of the exceedance (up to 10 minutes), the EDI will record
the exceedance peak value, average value, and lapse time of the exceedance. If the exceedance peak value, average value, and lapse time of the exceedance. If
more than one exceedance occurs simultaneously, all will be recorded with more than one exceedance occurs simultaneously, all will be recorded with
only the last exceedance being displayed. The operator must acknowledge only the last exceedance being displayed. The operator must acknowledge
each exceedance to mute the audible alarm. Acknowledgement of each each exceedance to mute the audible alarm. Acknowledgement of each
exceedance can be random. exceedance can be random.
Note: Note:
Lower limit exceedance recording and alarms for Lower limit exceedance recording and alarms for
the VAC vacuum and OP (oil pressure) analog the VAC vacuum and OP (oil pressure) analog
indicators will be suppressed until the engine indicators will be suppressed until the engine
reaches a speed of 1400 RPM. reaches a speed of 1400 RPM.
SECTION 7 SECTION 7
CAUTION: CAUTION:
When the memory for limitation exceedance When the memory for limitation exceedance
recording is full, no new exceedancies will be recording is full, no new exceedancies will be
recorded (the memory can accommodate a total recorded (the memory can accommodate a total
of 238 exceedance events for all indicators). It of 238 exceedance events for all indicators). It
will be necessary for the operator to have a will be necessary for the operator to have a
qualified mechanic/technician reset the memory. qualified mechanic/technician reset the memory.
Each time a limitation exceedance occurs, the EDI memory records the Each time a limitation exceedance occurs, the EDI memory records the
peak, average, and time duration of the exceedance. The exceedance history is peak, average, and time duration of the exceedance. The exceedance history is
presented in reverse chronological order for each indicator during review.
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presented in reverse chronological order for each indicator during review.
To enter the limitation exceedance review mode, simultaneously depress
O N
To enter the limitation exceedance review mode, simultaneously depress
E
both right hand buttons (with the word "EXCEED" between them) on the front both right hand buttons (with the word "EXCEED" between them) on the front
of the EDI digital display (Figure 7-19). The operator may exit the limitation
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of the EDI digital display (Figure 7-19). The operator may exit the limitation
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exceedance review mode at any time by selecting any analog indicator to exceedance review mode at any time by selecting any analog indicator to
display in the EDI. The EDI display will post possible messages during the
R
display in the EDI. The EDI display will post possible messages during the
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F
limitation exceedance review operation: limitation exceedance review operation:
R E F
1. "E R
O R indicates that no exceedancies
Ofoundind" F- limitation
1. "E Clr" - This message indicates that no exceedancies Clr" - This message
were found in the limitation exceedance memory.
Fwere
2. "ENDT
in the exceedance memory.
NO events for the indicator under examination have

2. "END ind" - This message indicates that all of the This message indicates that all of the
exceedance events for the indicator under examination have exceedance
been posted. been posted.
3. "END ALL" - This message indicates that all of the 3. "END ALL" - This message indicates that all of the
exceedance events for all indicators have been posted. exceedance events for all indicators have been posted.
4. "END ind" and "E FULL" - These messages indicate 4. "END ind" and "E FULL" - These messages indicate
that all of the exceedance events for the indicator under that all of the exceedance events for the indicator under
examination have been posted and limitation exceedance examination have been posted and limitation exceedance
memory is full. memory is full.
7-16 7-16
SECTION 7 SECTION 7
The push button functions used to review the limitation exceedance events The push button functions used to review the limitation exceedance events
in the exceedance review mode "PEAK DISPLAY" are" in the exceedance review mode "PEAK DISPLAY" are"
1. Down Arrow - This button will cause the EDI display to 1. Down Arrow - This button will cause the EDI display to
post all the exceedance events for the indicator under post all the exceedance events for the indicator under
examination. Each time the down arrow button is pressed, examination. Each time the down arrow button is pressed,
the posted data will change to the next peak exceedance for the posted data will change to the next peak exceedance for
the same indicator. the same indicator.
2. "N" (Next) - This button allows the operator to 2. "N" (Next) - This button allows the operator to
manually select another indicator to be reviewed. The manually select another indicator to be reviewed. The
"END ALL" message will be posted when all the indicators "END ALL" message will be posted when all the indicators
have been posted. Further depressions will repeat the list. have been posted. Further depressions will repeat the list.
3. "E" (Exceedance) - This button allows the operator to 3. "E" (Exceedance) - This button allows the operator to
enter the exceedance review mode average display.
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enter the exceedance review mode average display.
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The push button functions used to review the limitation exceedance events
N
The push button functions used to review the limitation exceedance events
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E
in the exceedance review mode "Average Display" are: in the exceedance review mode "Average Display" are:
1. "E" (Exceedance) - This button will cause the EDI
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1. "E" (Exceedance) - This button will cause the EDI
E HT
display to post all the average exceedance events for the display to post all the average exceedance events for the
indicator under examination. Each time "E" is pressed, the
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indicator under examination. Each time "E" is pressed, the
F
posted data will change to the next average exceedance for posted data will change to the next average exceedance for
the same indicator..
R E F
the same indicator..
2. "N" (Next) - This button allows the operator to manually
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2. "N" (Next) - This button allows the operator to manually
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FO T F
select another indicator to be reviewed. The "END ALL" select another indicator to be reviewed. The "END ALL"
message will be posted when all the indicators have been message will be posted when all the indicators have been
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posted. Further depressions will repeat the list. posted. Further depressions will repeat the list.
3. Up Arrow - This button allows the operator to enter the 3. Up Arrow - This button allows the operator to enter the
instrument mode display. instrument mode display.
7-17 7-17
SECTION 7 SECTION 7
An example of a limitation exceedance review operation would consist of An example of a limitation exceedance review operation would consist of
depressing the "E" and "N" buttons simultaneously to enter the review mode depressing the "E" and "N" buttons simultaneously to enter the review mode
for the Peak Display. At this time, two possible display presentations will be for the Peak Display. At this time, two possible display presentations will be
posted based on the status of the EDI exceedance memory. If no exceedance posted based on the status of the EDI exceedance memory. If no exceedance
data is found, an "E CLR" prompt will be posted in the EDI display. If data is found, an "E CLR" prompt will be posted in the EDI display. If
exceedance data is present, the EDI will post, in the right window, a peak exceedance data is present, the EDI will post, in the right window, a peak
exceedance for the most recent recorded exceedance in memory. The left exceedance for the most recent recorded exceedance in memory. The left
window of the EDI will display the letter "E" and two numbers. The top window of the EDI will display the letter "E" and two numbers. The top
number represents the exceedance event for that indicator. number represents the exceedance event for that indicator.
The lower number represents the exceedance event for the indicator. The
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The lower number represents the exceedance event for the indicator. The
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lower number represents the number of exceedance events that are in memory lower number represents the number of exceedance events that are in memory
for that indicator. The analog indicator being interrogated is identified by the
RED/AMBER and GREEN status lights flashing. The operation of the analog
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for that indicator. The analog indicator being interrogated is identified by the
RED/AMBER and GREEN status lights flashing. The operation of the analog
indicator is not affected during the limitation exceedance review.
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indicator is not affected during the limitation exceedance review.
Depressing the "E" button will change the display to the average
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Depressing the "E" button will change E H the Twindow
display to the average
exceedance review mode. In this review mode the right window will display
E
Fin seconds
exceedance review mode. In this review
I G
mode the right will display
Labove the "SEC" prompt (Figure
E F
the average exceedance for the indicator being reviewed. The left window will the average exceedance for the indicator being reviewed. The left window will
7-20). Further depressionR RWhen

display the exceedance lapse time in seconds above the "SEC" prompt (Figure display the exceedance lapse time
7-20). Further depression of "E" will display previous average exceedance
O TFR O
of "E" will display previous average exceedance
events for thatF

events in reverse chronological order. When all of the limitation exceedance events in reverse chronological order. all of the limitation exceedance
NO
events for that indicator have been displayed, the exceedance memory can be indicator have been displayed, the exceedance memory can be
posted by depressing the "N" (next button). When all of the limitation posted by depressing the "N" (next button). When all of the limitation
exceedance events for all indicators have been posted, the "END ALL" exceedance events for all indicators have been posted, the "END ALL"
message will appear. message will appear.
7-18 7-18
SECTION 7 SECTION 7
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O N
E
Con the Ground
E N T
RFigure 7-9 H
Instrument Mode - Aircraft on the Ground Instrument Mode - Aircraft
Figure 7-9
F E LIG
R E F
R O R
FO T F
NO
Instrument Mode - Aircraft in Flight Instrument Mode - Aircraft in Flight

7-19 7-19
SECTION 7 SECTION 7
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O N
C E
E N T
power ModeH
Percent (%) R
Percent (%) power Mode
F E LIG
Figure 7-13
R E FFigure 7-13
R O R
FO T F
NO
Fuel Posting Mode Fuel Posting Mode

7-20 7-20
SECTION 7 SECTION 7
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O N
C E
N
Fuel Loading Mode Fuel Loading Mode
Figure 7-17
R E HT Figure 7-17
F E LIG
R E F
R O R
FO T F
NO
Exceedance Review Mode Exceedance Review Mode

7-21 7-21
SECTION 7 SECTION 7
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O N
C E
N
E HT
R
E LIMode G
Exceedance Review Mode
F
Exceedance
E F
Review
R
Figure 7-20
R
Figure 7-20
R O
FO T F
NO
7-22 7-22
SECTION 7 SECTION 7
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N O
C E
N
E HT
R
E LIG LEFT BLANK
F
E F
R R R
O
FO T F
NO
7-23 7-23
SECTION 7 SECTION 7
7.9 HYDRAULIC SYSTEM 7.9 HYDRAULIC SYSTEM

The hydraulic system (refer to Figure 7-21) provides the power to The hydraulic system (refer to Figure 7-21) provides the power to
retract and extend the landing gear. retract and extend the landing gear.
The electric motor driven hydraulic pump assembly is located aft of the The electric motor driven hydraulic pump assembly is located aft of the
rear baggage compartment and is accessible through the baggage rear baggage compartment and is accessible through the baggage
compartment aft closeout panel. The pump assembly has an integral compartment aft closeout panel. The pump assembly has an integral
reservoir with filler plug, sight gauge and vent. The pump assembly reservoir with filler plug, sight gauge and vent. The pump assembly
incorporates pressure switches, bypass relief valves, and thermal relief valves incorporates pressure switches, bypass relief valves, and thermal relief valves
in both the UP and DOWN sides. A shuttle valve is also incorporated to in both the UP and DOWN sides. A shuttle valve is also incorporated to
allow for unequal volumes of hydraulic fluid displaced during UP and allow for unequal volumes of hydraulic fluid displaced during UP and
DOWN gear actuation. Normal system operating pressure is controlled by DOWN gear actuation. Normal system operating pressure is controlled by
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the pressure switches. Maximum system operating pressure is limited by the the pressure switches. Maximum system operating pressure is limited by the
bypass relief valves, and maximum system holding or trapped pressure is
limited by the thermal relief valves. limited by the thermal relief valves.
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bypass relief valves, and maximum system holding or trapped pressure is
The motor which drives the hydraulic pump is reversible and runs in one
E O
The motor which drives the hydraulic pump is reversible and runs in one
direction to supply gear UP pressure and in the opposite direction to supply
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direction to supply gear UP pressure and in the opposite direction to supply
gear DOWN pressure. The direction in which the pump runs is controlled
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gear DOWN pressure. The direction in which the pump runs is controlled
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electrically by the position of the gear selector switch on the instrument electrically by the position of the gear selector switch on the instrument
panel. panel.
F
Eof the hydraulic
F system are the three gear
Other major components of the hydraulic system are the three gear
R
Other major components
R
Rin theFlanding
actuators and the emergency gear extension valve. Operation of these
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actuators and the emergency
O gear section.
gear extension valve. Operation of these
components is covered in the landing gear section.
F T
components is covered
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7-24 7-24
SECTION 7 SECTION 7
7.9 HYDRAULIC SYSTEM (Continued) 7.9 HYDRAULIC SYSTEM (Continued)
LY
O N
C E
N
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R
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F
E F
R R R
O
FO T F
NO
HYDRAULIC SYSTEM HYDRAULIC SYSTEM

7-25 7-25
SECTION 7 SECTION 7
7.11 LANDING GEAR 7.11 LANDING GEAR

The aircraft is equipped with hydraulically operated, fully retractable, The aircraft is equipped with hydraulically operated, fully retractable,
tricycle landing gear. tricycle landing gear.
Locking-type actuators are used for main and nose gears. The actuator Locking-type actuators are used for main and nose gears. The actuator
assembly provides mechanical gear-down locking at the fully extended assembly provides mechanical gear-down locking at the fully extended
position and is hydraulically unlocked. The actuator also acts as the gear position and is hydraulically unlocked. The actuator also acts as the gear
brace in the extended position. brace in the extended position.
The main gear retracts inboard into the wing root area. A mechanically The main gear retracts inboard into the wing root area. A mechanically
linked door covers the strut assembly. linked door covers the strut assembly.
Hydraulic pressure for gear operation is furnished by an electrically Hydraulic pressure for gear operation is furnished by an electrically
driven hydraulic pump (refer to Figures 7-21 and 7-25). Gear operation is driven hydraulic pump (refer to Figures 7-21 and 7-25). Gear operation is
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initiated by a two position selector with a wheel shaped knob located to the initiated by a two position selector with a wheel shaped knob located to the
left of the engine control quadrant (Figure 7-23). Three green lights, which
are individually activated as each gear mechanically locks into the DOWN
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left of the engine control quadrant (Figure 7-23). Three green lights, which
are individually activated as each gear mechanically locks into the DOWN
position are located above the landing gear selector. position are located above the landing gear selector.
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NOTE
Day/night dimmer switch mustN
NOTE
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be in theTDAY
Day/night dimmer switch must be in the DAY
position to obtain fullR
E the gear
intensity ofH
position to obtain full intensity of the gear
When aircraftE is F
operated atL
Gthe switch
E duringnight,
Idaytime
F
position indicator lights during daytime flying. position indicator lights flying.
should be R
When aircraft is operated at night, the switch
should be in the NIGHT position to dim the
R FO R
in the NIGHT position to dim the
gear lights.
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gear lights.
F gear selector
T
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The landing gear selector knob must be pulled outward to release it from The landing knob must be pulled outward to release it from
addition, there N
a detent in the DOWN position prior to moving it to the UP position. In a detent in the DOWN position prior to moving it to the UP position. In
addition, there is a squat switch on the left main gear which prevents is a squat switch on the left main gear which prevents
operation of the gear UP electrical circuit when the aircraft weight is on the operation of the gear UP electrical circuit when the aircraft weight is on the
gear. If the landing gear selector is placed in the UP position with the aircraft gear. If the landing gear selector is placed in the UP position with the aircraft
weight on the gear, the gear warning horn will sound, and the red GEAR weight on the gear, the gear warning horn will sound, and the red GEAR
WARN annunciator will illuminate. WARN annunciator will illuminate.
The landing gear is held in the UP position by hydraulic pressure which The landing gear is held in the UP position by hydraulic pressure which
is trapped in the system UP lines by a check valve in the pump assembly. is trapped in the system UP lines by a check valve in the pump assembly.
When normal pump operation is stopped by the pressure switch, a check When normal pump operation is stopped by the pressure switch, a check
valve in the pump assembly closes to trap fluid pressure in the UP side of the valve in the pump assembly closes to trap fluid pressure in the UP side of the
system. Emergency gear extension is accomplished by a manually actuated system. Emergency gear extension is accomplished by a manually actuated
valve which relieves the pressure in the UP side and bypasses fluid to the valve which relieves the pressure in the UP side and bypasses fluid to the
DOWN side of the system. The additional fluid required for DOWN DOWN side of the system. The additional fluid required for DOWN
operation comes directly from the reservoir. operation comes directly from the reservoir.
7-26 7-26
SECTION 7 SECTION 7
7.11 LANDING GEAR (continued) 7.11 LANDING GEAR (continued)

The landing gear is held in the DOWN position by spring loaded The landing gear is held in the DOWN position by spring loaded
mechanical locking mechanisms built into each of the three actuating mechanical locking mechanisms built into each of the three actuating
cylinders. The individual gear safe light switches are also mechanically cylinders. The individual gear safe light switches are also mechanically
operated when each mechanism is in the LOCKED position. With the operated when each mechanism is in the LOCKED position. With the
hydraulic pump and system operating normally, hydraulic pressure is also hydraulic pump and system operating normally, hydraulic pressure is also
trapped in the DOWN side of the system. This DOWN pressure is not trapped in the DOWN side of the system. This DOWN pressure is not
required to mechanically lock the cylinders and is not available if the required to mechanically lock the cylinders and is not available if the
hydraulic pump is inoperative. hydraulic pump is inoperative.
The EMERGENCY GEAR extension system allows the landing gear to The EMERGENCY GEAR extension system allows the landing gear to
free fall, with spring assist on the nose gear, into the extended position where free fall, with spring assist on the nose gear, into the extended position where
the mechanical locks engage. Approximately 25 pounds of force is required the mechanical locks engage. Approximately 25 pounds of force is required
to pull the EMERGENCY GEAR extension control. If a gear system to pull the EMERGENCY GEAR extension control. If a gear system
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malfunction has been indicated and the EMERGENCY GEAR extension malfunction has been indicated and the EMERGENCY GEAR extension
system used, it is recommended that the EMERGENCY GEAR extension
control and the HYD PUMP circuit breaker be left in the pulled position
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system used, it is recommended that the EMERGENCY GEAR extension
control and the HYD PUMP circuit breaker be left in the pulled position
until the aircraft is safely on jacks. See the Service Manual for proper landing
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until the aircraft is safely on jacks. See the Service Manual for proper landing
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gear system check-out procedures. If the aircraft is being used for training gear system check-out procedures. If the aircraft is being used for training
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purposes or a pilot check-out flight the EMERGENCY GEAR extension purposes or a pilot check-out flight the EMERGENCY GEAR extension
control and HYD PUMP circuit breaker must be reset in order for hydraulic
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control and HYD PUMP circuit breaker must be reset in order for hydraulic
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pressure to be generated in the UP side of the system and the gear retracted. pressure to be generated in the UP side of the system and the gear retracted.
F
E F
R R R
O
FO T F
NO
LANDING GEAR SELECTOR LANDING GEAR SELECTOR

7-27 7-27
SECTION 7 SECTION 7
7.11 LANDING GEAR (Continued) 7.11 LANDING GEAR (Continued)
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R
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F
E F
R R R
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FO T F
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LANDING GEAR ELECTRICAL DIAGRAM LANDING GEAR ELECTRICAL DIAGRAM

7-28 7-28
SECTION 7 SECTION 7
7.11 LANDING GEAR (Continued) 7.11 LANDING GEAR (Continued)

CAUTION: CAUTION:
When flying in extreme cold where the aircraft has been cold When flying in extreme cold where the aircraft has been cold
soaked for hours, the gear may not indicate down and locked soaked for hours, the gear may not indicate down and locked
for 10 to 15 seconds while aircraft temperatures are stabilizing. for 10 to 15 seconds while aircraft temperatures are stabilizing.
The annunciator panel contains two lights pertaining to landing gear The annunciator panel contains two lights pertaining to landing gear
operation. A red GEAR WARN annunciator is activated whenever all three operation. A red GEAR WARN annunciator is activated whenever all three
gears are not fully down and locked, or not fully up with the gear doors gears are not fully down and locked, or not fully up with the gear doors
closed. This annunciator comes on during normal gear operation to indicate closed. This annunciator comes on during normal gear operation to indicate
that the gear is in transit. If it does not go out within approximately 10 that the gear is in transit. If it does not go out within approximately 10
seconds during normal gear operation or illuminates steadily during flight seconds during normal gear operation or illuminates steadily during flight
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with the landing gear selector in the UP position, a system malfunction is with the landing gear selector in the UP position, a system malfunction is
indicated. There is also an amber HYD PUMP annunciator which indicates
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indicated. There is also an amber HYD PUMP annunciator which indicates
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that the hydraulic pump motor is being supplied with electrical power. The that the hydraulic pump motor is being supplied with electrical power. The
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annunciator is illuminated during normal landing gear operation for annunciator is illuminated during normal landing gear operation for
C
approximately the same duration as the GEAR WARN annunciator. If the approximately the same duration as the GEAR WARN annunciator. If the
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light remains on or begins cycling intermittently after gear operation, a light remains on or begins cycling intermittently after gear operation, a
RE IG
system malfunction is indicated. system malfunction is indicated.
The red GEAR WARN E
simultaneously under the F L
The red GEAR WARN annunciator and gear warning horn will operate annunciator and gear warning horn will operate
simultaneously under the following conditions:
R E F
following conditions:
(a) In flight when the R
fold R
pressure is O
(a) In flight when the throttle is reduced to the point at which mani- throttle is reduced to the point at which mani-
fold pressure is approximately 14 inches of mercury or below and
F OlandingT gear
F are not in the DOWN position.
approximately 14 inches of mercury or below and
Ogearwhenare the
the landing gear are not in the DOWN position. the
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(b) In flight when the flaps are extended more than 10 and the (b) In flight flaps are extended more than 10 and the
landing gear are not in the DOWN position. landing not in the DOWN position.
(c) On the ground when the landing gear selector is in the UP (c) On the ground when the landing gear selector is in the UP
position. The landing gear squat switch activates to prevent position. The landing gear squat switch activates to prevent
operation of the retract side of the hydraulic pump on the ground. operation of the retract side of the hydraulic pump on the ground.
7.13 BRAKE SYSTEM 7.13 BRAKE SYSTEM
The brake system is designed to meet all normal braking needs. Two The brake system is designed to meet all normal braking needs. Two
single-disc, double puck brake assemblies, one on each main gear, are single-disc, double puck brake assemblies, one on each main gear, are
actuated by toe brake pedals mounted on both the pilots and copilots actuated by toe brake pedals mounted on both the pilots and copilots
rudder pedals. A brake system reservoir, independent of the hydraulic rudder pedals. A brake system reservoir, independent of the hydraulic
system reservoir, is located behind the aft access panel in the forward system reservoir, is located behind the aft access panel in the forward
baggage compartment. Brake fluid should be maintained at the level marked baggage compartment. Brake fluid should be maintained at the level marked
on the reservoir. For further information see BRAKE SERVICE in Section on the reservoir. For further information see BRAKE SERVICE in Section
8 of this handbook. 8 of this handbook.
SECTION 7 SECTION 7
7.13 BRAKE SYSTEM (Continued) 7.13 BRAKE SYSTEM (Continued)

The parking brake knob is located just below the left control column. To The parking brake knob is located just below the left control column. To
set the parking brake, first depress and hold the toe brake pedals and then set the parking brake, first depress and hold the toe brake pedals and then
pull the parking brake knob. To release the parking brake, first depress and pull the parking brake knob. To release the parking brake, first depress and
hold the toe brake pedals and then push in on the parking brake knob. hold the toe brake pedals and then push in on the parking brake knob.
7.15 FLIGHT CONTROL SYSTEM 7.15 FLIGHT CONTROL SYSTEM

The primary flight controls are conventional and are operated by dual The primary flight controls are conventional and are operated by dual
control wheels and rudder pedals. The control wheel operates the ailerons control wheels and rudder pedals. The control wheel operates the ailerons
and elevator. The rudder pedals actuate the rudder and nose wheel steering. and elevator. The rudder pedals actuate the rudder and nose wheel steering.
The toe brakes, which are an integral part of the pedals, operate the wheel The toe brakes, which are an integral part of the pedals, operate the wheel
brakes. The ailerons and rudder are interconnected through a spring system, brakes. The ailerons and rudder are interconnected through a spring system,
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which is activated only when controls are out of harmony. In normal which is activated only when controls are out of harmony. In normal
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coordinated flight, the system is inactive. All flight control systems are coordinated flight, the system is inactive. All flight control systems are
operated by closed circuit cable systems. operated by closed circuit cable systems.
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Secondary control is by elevator and rudder trim. The controls are Secondary control is by elevator and rudder trim. The controls are
located on the pedestal (Figure 7-5). Aileron trim is provided by a fixed,
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located on the pedestal (Figure 7-5). Aileron trim is provided by a fixed,
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ground-adjustable tab. The elevator trim control wheel is located on the ground-adjustable tab. The elevator trim control wheel is located on the
R
right side of the pedestal. The wheel is rotated forward for nose-down trim right side of the pedestal. The wheel is rotated forward for nose-down trim
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and aft for nose-up trim. The rudder trim wheel is located on the aft face of and aft for nose-up trim. The rudder trim wheel is located on the aft face of
the pedestal. The wheel is rotated to the right (counterclockwise) for nose
right and left (clockwise) for nose left. Trim indications for the individual
E FF
the pedestal. The wheel is rotated to the right (counterclockwise) for nose
right and left (clockwise) for nose left. Trim indications for the individual
systems are located on the pedestal.
R
systems are located on the pedestal.
The wing flapsR
Rcontrolled by a selector lever mounted on
The wing flaps are electrically controlled by a selector lever mounted on
the instrument O
O
F to the right of the control pedestal. The
are electrically
flap positionFindicator T
the instrument panel immediately to the right of the control pedestal. The panel immediately
may be set to fourO

flap position indicator is located to the left of the selector lever. The flaps is located to the left of the selector lever. The flaps
may be set to four positions; up (0), 10, 20, and full down (36). Each
position is detented on the flap selector panel. The flaps will automatically
move to the selected position, which can be confirmed by referring to the
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position is detented
positions; up (0), 10, 20, and full down (36). Each
on the flap selector panel. The flaps will automatically
move to the selected position, which can be confirmed by referring to the
position indicator. The flaps may be extended to 10 at airspeeds below 165 position indicator. The flaps may be extended to 10 at airspeeds below 165
KIAS, 20 below 130 KIAS, and 36 flap extension is limited to airspeeds KIAS, 20 below 130 KIAS, and 36 flap extension is limited to airspeeds
below 116 KIAS. When extending the flap with the landing gear retracted, below 116 KIAS. When extending the flap with the landing gear retracted,
prior to the flap reaching the 20 position, the landing gear warning horn will prior to the flap reaching the 20 position, the landing gear warning horn will
sound, and the GEAR WARN annunciator will illuminate. A FLAPS sound, and the GEAR WARN annunciator will illuminate. A FLAPS
annunciator light is provided as part of the annunciator panel located in the annunciator light is provided as part of the annunciator panel located in the
upper center section of the instrument panel. If the annunciator light upper center section of the instrument panel. If the annunciator light
illuminates, it is indicative of a system malfunction in which case the flap illuminates, it is indicative of a system malfunction in which case the flap
protection circuit automatically removes power from the electric flap motor. protection circuit automatically removes power from the electric flap motor.
Resetting of the FLAP WARN circuit breaker will restore normal operating Resetting of the FLAP WARN circuit breaker will restore normal operating
power to the flap motor. If, after resetting, and operation of the flaps, the power to the flap motor. If, after resetting, and operation of the flaps, the
annunciator illuminates again then a system malfunction is indicated and the annunciator illuminates again then a system malfunction is indicated and the
flap motor circuit breaker should be pulled. flap motor circuit breaker should be pulled.
7-30 7-30
SECTION 7 SECTION 7
7.17 FUEL SYSTEM 7.17 FUEL SYSTEM

Fuel is stored in two main integral wing tanks (see Figure 7-27), located Fuel is stored in two main integral wing tanks (see Figure 7-27), located
outboard of the mid-wing splice. Fuel quantity held by each wing tank is 60 outboard of the mid-wing splice. Fuel quantity held by each wing tank is 60
usable gallons with one gallon of unusable fuel, for a total of 122 gallons. The usable gallons with one gallon of unusable fuel, for a total of 122 gallons. The
minimum fuel grade is 100 or 100LL aviation grade. Each tank gravity feeds minimum fuel grade is 100 or 100LL aviation grade. Each tank gravity feeds
fuel through finger screens into three lines leading to collector/sump tanks fuel through finger screens into three lines leading to collector/sump tanks
located at the root of each wing, just aft of the main spar. During preflight the located at the root of each wing, just aft of the main spar. During preflight the
collector/sump tank and one of the three lines can be inspected in each main collector/sump tank and one of the three lines can be inspected in each main
wheel well. Collector/sump tanks vent back to the main tanks by a fourth line wheel well. Collector/sump tanks vent back to the main tanks by a fourth line
located forward of the main spar. The main tanks vent to the atmosphere by located forward of the main spar. The main tanks vent to the atmosphere by
non-icing vents installed in the most outboard forward access panels of each non-icing vents installed in the most outboard forward access panels of each
wing tank. Reverse fuel flow from collector tanks to main tanks is prevented wing tank. Reverse fuel flow from collector tanks to main tanks is prevented
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by 2 flapper check valves installed in each collector tank. Collector tank by 2 flapper check valves installed in each collector tank. Collector tank
sumps are the lowest points in the fuel system, and each has a drain valve for
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sumps are the lowest points in the fuel system, and each has a drain valve for
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draining collector and main tanks. draining collector and main tanks.
WARNING WARNING
C E
N
Avoid prolonged uncoordinated flight to prevent uncovering Avoid prolonged uncoordinated flight to prevent uncovering
of fuel tank outlets and subsequent fuel starvation.
E HoutT to equalize pressure with
of fuel tank outlets and subsequent fuel starvation.
R
Each tank separately vents air in and fumes out to equalize pressure with
ambient conditions. This isF
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Each tank separately vents air in and fumes
ambient conditions. This is accomplished through combination valves in non-
icing fuel tank vents located at the most outboard, forward tank access panels. E
R R CAUTION
icing fuel tank vents located F
accomplished
at the most
through combination valves in non-
outboard, forward tank access panels.
R O
FO F
CAUTION
Do not insert objects into the wing vent as damage to
the combination valve could result in fuel leakage.
O T valve could result in fuel leakage.
Do not insert
the combination
objects into the wing vent as damage to
CAUTION N CAUTION
A plugged vent could result in fuel starvation. If a A plugged vent could result in fuel starvation. If a
restricted vent is suspected, select the opposite tank restricted vent is suspected, select the opposite tank
immediately. Monitor the suspect wing and land as immediately. Monitor the suspect wing and land as
soon as possible. soon as possible.
NOTE NOTE
When opening the fuel tank filler cap, a rush of air will When opening the fuel tank filler cap, a rush of air will
normally be heard and felt. This is caused by the large normally be heard and felt. This is caused by the large
volume of vapor space in the wing tank, which is under volume of vapor space in the wing tank, which is under
a slight pressure differential. This pressure is the a slight pressure differential. This pressure is the
minimum required to open the combination valve in the minimum required to open the combination valve in the
vent and does not represent a hazard. vent and does not represent a hazard.
7-31 7-31
SECTION 7 SECTION 7
7.17 FUEL SYSTEM (Continued) 7.17 FUEL SYSTEM (Continued)

CAUTION CAUTION
For proper mid range accuracy, fuel quantity readings For proper mid range accuracy, fuel quantity readings
should be taken when the aircraft is in coordinated should be taken when the aircraft is in coordinated
level flight at zero degrees bank angle. (Pitch, roll and level flight at zero degrees bank angle. (Pitch, roll and
yaw.) Failure to observe fuel quantity in this manner yaw.) Failure to observe fuel quantity in this manner
will result in erroneous readings due to wing cross will result in erroneous readings due to wing cross
section, low dihedral angle and fuel tank geometry. section, low dihedral angle and fuel tank geometry.
If readings are taken in configurations other than If readings are taken in configurations other than
coordinated level flight at zero degrees bank angle, coordinated level flight at zero degrees bank angle,
there may be periods during flight when the accuracy there may be periods during flight when the accuracy
of the fuel quantity gauging system will appear to be of the fuel quantity gauging system will appear to be
incorrect by seeming to present an unchanging incorrect by seeming to present an unchanging
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quantity in spite of fuel being consumed from the tank. quantity in spite of fuel being consumed from the tank.
Fuel quantity is indicated by gauges located at the bottom of the engine
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Fuel quantity is indicated by gauges located at the bottom of the engine
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gauge stack. Each tank has two sensor sending units. Gauges are electrical gauge stack. Each tank has two sensor sending units. Gauges are electrical
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and will operate when the battery switch is ON. Fuel tanks can be visually and will operate when the battery switch is ON. Fuel tanks can be visually
confirmed full if fuel level is up to the filler neck.
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confirmed full if fuel level is up to the filler neck.
R
NOTE
F E LIGNOTE
E F
Removal of the fuel filler cap from a wing tank that is Removal of the fuel filler cap from a wing tank that is
sitting low or from an overfilled tank caused by
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sitting low or from an overfilled tank caused by
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thermal expansion could result in fuel spillage. thermal expansion could result in fuel spillage.
Quantity gauges should be monitored at regular intervals during flight.
FO should
Quantity gauges shouldF
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be monitored at regular intervals during flight.
NOimbalance limitations
Fuel tank selection should be alternated accordingly to maintain fuel and Fuel tank selection be alternated accordingly to maintain fuel and
wing balance. See fuel imbalance limitations (2.23(e)). wing balance. See fuel (2.23(e)).
NOTE NOTE
Airplane should be fueled symmetrically in a wings level Airplane should be fueled symmetrically in a wings level
condition. At times, this will require alternate filling of condition. At times, this will require alternate filling of
left and right tanks until the full condition is reached. left and right tanks until the full condition is reached.
Each collector/sump tank has a submerged, electrically operated, Each collector/sump tank has a submerged, electrically operated,
centrifugal fuel boost pump to suppress fuel vaporization in the fuel lines centrifugal fuel boost pump to suppress fuel vaporization in the fuel lines
between the fuel tanks and the engine fuel pump. When the battery master between the fuel tanks and the engine fuel pump. When the battery master
switch is ON, the appropriate boost pump is turned on when the fuel selector switch is ON, the appropriate boost pump is turned on when the fuel selector
is set to the LEFT or RIGHT position. Thus, the boost pump of the selected is set to the LEFT or RIGHT position. Thus, the boost pump of the selected
fuel tank operates continuously during engine start, and normal engine fuel tank operates continuously during engine start, and normal engine
operations on the ground or in flight. Neither pump will operate if the fuel operations on the ground or in flight. Neither pump will operate if the fuel
selector is set to OFF, or positioned between the LEFT and RIGHT detents. selector is set to OFF, or positioned between the LEFT and RIGHT detents.
7-32 7-32
SECTION 7 SECTION 7
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F
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R R R
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FO T F
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FUEL SYSTEM SCHEMATIC FUEL SYSTEM SCHEMATIC

7-33 7-33
SECTION 7 SECTION 7

Should the fuel boost pump in the fuel tank being used fail to produce Should the fuel boost pump in the fuel tank being used fail to produce
sufficient pressure, the BOOST PUMP light on the annunciator panel will sufficient pressure, the BOOST PUMP light on the annunciator panel will
illuminate. In this event, confirm that the fuel selector is properly seated in the illuminate. In this event, confirm that the fuel selector is properly seated in the
detent for the selected tank. If the selector is properly seated, and the detent for the selected tank. If the selector is properly seated, and the
annunciator remains lit, select the opposite tank. Since there may be difficulty annunciator remains lit, select the opposite tank. Since there may be difficulty
in obtaining the fuel from the tank with the malfunctioning boost pump, a in obtaining the fuel from the tank with the malfunctioning boost pump, a
precautionary landing at the nearest suitable airport should be considered to precautionary landing at the nearest suitable airport should be considered to
identify and correct the problem. identify and correct the problem.
Should the engine driven fuel pump fail to produce sufficient pressure to Should the engine driven fuel pump fail to produce sufficient pressure to
sustain engine performance, the FUEL PRESS light on the annunciator panel sustain engine performance, the FUEL PRESS light on the annunciator panel
will illuminate. Immediately select the emergency fuel pump ON. The FUEL will illuminate. Immediately select the emergency fuel pump ON. The FUEL
PRESS annunciator will extinguish when adequate fuel pressure is restored. PRESS annunciator will extinguish when adequate fuel pressure is restored.
The emergency fuel pump should also be turned ON during takeoff and The emergency fuel pump should also be turned ON during takeoff and
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landing. landing.
Fuel leaving the left or right collector/sump tank flows to a selector valve
which is located on the right fuselage side behind the copilots seat in a non-
E O
Fuel leaving the left or right collector/sump tank flows to a selector valve
which is located on the right fuselage side behind the copilots seat in a non-
pressurized compartment. All fuel lines passing through the pressurized cabin
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pressurized compartment. All fuel lines passing through the pressurized cabin
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are metal tubes surrounded by plastic cushion and encased by a second metal are metal tubes surrounded by plastic cushion and encased by a second metal
tube. This second tube is sealed from the cabin environment to preclude fuel
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tube. This second tube is sealed from the cabin environment to preclude fuel
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from entering the cabin area or pressurized cabin air from entering fuel lines in from entering the cabin area or pressurized cabin air from entering fuel lines in
the event of a leak. the event of a leak.
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The selector valve is cable controlled by a thumbsized handle just below
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The selector valve is cable controlled by a thumbsized handle just below
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FO T F
the triple indicator for cabin pressurization. The detented selections are OFF, the triple indicator for cabin pressurization. The detented selections are OFF,
LEFT, RIGHT. LEFT or RIGHT positions direct fuel flow to the engine from LEFT, RIGHT. LEFT or RIGHT positions direct fuel flow to the engine from
NO
the tank selected. To select OFF the fuel selector must be moved to the left the tank selected. To select OFF the fuel selector must be moved to the left tank
tank position, moved down against spring pressure, then moved to the far left, position, moved down against spring pressure, then moved to the far left, or
or OFF position. OFF position.
Fuel flows from the fuel selector forward to the fuel filter located below Fuel flows from the fuel selector forward to the fuel filter located below
the baggage floor on the right side. The filter drain is a nylon tube located on the baggage floor on the right side. The filter drain is a nylon tube located on
the right side of the aircraft, forward of the wing. To drain fuel simply push in the right side of the aircraft, forward of the wing. To drain fuel simply push in
the nylon tube. If contaminants clog the filter, an internal relief valve will the nylon tube. If contaminants clog the filter, an internal relief valve will allow
allow fuel to bypass the filter. This will allow unfiltered fuel to reach the fuel to bypass the filter. This will allow unfiltered fuel to reach the engine and
engine and could contaminate the fuel distribution system in the engine. could contaminate the fuel distribution system in the engine.
NOTE NOTE
Regular servicing of the filter and examination Regular servicing of the filter and examination
of fuel samples for contamination is required. of fuel samples for contamination is required.
Fuel flows from the filter, forward through the emergency fuel pump Fuel flows from the filter, forward through the emergency fuel pump
and firewall, into the engine compartment, to the engine-driven pump. and firewall, into the engine compartment, to the engine-driven pump.
SECTION 7 SECTION 7

When beginning flight operations with an equal amount of fuel in each When beginning flight operations with an equal amount of fuel in each
tank, start, taxi, takeoff, and climb on the left tank. When beginning tank, start, taxi, takeoff, and climb on the left tank. When beginning
operations with unequal amounts of fuel in each tank, care must be taken not operations with unequal amounts of fuel in each tank, care must be taken not
to exceed the fuel imbalance limitations specified in paragraph 2.23(e). to exceed the fuel imbalance limitations specified in paragraph 2.23(e).
After established in the cruise configuration, the mixture should be After established in the cruise configuration, the mixture should be
leaned. See Section 4 for proper leaning procedure. To maintain lateral leaned. See Section 4 for proper leaning procedure. To maintain lateral
balance, it is suggested that alternate tanks be selected in 20 gallon balance, it is suggested that alternate tanks be selected in 20 gallon
(approximately 60 minute) increments, thus requiring minimal aileron force (approximately 60 minute) increments, thus requiring minimal aileron force
to keep the wings level. In any case, the fuel imbalance limitations in Section to keep the wings level. In any case, the fuel imbalance limitations in Section
2 must not be exceeded. The pilot must monitor the fuel gauges and switch 2 must not be exceeded. The pilot must monitor the fuel gauges and switch
tanks as required. Fuel cannot be used from both tanks at the same time. tanks as required. Fuel cannot be used from both tanks at the same time.
7.19 ELECTRICAL SYSTEM 7.19 ELECTRICAL SYSTEM

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Power for the 28 Vdc, negative ground, dual fed split bus electrical
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Power for the 28 Vdc, negative ground, dual fed split bus electrical
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system (Figure 7-29) is supplied by two belt driven, parallel connected, 28 system (Figure 7-29) is supplied by two belt driven, parallel connected, 28
Vdc 75 ampere self exciting alternators mounted on the forward section of
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Vdc 75 ampere self exciting alternators mounted on the forward section of
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the engine. When both alternators are operating and turned ON, a the engine. When both alternators are operating and turned ON, a
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maximum continuous output of 150 amps is available. A 24 Vdc, 10 maximum continuous output of 150 amps is available. A 24 Vdc, 10
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ampere hour lead acid battery, located beneath the left floor panel of the ampere hour lead acid battery, located beneath the left floor panel of the
forward baggage compartment, provides power for engine starting. The
F
forward baggage compartment, provides power for engine starting. The
E F
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battery also serves as a source of emergency electrical power in the event battery also serves as a source of emergency electrical power in the event
both alternators fail. The battery is vented to the atmosphere via an acid
recovery system.
R
recovery system.
O R
both alternators fail. The battery is vented to the atmosphere via an acid
Electrical switches are located in one of three switch panels:

FO switches
Electrical
T Fare located in one of three switch panels:
(a) A main switch panel (Figure 7-31) located on the overhead switch
panel. N Oswitch panel (Figure 7-31) located on the overhead switch
(a) A main
panel.
(b) Avionics related switches (Figure 7-33a) are located on a bezel (b) Avionics related switches (Figure 7-33a) are located on a bezel
around the pilots attitude indicator and HSI. around the pilots attitude indicator and HSI.
(c) A switch panel located above the right radio stack contains all (c) A switch panel located above the right radio stack contains all
deice / anti-ice and environmental control related switches. deice / anti-ice and environmental control related switches.
(Figure 7-33b) (Figure 7-33b)
A battery bus, located in the battery compartment, provides a A battery bus, located in the battery compartment, provides a
continuous source of power for the digital clock, ELT switch, ground continuous source of power for the digital clock, ELT switch, ground
clearance, forward baggage compartment light, and aft cabin courtesy light. clearance, forward baggage compartment light, and aft cabin courtesy light.
Because the battery bus is connected directly to the battery, power is Because the battery bus is connected directly to the battery, power is
available for these functions even when the Battery Master switch is OFF. available for these functions even when the Battery Master switch is OFF.
Fuses located on the battery bus are used to protect these circuits. Fuses located on the battery bus are used to protect these circuits.
SECTION 7 SECTION 7
7.19 ELECTRICAL SYSTEM (Continued) 7.19 ELECTRICAL SYSTEM (Continued)
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ELECTRICAL POWER DISTRIBUTION SYSTEM ELECTRICAL POWER DISTRIBUTION SYSTEM

7-36 7-36
SECTION 7 SECTION 7

When the Battery Master switch, located on the main switch panel, is When the Battery Master switch, located on the main switch panel, is
turned ON, the battery solenoid contactor closes, enabling current to flow from turned ON, the battery solenoid contactor closes, enabling current to flow from
the battery to both the starter solenoid contactor and the tie bus located on the the battery to both the starter solenoid contactor and the tie bus located on the
lower left section of the pilots instrument panel (Figures 7-37b and 7- 39). lower left section of the pilots instrument panel (Figures 7-37b and 7- 39).
Should the airplanes battery be depleted, a receptacle located inside the Should the airplanes battery be depleted, a receptacle located inside the
forward baggage compartment door permits using an external 24 Vdc power forward baggage compartment door permits using an external 24 Vdc power
supply for engine start. With the Battery Master switch OFF, connecting an supply for engine start. With the Battery Master switch OFF, connecting an
appropriate external power source completes a circuit that closes the appropriate external power source completes a circuit that closes the
external power solenoid contactor, permitting current to flow from the external power solenoid contactor, permitting current to flow from the
external source direct to the starter contactor and the tie bus. Whether using external source direct to the starter contactor and the tie bus. Whether using
the airplanes battery, or external power, tie bus overcurrent protection is the airplanes battery, or external power, tie bus overcurrent protection is
provided by the 80 amp tie bus BATTERY circuit breaker and a 250 amp in provided by the 80 amp tie bus BATTERY circuit breaker and a 250 amp in
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line current limiter fuse. line current limiter fuse.
A single 0-30 Vdc voltmeter, located on the lower center section of the
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A single 0-30 Vdc voltmeter, located on the lower center section of the
instrument panel (Figure 7-39), is connected to the tie bus to indicate battery
O
instrument panel (Figure 7-39), is connected to the tie bus to indicate battery
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voltage and system voltage. A low voltage monitor, also connected to the tie voltage and system voltage. A low voltage monitor, also connected to the tie
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bus, will illuminate the LOW BUS VOLTAGE annunciator light when system bus, will illuminate the LOW BUS VOLTAGE annunciator light when system
voltage drops back below 25 +/- 0.3 Vdc. Both units are provided overload
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voltage drops back below 25 +/- 0.3 Vdc. Both units are provided overload
R
E NOTE IG
protection by independent 5 amp fuses located on the tie bus panel. protection by independent 5 amp fuses located on the tie bus panel.
F L
E just Fthe airplanes battery, or just
R
NOTE
utilizingR
When utilizing just the airplanes battery, or just
O RaVOLTAGE
When
F Oannunciator
F Check
a 24 volt external power source, the LOW BUS 24 volt external power source, the LOW BUS
VOLTAGE annunciator will be illuminated.
O T will be illuminated.
Each N
Check the voltmeter for correct voltage. the voltmeter for correct voltage.
Each alternator system is provided an independent ON-OFF switch, alternator system is provided an independent ON-OFF switch,
located on the main switch panel, and a solid state voltage regulator that located on the main switch panel, and a solid state voltage regulator that
automatically regulates alternator field current. When selected ON, the automatically regulates alternator field current. When selected ON, the
positive output of each alternator is fed through individual shunts to the tie positive output of each alternator is fed through individual shunts to the tie
bus. Overcurrent protection is provided by the 80 amp tie bus ALTR 1 and bus. Overcurrent protection is provided by the 80 amp tie bus ALTR 1 and
ALTR 2 circuit breakers. Two ammeters, located on the lower center section ALTR 2 circuit breakers. Two ammeters, located on the lower center section
of the instrument panel (Figure 7-39), are fed from taps on each shunt of the instrument panel (Figure 7-39), are fed from taps on each shunt
resistor, and indicate the individual electrical load of each alternator. Should resistor, and indicate the individual electrical load of each alternator. Should
an overvoltage condition occur in either alternator, its voltage regulator will an overvoltage condition occur in either alternator, its voltage regulator will
shut off the field winding voltage of that alternator; thus overvoltage relays shut off the field winding voltage of that alternator; thus overvoltage relays
are not required. Output from either alternator can be shut off manually by are not required. Output from either alternator can be shut off manually by
turning that alternators switch OFF. When either alternator fails, or is turning that alternators switch OFF. When either alternator fails, or is
selected OFF, the appropriate ALTERNATOR INOP annunciator light will selected OFF, the appropriate ALTERNATOR INOP annunciator light will
7-37 7-37
SECTION 7 SECTION 7
7.19 ELECTRICAL SYSTEM (continued) 7.19 ELECTRICAL SYSTEM (continued)
Left Left
Overhead Overhead
Switch Panel Switch Panel
Right Right
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Overhead Overhead
Switch Panel Switch Panel
E O
N C (Overhead)
MAIN ELECTRICAL SWITCH PANEL (Overhead)
FigureR
MAIN ELECTRICAL SWITCH PANEL
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bus (FigureIG
E
Figure 7-31 7-31
A main bus and a nonessential bus (Figure 7-35), with associated circuit
E
A main bus and a nonessential F F Lpanels.
7-35), with associated circuit
associated circuit breakersR (Figure R

breakers, are located on the pilots left side panels. Two avionics buses, with breakers, are located on the pilots left side Two avionics buses, with
associated circuit breakers (Figure 7-37a), are located on the copilots right
O R F Oare interconnected through the avionics bus
7-37a), are located on the copilots right
F Tbreaker.
side panel. The two avionics buses are interconnected through the avionics bus side panel. The two avionics buses
25 amp BUS TIE circuit breaker. 25 amp BUS TIE
NOcurrent
circuit
Current is fed from the tie bus to the main bus by two conductors. In line Current is fed from the tie bus to the main bus by two conductors. In line
diodes prevent reverse current flow to the tie bus. Two tie bus 80 amp MAIN diodes prevent reverse flow to the tie bus. Two tie bus 80 amp MAIN
BUS circuit breakers (Figure 7-37b) protect the main bus from an overload. BUS circuit breakers (Figure 7-37b) protect the main bus from an overload.
Current from the tie bus is fed to each avionics bus through independent Current from the tie bus is fed to each avionics bus through independent
solenoid contactors. When the Radio Master switch, located on the bezel of solenoid contactors. When the Radio Master switch, located on the bezel of
the attitude indicator, is selected ON, both solenoid contactors close, the attitude indicator, is selected ON, both solenoid contactors close,
permitting current flow to both avionics buses. Avionics bus overload permitting current flow to both avionics buses. Avionics bus overload
protection is provided by the 40 amp tie bus AVIONICS NO. 1 and protection is provided by the 40 amp tie bus AVIONICS NO. 1 and
AVIONICS NO. 2 circuit breakers (Figure 7-37b). Should the need arise, AVIONICS NO. 2 circuit breakers (Figure 7-37b). Should the need arise,
either avionics bus can be isolated by pulling out the avionics bus BUS TIE either avionics bus can be isolated by pulling out the avionics bus BUS TIE
circuit breaker and the appropriate tie bus avionics circuit breaker. circuit breaker and the appropriate tie bus avionics circuit breaker.
The nonessential bus is also fed from the tie bus. Overload Protection is The nonessential bus is also fed from the tie bus. Overload Protection is
provided by the tie bus 70 amp NON-ESSEN circuit breaker (Figure 7-37b). provided by the tie bus 70 amp NON-ESSEN circuit breaker (Figure 7-37b).
SECTION 7 SECTION 7
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AUXILIARY SWITCH PANELS AUXILIARY SWITCH PANELS
7-39 7-39
SECTION 7 SECTION 7
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FWD Panel
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FWD Panel
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R O R
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AFT Panel AFT Panel
MAIN AND NONESSENTIAL C/B PANELS MAIN AND NONESSENTIAL C/B PANELS
7-40 7-40
SECTION 7 SECTION 7
Avionics C/B Avionics C/B

Figure 7-37a Figure 7-37a
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Bus Tie Bus Tie
Figure 7-37b Figure 7-37b
AVIONICS & TIE BUS - C/B PANELS AVIONICS & TIE BUS - C/B PANELS
7-41 7-41
SECTION 7 SECTION 7
7.21 INSTRUMENT PANEL 7.21 INSTRUMENT PANEL

The instrument panel is designed to accommodate the customary The instrument panel is designed to accommodate the customary
advanced flight instruments and the normally required power plant advanced flight instruments and the normally required power plant
instruments. The pilots artificial horizon is vacuum operated, while the instruments. The pilots artificial horizon is vacuum operated, while the
directional gyro and turn coordinator are electrically operated. directional gyro and turn coordinator are electrically operated.
A switch panel located at the top of the right radio stack contains all A switch panel located at the top of the right radio stack contains all
switches for controlling cabin comfort and deice/anti-ice systems. These switches for controlling cabin comfort and deice/anti-ice systems. These
switches are of the push on, push off type with the exception of the surface switches are of the push on, push off type with the exception of the surface
deice switch, which is a momentary On switch. For example, when selecting deice switch, which is a momentary On switch. For example, when selecting
windshield heat from low to high, you must first de-select the low heat switch. windshield heat from low to high, you must first de-select the low heat switch.
Illumination of a green light located in each switch is an indication that the Illumination of a green light located in each switch is an indication that the
Y
switch is selected on. The pressurization system is controlled and monitored switch is selected on. The pressurization system is controlled and monitored
by a cabin pressurization controller and a three-in-one cabin pressure
monitoring gauge. This three-in-one gauge provides the pilot with information
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by a cabin pressurization controller and a three-in-one cabin pressure
monitoring gauge. This three-in-one gauge provides the pilot with information
on cabin rate of climb, cabin altitude, and cabin differential pressure. Both of
E O
on cabin rate of climb, cabin altitude, and cabin differential pressure. Both of
C
these are located to the right of the pilots control wheel. The radios are these are located to the right of the pilots control wheel. The radios are
contained in the center section of the panel. The main and non-essential bus
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contained in the center section of the panel. The main and non-essential bus
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circuit breakers are on the left side panels. The tie bus circuit breakers are circuit breakers are on the left side panels. The tie bus circuit breakers are
located on the tie bus C/B panel, located on the lower left side of the pilots
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located on the tie bus C/B panel, located on the lower left side of the pilots
F
E F
instrument panel. Circuit breakers for the avionics busses are located on the instrument panel. Circuit breakers for the avionics busses are located on the
right side panel. right side panel.
R R Ron the bezel, around the pilots ADI and

A radio master switch is located on the bezel, around the pilots ADI and
HSI. In additionO to the radioF O
A radio master switch is located
clearance andF T
HSI. In addition to the radio master switch, you can find a switch for ground master switch, you can find a switch for ground
clearance and optional switching for the Argus, autopilot NAV1/NAV2, radar
altimeter and RMI NAV 1/2.
N
altimeter and RMI NAVO
optional switching
1/2.
for the Argus, autopilot NAV1/NAV2, radar
The ground clearance provides direct power to COM #1 and audio The ground clearance provides direct power to COM #1 and audio
without turning on the battery master switch. When the ground clearance without turning on the battery master switch. When the ground clearance
switch is engaged, direct aircraft battery power is applied to COM #1 and switch is engaged, direct aircraft battery power is applied to COM #1 and
audio. The switch must be turned off or depletion of the battery could result. audio. The switch must be turned off or depletion of the battery could result.
7-42 7-42
SECTION 7 SECTION 7
7.21 INSTRUMENT PANEL (Continued) 7.21 INSTRUMENT PANEL (Continued)

An annunciator panel, located at the top of the left radio stack. Monitored An annunciator panel, located at the top of the left radio stack. Monitored
system includes: system includes:
VACUUM NO. 1 INOP, VACUUM NO. 2 INOP, OIL VACUUM NO. 1 INOP, VACUUM NO. 2 INOP, OIL
PRESSURE, HYDRAULIC PUMP, PITOT HEAT OFF/INOP, PRESSURE, HYDRAULIC PUMP, PITOT HEAT OFF/INOP,
FUEL IMBALANCE, ALTERNATOR NO. 1 INOP, BOOST FUEL IMBALANCE, ALTERNATOR NO. 1 INOP, BOOST
PUMP, FUEL PRESSURE, LOW BUS VOLTAGE, CABIN PUMP, FUEL PRESSURE, LOW BUS VOLTAGE, CABIN
ALTITUDE, STALL WARN FAIL, ALTERNATOR NO. 2 INOP, ALTITUDE, STALL WARN FAIL, ALTERNATOR NO. 2 INOP,
GEAR WARN, DOOR AJAR, FLAPS, STARTER ENGAGE, GEAR WARN, DOOR AJAR, FLAPS, STARTER ENGAGE,
WINDSHIELD HEAT FAIL, OXYGEN, PROP DE-ICE FAIL, WINDSHIELD HEAT FAIL, OXYGEN, PROP DE-ICE FAIL,
SELECT DE-ICE, SURFACE DE-ICE, ICE DETECT FAIL, and SELECT DE-ICE, SURFACE DE-ICE, ICE DETECT FAIL, and
Y
ANNUNCIATOR INOP. ANNUNCIATOR INOP.
The column of gauges on the right side of the pilots panel are engine
N L
The column of gauges on the right side of the pilots panel are engine
related instruments. This stack is the Transicoil Electronic Module Instrument
E O
related instruments. This stack is the Transicoil Electronic Module Instrument
C
System (EMIS). From top to bottom they are the EDI digital display, manifold System (EMIS). From top to bottom they are the EDI digital display, manifold
pressure (MAP) propeller RPM, turbine inlet temperature (TIT), fuel flow (FF),
N
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pressure (MAP) propeller RPM, turbine inlet temperature (TIT), fuel flow (FF),
R
oil temperature (OT), oil pressure (OP), cylinder head temperature (CHT), oil temperature (OT), oil pressure (OP), cylinder head temperature (CHT),
vacuum gauge (VAC) and left and right fuel quantity gauges (FQ). The normal
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vacuum gauge (VAC) and left and right fuel quantity gauges (FQ). The normal
F
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operating range for ground and flight operation is indicated on the instruments operating range for ground and flight operation is indicated on the instruments
by a green arc. Yellow arcs indicate either a takeoff or precautionary range.
R R
by a green arc. Yellow arcs indicate either a takeoff or precautionary range.
R O
Red radial lines identify the established maximum or minimum limits. When Red radial lines identify the established maximum or minimum limits. When
FO T F
an instrument needle point touches the edge of the red radial nearest the an instrument needle point touches the edge of the red radial nearest the
NOcylinder head temperature gauge displays only the hottest

yellow or green arc, the limit is met. Refer to paragraph 7.8 for complete yellow or green arc, the limit is met. Refer to paragraph 7.8 for complete
operating details for the Electronic Module Instrument System. operating details for the Electronic Module Instrument System.
The EMIS cylinder head temperature gauge displays only the hottest The EMIS
head. All head temperatures are scanned approximately every 9 seconds and head. All head temperatures are scanned approximately every 9 seconds and
the CHT needle flicks at the end of each scan cycle. The lights below the the CHT needle flicks at the end of each scan cycle. The lights below the
EMIS stack indicate which CHT is currently being displayed. The adjacent EMIS stack indicate which CHT is currently being displayed. The adjacent
push button switch allows the pilot to step through each cylinder to view its push button switch allows the pilot to step through each cylinder to view its
current temperature. If power is lost to the scanner the temperature of only the current temperature. If power is lost to the scanner the temperature of only the
number 3 cylinder is displayed. An optional cylinder head temperature gauge number 3 cylinder is displayed. An optional cylinder head temperature gauge
displays all six cylinders simultaneously. displays all six cylinders simultaneously.
SECTION 7 SECTION 7
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FO T F
NO
INSTRUMENT PANEL INSTRUMENT PANEL

7-44 7-44
SECTION 7 SECTION 7
7.21 INSTRUMENT PANEL (Continued) 7.21 INSTRUMENT PANEL (Continued)
1. Gyro Slaving Control 22. Attitude Indicator 1. Gyro Slaving Control 22. Attitude Indicator
2. Digital Clock 23. Heading Indicator 2. Digital Clock 23. Heading Indicator
3. Stall Test Switch 24. Altimeter 3. Stall Test Switch 24. Altimeter
4. Airspeed Indicator 25. Rate of Climb 4. Airspeed Indicator 25. Rate of Climb
5. Turn and Bank Indicator 26. ELT Switch 5. Turn and Bank Indicator 26. ELT Switch
6. RMI/ADF Indicator 27. Hour Meter 6. RMI/ADF Indicator 27. Hour Meter
7. Avionics Switches 28. Cabin Temp. Control 7. Avionics Switches 28. Cabin Temp. Control
8. Attitude Indicator Flt Director 29. Defrost. Control 8. Attitude Indicator Flt Director 29. Defrost. Control
9. Horizontal Situation Indicator 30. Data Loader 9. Horizontal Situation Indicator 30. Data Loader
10. Altitude Preselect 31. Weather Radar 10. Altitude Preselect 31. Weather Radar
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11 Pressure Altimeter (encoding) 32. Flap Selector 11 Pressure Altimeter (encoding) 32. Flap Selector
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12 Vertical Speed Indicator 33. Flap Position Indicator 12 Vertical Speed Indicator 33. Flap Position Indicator
13.
14.
Cabin Pressure Controller
Triple Indicator
34.
35.
ammeter and Voltmeter
Gear Selector
13.
14.
Cabin Pressure Controller
Triple Indicator
O
34.
35. N
ammeter and Voltmeter
Gear Selector
a. Cabin Vertical Speed
b. Cabin Altitude
36.
37.
Emergency Gear Extension
Gear Indicator Lights
C
b. Cabin AltitudeE
a. Cabin Vertical Speed 36.
37.
Emergency Gear Extension
Gear Indicator Lights
c. Differential Pressure 38. CHT Scanner
N
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c. Differential Pressure 38. CHT Scanner
R
15. DME 39. Fuel Selector 15. DME 39. Fuel Selector
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16. EMIS Engine Instrument Stack 40. Cabin Rate Change 16. EMIS Engine Instrument Stack 40. Cabin Rate Change
a EDI 41. Parking Brake Knob a EDI
F
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41. Parking Brake Knob
R
b MAP and RPM 42. Dimmer Controls b MAP and RPM 42. Dimmer Controls
. c TIT and Fuel Flow 43. Cabin Pressure Controller . c
R R
TIT and Fuel Flow
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43. Cabin Pressure Controller
FO T F
d Oil Temp. and Oil Press. 44. NAV Indicator d Oil Temp. and Oil Press. 44. NAV Indicator
e CHT and Vacuum 45. TIE BUS Circuit Breakers e CHT and Vacuum 45. TIE BUS Circuit Breakers
NO
f Fuel Quantity f Fuel Quantity
17. Annunciator Panel 17. Annunciator Panel
18. Avionics Installation 18. Avionics Installation
19. Environmental Switch Panel 19. Environmental Switch Panel
20. Airspeed Indicator 20. Airspeed Indicator
21. Turn and Bank Indicator 21. Turn and Bank Indicator
INSTRUMENT PANEL (cont) INSTRUMENT PANEL (cont)

7-45 7-45
SECTION 7 SECTION 7
7.23 PITOT STATIC SYSTEM 7.23 PITOT STATIC SYSTEM

Pitot pressure for the airspeed indicator is sensed by a heated pitot head Pitot pressure for the airspeed indicator is sensed by a heated pitot head
installed on the bottom of the left wing and is carried through lines within the installed on the bottom of the left wing and is carried through lines within the
wing and fuselage to the gauge on the instrument panel (refer to Figure 7-39). wing and fuselage to the gauge on the instrument panel (refer to Figure 7-39).
Static pressure for the altimeter, vertical speed and airspeed indicators is Static pressure for the altimeter, vertical speed and airspeed indicators is
sensed by two static source pads, one on each side of the rear fuselage sensed by two static source pads, one on each side of the rear fuselage
forward of the elevator. They connect to a single line leading to the forward of the elevator. They connect to a single line leading to the
instruments. The dual pickups balance out differences in static pressure instruments. The dual pickups balance out differences in static pressure
caused by slight side slips or skids. Static pressure for the pressurization caused by slight side slips or skids. Static pressure for the pressurization
system outflow valve is sensed by a separate static pad located on the aft system outflow valve is sensed by a separate static pad located on the aft
bottom of the aircraft in close proximity to the alternate static pad. bottom of the aircraft in close proximity to the alternate static pad.
An alternate static source control valve is located below the instrument An alternate static source control valve is located below the instrument
panel to the left of the pilot. For normal operation, the lever remains down.
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panel to the left of the pilot. For normal operation, the lever remains down.
N
To select alternate static source, place the lever in the up position. When the To select alternate static source, place the lever in the up position. When the
alternate static source is selected the airspeed and altimeter and vertical
speed indicator are vented to the alternate static pad on the bottom aft
E O
alternate static source is selected the airspeed and altimeter and vertical
speed indicator are vented to the alternate static pad on the bottom aft
fuselage. During alternate static source operation, these instruments may
N C
fuselage. During alternate static source operation, these instruments may
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give slightly different readings. The pilot can determine the effects of the give slightly different readings. The pilot can determine the effects of the
alternate static source on instrument readings by switching from standard to
R
alternate static source on instrument readings by switching from standard to
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F
alternate sources at different airspeeds. alternate sources at different airspeeds.
If one or more of the pitot static instruments malfunction, the system
R
If one or more of the pitotE moisture.
leaks or R
static F The static
instruments malfunction, the system
by a valve located onR O

should be checked for dirt, leaks or moisture. The static lines may be drained should be checked for dirt, lines may be drained
by a valve located on the side panel next to the pilots seat. The pitot system
drains through the pitot mast.
F TO
drains through the pitot mast.F
the side panel next to the pilots seat. The pitot system
WARNING NO WARNING
Do not attempt to drain static system during Do not attempt to drain static system during
pressurized flight. pressurized flight.
The holes in the sensors for pitot and static pressure must be fully open The holes in the sensors for pitot and static pressure must be fully open
and free from blockage. Blocked sensor holes will give erratic or zero and free from blockage. Blocked sensor holes will give erratic or zero
readings on the instruments. readings on the instruments.
The heated pitot head, which alleviates problems with icing and heavy The heated pitot head, which alleviates problems with icing and heavy
rain, is standard equipment and the switch for pitot heat is located on the rain, is standard equipment and the switch for pitot heat is located on the
environmental switch panel. Static source pads have been demonstrated to environmental switch panel. Static source pads have been demonstrated to
be non-icing; however, in the event icing does occur, selecting the alternate be non-icing; however, in the event icing does occur, selecting the alternate
static source will alleviate the problem. static source will alleviate the problem.
7-46 7-46
SECTION 7 SECTION 7
7.23 PITOT STATIC SYSTEM (Continued) 7.23 PITOT STATIC SYSTEM (Continued)
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PITOT AND STATIC PRESSURE SYSTEMS PITOT AND STATIC PRESSURE SYSTEMS
7-47 7-47
SECTION 7 SECTION 7
7.25 ENVIRONMENTAL SYSTEM (Refer to Figure 7-43) 7.25 ENVIRONMENTAL SYSTEM (Refer to Figure 7-43)
The environmental system consists of: The environmental system consists of:
(a) A compressor bleed air and conditioning system. (a) A compressor bleed air and conditioning system.
(b) The ventilating air system. (b) The ventilating air system.
(c) A supplemental electric cabin heater. (c) A supplemental electric cabin heater.
(d) An air conditioning system. (d) An air conditioning system.
(e) The cabin air distribution system. (e) The cabin air distribution system.
(f) The pressurization and control system. (f) The pressurization and control system.
Switches and push-pull knobs used to control and regulate the various Switches and push-pull knobs used to control and regulate the various
systems except the pressurization system are located on the right switch panel systems except the pressurization system are located on the right switch panel
above the right radio stack. above the right radio stack.
Compressor bleed air from the engine turbochargers supplies air for
L
Compressor bleed air from the engine turbochargers supplies air for
Y
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heating the cabin during flight and ground operations and for pressurization. heating the cabin during flight and ground operations and for pressurization.
O
The bleed air is first routed through an air-to-air heat exchanger, and then into The bleed air is first routed through an air-to-air heat exchanger, and then into
E
the cabin through the lower left and right cabin side panel ducts. The heat the cabin through the lower left and right cabin side panel ducts. The heat
exchanger utilizes ambient ram air to cool the bleed air, or hot air from an
C
exchanger utilizes ambient ram air to cool the bleed air, or hot air from an
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exhaust shroud to heat the bleed air. Desired cabin comfort is maintained by exhaust shroud to heat the bleed air. Desired cabin comfort is maintained by
R
using the CABIN TEMP push-pull knob to manually adjust a flapper type using the CABIN TEMP push-pull knob to manually adjust a flapper type
control valve located forward of the firewall. The position of this valve will
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control valve located forward of the firewall. The position of this valve will
F
Esystem isobaric
allow ambient air, or hot air, or a mixture of both, to enter the heat exchanger. allow ambient air, or hot air, or a mixture of both, to enter the heat exchanger.
The cabin pressurization system isobaric outflow valve provides the
R
The cabin pressurization
R F outflow valve provides the
means by which smoke and impurities are vented from the cabin.
O Rair during
means by which smoke and
Oground or unpressurized low altitude flight
impurities
F
are vented from the cabin.
Cabin ventilating air during ground or unpressurized low altitude flight
F
Cabin ventilating
T the ambient ram air source to the bleed air heat
operations is provided by the ambient ram air source to the bleed air heat
exchanger. An electric vane-axial ventilation/defog blower, located in the O
N vane-axial ventilation/defog blower, located in the
operations is provided by
exchanger. An electric
left cabin air inlet duct below the forward baggage compartment floor, is left cabin air inlet duct below the forward baggage compartment floor, is
used to produce an air flow to the windshield defogger, and to supplement used to produce an air flow to the windshield defogger, and to supplement
the inflow of ventilating air during ground operations. The blower is the inflow of ventilating air during ground operations. The blower is
activated by selecting the VENT/DEFOG switch ON. Incoming ventilating activated by selecting the VENT/DEFOG switch ON. Incoming ventilating
air can be heated by mixing it with hot air from the exhaust shroud. air can be heated by mixing it with hot air from the exhaust shroud.
NOTE NOTE
If electric supplemental heat is not used, If electric supplemental heat is not used,
maximum cabin heat for ground operations and maximum cabin heat for ground operations and
unpressurized low altitude flight will be obtained unpressurized low altitude flight will be obtained
with the CABIN PRESS control full out. with the CABIN PRESS control full out.
SECTION 7 SECTION 7
The supplemental electric heater consists of a resistance type heat The supplemental electric heater consists of a resistance type heat
element, a dual hermetically sealed bimetallic type overtemperature element, a dual hermetically sealed bimetallic type overtemperature
protection, a power relay, and a 35 amp in line current limiter fuse. Its protection, a power relay, and a 35 amp in line current limiter fuse. Its
function is to provide additional heat for maintaining desired cabin comfort function is to provide additional heat for maintaining desired cabin comfort
during ground or flight operations under temperature conditions when fully during ground or flight operations under temperature conditions when fully
heated bleed air or ventilating air is inadequate. When an external power heated bleed air or ventilating air is inadequate. When an external power
source is used, the supplemental heater can also be used to preheat the cabin source is used, the supplemental heater can also be used to preheat the cabin
prior to engine start. See Section 2 for limitations on use of the supplemental prior to engine start. See Section 2 for limitations on use of the supplemental
heater. heater.
The supplemental heater heat element is installed forward of the The supplemental heater heat element is installed forward of the
pressure bulkhead in the left bleed air duct immediately downstream of the pressure bulkhead in the left bleed air duct immediately downstream of the
ventilation/defog blower. Because the ventilation/defog blower must be ventilation/defog blower. Because the ventilation/defog blower must be
operating whenever supplemental heat is used, both the VENT/DEFOG and operating whenever supplemental heat is used, both the VENT/DEFOG and
AUX CBN HEAT switches must be ON to supply power to the heating
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AUX CBN HEAT switches must be ON to supply power to the heating
element. element.
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Both the heater control circuit and the vent/defog fan circuit utilize the Both the heater control circuit and the vent/defog fan circuit utilize the
10 amp VENT DEFOG circuit breaker located on the ICE PROTECTION
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10 amp VENT DEFOG circuit breaker located on the ICE PROTECTION
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circuit breaker panel. Heater element power is supplied from the battery circuit breaker panel. Heater element power is supplied from the battery
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master solenoid through the 35 amp heater fuse and the heater power relay. master solenoid through the 35 amp heater fuse and the heater power relay.
The 35 amp heater fuse is not accessible to the pilot. The electrical load
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The 35 amp heater fuse is not accessible to the pilot. The electrical load
F
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imposed by the heater and the vent/defog fan is 40.35 amps. Operation is imposed by the heater and the vent/defog fan is 40.35 amps. Operation is
limited to airplanes with both alternators functioning.
R
conditioning isR
limited to airplanes with both alternators functioning.
Cabin air R
O
FbyOa continuous
F duty themotorengine.
Cabin air conditioning is provided by a vapor cycle system. The freon provided by a vapor cycle system. The freon
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compressor is belt driven by the engine. Condenser cooling airflow is compressor is belt driven by Condenser cooling airflow is
provided by a continuous duty motor driven fan. Cabin air is recirculated
across the evaporators to provide cool air at each seat outlet.
provided
N O to provide cool air at each seat outlet.

across the evaporators
driven fan. Cabin air is recirculated
The condenser and its cooling air fan are located in the tailcone The condenser and its cooling air fan are located in the tailcone
immediately aft of the rear pressure bulkhead. Cooling air from outside the immediately aft of the rear pressure bulkhead. Cooling air from outside the
tailcone is drawn into the cooling air duct through a flush opening in the tailcone is drawn into the cooling air duct through a flush opening in the
skin, routed across the condenser coil, and discharged overboard through skin, routed across the condenser coil, and discharged overboard through
the tailcone exit opening. the tailcone exit opening.
Two recirculation blowers and evaporator assemblies are located aft of Two recirculation blowers and evaporator assemblies are located aft of
each rear seat below the rear baggage compartment floor. The recirculation each rear seat below the rear baggage compartment floor. The recirculation
blowers draw air into each evaporator coil through grills in the floor blowers draw air into each evaporator coil through grills in the floor
structure behind the rear seats and discharges it into the upper left and right structure behind the rear seats and discharges it into the upper left and right
cabin side panel ducts. Adjustable eyeball outlets are located at each seat in cabin side panel ducts. Adjustable eyeball outlets are located at each seat in
SECTION 7 SECTION 7
7.25 ENVIRONMENTAL SYSTEM (Continued) 7.25 ENVIRONMENTAL SYSTEM (Continued)

The AIR COND and BLOWER HI & LO switches, located as part of The AIR COND and BLOWER HI & LO switches, located as part of
the environmental switch panel in the center of the instrument panel, are the environmental switch panel in the center of the instrument panel, are
used to control the air conditioning system. used to control the air conditioning system.
When the AIR COND switch is selected ON, the compressor belt When the AIR COND switch is selected ON, the compressor belt
drive is electrically clutched, the condenser blower motor relay is closed, drive is electrically clutched, the condenser blower motor relay is closed,
and both recirculation blowers are activated. The recirculation blowers and both recirculation blowers are activated. The recirculation blowers
can be operated independently of the air conditioner by selecting the can be operated independently of the air conditioner by selecting the
BLOWER HI or LO on. In either situation, the BLOWER switches are BLOWER HI or LO on. In either situation, the BLOWER switches are
used only to select a HI or LO recirculation blower motor speed. When used only to select a HI or LO recirculation blower motor speed. When
selecting between BLOWER HI and BLOWER LO the switch currently selecting between BLOWER HI and BLOWER LO the switch currently
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on should be deselected to off before selecting the other on. on should be deselected to off before selecting the other on.
Overcurrent protection is provided by the 10 amp CABIN BLOWERS, 5
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Overcurrent protection is provided by the 10 amp CABIN BLOWERS, 5
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amp AIR CONDITIONER CONTROL, and 25 amp AIR CONDITIONER amp AIR CONDITIONER CONTROL, and 25 amp AIR CONDITIONER
E
POWER circuit breakers in the nonessential bus section of the pilot's POWER circuit breakers in the nonessential bus section of the pilot's
forward circuit breaker panel. forward circuit breaker panel.
N Ca receiver dryer, a sight

The freon portion of the system incorporates a receiver dryer, a sight
R Eand 265HpsiThigh pressure and 40
The freon portion of the system incorporates
FEbelow IG discharge pressure

gauge, suction and discharge service valves, and 265 psi high pressure and 40 gauge, suction and discharge service valves,
psi low pressure switches. Should the compressor discharge pressure
increases above 265 psi, or E
psi low pressure switches. Should
L
the compressor
F
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increases above 265 psi, or decrease below 40 psi, the applicable pressure decrease 40 psi, the applicable pressure
switch will open, disengaging the freon compressor clutch.
R FO
switch will open, disengaging
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the freon compressor clutch.
The cabin pressurization and control system consists of an isobaric O

F a safetyToutflowandvalve,
The cabin pressurization control system consists of an isobaric
outflow valve, a safety outflow valve, cabin altitude and rate selector, outflow valve,
O cabin altitude and rate selector,
interconnecting N
electronically operated vacuum solenoid valve, surge tank, and associated electronically operated vacuum solenoid valve, surge tank, and associated
interconnecting plumbing and wiring. Cabin altitude, differential pressure, plumbing and wiring. Cabin altitude, differential pressure,
and rate of change are displayed on a single three inch diameter indicator. and rate of change are displayed on a single three inch diameter indicator.
Should cabin pressure altitude exceed 10,000 feet, the CABIN ALTITUDE Should cabin pressure altitude exceed 10,000 feet, the CABIN ALTITUDE
annunciator will illuminate to warn the pilot. annunciator will illuminate to warn the pilot.
Refer to paragraph 7.27, BLEED AIR, CONDITIONING AND Refer to paragraph 7.27, BLEED AIR, CONDITIONING AND
PRESSURIZATION SYSTEM, for a more complete description of the PRESSURIZATION SYSTEM, for a more complete description of the
pressurization system and use of related controls and switches. pressurization system and use of related controls and switches.
SECTION 7 SECTION 7
7.25 ENVIRONMENTAL SYSTEM (Continued) 7.25 ENVIRONMENTAL SYSTEM (Continued)
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ENVIRONMENTAL SYSTEM ENVIRONMENTAL SYSTEM

7-51 7-51
SECTION 7 SECTION 7
7.27 BLEED AIR, CONDITIONING AND PRESSURIZATION SYSTEM 7.27 BLEED AIR, CONDITIONING AND PRESSURIZATION SYSTEM
Air for cabin pressure is obtained from the engine turbocharger Air for cabin pressure is obtained from the engine turbocharger
induction air system through two sonic venturi tubes. Bleed air is routed induction air system through two sonic venturi tubes. Bleed air is routed
through the bleed air heat exchanger for the temperature conditioning to through the bleed air heat exchanger for the temperature conditioning to
provide the desired cabin comfort level. Ram ambient air is routed across the provide the desired cabin comfort level. Ram ambient air is routed across the
heat exchanger to cool the bleed air, and hot ambient air from the heat muff heat exchanger to cool the bleed air, and hot ambient air from the heat muff
is routed across the heat exchanger to heat the bleed air. Mixtures of ram is routed across the heat exchanger to heat the bleed air. Mixtures of ram
ambient and heated ambient air may also be selected. ambient and heated ambient air may also be selected.
Cabin air is controlled by a push-pull knob labeled CABIN PRESS Cabin air is controlled by a push-pull knob labeled CABIN PRESS
located beneath the control wheel on the pilots instrument panel. Bleed air located beneath the control wheel on the pilots instrument panel. Bleed air
for pressurizing the cabin is provided when the control is fully in. for pressurizing the cabin is provided when the control is fully in.
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Unpressurized ambient air is provided for ventilating the cabin when the Unpressurized ambient air is provided for ventilating the cabin when the
control is fully out. This control operates three valves: the bleed air shutoff
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control is fully out. This control operates three valves: the bleed air shutoff
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valve, the bleed air dump valve, and the ram air selector valve. When pushed valve, the bleed air dump valve, and the ram air selector valve. When pushed
E
fully in, the bleed air shutoff valve is open, the bleed air dump valve is closed, fully in, the bleed air shutoff valve is open, the bleed air dump valve is closed,
and the ram air selector valve is positioned to route ambient air across the
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and the ram air selector valve is positioned to route ambient air across the
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bleed air heat exchanger. When the control is pulled completely out, the bleed air heat exchanger. When the control is pulled completely out, the
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bleed air shutoff valve is closed, the bleed air dump valve is open, and the bleed air shutoff valve is closed, the bleed air dump valve is open, and the
ram air selector valve is positioned to route ambient air into the conditioned
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ram air selector valve is positioned to route ambient air into the conditioned
E F
air ducts through the check valve and into the cabin. air ducts through the check valve and into the cabin.
Controls and switches needed to operate the cabin pressurization system

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sectionO
Controls and switches
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needed to operate the cabin pressurization system
and beneath the O F and on the lower right side of the copilots
are located on the lower section of the pilots instrument panel to the right of are located on the lower of the pilots instrument panel to the right of
and beneath the control wheel, and on the lower right side of the copilots
F controlTwheel,
instrument panel. In addition to the CABIN PRESS and CABIN TEMP
controls, they include the cabin pressure and rate controller located just N O
instrument panel. In addition
controls, they include the
to the CABIN PRESS and CABIN TEMP
cabin pressure and rate controller located just
above the fuel selector control on the pilots instrument panel, and the above the fuel selector control on the pilots instrument panel, and the
CABIN PRESS DUMP/NORM switch located on the right overhead switch CABIN PRESS DUMP/NORM switch located on the right overhead switch
panel. panel.
For pressurized flight, set the cabin pressure controller at 500 feet above For pressurized flight, set the cabin pressure controller at 500 feet above
the airport pressure altitude, CABIN PRESS control knob full in and the the airport pressure altitude, CABIN PRESS control knob full in and the
CABIN PRESS DUMP/NORM switch to NORM. The rate of cabin ascent CABIN PRESS DUMP/NORM switch to NORM. The rate of cabin ascent
and descent change is controlled with the rate knob (left lower corner of the and descent change is controlled with the rate knob (left lower corner of the
cabin pressure controller), and may be adjusted between approximately 200 cabin pressure controller), and may be adjusted between approximately 200
and 2000 feet per minute, as desired. Setting the rate knob arrow to the 9 and 2000 feet per minute, as desired. Setting the rate knob arrow to the 9
oclock position provides a cabin rate of change of approximately 500 feet oclock position provides a cabin rate of change of approximately 500 feet
per minute. This position gives a comfortable rate for normal operations. per minute. This position gives a comfortable rate for normal operations.
7-52 7-52
SECTION 7 SECTION 7
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E N T
RFigure 7-45 H
PRESSURIZATION CONTROL SCHEMATIC PRESSURIZATION CONTROL SCHEMATIC
Figure 7-45
F E LIG
Below the cabin E FThe triplea indicator
Below the cabin pressure controller, a triple indicator simplifies
R R
pressure controller, triple indicator simplifies
altitude, cabin R O
monitoring the systems operation. displays the cabin
O T F Maximum cabin differential pressure is 5.5 psi.
monitoring the systems operation. The triple indicator displays the cabin
and the F
altitude, cabin rate of change and the differential pressure between the cabin rate of change and the differential pressure between the cabin
OALTITUDE warning light on the annunciator display warns

and the outside atmosphere. Maximum cabin differential pressure is 5.5 psi. outside atmosphere.
A CABIN ALTITUDE warning light on the annunciator display warns

the pilot when the cabin altitude is above 10,000 feet. Cabin pressure is
N
A CABIN
the pilot when the cabin altitude is above 10,000 feet. Cabin pressure is
automatically regulated to a maximum of 5.5 psi pressure differential. automatically regulated to a maximum of 5.5 psi pressure differential.
Should the cabin outflow valve malfunction, the cabin safety valve will Should the cabin outflow valve malfunction, the cabin safety valve will
maintain a maximum of 5.6 cabin differential pressure. The landing gear maintain a maximum of 5.6 cabin differential pressure. The landing gear
squat switch, on the left main landing gear, prevents the cabin from being squat switch, on the left main landing gear, prevents the cabin from being
pressurized while the airplane is on the ground. pressurized while the airplane is on the ground.
For complete instructions on the operation of the cabin pressurization For complete instructions on the operation of the cabin pressurization
system, refer to Section 4, Normal Procedures. system, refer to Section 4, Normal Procedures.
The CABIN PRESS DUMP/NORM switch, when set to DUMP, The CABIN PRESS DUMP/NORM switch, when set to DUMP,
electrically opens a solenoid valve allowing vacuum suction pressure to open electrically opens a solenoid valve allowing vacuum suction pressure to open
the safety valve and rapidly dump cabin pressure to ambient pressure. the safety valve and rapidly dump cabin pressure to ambient pressure.
7-53 7-53
SECTION 7 SECTION 7
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F
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R R R
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FO T F
NO
CABIN ALTITUDE VS. AIRPLANE ALTITUDE CABIN ALTITUDE VS. AIRPLANE ALTITUDE
7-54 7-54
SECTION 7 SECTION 7
For unpressurized flight the CABIN PRESS control should be pulled For unpressurized flight the CABIN PRESS control should be pulled
fully out. Setting the CABIN PRESS/DUMP/NORM switch to DUMP will fully out. Setting the CABIN PRESS/DUMP/NORM switch to DUMP will
provide maximum airflow through the cabin. Cabin temperature will continue provide maximum airflow through the cabin. Cabin temperature will continue
to be controlled by the CABIN TEMP control. to be controlled by the CABIN TEMP control.
For complete instructions on pressurization malfunctions, refer to For complete instructions on pressurization malfunctions, refer to
Section 3 - Emergency Procedures. Section 3 - Emergency Procedures.
7.29 VACUUM SYSTEM 7.29 VACUUM SYSTEM
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Vacuum for the system is provided by two continuously operating Vacuum for the system is provided by two continuously operating
engine driven dry air vacuum pumps; one rotating clockwise and one
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engine driven dry air vacuum pumps; one rotating clockwise and one
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rotating counterclockwise. Either pump can independently support the rotating counterclockwise. Either pump can independently support the
E
system. Also included are two regulators, a low vacuum switch, an inlet air system. Also included are two regulators, a low vacuum switch, an inlet air
filter, and a manifold that connects the autopilot, attitude indicator, cabin
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filter, and a manifold that connects the autopilot, attitude indicator, cabin
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pressure controller, and vacuum solenoid valve. The latter two components pressure controller, and vacuum solenoid valve. The latter two components
are part of the cabin pressurization system.
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are part of the cabin pressurization system.
G on the forward pressure
The two vacuum regulators are mounted on the forward pressure
bulkhead in the forwardE
FE FareLImounted
The two vacuum regulators
bulkhead in the forward baggage compartment
A vacuumR
R Rvacuum failure annunciators (Figure 7-49),
baggage compartment
A vacuum gauge and two vacuum failure annunciators (Figure 7-49),

O F O
gauge and two
provides information to the pilot regarding the operation of both pumps.
F Tare operating, neither annunciator is illuminated. The
provides information to the pilot regarding the operation of both pumps.
No. 1 vacuumO
When both pumps are operating, neither annunciator is illuminated. The When both pumps
No. 1 vacuum failure annunciator will illuminate should the clockwise
rotating pump fail, while the No. 2 vacuum failure annunciator will
N failure annunciator will illuminate should the clockwise
rotating pump fail, while the No. 2 vacuum failure annunciator will
illuminate should the counterclockwise rotating pump fail. illuminate should the counterclockwise rotating pump fail.
Any decrease in system vacuum may indicate a dirty filter, dirty screens, Any decrease in system vacuum may indicate a dirty filter, dirty screens,
sticking vacuum regulator, or a leak in the system. sticking vacuum regulator, or a leak in the system.
7-55 7-55
SECTION 7 SECTION 7
7.29 VACUUM SYSTEM (Continued) 7.29 VACUUM SYSTEM (Continued)

Upon completion of the flight, all system abnormalities or malfunctions Upon completion of the flight, all system abnormalities or malfunctions
should be checked by a mechanic, and necessary repairs made, prior to should be checked by a mechanic, and necessary repairs made, prior to
further pressurized flight or flight under IFR. further pressurized flight or flight under IFR.
Operators of airplanes equipped with wing and tail deicers should refer Operators of airplanes equipped with wing and tail deicers should refer
to Section 9, Supplement 3, for additional information concerning the to Section 9, Supplement 3, for additional information concerning the
vacuum system. vacuum system.
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F
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NO
7-56 7-56
SECTION 7 SECTION 7
7.29 VACUUM SYSTEM (Continued) 7.29 VACUUM SYSTEM (Continued)
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F
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R R R
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FO T F
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VACUUM SYSTEM VACUUM SYSTEM

7-57 7-57
SECTION 7 SECTION 7
7.31 CABIN FEATURES 7.31 CABIN FEATURES

The front seats are adjustable fore and aft and vertically. Pivoting The front seats are adjustable fore and aft and vertically. Pivoting
armrests are provided on the inboard side of each seat. armrests are provided on the inboard side of each seat.
Shoulder harnesses with inertia reels are standard equipment for all Shoulder harnesses with inertia reels are standard equipment for all
seats. The inertia reel should be checked by tugging sharply on the strap. seats. The inertia reel should be checked by tugging sharply on the strap.
The reel will lock in place under this test and prevent the strap from The reel will lock in place under this test and prevent the strap from
extending. Under normal movement the strap will extend and retract as extending. Under normal movement the strap will extend and retract as
required. required.
The shoulder harness is routed over the shoulder adjacent to the The shoulder harness is routed over the shoulder adjacent to the
windows and attached to the lap belt buckle. windows and attached to the lap belt buckle.
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Shoulder harnesses shall be worn during takeoff, landing and during an Shoulder harnesses shall be worn during takeoff, landing and during an
emergency situation. emergency situation.
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Standard cabin features include a pilots storm window, map pockets,
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Standard cabin features include a pilots storm window, map pockets,
C
cup holders, sun visors, stowage drawers under the aft facing seats and a cup holders, sun visors, stowage drawers under the aft facing seats and a
baggage restraint net behind the rear seats. baggage restraint net behind the rear seats.
Two combination instrument panelE

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flood/map T
Two combination instrument panel flood/map lights are provided
R
Ethe door.LIG H lights are provided
forward, and four passenger reading lights are provided aft. A cabin forward, and four passenger reading
E F F lights are provided aft. A cabin
The four passengerR

entrance flood light is located above the door. entrance flood light is located above
R O Rfolding
O a button F mounted in the outboard
The four passenger seats with folding armrests and headrests are seats with armrests and headrests are
backs recline Fby pushingT

positioned in a club seating arrangement. The center seats face aft. The seat positioned in a club seating arrangement. The center seats face aft. The seat
O
backs recline by pushing a button mounted in the outboard armrest. armrest.
An optional conference table located between the right passenger seats An optionalN conference table located between the right passenger seats
is available. The table is extended by pulling in on the upper edge of the leaf is available. The table is extended by pulling in on the upper edge of the leaf
and then upward. The leaf is then rotated down into position and unfolded. and then upward. The leaf is then rotated down into position and unfolded.
Reverse this procedure for stowage. Reverse this procedure for stowage.
Optional cabinets located behind the pilot seats are available. The right Optional cabinets located behind the pilot seats are available. The right
cabinet is designed for Jeppesen manual stowage in the bottom and contains cabinet is designed for Jeppesen manual stowage in the bottom and contains
a drawer for general use. a drawer for general use.
The left cabinet contains a removable ice chest, a tray, space for six The left cabinet contains a removable ice chest, a tray, space for six
canned drinks, and a fold down cup holder in the lower drawer. The upper canned drinks, and a fold down cup holder in the lower drawer. The upper
drawer has space for thermos containers, cups and miscellaneous items. drawer has space for thermos containers, cups and miscellaneous items.
7-58 7-58
SECTION 7 SECTION 7
7.31 CABIN FEATURES (Continued) 7.31 CABIN FEATURES (Continued)
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ON
C E
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R
E LIGEXIT
F
E Figure F 7-51
R
EMERGENCY EXIT EMERGENCY
Figure 7-51
R Foxygen R
O generators and masks are available and, if
Optional passenger oxygen generators and masks are available and, if
F O
Optional
Tin a drawer under the right aft facing seat.
passenger
installed, are located in a drawer under the right aft facing seat.
Crew oxygen is located under the copilots seat, readily available to Crew N
O
installed, are located
oxygen is located under the copilots seat, readily available to

either crew member. An annunciator light illuminates when any of the three either crew member. An annunciator light illuminates when any of the three
generators have been activated. The light remains illuminated with the generators have been activated. The light remains illuminated with the
battery switch ON, until the system is serviced. battery switch ON, until the system is serviced.
An optional fire extinguisher is available and, if installed, is located An optional fire extinguisher is available and, if installed, is located
either behind the spar or on top of the right cabinet. either behind the spar or on top of the right cabinet.
The emergency exit is located on the right side of the fuselage, adjacent The emergency exit is located on the right side of the fuselage, adjacent
to the aft facing seat. Instructions for opening the emergency exit are to the aft facing seat. Instructions for opening the emergency exit are
placarded on the cover over the handle. To open, remove the cover and pull placarded on the cover over the handle. To open, remove the cover and pull
the handle. The window releases inward. The cabin must be unpressurized to the handle. The window releases inward. The cabin must be unpressurized to
open the exit. open the exit.
7-59 7-59
SECTION 7 SECTION 7
7.33 BAGGAGE AREA 7.33 BAGGAGE AREA

The airplane has two separate baggage areas each with a 100-pound The airplane has two separate baggage areas each with a 100-pound
capacity. A 13-cubic-foot forward baggage compartment, located just aft of capacity. A 13-cubic-foot forward baggage compartment, located just aft of
the firewall, is accessible through a 19 x 23 inch door on the left side of the the firewall, is accessible through a 19 x 23 inch door on the left side of the
fuselage. An aft baggage compartment, which is accessible from inside the fuselage. An aft baggage compartment, which is accessible from inside the
cabin, is located behind the back seats. cabin, is located behind the back seats.
A forward baggage door annunciation system senses the baggage door A forward baggage door annunciation system senses the baggage door
latch position. If the baggage door is not closed and latched, the DOOR latch position. If the baggage door is not closed and latched, the DOOR
AJAR annunciator light will illuminate on the annunciator panel. AJAR annunciator light will illuminate on the annunciator panel.
NOTE NOTE
It is the pilots responsibility to be sure when It is the pilots responsibility to be sure when
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the baggage is loaded that the airplanes C.G. the baggage is loaded that the airplanes C.G.
falls within the allowable C.G. range (refer to
Section 6, Weight and Balance). Section 6, Weight and Balance).
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falls within the allowable C.G. range (refer to
N C
All exterior surfaces are primed andE T polyurethane. To
7.35 FINISH 7.35 FINISH
All exterior surfaces are primed and finished with polyurethane. To
keep the finish attractive looking, E R finished
G H with
F I
E FL
keep the finish attractive looking, polyurethane touch-up paint is available polyurethane touch-up paint is available
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from Piper Factory Authorized Service Centers. from Piper Factory Authorized Service Centers.
R O R
FOas opposed
stall isF
7.37 STALL WARNING 7.37 STALL WARNING
An approaching stall is indicated by a stall warning horn sounding a
continuous tone, as opposed to the landing gear horns beeping tone. Mild
An approaching
continuous tone,
O T indicated by a stall warning horn sounding a
to the landing gear horns beeping tone. Mild
airframe buffeting may also precede a stall.
N
airframe buffeting may also precede a stall.
The stall warning is activated by a lift transducer installed in the leading The stall warning is activated by a lift transducer installed in the leading
edge of the left wing. An onboard computer will distinguish between power edge of the left wing. An onboard computer will distinguish between power
on, power off, and flap position conditions during normal stalls, causing the on, power off, and flap position conditions during normal stalls, causing the
horn to sound five to ten knots above the stall speed. horn to sound five to ten knots above the stall speed.
A graph showing stall speeds at various angles of bank is contained in A graph showing stall speeds at various angles of bank is contained in
Section 5. Section 5.
7-60 7-60
SECTION 7 SECTION 7
7.39 EMERGENCY LOCATOR TRANSMITTER 7.39 EMERGENCY LOCATOR TRANSMITTER

The Emergency Locator Transmitter (ELT) meets the requirements of The Emergency Locator Transmitter (ELT) meets the requirements of
FAR 91.52. It operates on self-contained batteries and is located in the aft FAR 91.52. It operates on self-contained batteries and is located in the aft
fuselage section. It is accessible through a cover on the bottom right side. fuselage section. It is accessible through a cover on the bottom right side.
A battery replacement date is marked on the transmitter. To comply with A battery replacement date is marked on the transmitter. To comply with
FAA regulations, the battery must be replaced on or before this date. The FAA regulations, the battery must be replaced on or before this date. The
battery must also be replaced if the transmitter has been used in an battery must also be replaced if the transmitter has been used in an
emergency situation, if the accumulated test time exceeds one hour, or if the emergency situation, if the accumulated test time exceeds one hour, or if the
unit has been inadvertently activated for an undetermined time period. unit has been inadvertently activated for an undetermined time period.
NOTE NOTE
If for any reason a test transmission is If for any reason a test transmission is
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necessary, the test transmission should be necessary, the test transmission should be
conducted only in the first five minutes of any
hour and limited to three audio sweeps. If a test
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conducted only in the first five minutes of any
hour and limited to three audio sweeps. If a test
must be made at any other time, the test should
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must be made at any other time, the test should
be coordinated with the nearest FAA tower or
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be coordinated with the nearest FAA tower or
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flight service station. flight service station.
ARTEX ELT OPERATION ARTEX ELT OPERATION F
E is a twoFposition switch placarded ON and OFF.
On the ELT unit itself is a two position switch placarded ON and OFF.
R
On the ELT unitR itself
R the transmitter is installed at the factory and
the switch O O
F should TremainF in that position whenever the unit is installed in the
The OFF position is selected when the transmitter is installed at the factory and The OFF position is selected when
the switch should remain in that position whenever the unit is installed in the
O switch, placarded ON and ARM is located on the copilots

airplane. airplane.
A pilots remote switch, placarded ON and ARM is located on the copilots
instrument panel to allow the transmitter to be armed or turned on from inside
N
A pilots remote
instrument panel to allow the transmitter to be armed or turned on from inside
the cabin. The switch is normally in ARM position. Moving the switch to ON the cabin. The switch is normally in ARM position. Moving the switch to ON
will activate the transmitter. A warning light located above the remote switch will activate the transmitter. A warning light located above the remote switch
will alert you when ever the ELT is activated. will alert you when ever the ELT is activated.
Should the ELT be activated inadvertently it can be reset by either Should the ELT be activated inadvertently it can be reset by either
positioning the remote switch to the ON then immediately relocating it to the positioning the remote switch to the ON then immediately relocating it to the
ARM position, or by setting the switch on the ELT to ON and then back to OFF. ARM position, or by setting the switch on the ELT to ON and then back to OFF.
In the event the transmitter is activated by an impact, it can be turned off In the event the transmitter is activated by an impact, it can be turned off
by moving the ELT switch OFF. Normal operation can then be restored by by moving the ELT switch OFF. Normal operation can then be restored by
resetting the switch to ARM. It may also be turned off and reset by positioning resetting the switch to ARM. It may also be turned off and reset by positioning
the remote switch to the ON and then immediately to the ARM position. the remote switch to the ON and then immediately to the ARM position.
7-61 7-61
SECTION 7 SECTION 7
7.39 EMERGENCY LOCATOR TRANSMITTER (Continued) 7.39 EMERGENCY LOCATOR TRANSMITTER (Continued)
ARTEX ELT OPERATION (Cont'd) ARTEX ELT OPERATION (Cont'd)
The transmitter can be activated manually at any time by placing either The transmitter can be activated manually at any time by placing either
the remote switch or the ELT switch to the ON position. the remote switch or the ELT switch to the ON position.
NOTE: NOTE:
Three sweeps of the emergency tone and an Three sweeps of the emergency tone and an
illuminated warning light indicates a normally illuminated warning light indicates a normally
functioning unit. The warning light must functioning unit. The warning light must
illuminate during the first 3 second test period. illuminate during the first 3 second test period.
If it does not illuminate, a problem is indicated If it does not illuminate, a problem is indicated
such as a "G" switch failure. such as a "G" switch failure.
Y
The ELT should be checked during postflight to make certain the unit has The ELT should be checked during postflight to make certain the unit has
not been activated. Check by selecting 121.50 MHz on an operating receiver.
If a downward sweeping audio tone is heard the ELT may have been If a downward sweeping audio tone is heard the ELT may have been
N L
not been activated. Check by selecting 121.50 MHz on an operating receiver.
activated. Set the remote switch to ON. If there is no change in the volume of
O
activated. Set the remote switch to ON. If there is no change in the volume of
E
C
the signal, your airplane's ELT is probably transmitting. Setting the remote the signal, your airplane's ELT is probably transmitting. Setting the remote
N
switch back to OFF will automatically reset the ELT and should stop the switch back to OFF will automatically reset the ELT and should stop the
E HT
signal being received on 121.50 MHz. signal being received on 121.50 MHz.
R
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7.41 EXTERNAL POWER 7.41 EXTERNAL POWER
F
Ewithoutallows
F the airplane engine to be started
The external power receptacle allows the airplane engine to be started
R
The external power receptacle
R
airplane battery. TheR Othe external power source can be attached
from an external power source without the necessity of gaining access to the from an external power source the necessity of gaining access to the
airplane battery. The cable from the external power source can be attached
to a receptacle, located on the aft side of the forward baggage compartment. F
to a receptacle, O cable
located F
from
Tlocated on the cover of the receptacle should be
on the aft side of the forward baggage compartment.
Instructions on a placard located on the cover of the receptacle should be
followed when starting with external power. For instructions on the use of
N O
Instructions on a placard
followed when starting with external power. For instructions on the use of
starting with external power, refer to Starting Engines in Section 4. starting with external power, refer to Starting Engines in Section 4.
7-62 7-62
SECTION 7 SECTION 7
7.43 RADAR* 7.43 RADAR*

A weather radar system can be installed in the airplane. The basic A weather radar system can be installed in the airplane. The basic
components of this installation are a Receiver-Transmitter Antenna and a components of this installation are a Receiver-Transmitter Antenna and a
cockpit indicator. The function of the weather radar system is to detect cockpit indicator. The function of the weather radar system is to detect
weather conditions along the flight path and to visually display a continuous weather conditions along the flight path and to visually display a continuous
weather outline on the cockpit indicator. Through interpretation of the weather outline on the cockpit indicator. Through interpretation of the
advance warning given on the display, the pilot can make an early decision advance warning given on the display, the pilot can make an early decision
on the most desirable weather avoidance course. on the most desirable weather avoidance course.
NOTE NOTE
When operating weather avoidance radar systems When operating weather avoidance radar systems
inside of moderate to heavy precipitation, it is inside of moderate to heavy precipitation, it is
advisable to set the range scale of the radar to its advisable to set the range scale of the radar to its
lowest scale. lowest scale.
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For detailed information on the weather avoidance radar system and for
O N
For detailed information on the weather avoidance radar system and for
E
procedures to follow in operating and adjusting the system to its optimum procedures to follow in operating and adjusting the system to its optimum
efficiency, refer to Section 9, Supplements, or the appropriate operating and
C
efficiency, refer to Section 9, Supplements, or the appropriate operating and
N T
service manuals provided by the radar system manufacturer. service manuals provided by the radar system manufacturer.
E
WARNING H
R
WARNING
F E L G of radar can
Ieffects
Heating and radiation effects of radar can
causeR E damage
Heating and
F to the eyes and tender
radiation
cause serious damage to the eyes and tender
R
serious
R
O fifteen feet of the area being
FO allowedF
organs of the body. Personnel should not be organs of the body. Personnel should not be
T by the antenna while the system is

allowed within fifteen feet of the area being within
O
scanned by the antenna while the system is scanned
transmitting. Do not operate the radar during
refueling or in the vicinity of trucks or N refueling or in the vicinity of trucks or
transmitting. Do not operate the radar during
containers accommodating explosives or containers accommodating explosives or

flammables. Flashbulbs can be exploded by flammables. Flashbulbs can be exploded by
radar energy. Before operating the radar, direct radar energy. Before operating the radar, direct
the nose of the airplane so that the forward 120 the nose of the airplane so that the forward 120
degree sector is free of any metal objects such as degree sector is free of any metal objects such as
other aircraft or hangars for a distance of at other aircraft or hangars for a distance of at
least 100 yards, and tilt the antenna upward 12 least 100 yards, and tilt the antenna upward 12
degrees. Do not operate the radar while the degrees. Do not operate the radar while the
airplane is in a hangar or other enclosure. airplane is in a hangar or other enclosure.
*Optional Equipment *Optional Equipment
7-63 7-63
SECTION 7 SECTION 7
LY
O N
C E
N
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R
E LEFTIG
INTENTIONALLY LEFT BLANK
E F
INTENTIONALLY
FL BLANK
R R R
O
FO T F
NO
7-64 7-64
SECTION 8 SECTION 8
PA-46-350P, MALIBU HAND/SERV/MAINT PA-46-350P, MALIBU HAND/SERV/MAINT

SECTION 8 SECTION 8
AIRPLANE HANDLING, SERVICING, AND MAINTNEANCE AIRPLANE HANDLING, SERVICING, AND MAINTNEANCE

No. No. No. No.
Y
8.1 General ..................................................................................... 8-1 8.1 General ..................................................................................... 8-1
8.3 Airplane Inspection Periods ..................................................... 8-2 8.3
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Airplane Inspection Periods ..................................................... 8-2
8.5 Preventive Maintenance ........................................................... 8-3 8.5
O
Preventive Maintenance ...........................................................
E
8-3
C
8.7 Airplane Alterations ................................................................. 8-3 8.7 Airplane Alterations ................................................................. 8-3
8.9 Ground Handling...................................................................... 8-4 8.9
N
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Ground Handling...................................................................... 8-4
8.11 Engine Induction Air Filter ...................................................... 8-7 8.11
R
Engine Induction Air Filter ......................................................
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8-7
8.13 Brake Service ........................................................................... 8-7 8.13
F
Brake Service ...........................................................................
E F
8-7
8.15 Hydraulic System Service ........................................................ 8-9 8.15
R R
Hydraulic System Service ........................................................
R
8-9
8.17 Landing Gear Service............................................................... 8-9 8.17
O
Landing Gear Service............................................................... 8-9
8.19 Propeller Service ...................................................................... 8-10 8.19
FO T F
Propeller Service ...................................................................... 8-10
NO
8.21 Oil Requirements...................................................................... 8-11 8.21 Oil Requirements...................................................................... 8-11
8.23 Fuel System .............................................................................. 8-12 8.23 Fuel System .............................................................................. 8-12
8.25 Tire Inflation............................................................................. 8-16 8.25 Tire Inflation............................................................................. 8-16
8.27 Battery Service ......................................................................... 8-16 8.27 Battery Service ......................................................................... 8-16
8.29 Emergency Oxygen System (Optional).................................... 8-16 8.29 Emergency Oxygen System (Optional).................................... 8-16
8.31 Pressurization System .............................................................. 8-16 8.31 Pressurization System .............................................................. 8-16
8.33 Lubrication ............................................................................... 8-17 8.33 Lubrication ............................................................................... 8-17
8.35 Cleaning ................................................................................... 8-17 8.35 Cleaning ................................................................................... 8-17
8.36 Cleaning of the Relief Tube System......................................... 8-22 8.36 Cleaning of the Relief Tube System......................................... 8-22
8-i 8-i
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O N
C E
N
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R
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E F F
R R R
O
FO T F
NO
8-ii 8-ii
SECTION 8 SECTION 8
SECTION 8 SECTION 8
AIRPLANE HANDLING, SERVICING, AND MAINTENANCE AIRPLANE HANDLING, SERVICING, AND MAINTENANCE
This section provides guidelines relating to the handling, servicing, and This section provides guidelines relating to the handling, servicing, and
maintenance of the Malibu Mirage. For complete maintenance instructions, maintenance of the Malibu Mirage. For complete maintenance instructions,
refer to the PA-46-350P Maintenance Manual. refer to the PA-46-350P Maintenance Manual.
L Y
WARNING
O
WARNING N
Inspection, maintenance and parts requirements for all non-
C E
Inspection, maintenance and parts requirements for all non-
PIPER approved STC installations are not included in this
N
PIPER approved STC installations are not included in this
E HT
R
handbook. When a non-PIPER approved STC installation is handbook. When a non-PIPER approved STC installation is
E LIG
incorporated on the airplane, those portions of the airplane incorporated on the airplane, those portions of the airplane
affected by the installation must be inspected in accordance
F
E F
affected by the installation must be inspected in accordance
R
with the inspection program published by the owner of the with the inspection program published by the owner of the
STC. Since non-PIPER approved STC installations may
R O R
STC. Since non-PIPER approved STC installations may
FO T F
change systems interface, operating characteristics and change systems interface, operating characteristics and
component loads or stresses on adjacent structures, PIPER component loads or stresses on adjacent structures, PIPER
NO
provided inspection criteria may not be valid for airplanes with provided inspection criteria may not be valid for airplanes with
non-PIPER approved STC installations. non-PIPER approved STC installations.
WARNING WARNING
Modifications must be approved in writing by PIPER prior to Modifications must be approved in writing by PIPER prior to
installation. Any and all other installations, whatsoever, of any installation. Any and all other installations, whatsoever, of any
kind will void this warranty in its entirety. kind will void this warranty in its entirety.
REVISED: OCTOBER 14, 2002 8-1 REVISED: OCTOBER 14, 2002 8-1
SECTION 8 SECTION 8
HAND/SERV/MAINT PA-46-350P, MALIBU HAND/SERV/MAINT PA-46-350P, MALIBU
8.1 GENERAL (CONTINUED) 8.1 GENERAL (CONTINUED)
WARNING WARNING
Use only genuine PIPER parts or PIPER approved parts Use only genuine PIPER parts or PIPER approved parts
obtained from PIPER approved sources, in connection with obtained from PIPER approved sources, in connection with
the maintenance and repair of PIPER airplanes. the maintenance and repair of PIPER airplanes.
Genuine PIPER parts are produced and inspected under Genuine PIPER parts are produced and inspected under
rigorous procedures to insure airworthiness and suitability for rigorous procedures to insure airworthiness and suitability for
use in PIPER airplane applications. Parts purchased from use in PIPER airplane applications. Parts purchased from
sources other than PIPER, even though identical in sources other than PIPER, even though identical in
Y
appearance, may not have had the required tests and appearance, may not have had the required tests and
inspections performed, may be different in fabrication inspections performed, may be different in fabrication
N L
O
techniques and materials, and may be dangerous when techniques and materials, and may be dangerous when
E
installed in an airplane. installed in an airplane.
Additionally, reworked or salvaged parts or those parts
N C
Additionally, reworked or salvaged parts or those parts
obtained from non-PIPER approved sources, may have service
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obtained from non-PIPER approved sources, may have service
R
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histories which are unknown or cannot be authenticated, may histories which are unknown or cannot be authenticated, may
have been subjected to unacceptable stresses or temperatures
F
have been subjected to unacceptable stresses or temperatures
E F
R
or may have other hidden damage not discernible through or may have other hidden damage not discernible through
routine visual or nondestructive testing. This may render the
R R
routine visual or nondestructive testing. This may render the
O
FO T F
part, component or structural assembly, even though part, component or structural assembly, even though
originally manufactured by PIPER, unsuitable and unsafe for originally manufactured by PIPER, unsuitable and unsafe for
airplane use.
PIPER expressly disclaims any responsibility for malfunctions, N Odisclaims any responsibility for malfunctions,
airplane use.
PIPER expressly
failures, damage or injury caused by use of non-PIPER failures, damage or injury caused by use of non-PIPER
approved parts. approved parts.
8-1A REVISED: OCTOBER 14, 2002 8-1A REVISED: OCTOBER 14, 2002
SECTION 8 SECTION 8
8.1 GENERAL (CONTINUED) 8.1 GENERAL (CONTINUED)

Every owner should stay in close contact with an authorized Piper Service Every owner should stay in close contact with an authorized Piper Service
Center or Pipers Customer Services Department to obtain the latest Center or Pipers Customer Services Department to obtain the latest
information pertaining to their airplane, and to avail themselves of Pipers information pertaining to their airplane, and to avail themselves of Pipers
support systems. support systems.
Piper takes a continuing interest in having owners get the most efficient Piper takes a continuing interest in having owners get the most efficient
use from their airplane and keeping it in the best mechanical condition. use from their airplane and keeping it in the best mechanical condition.
Consequently, Piper, from time to time, issues service releases including Consequently, Piper, from time to time, issues service releases including
Service Bulletins, Service Letters, Service Spares Letters, and others relating to Service Bulletins, Service Letters, Service Spares Letters, and others relating to
Piper Service Bulletins are of special importance and Piper considers Piper Service Bulletins are of special importance and Piper considers
compliance mandatory. These are sent directly to the latest FAA-registered
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compliance mandatory. These are sent directly to the latest FAA-registered
N
owners in the United States (U.S.) and Piper Service Centers worldwide. owners in the United States (U.S.) and Piper Service Centers worldwide.
Depending on the nature of the release, material and labor allowances may
apply. This information is provided to all authorized Piper Service Centers.
E O
Depending on the nature of the release, material and labor allowances may
apply. This information is provided to all authorized Piper Service Centers.
N C and servicing techniques

T Service Centers and, if
EownerstoHinPiper
Service Letters deal with product improvements and servicing techniques Service Letters deal with product improvements
pertaining to the airplane. They are sent to Piper Service Centers and, if
R
pertaining to the airplane. They are sent
IG
E information.
careful attention to ServiceF L
necessary, to the latest FAA-registered owners in the U.S. Owners should give necessary, to the latest FAA-registered the U.S. Owners should give
careful attention to Service Letter information.
R E offerF improved parts, kits, and optional
Letter
LettersR
Service Spares Letters offer improved parts, kits, and optional
R wereFnotOavailable originally, and which may be of interest
Service Spares
O
F T
equipment which were not available originally, and which may be of interest equipment which
NOa subscription service for Service Bulletins, Service Letters,

to the owner. to the owner.
Piper offers a subscription service for Service Bulletins, Service Letters, Piper offers
and Service Spares Letters. This service is available to interested persons such and Service Spares Letters. This service is available to interested persons such
as owners, pilots, and mechanics at a nominal fee, and may be obtained as owners, pilots, and mechanics at a nominal fee, and may be obtained
through an authorized Piper Service Center or Pipers Customer Services through an authorized Piper Service Center or Pipers Customer Services
Department. Department.
Maintenance manuals, parts catalogs, and revisions to both, are available Maintenance manuals, parts catalogs, and revisions to both, are available
from Piper Service Centers or Pipers Customer Services Department. from Piper Service Centers or Pipers Customer Services Department.
Any correspondence regarding the airplane should include the airplane Any correspondence regarding the airplane should include the airplane
model and serial number to ensure proper response. model and serial number to ensure proper response.
REVISED: OCTOBER 14, 2002 8-1B REVISED: OCTOBER 14, 2002 8-1B
SECTION 8 SECTION 8
8.3 AIRPLANE INSPECTION PERIODS 8.3 AIRPLANE INSPECTION PERIODS
WARNING WARNING
All inspection intervals, replacement time limits, overhaul time All inspection intervals, replacement time limits, overhaul time
limits, the method of inspection, life limits, cycle limits, etc., limits, the method of inspection, life limits, cycle limits, etc.,
recommended by PIPER are solely based on the use of new, recommended by PIPER are solely based on the use of new,
remanufactured or overhauled PIPER approved parts. If parts remanufactured or overhauled PIPER approved parts. If parts
are designed, manufactured, remanufactured, overhauled are designed, manufactured, remanufactured, overhauled
and/or approved by entities other than PIPER, then the data in and/or approved by entities other than PIPER, then the data in
PIPERS maintenance/service manuals and parts catalogs are PIPERS maintenance/service manuals and parts catalogs are
no longer applicable and the purchaser is warned not to rely no longer applicable and the purchaser is warned not to rely
on such data for non-PIPER parts. All inspection intervals, on such data for non-PIPER parts. All inspection intervals,
Y
replacement time limits, overhaul time limits, the method of replacement time limits, overhaul time limits, the method of
inspection, life limits, cycle limits, etc., for such non-PIPER
N L
inspection, life limits, cycle limits, etc., for such non-PIPER
O
parts must be obtained from the manufacturer and/or seller of parts must be obtained from the manufacturer and/or seller of
E
such non-PIPER parts. such non-PIPER parts.
Piper has developed inspection items and N C inspection intervals for

E H andT
Piper has developed inspection items and required inspection intervals for required
the PA-46-350P (see PA-46-310/350P Maintenance and Inspection Manuals).
R
E LIwith
the PA-46-350P (see PA-46-310/350P Maintenance
G by a properly
Inspection Manuals).
inspection procedures should F

The PA-46-310/350P Inspection Manual contains appropriate forms, and all The PA-46-310/350P Inspection Manual contains appropriate forms, and all
inspection procedures should be complied with by a properly trained,
knowledgeable, and qualified mechanic at an authorized Piper Service Center E F
R R accept responsibility for the continued
be complied trained,
or a reputable repair R
knowledgeable, and qualified mechanic at an authorized Piper Service Center
or a reputable repair shop. Piper cannot accept responsibility for the continued
airworthiness ofO
O
any aircraftFnot maintained to these standards, and/or not
shop. Piper cannot
airworthiness of any aircraft not maintained to these standards, and/or not
F
brought into complianceTwith applicable Service Bulletins issued by Piper,
NOthe engine, propeller, or accessory manufacturers, or
brought into compliance with applicable Service Bulletins issued by Piper,
instructions issued by the engine, propeller, or accessory manufacturers, or instructions issued by
Airworthiness Directives issued by the FAA. Airworthiness Directives issued by the FAA.
A programmed Inspection, approved by the Federal Aviation A programmed Inspection, approved by the Federal Aviation
Administration (FAA), is also available to the owner. This involves routine and Administration (FAA), is also available to the owner. This involves routine and
detailed inspections to allow maximum utilization of the airplane. Maintenance detailed inspections to allow maximum utilization of the airplane. Maintenance
inspection costs are reduced, and the maximum standard of continued inspection costs are reduced, and the maximum standard of continued
airworthiness is maintained. Complete details are available from Piper. airworthiness is maintained. Complete details are available from Piper.
In addition, but in conjunction with the above, the FAA requires periodic In addition, but in conjunction with the above, the FAA requires periodic
inspections on all aircraft to keep the Airworthiness Certificate in effect. The inspections on all aircraft to keep the Airworthiness Certificate in effect. The
owner is responsible for assuring compliance with these inspection owner is responsible for assuring compliance with these inspection
requirements and for maintaining proper documentation in logbooks and/or requirements and for maintaining proper documentation in logbooks and/or
maintenance records. maintenance records.
8-2 REVISED: OCTOBER 14, 2002 8-2 REVISED: OCTOBER 14, 2002
SECTION 8 SECTION 8
8.3 AIRPLANE INSPECTION PERIODS (CONTINUED) 8.3 AIRPLANE INSPECTION PERIODS (CONTINUED)
A spectrographic analysis of the engine oil is available from several A spectrographic analysis of the engine oil is available from several
sources. This inspection, if performed properly, provides a good check of the sources. This inspection, if performed properly, provides a good check of the
internal condition of the engine. To be accurate, induction air filters must be internal condition of the engine. To be accurate, induction air filters must be
cleaned or changed regularly, and oil samples must be taken and sent in at cleaned or changed regularly, and oil samples must be taken and sent in at
regular intervals. regular intervals.
8.5 PREVENTIVE MAINTENANCE 8.5 PREVENTIVE MAINTENANCE

The holder of a pilot certificate issued under Federal Aviation Regulations The holder of a pilot certificate issued under Federal Aviation Regulations
(FAR) Part 61 may perform certain preventive maintenance as defined in the (FAR) Part 61 may perform certain preventive maintenance as defined in the
FARs. This maintenance may be performed only on an aircraft which the pilot FARs. This maintenance may be performed only on an aircraft which the pilot
Y
owns and operates, and which is not used in air carrier or air taxi/commercial owns and operates, and which is not used in air carrier or air taxi/commercial
operations service. operations service.
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All other aircraft maintenance must be accomplished by a person or
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All other aircraft maintenance must be accomplished by a person or
C
facility appropriately certificated by the Federal Aviation Administration facility appropriately certificated by the Federal Aviation Administration
(FAA) to perform that work. (FAA) to perform that work.
N
E Han Tentry must be made in the
Anytime maintenance is accomplished, an entry must be made in the
R
E LITheGentry shall include:
Anytime maintenance is accomplished,
(a) The date the workF

appropriate aircraft maintenance records. The entry shall include: appropriate aircraft maintenance records.
(a) The date the work was accomplished.
(b) DescriptionR
E
of the work. F
was accomplished.
(b) Description of the work.
R O Raircraft.
Ocertificate Fnumber of pilot performing the work.
(c) Number of hours on the aircraft. (c) Number of hours on the
(e) FSignatureT
(d) The certificate number of pilot performing the work. (d) The
NO
(e) Signature of the individual doing the work. of the individual doing the work.
8.7 AIRPLANE ALTERATIONS 8.7 AIRPLANE ALTERATIONS

If the owner desires to have his aircraft modified, he must obtain FAA If the owner desires to have his aircraft modified, he must obtain FAA
approval for the alteration. Major alterations accomplished in accordance approval for the alteration. Major alterations accomplished in accordance
with advisory Circular 43.13-2, when performed by an A & P mechanic, may with advisory Circular 43.13-2, when performed by an A & P mechanic, may
be approved by the local FAA office. Major alterations to the basic airframe be approved by the local FAA office. Major alterations to the basic airframe
or systems not covered by AC 43.13-2 require a Supplemental Type or systems not covered by AC 43.13-2 require a Supplemental Type
Certificate. Certificate.
8-3 8-3
SECTION 8 SECTION 8
8.7 AIRPLANE ALTERATIONS (CONTINUED) 8.7 AIRPLANE ALTERATIONS (CONTINUED)

The owner or pilot is required to ascertain that the following aircraft The owner or pilot is required to ascertain that the following aircraft
papers are in order and in the aircraft. papers are in order and in the aircraft.
(a) To be displayed in the aircraft at all times: (a) To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate Form FAA-8100-2. (1) Aircraft Airworthiness Certificate Form FAA-8100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3. (2) Aircraft Registration Certificate Form FAA-8050-3.
(3) Aircraft Radio Station License if transmitters are (3) Aircraft Radio Station License if transmitters are
installed. installed.
(b) To be carried in the aircraft at all times: (b) To be carried in the aircraft at all times:
(1) Pilots Operating Handbook. (1) Pilots Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair (2) Weight and Balance data plus a copy of the latest Repair
and Alteration Form FAA-337, if applicable. and Alteration Form FAA-337, if applicable.
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(3) Aircraft equipment list. (3) Aircraft equipment list.
Although the aircraft and engine logbooks are not required to be in the
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Although the aircraft and engine logbooks are not required to be in the
aircraft, they should be made available upon request. Logbooks should be
complete and up to date. Good records will reduce maintenance cost by
E O
aircraft, they should be made available upon request. Logbooks should be
complete and up to date. Good records will reduce maintenance cost by
giving the mechanic information about what has or has not been
C
giving the mechanic information about what has or has not been
N
E HT
accomplished. accomplished.
8.9 GROUND HANDLING 8.9 GROUND HANDLING
R
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(a) Towing (a) Towing
F
E be movedF on the ground by the use of the
The airplane may be moved on the ground by the use of the
R R
nose wheel steering bar R
The airplane may
O
FO strainTtheFnose gear steering assembly.
nose wheel steering bar that is stowed in the forward baggage that is stowed in the forward baggage
compartment or by power equipment that will not damage or compartment or by power equipment that will not damage or
NO
excessively strain the nose gear steering assembly. excessively
CAUTION CAUTION
When towing with power equipment, do not When towing with power equipment, do not
turn the nose gear beyond its steering limit in turn the nose gear beyond its steering limit in
either direction, as this will result in damage to either direction, as this will result in damage to
the nose gear and steering mechanism. the nose gear and steering mechanism.
CAUTION CAUTION
Do not tow the airplane when the controls are Do not tow the airplane when the controls are
secured. secured.
In the event towing lines are necessary, ropes should be In the event towing lines are necessary, ropes should be
attached to both main gear struts as high up on the tubes as attached to both main gear struts as high up on the tubes as
possible. Lines should be long enough to clear the nose and/or tail possible. Lines should be long enough to clear the nose and/or tail
8-4 8-4
SECTION 8 SECTION 8
8.9 GROUND HANDLING (CONTINUED) 8.9 GROUND HANDLING (CONTINUED)

by not less than fifteen feet, and a qualified person should ride in the by not less than fifteen feet, and a qualified person should ride in the
pilots seat to maintain control by use of the brakes. pilots seat to maintain control by use of the brakes.
(b) Taxiing (b) Taxiing
CAUTION CAUTION
Do not operate engine above 1200 rpm with Do not operate engine above 1200 rpm with
Before attempting to taxi the airplane, ground personnel Before attempting to taxi the airplane, ground personnel
should be instructed and approved by a qualified person should be instructed and approved by a qualified person
authorized by the owner. Engine starting and shut-down authorized by the owner. Engine starting and shut-down
Y
procedures as well as taxi techniques should be covered. When it is procedures as well as taxi techniques should be covered. When it is
ascertained that the propeller back blast and taxi areas are clear,
L
ascertained that the propeller back blast and taxi areas are clear,
N
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power should be applied to start the taxi roll, and the following power should be applied to start the taxi roll, and the following
checks should be performed: checks should be performed:
(1) Taxi a few feet forward and apply the brakes to determine
C E
(1) Taxi a few feet forward and apply the brakes to determine
N
their effectiveness. their effectiveness.
(2) Taxi with the propeller set in low pitch, high rpm setting.
E HT
(2) Taxi with the propeller set in low pitch, high rpm setting.
R
E LIG
(3) While taxiing, make slight turns to ascertain the effectiveness (3) While taxiing, make slight turns to ascertain the effectiveness
F
of the steering. of the steering.
(4) Observe wing clearance when taxiing near buildings or other
R E F
(4) Observe wing clearance when taxiing near buildings or other
R
stationary objects. If possible, station an observer outside the stationary objects. If possible, station an observer outside the
airplane.
R O airplane.
FO T F
(5) When taxiing over uneven ground, avoid holes and ruts. (5) When taxiing over uneven ground, avoid holes and ruts.
(6) Do not operate the engine at high rpm when running up or (6) Do not operate the engine at high rpm when running up or
NO
taxiing over ground containing loose stones, gravel, or taxiing over ground containing loose stones, gravel, or
any loose material that may cause damage to the propeller any loose material that may cause damage to the propeller
blades. blades.
(c) Parking (c) Parking
When parking the airplane, be sure that it is sufficiently protected When parking the airplane, be sure that it is sufficiently protected
from adverse weather conditions and that it presents no danger to from adverse weather conditions and that it presents no danger to
other aircraft. When parking the airplane for any length of time or other aircraft. When parking the airplane for any length of time or
overnight, it is suggested that it be moored securely. overnight, it is suggested that it be moored securely.
(1) To park the airplane, head it into the wind if possible. (1) To park the airplane, head it into the wind if possible.
(2) The parking brake knob is located just below the left (2) The parking brake knob is located just below the left
control column. To set the parking brake, first depress and control column. To set the parking brake, first depress and
hold the toe brakes and then pull out on the parking brake hold the toe brakes and then pull out on the parking brake
knob. To release the parking brake, first depress the brake knob. To release the parking brake, first depress the brake
pedals and then push in on the parking brake knob. pedals and then push in on the parking brake knob.
8-5 8-5
SECTION 8 SECTION 8
CAUTION CAUTION
Care should be taken when setting brakes that Care should be taken when setting brakes that
are overheated or during cold weather when are overheated or during cold weather when
accumulated moisture may freeze a brake. accumulated moisture may freeze a brake.
(3) Aileron and elevator controls should be secured with the (3) Aileron and elevator controls should be secured with the
front seat belt and chocks used to properly block the front seat belt and chocks used to properly block the
wheels. wheels.
(d) Mooring (d) Mooring
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The airplane should be moored for immovability, security and The airplane should be moored for immovability, security and
protection. The following procedures should be used for the
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protection. The following procedures should be used for the
O
proper mooring of the airplane: proper mooring of the airplane:
E
(1) Head the airplane into the wind if possible. (1) Head the airplane into the wind if possible.
(2) Retract the flaps. (2) Retract the flaps.
N C
E HT
(3) Immobilize the ailerons and elevator by looping the seat (3) Immobilize the ailerons and elevator by looping the seat
belt through the control wheel and pulling it snug.
R
belt through the control wheel and pulling it snug.
E LIG
F
(4) Block the wheels. (4) Block the wheels.
(5) Secure tiedown ropes to wing and tail tiedown rings at
E F
(5) Secure tiedown ropes to wing and tail tiedown rings at
R R
approximately 45 degree angles to the ground. When using approximately 45 degree angles to the ground. When using
R O
FO T F
rope of non-synthetic material, leave sufficient slack to rope of non-synthetic material, leave sufficient slack to
avoid damage to the airplane should the ropes contract. avoid damage to the airplane should the ropes contract.
CAUTION
N O CAUTION
Use bowline knots, square knots or locked slip Use bowline knots, square knots or locked slip
knots. Do not use plain slip knots. knots. Do not use plain slip knots.
NOTE NOTE
Additional preparations for high winds include Additional preparations for high winds include
using tiedown ropes from the nose landing gear using tiedown ropes from the nose landing gear
and securing the rudder. and securing the rudder.
8-6 8-6
SECTION 8 SECTION 8

(6) Install a pitot head cover if available. Be sure to remove the (6) Install a pitot head cover if available. Be sure to remove the
pitot head cover before flight. pitot head cover before flight.
(7) Cabin and baggage door should be locked when the airplane (7) Cabin and baggage door should be locked when the airplane
is unattended. is unattended.
8.11 ENGINE INDUCTION AIR FILTER 8.11 ENGINE INDUCTION AIR FILTER
(a) Removing Induction Air Filter (a) Removing Induction Air Filter
(1) Remove louvered induction air panel assembly at nose of (1) Remove louvered induction air panel assembly at nose of
aircraft by removing screws. aircraft by removing screws.
(2) Remove screws around perimeter of filter on induction air (2) Remove screws around perimeter of filter on induction air
Y
inlet to withdraw inlet and filter. inlet to withdraw inlet and filter.
(b) Cleaning Induction Air Filter (b) Cleaning Induction Air Filter
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The induction air filter must be cleaned at least once every 50
E O
The induction air filter must be cleaned at least once every 50
hours, and more often, even daily, when operating in dusty
C
hours, and more often, even daily, when operating in dusty
N
E HT
conditions. Extra filters are inexpensive, and a spare should be kept conditions. Extra filters are inexpensive, and a spare should be kept
on hand for use as a rapid replacement.
R
on hand for use as a rapid replacement.
E LIG
To clean the filter:
F
E air orFcleaning
To clean the filter:
(1) Tap filter gently to remove dirt particles. Do not use
R
(1) Tap filter
R R
gently to remove dirt particles. Do not use
Othe filter should be replaced.

compressed air or cleaning solvents. compressed solvents.
(2) Inspect filter. If paper element is torn or ruptured or gasket is
O
F filter
(2)
F
Inspect filter.
T
If paper element is torn or ruptured or gasket is
O
damaged, the filter should be replaced. The usable life of the damaged, The usable life of the
N(3) After cleaning check all components for dirt and damage.
filter should be restricted to one year or 500 hours, should be restricted to one year or 500 hours,
whichever comes first. whichever comes first.
(3) After cleaning check all components for dirt and damage.
Wipe the filter and inlet clean. Do not oil the filter. Wipe the filter and inlet clean. Do not oil the filter.
(c) Installation of Induction Air Filter (c) Installation of Induction Air Filter
Replace filter, inlet and screws. Reinstall induction air panel Replace filter, inlet and screws. Reinstall induction air panel
assembly. assembly.
8.13 BRAKE SERVICE 8.13 BRAKE SERVICE

The brake system is filled with MIL-H-5606 (petroleum base) hydraulic The brake system is filled with MIL-H-5606 (petroleum base) hydraulic
fluid. The fluid level should be checked periodically or at every 100 hour fluid. The fluid level should be checked periodically or at every 100 hour
inspection and replenished when necessary. The brake fluid reservoir is inspection and replenished when necessary. The brake fluid reservoir is
8-7 8-7
SECTION 8 SECTION 8
8.13 BRAKE SERVICE (CONTINUED) 8.13 BRAKE SERVICE (CONTINUED)
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
BRAKE SYSTEM BRAKE SYSTEM

8-8 8-8
SECTION 8 SECTION 8
8.13 BRAKE SERVICE (CONTINUED) 8.13 BRAKE SERVICE (CONTINUED)

located behind the aft access panel in the forward baggage compartment. If located behind the aft access panel in the forward baggage compartment. If
the entire system must be refilled, fill with fluid under pressure from the the entire system must be refilled, fill with fluid under pressure from the
brake end of the system. This will eliminate air from the system. brake end of the system. This will eliminate air from the system.
No adjustment of the brake clearances is necessary. If, after extended No adjustment of the brake clearances is necessary. If, after extended
service, brake blocks become excessively worn they should be replaced with service, brake blocks become excessively worn they should be replaced with
new segments. new segments.
8.15 HYDRAULIC SYSTEM SERVICE 8.15 HYDRAULIC SYSTEM SERVICE

The hydraulic system reservoir is an integral part of the electric The hydraulic system reservoir is an integral part of the electric
hydraulic pump assembly. It is located aft of the aft cabin baggage hydraulic pump assembly. It is located aft of the aft cabin baggage
compartment and is accessible through the baggage compartment aft
LY
compartment and is accessible through the baggage compartment aft
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closeout panel. Fill the reservoir with MIL-H-5606 hydraulic fluid. The fluid closeout panel. Fill the reservoir with MIL-H-5606 hydraulic fluid. The fluid
level should be checked periodically or every 100 hour inspection and
replenished when necessary. With the landing gear down and the system up
E O
level should be checked periodically or every 100 hour inspection and
replenished when necessary. With the landing gear down and the system up
to pressure, fill to the FULL line on the sight gauge.
C
to pressure, fill to the FULL line on the sight gauge.
N
R E HT
E ClevelandIGAircraft Products 6.00 x 6 wheels
8.17 LANDING GEAR SERVICE 8.17 LANDING GEAR SERVICE
The main landing gearF L
The main landing gear uses Cleveland Aircraft Products 6.00 x 6 wheels
R E rating Ftires and tubes. The nose wheel uses a
uses
R Products 5.00 x 5 wheel with a 5.00 x 5 six-

with 6.00 x 6, eight-ply rating tires and tubes. The nose wheel uses a with 6.00 x 6, eight-ply
ply rating, typeRIII tire andO

McCauley or a Cleveland Aircraft Products 5.00 x 5 wheel with a 5.00 x 5 six- McCauley or a Cleveland Aircraft
FO T F by taking off the hub cap, cotter pin, axle nut, and
ply rating, type III tire and tube. (Refer to paragraph 8.25.) tube. (Refer to paragraph 8.25.)
Wheels are removed by taking off the hub cap, cotter pin, axle nut, and
the two bolts holding the brake segment in place. Mark tire and wheel for N O
Wheels are removed
the two bolts holding the brake segment in place. Mark tire and wheel for
reinstallation; then dismount by deflating the tire, removing the three reinstallation; then dismount by deflating the tire, removing the three
through-bolts from the wheel and separating the wheel halves. through-bolts from the wheel and separating the wheel halves.
Landing gear oleos should be serviced according to the instructions on Landing gear oleos should be serviced according to the instructions on
the units. The main oleos should be extended under normal static load until the units. The main oleos should be extended under normal static load until
3.44 +/- 0.25 inches of oleo piston tube is exposed, and the nose gear should 3.44 +/- 0.25 inches of oleo piston tube is exposed, and the nose gear should
show 1.65 +/- 0.25 inches. To add air to the oleo struts, attach a strut pump to show 1.65 +/- 0.25 inches. To add air to the oleo struts, attach a strut pump to
the valve assembly near the top of the oleo strut housing and pump the oleo the valve assembly near the top of the oleo strut housing and pump the oleo
to the desired position. To add oil, jack the aircraft, release the air pressure in to the desired position. To add oil, jack the aircraft, release the air pressure in
the strut, remove the valve core and add oil through this opening with the the strut, remove the valve core and add oil through this opening with the
strut extended. After the strut is full, compress it slowly and fully to allow strut extended. After the strut is full, compress it slowly and fully to allow
excess air and oil to escape. With the strut still compressed reinsert the valve excess air and oil to escape. With the strut still compressed reinsert the valve
core and pump up the strut as above. core and pump up the strut as above.
8-9 8-9
SECTION 8 SECTION 8
8.17 LANDING GEAR SERVICE (CONTINUED) 8.17 LANDING GEAR SERVICE (CONTINUED)
In jacking the aircraft for landing gear or other service, two hydraulic In jacking the aircraft for landing gear or other service, two hydraulic
jacks and a tail stand should be used. At least 400 pounds of ballast should be jacks and a tail stand should be used. At least 400 pounds of ballast should be
placed on the base of the tail stand before the airplane is jacked up. The placed on the base of the tail stand before the airplane is jacked up. The
hydraulic jacks should be placed under the jack points on the bottom of the hydraulic jacks should be placed under the jack points on the bottom of the
wing and the airplane jacked up until the tail skid is at the right height to wing and the airplane jacked up until the tail skid is at the right height to
attach the tail stand. After the tail stand is attached and the ballast added, attach the tail stand. After the tail stand is attached and the ballast added,
jacking may be continued until the airplane is at the height desired. jacking may be continued until the airplane is at the height desired.
The steering rods from the rudder pedals to the transverse bellcrank in The steering rods from the rudder pedals to the transverse bellcrank in
the nose wheel tunnel are factory adjusted and should be readjusted only in the nose wheel tunnel are factory adjusted and should be readjusted only in
accordance with the applicable rigging specification. Nose wheel alignment accordance with the applicable rigging specification. Nose wheel alignment
Y
is accomplished by adjusting the rod end(s) on the steering bungee is accomplished by adjusting the rod end(s) on the steering bungee assembly
assembly in such a way that the nose wheel is in line with the fore and aft
axis of the plane when the rudder pedals are centered. Alignment of the
N L
in such a way that the nose wheel is in line with the fore and aft axis of the
plane when the rudder pedals are centered. Alignment of the nose wheel can
nose wheel can be checked by pushing the airplane back and forth with the
E O
be checked by pushing the airplane back and forth with the rudder two
C
rudder two degrees to the right to determine that the plane follows a straight degrees to the right to determine that the plane follows a straight line. The
line. The turning arc of the nose wheel is 30 +/- 1 in either direction and is
E HTN
turning arc of the nose wheel is 30 +/- 1 in either direction and is limited by
R
limited by stops at the trunnion forging or the forward steering contact arm stops at the trunnion forging or the forward steering contact arm mounted
mounted on the engine mount. on the engine mount.
F E LIG
R E NOTEF
is set toR
NOTE
R O
FO T F
The rudder is set to 2 right with the rudder The rudder 2 right with the rudder
pedals neutralized and the nose wheel centered. pedals neutralized and the nose wheel centered.
8.19 PROPELLER SERVICE NO

8.19 PROPELLER SERVICE
The spinner and backing plate should be cleaned and inspected for The spinner and backing plate should be cleaned and inspected for
cracks frequently. Before each flight the propeller should be inspected for cracks frequently. Before each flight the propeller should be inspected for
nicks, scratches, and corrosion. Significant damage must be repaired by a nicks, scratches, and corrosion. Significant damage must be repaired by a
qualified mechanic prior to flight. Nicks or scratches cause an area of qualified mechanic prior to flight. Nicks or scratches cause an area of
increased stress which can lead to serious cracks or the loss of a propeller increased stress which can lead to serious cracks or the loss of a propeller
tip. The back face of the blades should be painted when necessary with flat tip. The back face of the blades should be painted when necessary with flat
black paint to retard glare. To prevent corrosion, the surface should be black paint to retard glare. To prevent corrosion, the surface should be
cleaned and waxed periodically. cleaned and waxed periodically.
8-10 8-10
SECTION 8 SECTION 8
8.21 OIL REQUIREMENTS 8.21 OIL REQUIREMENTS

The oil capacity of the Textron Lycoming TI0-540-AE2A engine is 12 The oil capacity of the Textron Lycoming TI0-540-AE2A engine is 12
quarts with an inflight minimum quantity of approximately 2.75 quarts. quarts with an inflight minimum quantity of approximately 2.75 quarts.
Maximum endurance flights should begin with 12 quarts of oil. For all Maximum endurance flights should begin with 12 quarts of oil. For all
shorter flights, it is recommended that oil be added if the quantity falls to 10 shorter flights, it is recommended that oil be added if the quantity falls to 10
quarts. It is recommended that engine oil be drained and renewed every 50 quarts. It is recommended that engine oil be drained and renewed every 50
hours, or sooner under unfavorable conditions. Full flow cartridge type oil hours, or sooner under unfavorable conditions. Full flow cartridge type oil
filters should be replaced each 50 hours of operation. The following grades filters should be replaced each 50 hours of operation. The following grades
are required for temperatures: are required for temperatures:
MIL-L-22851 MIL-L-22851
Average Ambient MIL-L-6082B Ashless Dispersant Average Ambient MIL-L-6082B Ashless Dispersant
Y
Temperature SAE Grade SAE Grades Temperature SAE Grade SAE Grades
All Temperatures 15W-50 or 20W-50 All Temperatures
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15W-50 or 20W-50
O
Above 80F 60 Above 80F MINERAL 60
MINERAL
E
Above 60F 40 or 50 Above 60F OIL NOT 40 or 50
C
OIL NOT
30F to 90F 40 30F to 90F 40
N
APPROVED APPROVED
E HT
0F to 70F 30, 40 or 20W-40 0F to 70F 30, 40 or 20W-40
R
Below 10F 30 or 20W-30 Below 10F 30 or 20W-30
F E overlapL IGindicated ranges, use the lighter

When operating temperatures overlap indicated ranges, use the lighter
R E F
When operating temperatures
R
grade oil. grade oil.
R O
NOTE
FO ReferT toFthe latest issued
NOTE
Refer to the latest issued of Lycoming Service
Instruction 1014 (Lubricating Oil
O
N Recommendations) for further information. Oil
Instruction 1014
of Lycoming Service
(Lubricating
Recommendations) for further information.
8-11 8-11
SECTION 8 SECTION 8
8.23 FUEL SYSTEM 8.23 FUEL SYSTEM

(a) Servicing Fuel System (a) Servicing Fuel System
At every 100 hour inspection or after an extended downtime, the At every 100 hour inspection or after an extended downtime, the
fuel filter strainer must be cleaned. The fuel filter strainer is located fuel filter strainer must be cleaned. The fuel filter strainer is located
below the floor on the lower right side of the forward baggage below the floor on the lower right side of the forward baggage
compartment. compartment.
(b) Fuel Requirements (AVGAS ONLY) (b) Fuel Requirements (AVGAS ONLY)
The minimum aviation grade fuel is 100. Since the use of lower The minimum aviation grade fuel is 100. Since the use of lower
grades can cause serious engine damage in a short period of time, the grades can cause serious engine damage in a short period of time, the
Y
engine warranty is invalidated by the use of lower octanes. engine warranty is invalidated by the use of lower octanes.
Whenever 100 or 100LL grade fuel is not available, commercial Whenever 100 or 100LL grade fuel is not available, commercial
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grade 100/130 should be used. (See Fuel Grade Comparison Chart.)
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grade 100/130 should be used. (See Fuel Grade Comparison Chart.)
E
C
Refer to the latest issue of Lycoming Service Instruction No. 1070 Refer to the latest issue of Lycoming Service Instruction No. 1070
N
(Textron Lycoming Specified Fuels). (Textron Lycoming Specified Fuels).
wellT
Echart:as H
A summary of the current grades as well as the previous fuel
R
E LIG
A summary of the current grades as the previous fuel
F
designation is shown in the following chart: designation is shown in the following
R E F
R
FUEL GRADE COMPARISON CHART FUEL GRADE COMPARISON CHART
R O
FO T F
Current Military Current Military
Previous Commercial Current Commercial Fuel Grades (MIL-G-5572E) Previous Commercial Current Commercial Fuel Grades (MIL-G-5572E)
NO
Fuel Grades (ASTM-D910) Fuel Grades (ASTM-D910-75) Amendment No. 3 Fuel Grades (ASTM-D910) Fuel Grades (ASTM-D910-75) Amendment No. 3
Max. TEL Max. TEL Max. TEL Max. TEL Max. TEL Max. TEL
Grade Color ml/U.S. Gal. Grade Color ml/U.S. Gal. Grade Color ml/U.S. Gal. Grade Color ml/U.S. Gal. Grade Color ml/U.S. Gal. Grade Color ml/U.S. Gal.
80/87 red 0.5 80 red 0.5 80/87 red 0.5 80/87 red 0.5 80 red 0.5 80/87 red 0.5
91/98 blue 2.0 *100LL blue 2.0 none none none 91/98 blue 2.0 *100LL blue 2.0 none none none
100/130 green 3.0 100 green **3.0 100/130 green **3.0 100/130 green 3.0 100 green **3.0 100/130 green **3.0
115/145 purple 4.6 none none none 115/145 purple 4.6 115/145 purple 4.6 none none none 115/145 purple 4.6
* -Grade 100LL fuel in some overseas countries is currently colored green and designated as "100L." * -Grade 100LL fuel in some overseas countries is currently colored green and designated as "100L."
** -Commercial fuel grade 100 and grade 100/130 (both of which are colored green) having TEL ** -Commercial fuel grade 100 and grade 100/130 (both of which are colored green) having TEL
content of up to 4 ml/U.S. gallon are approved for use in all engines certificated for use with grade content of up to 4 ml/U.S. gallon are approved for use in all engines certificated for use with grade
100/130 fuel. 100/130 fuel.
8-12 8-12
SECTION 8 SECTION 8
8.23 FUEL SYSTEM (CONTINUED) 8.23 FUEL SYSTEM (CONTINUED)

The operation of the aircraft is approved with an anti-icing The operation of the aircraft is approved with an anti-icing
additive in the fuel. When an anti-icing additive is used it must additive in the fuel. When an anti-icing additive is used it must
meet the specification MIL-1-27686, must be uniformly blended meet the specification MIL-1-27686, must be uniformly blended
with the fuel while refueling, must not exceed .15% by volume of with the fuel while refueling, must not exceed .15% by volume of
the refueled quantity, and to ensure its effectiveness should be the refueled quantity, and to ensure its effectiveness should be
blended at not less than .10% by volume. One and one half liquid blended at not less than .10% by volume. One and one half liquid
ounces per ten gallons of fuel would fall within this range. A blender ounces per ten gallons of fuel would fall within this range. A blender
supplied by the additive manufacturer should be used. Except for supplied by the additive manufacturer should be used. Except for
the information contained in this section, the manufacturers mixing the information contained in this section, the manufacturers mixing
or blending instructions should be carefully followed. or blending instructions should be carefully followed.
Y
CAUTIONS CAUTIONS
Assure that the additive is directed into the Assure that the additive is directed into the
N L
O
flowing fuel stream. The additive flow should flowing fuel stream. The additive flow should
E
start after and stop before the fuel flow. Do not start after and stop before the fuel flow. Do not
permit the concentrated additive to come in
C
permit the concentrated additive to come in
N
E HT
contact with the aircraft painted surfaces or the contact with the aircraft painted surfaces or the
interior surfaces of the fuel tanks.
R
interior surfaces of the fuel tanks.
Eanti-icing IsoG
Some fuels have anti-icing additives pre-blended
F
Some fuels have
L
E F no further blending
additives pre-blended
R
in the fuel at the refinery, so no further blending in the fuel at the refinery,
should be performed.
R
should
O R
be performed.
Fuel additive can not be used as a substitute for
FO Fuel T Fdraining
additive can not be used as a substitute for
preflight draining of the fuel system drains.
(c) Filling Fuel Tanks
O
preflight
N Fuel Tanks
(c) Filling
of the fuel system drains.
WARNINGS WARNINGS
Do not operate any avionics or electrical Do not operate any avionics or electrical
equipment on the airplane during refueling. Do equipment on the airplane during refueling. Do
not allow open flame or smoking in the vicinity not allow open flame or smoking in the vicinity
of the airplane while refueling. of the airplane while refueling.
During all refueling operations, fire fighting During all refueling operations, fire fighting
equipment must be available. Two ground wires equipment must be available. Two ground wires
from different points on the airplane to separate from different points on the airplane to separate
approved grounding stakes shall be used. approved grounding stakes shall be used.
8-13 8-13
SECTION 8 SECTION 8

Observe all safety precautions required when handling Observe all safety precautions required when handling
gasoline. Fill the fuel tanks through the filler located on the gasoline. Fill the fuel tanks through the filler located on the
forward slope of the wing. Each wing holds a maximum of 60 forward slope of the wing. Each wing holds a maximum of 60
U.S. gallons. When using less than the standard 120 gallon U.S. gallons. When using less than the standard 120 gallon
capacity, fuel should be distributed equally between each side. capacity, fuel should be distributed equally between each side.
NOTE NOTE
Aircraft should be refueled in a wing level Aircraft should be refueled in a wing level
condition. At times this will require alternate condition. At times this will require alternate
filling of left and right tanks until the full filling of left and right tanks until the full
Y
condition is reached. condition is reached.
(d) Draining Fuel Strainer, Sumps and Lines (d) Draining Fuel Strainer, Sumps and Lines
N L
The fuel tank sumps and filter should be drained before the first
E O
The fuel tank sumps and filter should be drained before the first
flight of the day and after refueling. Set fuel selector on left or right
C
flight of the day and after refueling. Set fuel selector on left or right
N
E HT
tank before draining. The fuel collector/sump tanks, located at the tank before draining. The fuel collector/sump tanks, located at the
root of each wing, are the lowest points in the system. Each tank
R
root of each wing, are the lowest points in the system. Each tank
E LIG
F
drain is accessible through a hole in the bottom wing skin adjacent drain is accessible through a hole in the bottom wing skin adjacent
to the wheel well. The fuel filter drain is located on the right hand
E F
to the wheel well. The fuel filter drain is located on the right hand
R R
side of the fuselage several feet forward of the wing. Sumps and side of the fuselage several feet forward of the wing. Sumps and
R O
FO T F
filter should be drained until sufficient fuel has flowed to ensure the filter should be drained until sufficient fuel has flowed to ensure the
removal of any contaminants. When draining sumps, use the end on removal of any contaminants. When draining sumps, use the end on
NO
sampler cup to push in valve, catching fuel in the cup. (Refer to sampler cup to push in valve, catching fuel in the cup. (Refer to
Figure 8-3) To drain filter, hold sampler cup under nylon tube and Figure 8-3) To drain filter, hold sampler cup under nylon tube and
push in tube. Always inspect fuel for contaminants, water and fuel push in tube. Always inspect fuel for contaminants, water and fuel
grade (color). Assure that valves have sealed after draining. grade (color). Assure that valves have sealed after draining.
NOTE NOTE
Sump drains will lock open if valve is pushed in Sump drains will lock open if valve is pushed in
and turned. Continue turning to release lock. and turned. Continue turning to release lock.
8-14 8-14
SECTION 8 SECTION 8
LY
O N
C E
N
E DRAIN T
R TANK G
E FigureLI8-3 H
F
FUEL TANK DRAIN FUEL
Figure 8-3
R E F
R O R
ODrainTtheFbulk of fuel at sump tanks. Set fuel selector on left or
(e) Emptying Fuel System (e) Emptying Fuel System
Fright
NO
Drain the bulk of fuel at sump tanks. Set fuel selector on left or
right tank. Push in sump drain valves and twist turn to lock open. tank. Push in sump drain valves and twist turn to lock open.
Remaining fuel may be drained through the filter drain. Close sump Remaining fuel may be drained through the filter drain. Close sump
drain valves before refueling. drain valves before refueling.
CAUTION CAUTION
Whenever the fuel system is completely drained Whenever the fuel system is completely drained
and fuel is replenished it will be necessary to run and fuel is replenished it will be necessary to run
the engine for a minimum of three minutes at the engine for a minimum of three minutes at
1000 rpm on each tank to insure that no air 1000 rpm on each tank to insure that no air
exists in the fuel supply lines. exists in the fuel supply lines.
8-15 8-15
SECTION 8 SECTION 8
8.25 TIRE INFLATION 8.25 TIRE INFLATION

For maximum service, keep tires inflated to the proper pressure: 50 psi For maximum service, keep tires inflated to the proper pressure: 50 psi
for the nose tire and 55 psi for the main tires. All wheels and tires are for the nose tire and 55 psi for the main tires. All wheels and tires are
balanced before original installation, and the relationship of tire, tube, and balanced before original installation, and the relationship of tire, tube, and
wheel should be maintained upon reinstallation. Unbalanced wheels can wheel should be maintained upon reinstallation. Unbalanced wheels can
cause extreme vibration in the landing gear; therefore, in the installation of cause extreme vibration in the landing gear; therefore, in the installation of
new components, it may be necessary to rebalance the wheels with the tires new components, it may be necessary to rebalance the wheels with the tires
mounted. When checking tire pressure, examine the tires for wear, cuts, mounted. When checking tire pressure, examine the tires for wear, cuts,
bruises, and slippage. bruises, and slippage.
8.27 BATTERY SERVICE 8.27 BATTERY SERVICE

Access to the 24-volt battery is gained by opening the forward baggage Access to the 24-volt battery is gained by opening the forward baggage
door and removing the left floor of the forward baggage compartment. The
LY
door and removing the left floor of the forward baggage compartment. The
N
battery should be checked for proper fluid level. DO NOT fill the battery battery should be checked for proper fluid level. DO NOT fill the battery
above the baffle plates. DO NOT fill the battery with acid - use water only. A
hydrometer check will determine the percent of charge in the battery.
E O
above the baffle plates. DO NOT fill the battery with acid - use water only. A
hydrometer check will determine the percent of charge in the battery.
Inspect overflow sump for presence of batteryC

Inspect overflow sump for presence of battery fluid. Fluid in the sump is
N
E systemHT
fluid. Fluid in the sump is
not a normal condition and indicates either a battery or charging system
R
not a normal condition and indicates either
E inLtheIG
a battery or charging system
F
problem. If fluid is present, the electrical system must be serviced to problem. If fluid is present, the electrical must be serviced to
eliminate cause and the neutralizer media in the sump jar replaced.
E
eliminate cause and the neutralizer
Rto charge, F
media sump jar replaced.
If the battery is not up to charge, recharge starting at a 3 amp rate and

R
If the battery is not up R
O are not recommended.
recharge starting at a 3 amp rate and
finishing with a 1.5 amp rate. Quick charges are not recommended.
O
F OXYGEN
finishing with a 1.5 amp
F
rate. Quick charges
T SYSTEM (OPTIONAL)
8.29 EMERGENCY OXYGEN SYSTEM (OPTIONAL)
The optional emergency oxygen system must be serviced if used. The The optionalN
8.29 EMERGENCY O
emergency oxygen system must be serviced if used. The
canister generators must be replaced with new units to restore the emergency canister generators must be replaced with new units to restore the emergency
system to a useable condition. system to a useable condition.
8.31 PRESSURIZATION SYSTEM 8.31 PRESSURIZATION SYSTEM

The system should be given an operational check before each flight. The system should be given an operational check before each flight.
Should the operational check show any malfunction of the pressurization Should the operational check show any malfunction of the pressurization
system, refer to the Malibu Service Manual. system, refer to the Malibu Service Manual.
8-16 8-16
SECTION 8 SECTION 8
8.33 LUBRICATION 8.33 LUBRICATION

For lubricating instructions, a chart showing lubrication points and types of For lubricating instructions, a chart showing lubrication points and types of
lubricants to be used, and lubrication methods, refer to the PA-46-350P lubricants to be used, and lubrication methods, refer to the PA-46-350P
Maintenance Manual. Maintenance Manual.
8.35 CLEANING 8.35 CLEANING

(a) Cleaning Engine Compartment (a) Cleaning Engine Compartment
(1) Place a large pan under the engine to catch waste. (1) Place a large pan under the engine to catch waste.
(2) With the engine cowling removed, spray or brush the engine (2) With the engine cowling removed, spray or brush the engine
with solvent or a mixture of solvent and degreaser. In order with solvent or a mixture of solvent and degreaser. In order
Y
to remove especially heavy dirt and grease deposits, it may to remove especially heavy dirt and grease deposits, it may
be necessary to brush areas that were sprayed.
N L
be necessary to brush areas that were sprayed.
CAUTION CAUTION
E O
Do not spray solvent into the alternators, vacuum
C
Do not spray solvent into the alternators, vacuum
N
E T
pumps, starter, or air intakes. pumps, starter, or air intakes.
R to remainH
(3) Allow the solvent to remain on the engine from five to ten
E rinseLItheGengine clean with additional
(3) Allow the solvent
F
on the engine from five to ten
E allowF it to dry.
minutes. Then rinse the engine clean with additional minutes. Then
solvent and allow it to dry.
R R
solvent and
R CAUTION
O
FO Do not F
CAUTION
Do not operate the engine until excess solvent
O T operate the engine until excess solvent
N(4) Lubricate the controls, bearing surfaces, etc., in accordance

has evaporated or otherwise been removed. has evaporated or otherwise been removed.
(4) Lubricate the controls, bearing surfaces, etc., in accordance

with the Lubrication Chart in the PA-46-350P Maintenance with the Lubrication Chart in the PA-46-350P Maintenance
Manual. Manual.
(5) Assure that all engine exhaust deposits and stains are (5) Assure that all engine exhaust deposits and stains are
removed frequently from bottom of aircraft around exhaust removed frequently from bottom of aircraft around exhaust
outlets. Accumulation of exhaust deposits left even over outlets. Accumulation of exhaust deposits left even over
short periods of time will cause corrosion. short periods of time will cause corrosion.
8-17 8-17
SECTION 8 SECTION 8
8.35 CLEANING (CONTINUED) 8.35 CLEANING (CONTINUED)

(b) Cleaning Landing Gear (b) Cleaning Landing Gear
Before cleaning the landing gear, place a plastic cover or Before cleaning the landing gear, place a plastic cover or
similar material over the wheel and brake assembly. similar material over the wheel and brake assembly.
CAUTION CAUTION
Do not brush the micro switches. Do not brush the micro switches.
(1) Place a pan under the gear to catch waste. (1) Place a pan under the gear to catch waste.
(2) Spray or brush the gear area with solvent or a mixture of (2) Spray or brush the gear area with solvent or a mixture of
solvent and degreaser, as desired. Where heavy grease solvent and degreaser, as desired. Where heavy grease
and dirt deposits have collected, it may be necessary to and dirt deposits have collected, it may be necessary to
brush areas that were sprayed, in order to clean them. brush areas that were sprayed, in order to clean them.
(3) Allow the solvent to remain on the gear from five to ten (3) Allow the solvent to remain on the gear from five to ten
minutes. Then rinse the gear with additional solvent and
LY
minutes. Then rinse the gear with additional solvent and
N
allow to dry. allow to dry.
(4) Remove the cover from the wheel and remove the catch pan.
(5) Lubricate the gear in accordance with the Lubrication Chart.
E O
(4) Remove the cover from the wheel and remove the catch pan.
(5) Lubricate the gear in accordance with the Lubrication Chart.
(c) Cleaning Exterior Surfaces (c) Cleaning Exterior Surfaces
N C
The airplane should be washed with a mild soap and water.
R E HT
The airplane should be washed with a mild soap and water.
E LIG
Harsh abrasives or alkaline soaps or detergents could make Harsh abrasives or alkaline soaps or detergents could make
scratches on painted or plastic surfaces or could cause corrosion of
E FF
scratches on painted or plastic surfaces or could cause corrosion of
R
metal. Cover areas where cleaning solutions could cause metal. Cover areas where cleaning solutions could cause
damage. To wash the airplane, use the following procedure:
R O R
damage. To wash the airplane, use the following procedure:
CAUTION
Onot TdirectFany stream of water or cleaning
FDo
CAUTION
NOalternate static ports or fuselage belly drains.

Do not direct any stream of water or cleaning
solutions at the openings in the pitot head, static solutions at the openings in the pitot head, static
ports, alternate static ports or fuselage belly drains. ports,
(1) Flush away loose dirt with water. (1) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or a (2) Apply cleaning solution with a soft cloth, a sponge or a
soft bristle brush. soft bristle brush.
(3) To remove exhaust stains, allow the solution to remain (3) To remove exhaust stains, allow the solution to remain
on the surface longer. on the surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened (4) To remove stubborn oil and grease, use a cloth dampened
with naphtha. with naphtha.
(5) Rinse all surfaces thoroughly. (5) Rinse all surfaces thoroughly.
(6) Any good automative wax may be used to preserve (6) Any good automative wax may be used to preserve
painted surfaces. Soft cleaning cloths or a chamois painted surfaces. Soft cleaning cloths or a chamois
should be used to prevent scratches when cleaning or should be used to prevent scratches when cleaning or
polishing. A heavier coating of wax on the leading polishing. A heavier coating of wax on the leading
surfaces will reduce the abrasion problems in these areas. surfaces will reduce the abrasion problems in these areas.
8-18 8-18
SECTION 8 SECTION 8

(d) Cleaning Windshield and Windows (d) Cleaning Windshield and Windows
CAUTION CAUTION
Use only mild soap and water when cleaning the Use only mild soap and water when cleaning the
heated windshield. Use of ANY other cleaning heated windshield. Use of ANY other cleaning
agent or material may cause distortion or agent or material may cause distortion or
damage to windshield coatings. damage to windshield coatings.
(1) Remove dirt, mud and other loose particles from exterior (1) Remove dirt, mud and other loose particles from exterior
surfaces with clean water. surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft (2) Wash with mild soap and warm water or with aircraft
plastic cleaner. Use a soft cloth or sponge in a straight back plastic cleaner. Use a soft cloth or sponge in a straight back
Y
and forth motion. Do not rub harshly. and forth motion. Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with
kerosene. kerosene.
N L
(3) Remove oil and grease with a cloth moistened with
E O
Cbenzene, carbon
CAUTION CAUTION
Do not use gasoline, alcohol, benzene, carbon
N
E HTor window
Do not use gasoline, alcohol,
cleaning sprays. R
tetrachloride, thinner, acetone, or window tetrachloride, thinner, acetone,
cleaning sprays.
F G apply a thin coat of hard
E plasticLIsurfaces,
(4) After cleaning plastic surfaces, apply a thin coat of hard
E wax. Rub
(4) After cleaning
R F lightly with a soft cloth. Do not use a
polishing wax. Rub lightly with a soft cloth. Do not use a
circular motion.
polishing
RA minor
circular
O R
motion.
(5) A minor scratch or mar in plastic can be removed by
O
F rubbing
(5)
F scratch or mar in plastic can be removed by
T and apply wax. Deep scratches may lead to failure
O
rubbing out the scratch with jewelers rouge. Smooth both out the scratch with jewelers rouge. Smooth both
N(6) Ifwhen
sides and apply wax. Deep scratches may lead to failure sides
when pressurized. pressurized.
(6) If a deep scratch or crack is found in any of the windshields a deep scratch or crack is found in any of the windshields
or windows, do not pressurize cabin until serviced at or windows, do not pressurize cabin until serviced at
authorized repair station. authorized repair station.
(e) Cleaning Headliner, Side Panels and Seats (e) Cleaning Headliner, Side Panels and Seats
(1) For normal soiling and smudges, simply use the dry cleaning (1) For normal soiling and smudges, simply use the dry cleaning
pad provided. This pad contains an exclusive grit- free pad provided. This pad contains an exclusive grit- free
powder with unusual power to absorb dirt. powder with unusual power to absorb dirt.
Squeeze and twist the pad so the powder sifts through the Squeeze and twist the pad so the powder sifts through the
meshes and adheres to the cloth. Then rub the soiled part meshes and adheres to the cloth. Then rub the soiled part
in any direction, as hard as necessary to clean. in any direction, as hard as necessary to clean.
Even though the pad eventually becomes soiled, this soil Even though the pad eventually becomes soiled, this soil
will not transfer back to the headliner. will not transfer back to the headliner.
8-19 8-19
SECTION 8 SECTION 8

(2) For simple stains (e.g. coffee, cola) clean headliner with a (2) For simple stains (e.g. coffee, cola) clean headliner with a
sponge and a common household suds detergent (e.g. sponge and a common household suds detergent (e.g.
Tide). Dirty grease stains should be first spot cleaned with Tide). Dirty grease stains should be first spot cleaned with
a lighter fluid containing Naphtha to remove the solvent a lighter fluid containing Naphtha to remove the solvent
soluble matter. Any stain residue should then be shampooed soluble matter. Any stain residue should then be shampooed
with a household upholstery cleaner (e.g. Carbona with a household upholstery cleaner (e.g. Carbona
upholstery and rug shampoo). upholstery and rug shampoo).
With proper care, your Malibu headliner will provide years With proper care, your Malibu headliner will provide years
of excellent appearance and durability. of excellent appearance and durability.
CAUTION CAUTION
LY
N
Solvent cleaners require adequate ventilation. Solvent cleaners require adequate ventilation.
(3) Leather should be cleaned with saddle soap or a mild

E O
(3) Leather should be cleaned with saddle soap or a mild
C
hand soap and water. hand soap and water.
(f) Cleaning Carpets (f) Cleaning Carpets
N
loose dirt T
To clean carpets, first remove loose dirt with a whisk broom
or vacuum. For soiledEspots REand
To clean carpets, first remove
I G H with a whisk broom
or vacuum. For soiled spots and stubborn stains use a
E F F L
stubborn stains use a
R R
noninflammable dry cleaning fluid. Floor carpets may be cleaned noninflammable dry cleaning fluid. Floor carpets may be cleaned
R
like any household carpet. like any household carpet.
(g) CleaningO F O
(g) Cleaning Oxygen Equipment
F Tthe mask assemblies with a suitable oil-free
Oxygen Equipment
(1) Clean the mask assemblies with a suitable oil-free

disinfectant.
O
Ndisinfectant.
(1) Clean
(2) Wipe dirt and foreign particles from the unit with a clean, (2) Wipe dirt and foreign particles from the unit with a clean,
dry, lint-free cloth. dry, lint-free cloth.
(h) Cleaning Surface Deicing Equipment (h) Cleaning Surface Deicing Equipment
The deicers should be cleaned when the aircraft is washed The deicers should be cleaned when the aircraft is washed
using a mild soap and water solution. using a mild soap and water solution.
In cold weather, wash the boots with the airplane inside a In cold weather, wash the boots with the airplane inside a
warm hangar if possible. If the cleaning is to be done outdoors, warm hangar if possible. If the cleaning is to be done outdoors,
heat the soap and water solution before taking it out to the heat the soap and water solution before taking it out to the
8-20 8-20
SECTION 8 SECTION 8

airplane. If difficulty is encountered with the water freezing on airplane. If difficulty is encountered with the water freezing on
boots, direct a blast of warm air along the region being cleaned using boots, direct a blast of warm air along the region being cleaned using
a portable ground heater. a portable ground heater.
Petroleum products are injurious to rubber and their use as Petroleum products are injurious to rubber and their use as
cleaning agents should be avoided. Limited use of Mineral Spirits or cleaning agents should be avoided. Limited use of Mineral Spirits or
non-leaded (NOT LOW LEAD) gasoline is not harmful in cleaning non-leaded (NOT LOW LEAD) gasoline is not harmful in cleaning
the deicers, if the cloth is dampened (not dripping) with solvent, the deicers, if the cloth is dampened (not dripping) with solvent,
and a dry cloth is used to wipe the deicer before the solvent and a dry cloth is used to wipe the deicer before the solvent
has time to soak into the rubber. has time to soak into the rubber.
With the deicer boots properly cleaned, a coating of Agemaster With the deicer boots properly cleaned, a coating of Agemaster
No. 1 should be applied to the LH and RH wing and LH horizontal
LY
No. 1 should be applied to the LH and RH wing and LH horizontal
N
stabilizer boots only, as described in the PA-46-350P Maintenance stabilizer boots only, as described in the PA-46-350P Maintenance
Manual. AGEMASTER NO. 1 IS NOT TO BE USED AS A
SURFACE PREPARATION ON THE RH HORIZONTAL AND
E
SURFACE PREPARATION ON THE RH HORIZONTAL ANDO
Manual. AGEMASTER NO. 1 IS NOT TO BE USED AS A
VERTICAL FIN PNEUMATIC BOOTS. This treatment helps

N C
VERTICAL FIN PNEUMATIC BOOTS. This treatment helps
protect the neoprene deice boots from ozone attack, aging and
E HT
protect the neoprene deice boots from ozone attack, aging and
R
E to LallIofGthe boots if icing conditions are
weathering. weathering.
Icex may be F
Icex may be applied to all of the boots if icing conditions are
Eboots treated
applied
F with Agemaster should be allowed to
dry beforeR R
anticipated. Any boots treated with Agemaster should be allowed to anticipated. Any
O R Maintenance
O Manual.
F TF
dry before application of Icex. For specific instructions refer to the application of Icex. For specific instructions refer to the
PA-46-350P Maintenance Manual. PA-46-350P
NO
8-21 8-21
SECTION 8 SECTION 8
8.36 CLEANING AND MAINTENANCE OF RELIEF TUBE SYSTEM 8.36 CLEANING AND MAINTENANCE OF RELIEF TUBE SYSTEM
When the aircraft is equipped with a relief tube system, the When the aircraft is equipped with a relief tube system, the
corrosive effects of urine or other liquids poured through the system corrosive effects of urine or other liquids poured through the system
are extreme and require much attention to the cleanliness of this are extreme and require much attention to the cleanliness of this
system both inside and outside of the aircraft. From the interior system both inside and outside of the aircraft. From the interior
standpoint, the funnel tube assembly, rubber hose and surrounding standpoint, the funnel tube assembly, rubber hose and surrounding
sheet metal should be cleaned at termination of flight when the system sheet metal should be cleaned at termination of flight when the system
has been used. Likewise, attention to the exterior of the aircraft is has been used. Likewise, attention to the exterior of the aircraft is
equally as important and must be cleaned as described below. equally as important and must be cleaned as described below.
The corrosive affects of urine on painted and unpainted surfaces The corrosive affects of urine on painted and unpainted surfaces
cannot be understated. Corrosion may appear in surrounding areas if cannot be understated. Corrosion may appear in surrounding areas if
allowed to go uncleaned for one day! allowed to go uncleaned for one day!
L Y
N the relief
(a) Interior (a) Interior
After each use of the relief tube, the area surrounding the relief
O
After each use of the relief tube, the area surrounding
E and (f) above. Clean
C
tube should be examined for spillage and cleaned according to the tube should be examined for spillage and cleaned according to the
N andTtuberesidue
cleaning procedures listed in paragraphs 8.35(e) and (f) above. Clean cleaning procedures listed in paragraphs 8.35(e)
and water. After cleaning, assure E H

R
area inside the box and access door, funnel and tube using mild soap area inside the box and access door, funnel using mild soap
E
F FLI G
and water. After cleaning, assure that no soapy residue remains by that no soapy remains by
E
flushing with clean water. Dry system thoroughly. flushing with clean water. Dry system thoroughly.
R R RCAUTION
O extending into the fuselage be
CAUTION
FOevident, T F
Should spillage extending into the fuselage be Should spillage
O to neutralize urine
evident, maintenance actions must occur which maintenance actions must occur which
include removing panels to access the floor
structure to neutralize urine spillage in the Nstructure
include removing panels to access the floor
spillage in the
aircraft structure. aircraft structure.
Prepare to flush the relief tube assembly by placing a container Prepare to flush the relief tube assembly by placing a container
underneath the relief tube outlet. Flush tube by pouring a solution of underneath the relief tube outlet. Flush tube by pouring a solution of
baking soda (10%) and water through the tube, flushing out the entire baking soda (10%) and water through the tube, flushing out the entire
system. Flush again with at least 1/2 gallon of clear water. (Shop air, system. Flush again with at least 1/2 gallon of clear water. (Shop air,
at low pressure, may be blown through the relief tube system to dry at low pressure, may be blown through the relief tube system to dry
the system.) the system.)
8-22 8-22
SECTION 8 SECTION 8
(b) Exterior (b) Exterior

Exterior bottom painted surfaces of the aircraft must be cleaned Exterior bottom painted surfaces of the aircraft must be cleaned
from the firewall to the tip of the tail including the bottom of the tail from the firewall to the tip of the tail including the bottom of the tail
surfaces, at termination of each flight when the relief tube surfaces, at termination of each flight when the relief tube
system has been used. Cleaning should occur in accordance system has been used. Cleaning should occur in accordance
with paragraph 8.35(c) with the following exception: After with paragraph 8.35(c) with the following exception: After
completion of washing, a solution of baking soda (10%) and completion of washing, a solution of baking soda (10%) and
water should be applied to the entire area and allowed to water should be applied to the entire area and allowed to
remain for a few minutes. The area then must be thoroughly remain for a few minutes. The area then must be thoroughly
rinsed with clean water. The area should be thoroughly dried rinsed with clean water. The area should be thoroughly dried
and observed for paint chips and corrosion, with touch up as and observed for paint chips and corrosion, with touch up as
necessary. necessary.
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
8-23 8-23
SECTION 8 SECTION 8
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
8-24 8-24
SECTION 9 SECTION 9
PA-46-350P, MALIBU SUPPLEMENTS PA-46-350P, MALIBU SUPPLEMENTS
SECTION 9 SECTION 9
SUPPLEMENTS SUPPLEMENTS
Paragraph/Supplement Page Paragraph/Supplement Page

No. No. No. No.
9.1 General .................................................................................... 9-1 9.1 General .................................................................................... 9-1
1 Emergency Oxygen System .....................................(6 Pages) 9-3 1 Emergency Oxygen System .....................................(6 Pages) 9-3
L Y
N
2 Propeller Heat, Heated Windshield, and 2 Propeller Heat, Heated Windshield, and
O Pages)
Wing Ice Detection Light ....................................(6 Pages) 9-9 Wing Ice Detection Light ....................................(6 Pages) 9-9
3 Ice Protection System .............................................(16 Pages) 9-15 3
E
C System .......(4 Pages)
Ice Protection System .............................................(16 9-15
4 B.F. Goodrich Integrated Ice Detection System .......(4 Pages) 9-31 4 B.F. Goodrich Integrated Ice Detection
Bendix/King 150 SeriesR
N
E ControlHT
9-31
E LIG
5 Bendix/King 150 Series Flight Control 5 Flight
System ...................................................................(1 Page) 9-35
Bendix/KingE
F
System ...................................................................(1
KAS 297BF
Page) 9-35
6 Bendix/King KAS 297B Vertical Speed and 6
R
Altitude SelectorR
R FStormscope,
Vertical Speed and
Altitude Selector ....................................................(1 Page) 9-37
O O WX-1000/1000+ ..........(4 Pages)
....................................................(1 Page) 9-37
7 3M (Series II) Stormscope, WX-1000/1000+ ..........(4 Pages) 9-39 7
F T
3M (Series II) 9-39
8 Bendix/King EHI 40 Electronic Horizontal
Situation Indicator ..............................................(26 Pages) 9-43
8
N O EHI 40 Electronic Horizontal
Bendix/King
Situation Indicator ..............................................(26 Pages) 9-43
9 Bendix/King RDR 2000 Vertical Profile 9 Bendix/King RDR 2000 Vertical Profile
Weather Radar System.......................................(10 Pages) 9-69 Weather Radar System.......................................(10 Pages) 9-69
10 ARGUS 7000CE Moving Map Display ....................(8 Pages) 9-79 10 ARGUS 7000CE Moving Map Display ....................(8 Pages) 9-79
11 Bendix/King KLN 90B GPS Navigation System 11 Bendix/King KLN 90B GPS Navigation System
with KAP/KFC 150/225 Autopilot System ........(12 Pages) 9-87 with KAP/KFC 150/225 Autopilot System ........(12 Pages) 9-87
12 Bendix/King KX 155A 12 Bendix/King KX 155A
Comm / Nav System..........................................(12 Pages) 9-99 Comm / Nav System..........................................(12 Pages) 9-99
13 Precise Flight SPEEDBRAKE 2000 System..............(1 Page) 9-111 13 Precise Flight SPEEDBRAKE 2000 System..............(1 Page) 9-111
14 Bendix/King KFC 225 Series Flight Control 14 Bendix/King KFC 225 Series Flight Control
System ...................................................................(1 Page) 9-113 System ...................................................................(1 Page) 9-113
REVISED: SEPTEMBER 20, 1999 9-i REVISED: SEPTEMBER 20, 1999 9-i
SECTION 9 SECTION 9
SUPPLEMENTS PA-46-350P, MALIBU SUPPLEMENTS PA-46-350P, MALIBU
SECTION 9 SECTION 9
(continued) (continued)
Paragraph/Supplement Page Paragraph/Supplement Page

No. No. No. No.
Y 9-115
15 Garmin GNS 430 VHF Comm/ 15 Garmin GNS 430 VHF Comm/
Nav/GPS ...............................................................(8 Pages) 9-115
L
Nav/GPS ...............................................................(8 Pages)
N 9-123
O
16 S-TEC System 55 Autopilot..................................................... 9-123 16 S-TEC System 55 Autopilot .....................................................
17 Garmin GNS 530 VHF Comm/ 17
C E
Garmin GNS 530 VHF Comm/
N
Nav/GPS ...............................................................(8 Pages) 9-125 Nav/GPS ...............................................................(8 Pages) 9-125
18 Garmin GTX 327 Transponder................................(10 pages) 9-133 18
R E HT
Garmin GTX 327 Transponder................................(10 pages) 9-133
19 Avidyne 5RR-MFC Series FlightMax Flight 19
F E LIG
Avidyne 5RR-MFC Series FlightMax Flight
E F
Situation Display ..................................................(8 pages) 9-143 Situation Display ..................................................(8 pages) 9-143
20 B.F. Goodrich Skywatch Traffic Advisory System 20
R R
B.F. Goodrich Skywatch Traffic Advisory System
R O
FO T F
Model SKY497.....................................................(6 pages) 9-151 Model SKY497.....................................................(6 pages) 9-151
21 B.F. Goodrich Aerospace WX-500 Stormscope 21 B.F. Goodrich Aerospace WX-500 Stormscope
NO
Series II Weather Mapping Sensor .......................(4 pages) 9-157 Series II Weather Mapping Sensor .......................(4 pages) 9-157
22 Meggitt Electronic Flight Display System (EFIS) 22 Meggitt Electronic Flight Display System (EFIS)
(Pilot Side Only).................................................................. 9-161 (Pilot Side Only).................................................................. 9-161
23 Bendix/King KMH 880 Multi-Hazard Awareness System ...... 9-163 23 Bendix/King KMH 880 Multi-Hazard Awareness System ...... 9-163
24 Garmin GTX 330 Transponder..................................(4 pages) 9-165 24 Garmin GTX 330 Transponder..................................(4 pages) 9-165
9-ii REVISED: JANUARY 20, 2004 9-ii REVISED: JANUARY 20, 2004
SECTION 9 SECTION 9
PA-46-350P, MALIBU SUPPLEMENTS PA-46-350P, MALIBU SUPPLEMENTS
SECTION 9 SECTION 9

This section provides information in the form of supplements which are This section provides information in the form of supplements which are
necessary for efficient operation of the airplane when it is equipped with one necessary for efficient operation of the airplane when it is equipped with one
or more of the various optional systems and equipment not approved with or more of the various optional systems and equipment not approved with
the standard airplane. the standard airplane.
LY
All of the supplements provided in this section are FAA Approved and
O N
All of the supplements provided in this section are FAA Approved and
E
consecutively numbered as a permanent part of this handbook. The consecutively numbered as a permanent part of this handbook. The
information contained in each supplement applies only when the related
C
information contained in each supplement applies only when the related
N
E HT
equipment is installed in the airplane. equipment is installed in the airplane.
R
E LIG
F
E F
R R R
O
FO T F
NO
9-1 9-1
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIG
E F F
R R R
O
FO T F
NO
REPORT: VB-1446 ISSUED: DECEMBER 03, 1997 REPORT: VB-1710 ISSUED: FEBRUARY 23, 1999
9-2 9-2
SECTION 9 SECTION 9
PA-46-350P, MALIBU SUPPLEMENT 1 PA-46-350P, MALIBU SUPPLEMENT 1
PILOTS OPERATING HANDBOOK PILOTS OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO. 1 SUPPLEMENT NO. 1
FOR FOR
EMERGENCY OXYGEN SYSTEM EMERGENCY OXYGEN SYSTEM
This supplement must be attached to the Pilots Operating Handbook This supplement must be attached to the Pilots Operating Handbook
Y
and FAA Approved Airplane Flight Manual when the Emergency Oxygen and FAA Approved Airplane Flight Manual when the Emergency Oxygen
System is installed per Piper Drawing No. 83985-2. The information
N L
System is installed per Piper Drawing No. 83985-2. The information
O
contained herein supplements or supersedes the information in the basic contained herein supplements or supersedes the information in the basic
E
Pilots Operating Handbook and FAA Approved Airplane Flight Manual Pilots Operating Handbook and FAA Approved Airplane Flight Manual
only in those areas listed herein. For limitations, procedures and
C
only in those areas listed herein. For limitations, procedures and
N
E HT
performance information not contained in this supplement, consult the basic performance information not contained in this supplement, consult the basic
Pilots Operating Handbook and FAA Approved Airplane Flight Manual.
R
Pilots Operating Handbook and FAA Approved Airplane Flight Manual.
E LIG
F
E F
R R R
O
FO T F
FAA APPROVED
PETER E. PECK NO PETER E. PECK
FAA APPROVED
D.O.A. NO. SO.-1 D.O.A. NO. SO.-1

THE NEW PIPER AIRCRAFT, INC. THE NEW PIPER AIRCRAFT, INC.
VERO BEACH, FLORIDA VERO BEACH, FLORIDA
DATE OF APPROVAL FEBRUARY 23, 1999____________________ DATE OF APPROVAL FEBRUARY 23, 1999____________________
1 of 6, 9-3 1 of 6, 9-3
SECTION 9 SECTION 9
SUPPLEMENT 1 PA-46-350P, MALIBU SUPPLEMENT 1 PA-46-350P, MALIBU
SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional Emergency Oxygen System is installed in airplane when the optional Emergency Oxygen System is installed in
accordance with FAA Approved Piper Data. accordance with FAA Approved Piper Data.
SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

The following placard is installed on the right cabin side panel, The following placard is installed on the right cabin side panel,
immediately forward of the copilots air vent, and the right aft facing seat, aft immediately forward of the copilots air vent, and the right aft facing seat, aft
of the air vent. of the air vent.
EMERGENCY OXYGEN EMERGENCY OXYGEN
Y
IN DRAWER UNDER SEAT PULL MASK IN DRAWER UNDER SEAT PULL MASK
OUT OF DRAWER FULLY AT FULL
EXTENSION GIVE CORD A TUG
OUT OF DRAWER FULLY AT FULL
EXTENSION GIVE CORD A TUG
N L
M A X I M U M D U R AT I O N = 1 5 M I N S
E O
M A X I M U M D U R AT I O N = 1 5 M I N S
C
SEE POH SEE POH
NO SMOKING WHILE IN USE
N
E HT
NO SMOKING WHILE IN USE
R
E LIG
F
E F
R R R
O
FO T F
NO
9-4, 2 of 6 9-4, 2 of 6
SECTION 9 SECTION 9
SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

In the event that the emergency oxygen system is needed, proceed as In the event that the emergency oxygen system is needed, proceed as
follows: follows:
Mask compartment(s) .................................................................................OPEN Mask compartment(s) .................................................................................OPEN

Mask......................................................................REMOVE and extend lanyard Mask......................................................................REMOVE and extend lanyard
to full length; tug to activate to full length; tug to activate
generator. Unfold and don generator. Unfold and don
mask(s). mask(s).
Flow Indicator(s) ..................................................................green area in bottom Flow Indicator(s) ..................................................................green area in bottom
of accumulator INFLATES, of accumulator INFLATES,
indicating oxygen flow. indicating oxygen flow.
Y
Cabin Altitude............................................................REDUCE to a safe altitude Cabin Altitude............................................................REDUCE to a safe altitude
consistent with terrain before the 15
minute oxygen supply is fully depleted.
N L
consistent with terrain before the 15
minute oxygen supply is fully depleted.
E O
NOTE
Descent should be startedN
C NOTE
Descent should be started as soon as possible in
RERefer T adequate
as soon as possible in
H
throughout theE G
order to assure that flow rate remains adequate order to assure that flow rate remains
throughout the descent. Refer to SECTION 3 of
F descent.
L I to SECTION 3 of
the basic POH and FAA Approved AFM for
E
the basic POH
F
R cannot be turned off.
and FAA Approved AFM for
once activated,R
R
emergency descent procedures. This system, emergency descent procedures. This system,
O
FO T F WARNING
once activated, cannot be turned off.
NO
WARNING
No smoking while oxygen is in use. Remove oil No smoking while oxygen is in use. Remove oil
and grease (including lipstick, chapstick, and grease (including lipstick, chapstick,
makeup, etc.) before using oxygen. makeup, etc.) before using oxygen.
3 of 6, 9-5 3 of 6, 9-5
SECTION 9 SECTION 9
SUPPLEMENT 1 PA-46-350, MALIBU SUPPLEMENT 1 PA-46-350, MALIBU
SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

Prior to each flight, turn on the master switch and check that the amber Prior to each flight, turn on the master switch and check that the amber
OXYGEN annunciator light is not illuminated. If the annunciator is OXYGEN annunciator light is not illuminated. If the annunciator is
illuminated, one or more of the oxygen generators should be replaced. In illuminated, one or more of the oxygen generators should be replaced. In
addition, check the oxygen masks and hoses for accessibility and condition. addition, check the oxygen masks and hoses for accessibility and condition.
SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No change. No change.
SECTION 6 - WEIGHT AND BALANCE SECTION 6 - WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight Factory installed optional equipment is included in the licensed weight
Y
and balance data in Section 6 of the Airplane Flight Manual. and balance data in Section 6 of the Airplane Flight Manual.
N L
SECTION 7 - DESCRIPTION AND OPERATION OF THE SECTION 7 - DESCRIPTION AND OPERATION OF THE
O
E of three ``two-man
C
EMERGENCY OXYGEN SYSTEM EMERGENCY OXYGEN SYSTEM
chemical oxygen generators, which provideN Toxygen flow for six

The optional emergency oxygen system consists of three ``two-man The optional emergency oxygen system consists
chemical oxygen generators, which provide sufficient oxygen flow for six
people, during a descent from 25,000R
E sufficient
H
people, during a descent from 25,000 feet to 12,000 feet or below, for a 15
F E generator I Gis activated, it will continue
feet to 12,000
L
feet or below, for a 15
E noconnected,
F either
minute time period. Once an oxygen generator is activated, it will continue minute time period. Once an oxygen
to produce oxygen until depleted; no shut-off provisions are provided. Each
R masks R
to produce oxygen until depleted;
R
shut-off provisions are provided. Each
O
generator has two oxygen masks connected, either of which is capable of generator has two oxygen of which is capable of
FO T F
activating the generator. The masks are accessible from each crew/passenger activating the generator. The masks are accessible from each crew/passenger
O of two major assemblies, the crew assembly and the

seat. seat.
The system consists of two major assemblies, the crew assembly and the The systemN consists
passenger assembly. passenger assembly.
9-6, 4 of 6 9-6, 4 of 6
SECTION 9 SECTION 9
The crew assembly is located under the copilots seat and contains one The crew assembly is located under the copilots seat and contains one
two-man oxygen generator and two masks mounted on a sliding tray. The two-man oxygen generator and two masks mounted on a sliding tray. The
tray is accessible from the aisle between the pilots and copilots seats and is tray is accessible from the aisle between the pilots and copilots seats and is
pulled out from under the seat to expose the two masks. Each mask is pulled out from under the seat to expose the two masks. Each mask is
connected to the generator with a clear plastic tube and lanyard. The tube connected to the generator with a clear plastic tube and lanyard. The tube
delivers oxygen to the mask when the lanyard is pulled out, releasing the delivers oxygen to the mask when the lanyard is pulled out, releasing the
firing mechanism, which activates a chemical reaction within the oxygen firing mechanism, which activates a chemical reaction within the oxygen
generator. Each generator has two over-pressure relief valves to prevent generator. Each generator has two over-pressure relief valves to prevent
excessive pressure in the generator, in the event of a malfunction or delivery excessive pressure in the generator, in the event of a malfunction or delivery
tube restriction. When activated, the generator delivers oxygen to both tube restriction. When activated, the generator delivers oxygen to both
attached masks simulataneously. attached masks simulataneously.
The passenger assembly is located in the drawer in the right aft facing The passenger assembly is located in the drawer in the right aft facing
passenger seat base. The drawer is accessible from the aft side of the base,
LY
passenger seat base. The drawer is accessible from the aft side of the base,
N
under the seat bottom and is pulled aft to expose the four masks. The two under the seat bottom and is pulled aft to expose the four masks. The two
inboard masks are attached to one generator, while the two outboard masks
are attached to the second generator. Either of the four masks will reach any
E O
inboard masks are attached to one generator, while the two outboard masks
are attached to the second generator. Either of the four masks will reach any
of the four passenger seat locations. Activation of the generators is the same
N C
of the four passenger seat locations. Activation of the generators is the same
as the crew installation; pulling out the lanyard attached to the mask.
E HT
as the crew installation; pulling out the lanyard attached to the mask.
R
onE
G outboard of the copilots seat
Operation of the passenger provisions are identical to that of the crew. Operation of the passenger provisions are identical to that of the crew.
Placards are providedF L Ipanel

and the right aft facingE Fthewhile
Placards are provided on the side panel outboard of the copilots seat the side
and the right aft facing seat, stating the location and operation of the oxygen
R R R
seat, stating location and operation of the oxygen
system, and that smoking is prohibited while oxygen is in use.
O OXYGEN
system, and that smoking
AnF
O
F annunciator is provided to inform the crew
is prohibited oxygen is in use.
An amber OXYGEN annunciator is provided to inform the crew amber

O T
N
whenever either of the three oxygen generators has been activated. The whenever either of the three oxygen generators has been activated. The
annunciator light is operated by a micro switch adjacent to each generator annunciator light is operated by a micro switch adjacent to each generator
firing mechanism. The light will continue to be illuminated until the firing mechanism. The light will continue to be illuminated until the
generator is replaced with a full one with an untripped firing mechanism. generator is replaced with a full one with an untripped firing mechanism.
ISSUED: DECEMBER 03, 1997 REPORT: VB-1446 ISSUED: DECEMBER 03, 1997 REPORT: VB-1446
5 of 6, 9-7 5 of 6, 9-7
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
OXYGEN SYSTEM INSTALLATION OXYGEN SYSTEM INSTALLATION

Figure 7-1. Figure 7-1.
9-8, 6 of 6 9-8, 6 of 6
SECTION 9 SECTION 9

AND AND

FOR FOR
PROPELLER HEAT, HEATED WINDSHIELD AND PROPELLER HEAT, HEATED WINDSHIELD AND
WING ICE DETECTION LIGHT WING ICE DETECTION LIGHT
This supplement must be attached to the Pilots Operating Handbook

LY
and FAA Approved Airplane Flight Manual when any or all of the
following equipment is installed per the appropriate Piper Drawing: Prop
O N
and FAA Approved Airplane Flight Manual when any or all of the
following equipment is installed per the appropriate Piper Drawing: Prop
Heat - Dwg. No. 89664, Heated Windshield - Dwg. No. 82288 and Wing Ice
C E
Heat - Dwg. No. 89664, Heated Windshield - Dwg. No. 82288 and Wing Ice
Detection Light - Dwg. No. 83978. Detection Light - Dwg. No. 83978.
N T or supersedes the
E supplements
The information contained herein supplements or supersedes the
R
Ein thoseLIareas
The information contained herein
H
G listed herein.
information in the basic Pilots Operating Handbook and FAA Approved
E F
information in the basic Pilots Operating
F
Handbook and FAA Approved
R
Airplane Flight Manual only in those areas listed herein. For limitations, Airplane Flight Manual only For limitations,
procedures and performance information not contained in this supplement,
R
procedures and performance
O Rinformation not contained in this supplement,
FO T F
consult the basic Pilots Operating Handbook and FAA Approved Airplane consult the basic Pilots Operating Handbook and FAA Approved Airplane
NO
FAA APPROVED _ FAA APPROVED _
1 of 6, 9-9 1 of 6, 9-9
SECTION 9 SECTION 9

airplane when the optional propeller heat, heated windshield, and wing ice airplane when the optional propeller heat, heated windshield, and wing ice
detection light are installed in accordance with FAA Approved Piper data. detection light are installed in accordance with FAA Approved Piper data.
(a) This aircraft is not approved for flight in icing conditions. (See (a) This aircraft is not approved for flight in icing conditions. (See
Supplement 3, Section 2 (a) Limitations.) Supplement 3, Section 2 (a) Limitations.)
(b) Under no circumstances should the heated windshield be turned (b) Under no circumstances should the heated windshield be turned
on for a period exceeding 20 seconds unless the aircraft is in flight. on for a period exceeding 20 seconds unless the aircraft is in flight.
Y
N L
O
The equipment should be functionally checked for proper operation
E
The equipment should be functionally checked for proper operation
C
N
prior to flight. prior to flight.
CAUTION
R
CAUTION
E HT
Do not operate propeller deice in ambient
E LIG
Do not operate propeller deice in ambient
F
E F
temperatures above 50 F to avoid damage to temperatures above 50 F to avoid damage to
prop deicers..
R
prop deicers..
A check of the R Rcan be performed by turning the PROP

A check of the heated propeller can be performed by turning the PROP
Oand feeling O
Fthe deice pads. The pads should become warm
heated propeller
to the touch. F T
HEAT switch ON and feeling the deice pads. The pads should become warm HEAT switch ON
to the touch.
CAUTION
N O CAUTION
To avoid possible windshield damage during To avoid possible windshield damage during
ground operations, or during testing, do not ground operations, or during testing, do not
turn the WSHLD HI switch ON for more than turn the WSHLD HI switch ON for more than
20 seconds. 20 seconds.
An operational check of the heated windshield may be done only if the An operational check of the heated windshield may be done only if the
ambient temperature of the windshield is less than 115F (46C), and the ambient temperature of the windshield is less than 115F (46C), and the
engine is running. To accomplish the check, turn one alternator OFF. Then, engine is running. To accomplish the check, turn one alternator OFF. Then,
while observing the operating alternators ammeter, select WSHLD LO while observing the operating alternators ammeter, select WSHLD LO
switch to on by pressing once, then press again to turn off. Press the switch to on by pressing once, then press again to turn off. Press the
WSHLD HI switch to turn on, then press again to turn off. A load increase WSHLD HI switch to turn on, then press again to turn off. A load increase
of approximately 13 amps when set to LOW, with an approximate 10 amp of approximately 13 amps when set to LOW, with an approximate 10 amp
additional increase when set to HIGH, indicates normal operation. additional increase when set to HIGH, indicates normal operation.
9-10, 2 of 6 REVISED: SEPTEMBER 20, 1999 9-10, 2 of 6 REVISED: SEPTEMBER 20, 1999
SECTION 9 SECTION 9
When in visible moisture at temperatures at or below +5C and icing When in visible moisture at temperatures at or below +5C and icing
conditions are anticipated, turn on the windshield heat LO switch. If low conditions are anticipated, turn on the windshield heat LO switch. If low
windshield heat is inadequate or if icing is encountered at temperatures at or windshield heat is inadequate or if icing is encountered at temperatures at or
below -15C, turn on the windshield heat HI switch. below -15C, turn on the windshield heat HI switch.
NOTE NOTE
Depending on ambient temperatures, when switching from Depending on ambient temperatures, when switching from
HIGH to LOW windshield heat, a WINDSHIELD HEAT HIGH to LOW windshield heat, a WINDSHIELD HEAT
FAIL annunciation may occur until the windshield surface FAIL annunciation may occur until the windshield surface
temperature cools to the low heat temperature range. temperature cools to the low heat temperature range.
CAUTION CAUTION
The "Windshield Heat Fail" annunciator light will illuminate The "Windshield Heat Fail" annunciator light will illuminate
when a failure in the temperature sensor has occurred. As a when a failure in the temperature sensor has occurred. As a
result of this failure a possible over temp. of the windshield result of this failure a possible over temp. of the windshield
may result with windshield heat switch HI or LO turned on. In may result with windshield heat switch HI or LO turned on. In
Y
the event of the illumination of this annunciator the windshield the event of the illumination of this annunciator the windshield
heat switches should IMMEDIATELY be placed in the OFF
L
heat switches should IMMEDIATELY be placed in the OFF
N
O
position. Failure to select windshield heat OFF could result in position. Failure to select windshield heat OFF could result in
severe damage to the windshield. severe damage to the windshield.
Windshield heat may be used to help clear the windshield during descent
C E
Windshield heat may be used to help clear the windshield during descent
from high altitude.
SECTION 5 - PERFORMANCE E
from high altitude.
N T
SECTION 5 - PERFORMANCE
R
E LIG H
F
SECTION 6 - WEIGHT AND BALANCE SECTION 6 - WEIGHT
R EAND equipment
optionalR
F is included in the licensed weight
BALANCE
Factory installed optional equipment is included in the licensed weight
Rin Section
Factory installed
O F O6 of the Pilot's Operating Handbook.
F 7 - HEAT,
and balance data in Section 6 of the Pilot's Operating Handbook. and balance data
SECTION 7 - DESCRIPTION AND OPERATION OF PROPELLER SECTION
O T HEATEDAND
DESCRIPTION OPERATION OF PROPELLER
HEAT, HEATED WINDSHIELD, AND WING ICE
DETECTION LIGHT N DETECTION LIGHT WINDSHIELD, AND WING ICE
The presence of one or more items of deicing equipment does not imply The presence of one or more items of deicing equipment does not imply
the capability to fly into forecast or known icing. The equipment is provided the capability to fly into forecast or known icing. The equipment is provided
to enlarge the options available to the pilot as he takes appropriate action to to enlarge the options available to the pilot as he takes appropriate action to
avoid icing that is inadvertently encountered. avoid icing that is inadvertently encountered.
Controls for the components are situated in the switch panel located Controls for the components are situated in the switch panel located
above the right radio stack. (Figure 2-1). above the right radio stack. (Figure 2-1).
Wing icing conditions may be detected during night flight by use of an ice Wing icing conditions may be detected during night flight by use of an ice
detection light installed on the left side of the forward fuselage. The light is detection light installed on the left side of the forward fuselage. The light is
controlled by an ICE LIGHT switch (Figure 2-1) situated in the switch panel controlled by an ICE LIGHT switch (Figure 2-1) situated in the switch panel
located above the right radio stack. Circuit protection is provided by an ICE located above the right radio stack. Circuit protection is provided by an ICE
circuit breaker located in the EXTERIOR LIGHTS section of the pilots aft circuit breaker located in the EXTERIOR LIGHTS section of the pilots aft
circuit breaker panel. circuit breaker panel.
3 of 6, 9-11 3 of 6, 9-11
SECTION 9 SECTION 9
PROPELLER HEAT PROPELLER HEAT

Electrothermal propeller heat pads are bonded to a portion of the leading Electrothermal propeller heat pads are bonded to a portion of the leading
edges of the propeller blades. The system is controlled by an ON-OFF type edges of the propeller blades. The system is controlled by an ON-OFF type
PROP HEAT switch (Figure 2-1) situated in the switch panel located above the PROP HEAT switch (Figure 2-1) situated in the switch panel located above the
right radio stack. Power for the propeller heat is supplied by the aircraft right radio stack. Power for the propeller heat is supplied by the aircraft
electrical system through a PROP HEAT circuit breaker on the pilot's aft circuit electrical system through a PROP HEAT circuit breaker on the pilot's aft circuit
breaker panel. When the PROP HEAT switch is actuated, power is applied to a breaker panel. When the PROP HEAT switch is actuated, power is applied to a
timer which monitors the current through the propeller heat system. timer which monitors the current through the propeller heat system.
Power from the timer is cycled to brush assemblies which distribute Power from the timer is cycled to brush assemblies which distribute
power to slip rings. The current is then supplied from the slip rings directly power to slip rings. The current is then supplied from the slip rings directly
to the electrothermal propeller heat pads. to the electrothermal propeller heat pads.
The Hartzell propeller is heated in a cycle which applies power to the The Hartzell propeller is heated in a cycle which applies power to the
heat pads for approximately 90 seconds and then shuts off for heat pads for approximately 90 seconds and then shuts off for
LY
approximately 90 seconds. Once begun, cycling will proceed in the above
sequence and will continue until the system is turned off. The steady
O N
approximately 90 seconds. Once begun, cycling will proceed in the above
sequence and will continue until the system is turned off. The steady
illumination of the PROP HEAT switch green LED indicates the portion of
E
illumination of the PROP HEAT switch green LED indicates the portion of
C
N
the cycle when power is being applied to the heat pads. A flashing the cycle when power is being applied to the heat pads. A flashing
annunciator indicates the 90 second cycle in which power has been
removed from the heat pads. removed from the heat pads.
R E HT
annunciator indicates the 90 second cycle in which power has been
A ground test of the prop heatE

F L IG this ground
E F
A ground test of the prop heat can be accomplished by depressing the can be accomplished by depressing the
prop heat switch to on prior to takeoff. During this ground test when
R R
prop heat switch to on prior to
R
takeoff. During test when
O 30 seconds, the flash rate is reduced,

heat is being applied to the propeller the green LED in the prop heat switch heat is being applied to the propeller the green LED in the prop heat switch
the on cycle. O F
will flash rapidly for approximately 30 seconds, indicating the heater is in will flash rapidly for approximately 30 seconds, indicating the heater is in
the on cycle. After approximately 30 seconds, the flash rate is reduced,
F is in the off cycle. The green LED will continue
indicating the prop heatT
After approximately
NOrate as long as the aircraft is on the ground on until

indicating the prop heat is in the off cycle. The green LED will continue
to flash at the slower rate as long as the aircraft is on the ground on until to flash at the slower
the pilot de-selects the prop heat switch. the pilot de-selects the prop heat switch.
The propeller designation is: HC-13YR-1E/7890K (3 Blade) The propeller designation is: HC-13YR-1E/7890K (3 Blade)
9-12, 4 of 6 9-12, 4 of 6
SECTION 9 SECTION 9
ELECTRIC HEATED WINDSHIELD ELECTRIC HEATED WINDSHIELD
WARNING WARNING
Flight into known or forecast icing is not Flight into known or forecast icing is not
approved. If icing is encountered, take avoidance approved. If icing is encountered, take avoidance
action immediately. action immediately.
The electrically heated left windshield is controlled by two switches in The electrically heated left windshield is controlled by two switches in
the switch panel. One switch controls low windshield heat and the other the switch panel. One switch controls low windshield heat and the other
high heat, and are labled accordingly. To switch from LOW HEAT to HIGH high heat, and are labled accordingly. To switch from LOW HEAT to HIGH
HEAT, you must first de-select the LOW HEAT prior to selecting HIGH HEAT, you must first de-select the LOW HEAT prior to selecting HIGH
WSHLD HEAT. Circuit protection is provided by the windshield WSHLD HEAT. Circuit protection is provided by the windshield
CONTROL and POWER breakers in the ICE PROTECTION section of the CONTROL and POWER breakers in the ICE PROTECTION section of the
pilots aft circuit breaker panel. pilots aft circuit breaker panel.
LY
CAUTION
To avoid possible windshield distortion during
O
CAUTION
N
To avoid possible windshield distortion during
ground operations, or during testing, do not
C E
ground operations, or during testing, do not
N
turn on the WSHLD HI switch for more than 20 turn on the WSHLD HI switch for more than 20
seconds.
E HT
seconds.
R
F E LIG
R E F
R O R
FO T F
NO
DEICE SWITCH PANEL DEICE SWITCH PANEL
A pre-takeoff operational check of the heated windshield may be done A pre-takeoff operational check of the heated windshield may be done
only if the ambient temperature of the windshield is less than 115F (46C), only if the ambient temperature of the windshield is less than 115F (46C),
and the engine is running. To accomplish the check, turn one alternator and the engine is running. To accomplish the check, turn one alternator
OFF. Then, while observing the operating alternators ammeter, select, first OFF. Then, while observing the operating alternators ammeter, select, first
LOW WSHLD HEAT, and then to HIGH WSHLD HEAT. A load increase LOW WSHLD HEAT, and then to HIGH WSHLD HEAT. A load increase
of approximately 13 amps when set to LOW, with an approximate 10 amp of approximately 13 amps when set to LOW, with an approximate 10 amp
additional increase when set to HIGH, indicates normal operation. additional increase when set to HIGH, indicates normal operation.
5 of 6, 9-13 5 of 6, 9-13
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
9-14, 6 of 6 9-14, 6 of 6
SECTION 9 SECTION 9

AND AND
FOR FOR
ICE PROTECTION SYSTEM ICE PROTECTION SYSTEM
(APPROVED FOR FLIGHT INTO KNOWN ICING CONDITIONS) (APPROVED FOR FLIGHT INTO KNOWN ICING CONDITIONS)
Y
and FAA Approved Airplane Flight Manual when Ice Protection System, per
N L
and FAA Approved Airplane Flight Manual when Ice Protection System, per
O
Piper Drawing No. 89695-2, is installed. The information contained herein Piper Drawing No. 89695-2, is installed. The information contained herein
E
supplements or supersedes the information in the basic Pilots Operating supplements or supersedes the information in the basic Pilots Operating
Handbook and FAA Approved Airplane Flight Manual only in those areas
C
N
E HT
listed herein. For limitations, procedures and performance information not listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the basic Pilots Operating Handbook
R
contained in this supplement, consult the basic Pilots Operating Handbook
E LIG
F
and FAA Approved Airplane Flight Manual. and FAA Approved Airplane Flight Manual.
R E F
R O R
FO T F
FAA APPROVED NO
FAA APPROVED
1 of 16, 9-15 1 of 16, 9-15
SECTION 9 SECTION 9

airplane when the optional Ice Protection System is installed in accordance airplane when the optional Ice Protection System is installed in accordance
with FAA Approved Piper data. with FAA Approved Piper data.

(a) The ice protection system was designed and tested for operation (a) The ice protection system was designed and tested for operation
in the meteorological conditions of FAR 25, Appendix C, for in the meteorological conditions of FAR 25, Appendix C, for
continuous maximum and intermittent maximum icing conditions. continuous maximum and intermittent maximum icing conditions.
The ice protection system was not designed or tested for flight in The ice protection system was not designed or tested for flight in
freezing rain and/or mixed conditions or for icing conditions more freezing rain and/or mixed conditions or for icing conditions more
Y
severe than those of FAR 25, Appendix C. Therefore, flight in those severe than those of FAR 25, Appendix C. Therefore, flight in those
conditions may exceed the capabilities of the ice protection system.
L
conditions may exceed the capabilities of the ice protection system.
N
(1) Pneumatic wing and empennage boots and O
(b) Equipment required for flight into known or forecast icing: (b) Equipment required for flight into known or forecast icing:
(1) Pneumatic wing and empennage boots and SURF DEICE an-
C E SURF DEICE an-
N propeller
nunciation. nunciation.
(2) Wing ice detection light.
(3) Electrothermal propeller deiceE
(2) Wing ice detection light.
R H T blades.
E and G HEAT annunciation.
IWSHLD
(3) Electrothermal propeller deice pads on the propeller blades. pads on the
(4) Electrically heated windshield and WSHLD HEAT annunciation.
E F F
(4) Electrically heated windshield
L
(6) Heated pitot R
(5) Heated lift detector. (5) Heated lift detector.
(6) Heated pitot head.
R
head.
O R
FOvacuumTpumps. F
(7) Dual alternators. (7) Dual alternators.
(8) Dual vacuum pumps. (8) Dual
(9) Alternate static source.
(10) All equipment required for night IFR flight. (10) AllN
O source.
(9) Alternate static
equipment required for night IFR flight.
(c) If all the equipment listed is not installed and operative, the fol- (c) If all the equipment listed is not installed and operative, the fol-
lowing placard must be installed in full view of the pilot. lowing placard must be installed in full view of the pilot.
WARNING WARNING
THIS AIRCRAFT IS NOT APPROVED FOR THIS AIRCRAFT IS NOT APPROVED FOR
FLIGHT IN ICING CONDITIONS. FLIGHT IN ICING CONDITIONS.
REPORT:-1710 ISSUED: FEBRUARY 23, 1999 REPORT:-1710 ISSUED: FEBRUARY 23, 1999
9-16, 2 of 16 9-16, 2 of 16
SECTION 9 SECTION 9

WARNING WARNING
The malfunction of any required deice equipment The malfunction of any required deice equipment
requires immediate action to exit icing conditions. requires immediate action to exit icing conditions.
Depending on the severity of the icing encounter, Depending on the severity of the icing encounter,
failure to take immediate positive action can lead to failure to take immediate positive action can lead to
performance losses severe enough to make level flight performance losses severe enough to make level flight
impossible. Therefore, upon verification of a system impossible. Therefore, upon verification of a system
malfunction or failure, climb or descend out of icing malfunction or failure, climb or descend out of icing
conditions if this provides the shortest route. If exit conditions if this provides the shortest route. If exit
must be made in level flight, consider the use of must be made in level flight, consider the use of
maximum power and exit by the most direct route. The maximum power and exit by the most direct route. The
effect of the additional fuel burned at higher power effect of the additional fuel burned at higher power
settings on aircraft range must be considered and an settings on aircraft range must be considered and an
alternate airport chosen if necessary. alternate airport chosen if necessary.
LY
ALTERNATOR FAILURE IN ICING CONDITIONS (ALTERNATOR #1
O
ALTERNATOR FAILURE IN ICING CONDITIONS (ALTERNATOR #1 N
E
INOP or ALTERNATOR #2 INOP annunciator light illuminated) INOP or ALTERNATOR #2 INOP annunciator light illuminated)
NOTE
N C NOTE
Anytime total tie bus voltage is below 25 Vdc, the
E HT
Anytime total tie bus voltage is below 25 Vdc, the
R
E LIG
LOW BUS VOLTAGE annunciator will illuminate. LOW BUS VOLTAGE annunciator will illuminate.
Verify failure.......................................................................CHECK AMMETER
F
E F
Verify failure.......................................................................CHECK AMMETER
R
Electrical load (if Low Bus Voltage Electrical load (if Low Bus Voltage
annunciator illuminated) ................................................Reduce until load is less
R R
annunciator illuminated) ................................................Reduce until load is less
O
FO T F
than 75 amps & LOW BUS than 75 amps & LOW BUS
VOLTAGE annunciator extinguished. VOLTAGE annunciator extinguished.
NO
Failed ALTR switch .......................................................................................OFF Failed ALTR switch .......................................................................................OFF
Failed ALTR circuit breaker ................................................CHECK and RESET Failed ALTR circuit breaker ................................................CHECK and RESET
Failed ALTR switch (after OFF at Failed ALTR switch (after OFF at
least one second) .............................................................................................ON least one second) .............................................................................................ON
Failed ALTR switch .......................................................................................OFF Failed ALTR switch .......................................................................................OFF
Ammeter.............................................................................Monitor and maintain Ammeter.............................................................................Monitor and maintain
below 75 amps below 75 amps
While one alternator will supply sufficient current for minimum required While one alternator will supply sufficient current for minimum required
avionics and cockpit lighting, use of deicing equipment, particularly avionics and cockpit lighting, use of deicing equipment, particularly
windshield or propeller heat, may be limited. Immediate action should be windshield or propeller heat, may be limited. Immediate action should be
taken to avoid or exit icing conditions. Under no circumstances may the total taken to avoid or exit icing conditions. Under no circumstances may the total
electrical load exceed 75 amps. The electric cabin heater, cabin recirculation electrical load exceed 75 amps. The electric cabin heater, cabin recirculation
blowers, and position, strobe, and landing lights should not be used unless blowers, and position, strobe, and landing lights should not be used unless
absolutely necessary. absolutely necessary.
3 of 16, 9-17 3 of 16, 9-17
SECTION 9 SECTION 9
SINGLE VACUUM PUMP FAILURE IN ICING CONDITIONS (Reduced SINGLE VACUUM PUMP FAILURE IN ICING CONDITIONS (Reduced
suction pressure and left or right vacuum inoperative annunciator illuminate) suction pressure and left or right vacuum inoperative annunciator illuminate)
Gyro Suction Gauge.................................Check (within normal operating range) Gyro Suction Gauge.................................Check (within normal operating range)
Operative Pump vacuum inoperative annunciator ..............................extinguished Operative Pump vacuum inoperative annunciator ..............................extinguished
Although either vacuum pump has sufficient capacity to operate the deice Although either vacuum pump has sufficient capacity to operate the deice
boots and flight instruments in a normal manner, immediate action should be boots and flight instruments in a normal manner, immediate action should be
taken to exit icing conditions. taken to exit icing conditions.
PROPELLER HEAT SYSTEM MALFUNCTION PROPELLER HEAT SYSTEM MALFUNCTION

Excessive vibration may be an indication that the propeller heat is not Excessive vibration may be an indication that the propeller heat is not
functioning properly. functioning properly.
Propeller control .......................................................................................exercise
LY
Propeller control .......................................................................................exercise
Propeller heat annunciator .......................................check for proper indications:
(a) ON for approx. 90 seconds
O N
Propeller heat annunciator .......................................check for proper indications:
(a) ON for approx. 90 seconds
(b) OFF (flashing)
E
Cis an indication that the
(b) OFF (flashing)
N
for approx. 90 seconds for approx. 90 seconds
Illumination of the prop heat deice fail annunciator is an indication that the
R
Illumination of the prop heat deice fail annunciator
E HT
propeller blades may not be deicing properly.
E LIG if failure is indicated
propeller blades may not be deicing properly.
F
PROP HEAT switch .....................................................OFF if failure is indicated
E NOTE:F
PROP HEAT switch .....................................................OFF
R
NOTE:
R O R
A flashing Prop Heat selector switch LED is an
O thatTtheF90 second
Findication
A flashing Prop Heat selector switch LED is an
NO WARNING
indication that the 90 second off cycle is activated. off cycle is activated.
WARNING
It is imperative that the PROP HEAT switch be turned It is imperative that the PROP HEAT switch be turned
OFF if vibration persists. This can be a symptom of OFF if vibration persists. This can be a symptom of
uneven blade deicing which can lead to propeller uneven blade deicing which can lead to propeller
unbalance and engine failure. unbalance and engine failure.
Immediate action should be taken to exit icing conditions. Immediate action should be taken to exit icing conditions.
9-18, 4 of 16 9-18, 4 of 16
SECTION 9 SECTION 9
SURFACE DEICE MALFUNCTION SURFACE DEICE MALFUNCTION

If SURFACE DE-ICE annunciator light remains illuminated more than 30 If SURFACE DE-ICE annunciator light remains illuminated more than 30
seconds, pull the surface deice circuit breaker. Immediate action should be seconds, pull the surface deice circuit breaker. Immediate action should be
WINDSHIELD ANTI-ICE HEAT MALFUNCTION WINDSHIELD ANTI-ICE HEAT MALFUNCTION
If WINDSHIELD HEAT FAIL annunciator illuminates, immediately select If WINDSHIELD HEAT FAIL annunciator illuminates, immediately select
WSHLD HI or WSHLD LO switch to OFF. Take immediate action to exit WSHLD HI or WSHLD LO switch to OFF. Take immediate action to exit
icing conditions. icing conditions.
The Piper Malibu is approved for flight into known icing conditions The Piper Malibu is approved for flight into known icing conditions
Y
when equipped with the complete Piper Ice Protection System. Operating in when equipped with the complete Piper Ice Protection System. Operating in
icing conditions of Continuous Maximum and Intermittent Maximum as
L
icing conditions of Continuous Maximum and Intermittent Maximum as
N
O
defined in FAR 25, Appendix C has been substantiated; however, there is no defined in FAR 25, Appendix C has been substantiated; however, there is no
E
correlation between these conditions and forecasts of reported Light, correlation between these conditions and forecasts of reported Light,
Cwhen the temperature is below

Moderate and Severe conditions. Flight into severe icing is not approved. Moderate and Severe conditions. Flight into severe icing is not approved.
Icing conditions can exist in any clouds when the temperature is below
freezing; therefore it is necessary toE
N
Icing conditions can exist in any clouds
T outside air temperature
freezing; therefore it is necessary to closely monitor outside air temperature
R H
closely monitor
G content
Ehave highLIwater
F
when flying in clouds or precipitation. Clouds which are dark and have when flying in clouds or precipitation. Clouds which are dark and have
sharply defined edges usually have high water content and should be avoided
whenever possible. Freezing rain must always be avoided. E
sharply defined edges usually
whenever possible. Freezing rain F
and should be avoided
R beRcleaned regularly for proper operation in
must always be avoided.
Pneumatic boots must be cleaned regularly for proper operation in
icing. TheO
Pneumatic R F Oof the aircraft should be checked prior to flight.
boots must
icing. The exterior surfaces of the aircraft should be checked prior to flight.
F
Do not attempt T
exterior surfaces
Do not attempt flight with frost, ice or snow adhering to the exterior
surfaces of the aircraft or landing gear. surfaces ofN O
the
flight with frost, ice or snow adhering to the exterior
aircraft or landing gear.
Prior to dispatch into forecast icing conditions all ice protection Prior to dispatch into forecast icing conditions all ice protection
equipment should be functionally checked for proper operation. equipment should be functionally checked for proper operation.
PREFLIGHT PREFLIGHT
CAUTION CAUTION
To avoid possible windshield distortion during ground To avoid possible windshield distortion during ground
operations, or during testing, do not position the WSHLD operations, or during testing, do not position the WSHLD
HEAT switch to HIGH for more than 20 seconds. HEAT switch to HIGH for more than 20 seconds.
(a) A check of the heated propeller should be performed by pressing (a) A check of the heated propeller should be performed by pressing
prop heat button on switch panel. The green lamp in the prop prop heat button on switch panel. The green lamp in the prop
heat button will start to flash rapidly for 30 seconds indicating the heat button will start to flash rapidly for 30 seconds indicating the
heater is in the on cycle. heater is in the on cycle.
5 of 16, 9-19 5 of 16, 9-19
SECTION 9 SECTION 9
After 30 seconds, the flash rate is reduced, indicating the heater is in After 30 seconds, the flash rate is reduced, indicating the heater is in
the off cycle. The green lamp will continue to flash at the slower the off cycle. The green lamp will continue to flash at the slower
flash rate as long as the aircraft is on the ground or until the pilot de- flash rate as long as the aircraft is on the ground or until the pilot de-
selects prop heat on the switch panel. selects prop heat on the switch panel.
CAUTION CAUTION
of the heated pitot head and heated lift detector of the heated pitot head and heated lift detector
is being performed. The units become very hot. is being performed. The units become very hot.
(b) A check of the heated pitot head and lift detector should be per- (b) A check of the heated pitot head and lift detector should be per-
formed by turning the S. WRN HEAT and PITOT HEAT switches ON formed by turning the S. WRN HEAT and PITOT HEAT switches ON
and touching the units. and touching the units.
(c) The surface boots should be checked prior to flight for damage and (c) The surface boots should be checked prior to flight for damage and
cleanliness. If necessary, damage should be repaired and boots
Y
cleanliness. If necessary, damage should be repaired and boots
L
N
cleaned prior to flight. An operational check of the boot system cleaned prior to flight. An operational check of the boot system
O
should be performed during engine run-up at 2000 RPM as follows: should be performed during engine run-up at 2000 RPM as follows:
E
(1) Actuate the momentary SURFACE DE-ICE switch - the boots will (1) Actuate the momentary SURFACE DE-ICE switch - the boots will
inflate through three phases: empennage, lower wing and upper
C
inflate through three phases: empennage, lower wing and upper
N
E HT
wing with a duration of approximately six seconds per phase. The wing with a duration of approximately six seconds per phase. The
R
surface boot system then remains off until the switch is activated surface boot system then remains off until the switch is activated
E LIG
again. A green SURFACE DE-ICE annunciator light will remain again. A green SURFACE DE-ICE annunciator light will remain
on for approximately eighteen seconds.
E F F
on for approximately eighteen seconds.
R
(2) Visually check to insure that the boots have fully deflated to (2) Visually check to insure that the boots have fully deflated to
indicate proper operation of the vacuum portion of the pneumatic
R R
indicate proper operation of the vacuum portion of the pneumatic
O
FO check Fof the heated windshield may be done only if
boot pump system. boot pump system.
(d) An operational check of the heated windshield may be done only if

the ambientO
(d) An operational T
the ambient temperature of the windshield is less than 115F
(46C), and the engine is running. To accomplish the check, turn one Nthetemperature
(46C), and
of the windshield is less than 115F
engine is running. To accomplish the check, turn one
alternator OFF. Then, while observing the operating alternators alternator OFF. Then, while observing the operating alternators
ammeter, press WSHLD LO to ON, a load increase of approximately ammeter, press WSHLD LO to ON, a load increase of approximately
13 amps will be seen on aircraft ammeter. Press WSHLD HI to ON, 13 amps will be seen on aircraft ammeter. Press WSHLD HI to ON,
a load increase of 10 additional amps indicates normal operation. a load increase of 10 additional amps indicates normal operation.
Press WSHLD HI and WSHLD LO switches to the OFF position. Press WSHLD HI and WSHLD LO switches to the OFF position.
(e) Check the operation of both alternators by observing that both (e) Check the operation of both alternators by observing that both
ammeters indicate an output. ammeters indicate an output.
(f) During engine run-up, check that both vacuum pumps are operating by (f) During engine run-up, check that both vacuum pumps are operating by
observing that both the left and right vacuum inop. annunciators observing that both the left and right vacuum inop. annunciators
are extinguished. are extinguished.
9-20, 6 of 16 9-20, 6 of 16
SECTION 9 SECTION 9
IN FLIGHT IN FLIGHT
Icing conditions of any kind should be avoided whenever possible, since Icing conditions of any kind should be avoided whenever possible, since
any minor malfunction which may occur is potentially more serious in icing any minor malfunction which may occur is potentially more serious in icing
conditions. Continuous attention of the pilot is required to monitor the rate conditions. Continuous attention of the pilot is required to monitor the rate
of ice build-up in order to effect the boot cycle at the optimum time. Boots of ice build-up in order to effect the boot cycle at the optimum time. Boots
should be cycled when ice has built to between 1/4 and 1/2 inch thickness on the should be cycled when ice has built to between 1/4 and 1/2 inch thickness on the
leading edge to assure proper ice removal. Repeated boot cycles at less than leading edge to assure proper ice removal. Repeated boot cycles at less than
1/4 inch can cause a cavity to form under the ice and prevent removal; boot 1/4 inch can cause a cavity to form under the ice and prevent removal; boot
cycles at thicknesses greater than 1/2 inch may also fail to remove ice. cycles at thicknesses greater than 1/2 inch may also fail to remove ice.
Before entering probable icing conditions use the following procedures: Before entering probable icing conditions use the following procedures:
(a) INDUCTION AIR ...........................................................ALTERNATE (a) INDUCTION AIR ...........................................................ALTERNATE
(b) PITOT HEAT switch ........................................................................ON (b) PITOT HEAT switch ........................................................................ON
(c) S. WRN HEAT switch .....................................................................ON (c) S. WRN HEAT switch .....................................................................ON
(d) WSHLD LO switch ..............................ON (WSHLD HI in actual ice) (d) WSHLD LO switch ..............................ON (WSHLD HI in actual ice)
(e) PROP HEAT switch .........................................................................ON
LY
(e) PROP HEAT switch .........................................................................ON
N
(f) DEFROST knob ............................................................................OUT (f) DEFROST knob ............................................................................OUT
(g) VENT/DEFOG BLWR switch ...................................ON, if additional
defrost is desired
E O
(g) VENT/DEFOG BLWR switch ...................................ON, if additional
defrost is desired
(h) SURFACE DEICE switch .................................activate after 1/4 to 1/2
C
(h) SURFACE DEICE switch .................................activate after 1/4 to 1/2
N
E HT
inch accumulation inch accumulation
R
(i) Relieve propeller unbalance (if required) by exercising propeller (i) Relieve propeller unbalance (if required) by exercising propeller
E NOTE IG readings. turn the

control briefly. Repeat as required. control briefly. Repeat as required.
NOTE F L
ELO and HI,FPROP HEAT and PITOT
For accurate magnetic compass readings. turn the
R
HEAT switchesR
For accurate
R
magnetic compass
O OFF momentarily.
WSHLD LO and HI, PROP HEAT and PITOT WSHLD
O F
HEAT switches OFF momentarily.
F DoTnot cycle surface boots
O
WARNING WARNING
Do not cycle surface boots with less than 1/4 inch of ice
accumulation. Operation of boots with less than 1/4
inch of ice accumulation can result in failure to
N accumulation. with less than 1/4 inch of ice
Operation of boots with less than 1/4
inch of ice accumulation can result in failure to
remove ice. Do not hold the momentary SURFACE remove ice. Do not hold the momentary SURFACE
DEICE switch on. DEICE switch on.
WARNING WARNING
Elevator movement should be periodically checked Elevator movement should be periodically checked
prior to the first surface boot inflation in order to prior to the first surface boot inflation in order to
prevent an ice cap from forming between the prevent an ice cap from forming between the
elevator and stabilizer. elevator and stabilizer.
CAUTION CAUTION
Operation of the pneumatic deice system is not Operation of the pneumatic deice system is not
recommended in temperatures below -40C. recommended in temperatures below -40C.
Such operation may result in damage to the Such operation may result in damage to the
deicer boots. deicer boots.
7 of 16, 9-21 7 of 16, 9-21
SECTION 9 SECTION 9
Both alternator ammeters should be monitored whenever the deice Both alternator ammeters should be monitored whenever the deice
equipment is in use. An excessive indication shows an excessive electrical equipment is in use. An excessive indication shows an excessive electrical
load, which may cause a battery discharging condition that could eventually load, which may cause a battery discharging condition that could eventually
lead to battery depletion. Nonessential electrical equipment should be turned lead to battery depletion. Nonessential electrical equipment should be turned
off to correct or prevent this condition. off to correct or prevent this condition.
NOTE NOTE
Anytime total tie bus voltage is below 25 Vdc, the Anytime total tie bus voltage is below 25 Vdc, the
LOW BUS VOLTAGE annunciator will illuminate. LOW BUS VOLTAGE annunciator will illuminate.
When ice has accumulated on the unprotected surfaces of the airplane, When ice has accumulated on the unprotected surfaces of the airplane,
aerodynamic buffet commences 5 to 19 knots before the stall. A substantial aerodynamic buffet commences 5 to 19 knots before the stall. A substantial
Y
margin of airspeed should be maintained above the normal stall speed, since margin of airspeed should be maintained above the normal stall speed, since
the stall speed will increase in prolonged icing encounters. For the same
N L
the stall speed will increase in prolonged icing encounters. For the same
O
reason, stall warning devices are not accurate and should not be relied upon. reason, stall warning devices are not accurate and should not be relied upon.
If ice is remaining on the unprotected surfaces of the airplane at the

C E
If ice is remaining on the unprotected surfaces of the airplane at the
termination of the flight, the landing can be made using full flaps and carrying
N
E HT
termination of the flight, the landing can be made using full flaps and carrying
R
a slight amount of power whenever practical. If ice removal from the a slight amount of power whenever practical. If ice removal from the
protected surfaces cannot be accomplished (ie. due to a failure of the surface
E LIG
protected surfaces cannot be accomplished (ie. due to a failure of the surface
F
E F
deice system) prior to the approach, the flaps must be left in the full up deice system) prior to the approach, the flaps must be left in the full up
position. Approach speeds should be increased by 10 to 15 knots. Allow for
R R
position. Approach speeds should be increased by 10 to 15 knots. Allow for
R O
increased landing distance due to the higher approach speeds. increased landing distance due to the higher approach speeds.
FO T F CAUTION
NOairspeed drops below 130 knots in icing
CAUTION
If cruise airspeed drops below 130 knots in icing If cruise
conditions, increase power to maintain 130 knots. conditions, increase power to maintain 130 knots.
If maximum continuous power is required to If maximum continuous power is required to
maintain 130 knots, immediate action should be maintain 130 knots, immediate action should be
NOTE NOTE
An icing encounter can render the aircraft radar An icing encounter can render the aircraft radar
unreliable due to beam reflection off of the ice layer unreliable due to beam reflection off of the ice layer
on the radome. Also, there may be a degradation of on the radome. Also, there may be a degradation of
communication and navigation equipment due to ice communication and navigation equipment due to ice
accumulation on antennas. accumulation on antennas.
9-22, 8 of 16 9-22, 8 of 16
SECTION 9 SECTION 9

Climb speed should be increased to 130 knots when icing conditions are Climb speed should be increased to 130 knots when icing conditions are
encountered during climb. encountered during climb.
Cruise speeds are reduced approximately 5 knots when the surface boots Cruise speeds are reduced approximately 5 knots when the surface boots
are installed. are installed.
CAUTION CAUTION
Ice accumulation on the unprotected surfaces can Ice accumulation on the unprotected surfaces can
result in significant performance loss. During result in significant performance loss. During
cruise, loss of airspeed can be as much as 30 cruise, loss of airspeed can be as much as 30
knots or more. knots or more.
Y
NOTE NOTE
When icing conditions are encountered, loss of
N L
When icing conditions are encountered, loss of
cruise airspeed and increased fuel flow resulting
O
cruise airspeed and increased fuel flow resulting
E
C
from higher than normal power settings to from higher than normal power settings to
N
maintain altitude will reduce the aircraft range maintain altitude will reduce the aircraft range
significantly. The use of an alternate airport
E HT
significantly. The use of an alternate airport
R
E LIG
should be considered if fuel quantity appears should be considered if fuel quantity appears
marginal.
F
E CAUTION
marginal.
F
R R R
O drops below 130 knots in icing
CAUTION
If cruise airspeed drops below 130 knots in icing O cruiseF
F Ifconditions
T increase power to maintain 130 knots.
airspeed
conditions increase power to maintain 130 knots.
If maximum continuous power is required to O
N maintain 130 knots immediate action should be
If maximum continuous power is required to
maintain 130 knots immediate action should be
NOTE NOTE
For additional general information on inflight For additional general information on inflight
icing refer to FAA Advisory Circular 91-51, icing refer to FAA Advisory Circular 91-51,
Airplane Deice and Anti-ice Systems. Airplane Deice and Anti-ice Systems.
9 of 16, 9-23 9 of 16, 9-23
SECTION 9 SECTION 9

and balance data in Section 6 of the Airplane Flight Manual. and balance data in Section 6 of the Airplane Flight Manual.
SECTION 7 - DESCRIPTION AND OPERATION OF THE ICE PRO- SECTION 7 - DESCRIPTION AND OPERATION OF THE ICE PRO-
TECTION SYSTEM AND EQUIPMENT TECTION SYSTEM AND EQUIPMENT
For flight into known icing conditions (FIKI), a complete ice protection For flight into known icing conditions (FIKI), a complete ice protection
system is required on the Malibu. system is required on the Malibu.
The complete ice protection system consists of the following The complete ice protection system consists of the following
components: Pneumatic wing and empennage boots, wing ice detection components: Pneumatic wing and empennage boots, wing ice detection
Y
light, electrothermal propeller deice pads, electrically heated windshield, light, electrothermal propeller deice pads, electrically heated windshield,
heated lift detector, heated pitot head, two operating alternators, two
L
heated lift detector, heated pitot head, two operating alternators, two
N
O
operating vacuum pumps and the alternate static source. Alternator controls operating vacuum pumps and the alternate static source. Alternator controls
E
are located on the left overhead switch panel Controls for the ice protection are located on the left overhead switch panel Controls for the ice protection
C may be installed.
components are located above the right radio stack (Figure 7-1). components are located above the right radio stack (Figure 7-1).
A single component or a combination of components may be installed.
N T
ESectionH2Such
A single component or a combination of components
required when the complete system isR

However, the warning placard specified in Section 2 of this supplement is However, the warning placard specified in of this supplement is
required when the complete system is not installed. Such a placard is also
F E LIG a placard is also
not installed.
required if any component is inoperative.
Eto allowFoperation in the meteorological
required if any component is inoperative.
R
The aircraft is designed to allow operation in the meteorological
conditions of the R
The aircraft is designed
O R for continuous maximum and
O icing. FThe airplane is not designed to operate for
conditions of the FAR 25 envelopes for continuous maximum and FAR 25 envelopes
an indefiniteFperiod ofT
intermittent maximum icing. The airplane is not designed to operate for intermittent maximum
nature. ActivationO
an indefinite period of time in every icing condition encountered in time in every icing condition encountered in
nature. Activation of the ice protection system prior to entering icing
conditions and attempting to minimize the length of the icing encounter will
N of the ice protection system prior to entering icing
conditions and attempting to minimize the length of the icing encounter will
contribute significantly to the ice flying capabilities of the airplane. contribute significantly to the ice flying capabilities of the airplane.
WING AND EMPENNAGE BOOTS WING AND EMPENNAGE BOOTS
Pneumatic deice boots are installed on the leading edges of the wing, the Pneumatic deice boots are installed on the leading edges of the wing, the
vertical stabilizer and the horizontal stabilizer. During normal operation, vertical stabilizer and the horizontal stabilizer. During normal operation,
when the surface deice system is turned off, the engine driven vacuum when the surface deice system is turned off, the engine driven vacuum
pumps applies a constant suction to the boots to provide smooth, streamlined pumps applies a constant suction to the boots to provide smooth, streamlined
leading edges. The boots are inflated by a momentary ON type SURF DE- leading edges. The boots are inflated by a momentary ON type SURF DE-
ICE switch (Figure 7-1) located on the deice switch panel. Actuation of the ICE switch (Figure 7-1) located on the deice switch panel. Actuation of the
SURF DE-ICE switch activates two pressure regulator valves (one for each SURF DE-ICE switch activates two pressure regulator valves (one for each
vacuum pump) which energizes three (tail, lower wing & upper wing) vacuum pump) which energizes three (tail, lower wing & upper wing)
SECTION 9 SECTION 9
deice flow valves for approximately six seconds. The boot solenoid valves are deice flow valves for approximately six seconds. The boot solenoid valves are
activated and air pressure is released to the boots, sequentially inflating the activated and air pressure is released to the boots, sequentially inflating the
surface deicers. A SURFACE DE-ICE indicator light, located on the surface deicers. A SURFACE DE-ICE indicator light, located on the
annunciator panel illuminates when the boots inflate. When the cycle is annunciator panel illuminates when the boots inflate. When the cycle is
complete, the deicer solenoid valves permit automatic overboard exhaustion of complete, the deicer solenoid valves permit automatic overboard exhaustion of
pressurized air. Suction is then reapplied to the boots. pressurized air. Suction is then reapplied to the boots.
Circuit protection for the surface deice system is provided by a SURF Circuit protection for the surface deice system is provided by a SURF
DEICE circuit breaker located on the pilot's aft circuit breaker panel. DEICE circuit breaker located on the pilot's aft circuit breaker panel.
Wing icing conditions may be detected during night flight by use of an ice Wing icing conditions may be detected during night flight by use of an ice
detection light installed on the left side of the forward fuselage. The light is detection light installed on the left side of the forward fuselage. The light is
Y
controlled by an ICE LIGHT switch (Figure 7-1) located on the switch panel. controlled by an ICE LIGHT switch (Figure 7-1) located on the switch panel.
L
Circuit protection is provided by an ICE circuit breaker located in the Circuit protection is provided by an ICE circuit breaker located in the
EXTERIOR LIGHTS section of the pilot's aft circuit breaker panel.
N
EXTERIOR LIGHTS section of the pilot's aft circuit breaker panel.
O
E
ELECTRIC PROPELLER DEICE ELECTRIC PROPELLER DEICE
Electrothermal propeller deice pads C
leading edges of the propeller blades. N
Electrothermal propeller deice pads are bonded to a portion of the are bonded to a portion of the
leading edges of the propeller blades. The system is controlled by an ON-
R E is 7-1) H T on the deice switch
The system is controlled by an ON-
E LIG
OFF type PROP HEAT switch (Figure 7-1) located on the deice switch OFF type PROP HEAT switch (Figure located
system through a PROP F

panel. Power for the propeller deicers is supplied by the aircraft electrical panel. Power for the propeller deicers supplied by the aircraft electrical
system through a PROP HEAT circuit breaker on the pilot's aft circuit
R EthePROP Fthrough
HEAT circuit breaker on the pilot's aft circuit
R
breaker panel. When the PROP HEAT switch is actuated, power is applied to breaker panel. When the HEAT switch is actuated, power is applied to
a timer which monitors the current through the propeller deice system.
PowerO
R
a timer which monitors
O current the propeller deice system.
F is cycled to brush assemblies which distribute
Power from the timer is cycled to brush assemblies which distribute
Fslipfrom T
the timer
power to slip rings. The current is then supplied from the slip rings directly to
the electrothermal propeller deice pads.
power to
N O propeller deice pads.
rings.
the electrothermal
The current is then supplied from the slip rings directly to
The Hartzell propeller is deiced in a cycle which applies power to the The Hartzell propeller is deiced in a cycle which applies power to the
deice pads for approximately 90 seconds and then shuts off for deice pads for approximately 90 seconds and then shuts off for
approximately 90 seconds. Once begun, cycling will proceed in the above approximately 90 seconds. Once begun, cycling will proceed in the above
sequence and will continue until the system is turned off. The PROP HEAT sequence and will continue until the system is turned off. The PROP HEAT
switch green LED should indicate green during the portion of the cycle switch green LED should indicate green during the portion of the cycle
when power is being applied and flashes during the off cycle. when power is being applied and flashes during the off cycle.
The propeller designation is: HC-I3YR-1E/7890K. (3 blade) The propeller designation is: HC-I3YR-1E/7890K. (3 blade)
The heat provided by the deice pads reduces the adhesion between the The heat provided by the deice pads reduces the adhesion between the
ice and the propeller so that centrifugal force and the blast of the airstream ice and the propeller so that centrifugal force and the blast of the airstream
cause the ice to be thrown off the propeller blades in small pieces. cause the ice to be thrown off the propeller blades in small pieces.
11 of 16, 9-25 11 of 16, 9-25
SECTION 9 SECTION 9
ELECTRICALLY HEATED WINDSHIELD ELECTRICALLY HEATED WINDSHIELD

The electrically heated left windshield is heated by current from the The electrically heated left windshield is heated by current from the
aircraft electrical system. It is controlled by WSHLD HI and WSHLD LO aircraft electrical system. It is controlled by WSHLD HI and WSHLD LO
switches located on the switch panel. Circuit protection is provided by the switches located on the switch panel. Circuit protection is provided by the
windshield CONTROL and POWER circuit breakers in the ICE windshield CONTROL and POWER circuit breakers in the ICE
PROTECTION section of pilots aft circuit breaker panel. PROTECTION section of pilots aft circuit breaker panel.
CAUTION CAUTION
To avoid possible windshield distortion during To avoid possible windshield distortion during
ground operations. or during testing, do not turn the ground operations. or during testing, do not turn the
WSHLD HI switch to ON for more than 20 WSHLD HI switch to ON for more than 20
seconds. seconds.
Windshield heat is an anti-ice device, which must be activated prior to
LY
Windshield heat is an anti-ice device, which must be activated prior to
N
entering suspected icing. Sudden penetration into icing conditions, with the entering suspected icing. Sudden penetration into icing conditions, with the
O
heat OFF, will greatly reduce its effectiveness to prevent or eliminate heat OFF, will greatly reduce its effectiveness to prevent or eliminate
E
windshield ice. Windshield heat can also be used to prevent windshield windshield ice. Windshield heat can also be used to prevent windshield
fog. fog.
N C
An overtemperature sensor is included as an integral part of the An overtemperature sensor is included
R T
E an overtemperature
H
as an integral part of the
E LtheIG
heated windshield. A system failure causing an overtemperature condition heated windshield. A system failure causing condition
will illuminate the WINDSHIELD HEAT FAIL light located in the
annunciator panel. In this eventuality the heated windshield should
will illuminate the WINDSHIELD
E FF
annunciator panel. In this eventuality
HEAT FAIL light located
heated windshield should
in the
immediately be selected OFF. immediately be selected OFF.

R R R
O
O Tis Finstalled on the left wing. It is controlled by a S.
A heatedF
HEATED LIFT DETECTOR HEATED LIFT DETECTOR
WRN HEAT switch O

A heated lift detector is installed on the left wing. It is controlled by a S. lift detector
WRN HEAT switch located on the switch panel and is protected by a STALL
HEAT circuit breaker located in the ICE PROTECTION section of the pilot's
aft circuit breaker panel. The lift detector has an in-line resistor activated by
N
HEAT circuit breaker
located on the switch panel and is protected by a STALL
located in the ICE PROTECTION section of the pilot's
aft circuit breaker panel. The lift detector has an in-line resistor activated by
the main gear squat switch which limits the ground electrical load to the main gear squat switch which limits the ground electrical load to
approximately 33 percent of the inflight load . This allows the lift detector to approximately 33 percent of the inflight load . This allows the lift detector to
be ground checked and activated prior to flight without damaging the unit. be ground checked and activated prior to flight without damaging the unit.
CAUTION CAUTION
of the heated lift detector is being performed on of the heated lift detector is being performed on
the ground. The unit becomes very hot. the ground. The unit becomes very hot.
9-26, 12 of 16 9-26, 12 of 16
SECTION 9 SECTION 9
HEATED PITOT HEAD HEATED PITOT HEAD

A heated AN type head is installed under the the wing. It is controlled by A heated AN type head is installed under the the wing. It is controlled by
an ON-OFF type PITOT HEAT switch located on the switch panel and is an ON-OFF type PITOT HEAT switch located on the switch panel and is
protected by a PITOT HEAT circuit breaker located in the ICE protected by a PITOT HEAT circuit breaker located in the ICE
PROTECTION section of the pilot's aft circuit breaker panel. PROTECTION section of the pilot's aft circuit breaker panel.
CAUTION CAUTION
of the heated pitot head is being performed on of the heated pitot head is being performed on
the ground. The unit becomes very hot. the ground. The unit becomes very hot.
DUAL ALTERNATORS DUAL ALTERNATORS
Dual 28 volt, 75 amp alternators are installed as standard equipment. Dual 28 volt, 75 amp alternators are installed as standard equipment.
Y
Both alternators must be operational for flight in icing conditions. They are Both alternators must be operational for flight in icing conditions. They are
L
controlled by ON-OFF type switches labeled ALTR NO 1 and ALTR NO 2 controlled by ON-OFF type switches labeled ALTR NO 1 and ALTR NO 2
located in the overhead switch panel (Figure 7-2). Circuit protection is
provided by similarly labeled circuit breakers located on the TIE BUS
O N
located in the overhead switch panel (Figure 7-2). Circuit protection is
provided by similarly labeled circuit breakers located on the TIE BUS
circuit breaker panel. During normal operation both alternators must be
C E
circuit breaker panel. During normal operation both alternators must be
turned ON. The system is designed so that the alternators will share the total
N
turned ON. The system is designed so that the alternators will share the total
E HT
R
load equally. If either ALTR switch is turned OFF the appropriate load equally. If either ALTR switch is turned OFF the appropriate
E LIG
annunciator light (ALTERNATOR 1 INOP or ALTERNATOR 2 INOP) annunciator light (ALTERNATOR 1 INOP or ALTERNATOR 2 INOP)
will illuminate and remain lit.
E FF
will illuminate and remain lit.
DUAL VACUUM PUMPS DUAL VACUUM PUMPS
R R R pumps are installed as standard equipment.

O
FOoperateT continuously
Fis capable when
Dual engine driven vacuum pumps are installed as standard equipment. Dual engine driven vacuum
Both pumps operate continuously when the engine is running. While either Both pumps the engine is running. While either
NO
pump independently is capable of operating the surface deice system, pump independently of operating the surface deice system,
intentional or continued operations in icing conditions with only one operating intentional or continued operations in icing conditions with only one operating
vacuum pump is not recommended. vacuum pump is not recommended.
ALTERNATE STATIC SOURCE ALTERNATE STATIC SOURCE
An alternate static source control valve is located below the instrument An alternate static source control valve is located below the instrument
panel to the left of the pilot. For normal operation, the lever remains down. panel to the left of the pilot. For normal operation, the lever remains down.
To select alternate static source, place the lever in the up position. When the To select alternate static source, place the lever in the up position. When the
alternate static source is selected the airspeed and altimeter and vertical alternate static source is selected the airspeed and altimeter and vertical
speed indicator are vented to the alternate static pad on the bottom aft speed indicator are vented to the alternate static pad on the bottom aft
fuselage. During alternate static source operation, these instruments may fuselage. During alternate static source operation, these instruments may
give slightly different readings. The pilot can determine the effects of the give slightly different readings. The pilot can determine the effects of the
alternate sources at different airspeeds. Static source pads have been alternate sources at different airspeeds. Static source pads have been
demonstrated to be non-icing; however, in the event icing does occur, demonstrated to be non-icing; however, in the event icing does occur,
selecting the alternate static source will alleviate the problem. selecting the alternate static source will alleviate the problem.
13 of 16, 9-27 13 of 16, 9-27
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
DEICE SWITCH PANEL DEICE SWITCH PANEL

9-28, 14 of 16 9-28, 14 of 16
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
MAIN SWITCH PANEL MAIN SWITCH PANEL

(OVERHEAD LEFT & RIGHT) (OVERHEAD LEFT & RIGHT)
15 of 16, 9-29 15 of 16, 9-29
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
9-30, 16 of 16 9-30, 16 of 16
SECTION 9 SECTION 9

AND AND
FOR FOR
B.F. GOODRICH B.F. GOODRICH
INTEGRATED ICE DETECTION SYSTEM INTEGRATED ICE DETECTION SYSTEM
LY
O N
E
and FAA Approved Airplane Flight Manual when the B.F. Goodrich and FAA Approved Airplane Flight Manual when the B.F. Goodrich
Integrated Ice Detection System is installed. The information contained
C
Integrated Ice Detection System is installed. The information contained
N
E HT
herein supplements or supersedes the information in the basic Pilots herein supplements or supersedes the information in the basic Pilots
R
Operating Handbook and FAA Approved Airplane Flight Manual only in Operating Handbook and FAA Approved Airplane Flight Manual only in
those areas listed herein. For limitations, procedures and performance
F E LIG
those areas listed herein. For limitations, procedures and performance
information not contained in this supplement, consult the basic Pilots
E F
information not contained in this supplement, consult the basic Pilots
R R
Operating Handbook and FAA Approved Airplane Flight Manual. Operating Handbook and FAA Approved Airplane Flight Manual.
R O
FO T F
NO
FAA APPROVED FAA APPROVED
1 of 4, 9-31 1 of 4, 9-31
SECTION 9 SECTION 9

airplane when the B.F. Goodrich Integrated Ice Detection System is installed in airplane when the B.F. Goodrich Integrated Ice Detection System is installed in
accordance with FAA Approved Piper Data. accordance with FAA Approved Piper Data.

The B.F. Goodrich Smartboot Ice Detection is an advisory system only. The B.F. Goodrich Smartboot Ice Detection is an advisory system only.
It is the pilots responsibility to monitor visually the leading edge surfaces It is the pilots responsibility to monitor visually the leading edge surfaces
and determine proper ice thickness to perform boot inflation. and determine proper ice thickness to perform boot inflation.
Y
No Change: No Change:

N L
PREFLIGHT PREFLIGHT
E O
During the preflight walk around, verify that the ice sensors are clear of ice.
N Cice sensors are clear of ice.
During the preflight walk around, verify that the
R Ethe battery
H Tmaster switch on. This
will supply power to the systemE
IGsystem self test. During the
To conduct a self test of the system turn the battery master switch on. This To conduct a self test of the system turn
will supply power to the system for a complete system self test. During the
E F selectL
for a complete
R momentarilyF
self test, the prop deice fail, select deice, and the ice detector fail self test, the prop deice fail, deice, and the ice detector fail
then extinguish.R R
O T FO
annunciators will flash momentarily in sequence, activate all at once, and annunciators will flash in sequence, activate all at once, and
then extinguish.
F
O
The amber N
IN FLIGHT IN FLIGHT
The amber Select Deice annunciator is activated when the ice thickness Select Deice annunciator is activated when the ice thickness
reaches 1/4 inch or greater over the surface of the sensor in the vertical fin reaches 1/4 inch or greater over the surface of the sensor in the vertical fin
deicer. deicer.
When the amber Select Deice annunciator illuminates, indicating When the amber Select Deice annunciator illuminates, indicating
approximately 1/4 inch or more of ice on the tailplane, the pilot may approximately 1/4 inch or more of ice on the tailplane, the pilot may
choose to inflate the deice boots by pressing the surface deice switch or choose to inflate the deice boots by pressing the surface deice switch or
choose to wait until more ice forms on the wings. choose to wait until more ice forms on the wings.
SECTION 9 SECTION 9
IN FLIGHT (Contd) IN FLIGHT (Contd)

If the ice is removed from the empennage following inflation, the deice If the ice is removed from the empennage following inflation, the deice
annunciator will extinguish. If less than 90% of the ice cap located over annunciator will extinguish. If less than 90% of the ice cap located over
the sensor within the right horizontal deicer has been removed, the select the sensor within the right horizontal deicer has been removed, the select
deice annunciator will remain illuminated. If a fault should develop with deice annunciator will remain illuminated. If a fault should develop with
either the sensor or controller, the amber ice detector fail annunciator either the sensor or controller, the amber ice detector fail annunciator
will illuminate. will illuminate.
CAUTION: CAUTION:
In the light to moderate icing conditions a smaller radius In the light to moderate icing conditions a smaller radius
surface accretes ice faster than a larger radius surface. surface accretes ice faster than a larger radius surface.
Therefore, the horizontal and vertical stabilizers will accrete Therefore, the horizontal and vertical stabilizers will accrete
ice faster than the main wing. This phenomenon is known
L
ice faster than the main wing. This phenomenon is known
Y
N
as tailplane icing which can significantly reduce pitch as tailplane icing which can significantly reduce pitch
control of the aircraft, particularly during flap extension for
the approach and landing phases of flight. the approach and landing phases of flight.
E O
control of the aircraft, particularly during flap extension for
In some cases the deice annunciatorN

C
In some cases the deice annunciator will illuminate before the main wing
has accumulated 1/4 to 1/2 inch E T Because the select deice
will illuminate before the main wing
H
light is illuminated when E the R G
has accumulated 1/4 to 1/2 inch thickness of ice. Because the select deice thickness of ice.
light is illuminated when the ice thickness reaches 1/4 inch on the vertical
F I
Lprudent to inflate the deicerof boots
ice thickness reaches 1/4 inch on the vertical
fin deicer, the main wing may only have an ice thickness of 1/8 inch or
R E
fin deicer, the main wing
F
may only have an ice thickness 1/8 inch or
slightly less. However, it may be prudent to inflate the deicer boots when
R
slightly less. However,
O
it
R may be when
O
F priorTto Fflap extension.
the deice annunciator illuminates to ensure the tailplane is properly deiced the deice annunciator illuminates to ensure the tailplane is properly deiced
especially prior to flap extension. especially
CAUTION:
N O CAUTION:
It has been shown in icing wind tunnel tests at temperatures It has been shown in icing wind tunnel tests at temperatures
below -18C (0F), that after multiple deicer sheds, an ice below -18C (0F), that after multiple deicer sheds, an ice
cap may form which cannot be detected by the system cap may form which cannot be detected by the system
sensors. Caution should be exercised when flying in icing sensors. Caution should be exercised when flying in icing
conditions at cold temperatures, i.e. below -10C (+14F). conditions at cold temperatures, i.e. below -10C (+14F).
In all cases, the most prudent course of action is to attempt to immediately In all cases, the most prudent course of action is to attempt to immediately
exit the icing conditions as well as to use good pilot judgement. exit the icing conditions as well as to use good pilot judgement.
3 of 4, 9-33 3 of 4, 9-33
SECTION 9 SECTION 9


and balance data in Section 6 of the Pilots Operating Handbook and Airplane and balance data in Section 6 of the Pilots Operating Handbook and Airplane
SECTION 7 - DESCRIPTION AND OPERATION OF THE SECTION 7 - DESCRIPTION AND OPERATION OF THE
B.F. GOODRICH INTEGRATED ICE DETECTION SYSTEM B.F. GOODRICH INTEGRATED ICE DETECTION SYSTEM
The B.F. Goodrich Smartboot Ice Detection advises the pilot of the status The B.F. Goodrich Smartboot Ice Detection advises the pilot of the status
of icing conditions on the empennage deicers of the aircraft. Electrical sensors
LY
of icing conditions on the empennage deicers of the aircraft. Electrical sensors
N
are integrated directly into the surface of the vertical fin and right horizontal are integrated directly into the surface of the vertical fin and right horizontal
stabilizer deicers, which advise the presence / appropriate time to deice. The
presence of ice and appropriate time to deice are measured by the sensor
E O
stabilizer deicers, which advise the presence / appropriate time to deice. The
presence of ice and appropriate time to deice are measured by the sensor
installed within the vertical fin deicer only. The sensor within the right
N C
installed within the vertical fin deicer only. The sensor within the right
horizontal stabilizer deicer advises the status of the detection system (ice
E HT
horizontal stabilizer deicer advises the status of the detection system (ice
R IG panel make up the
E theLannunciator
detector fail annunciator). detector fail annunciator).
These annunciators locatedF

These annunciators located within the annunciator panel make up the
R E / deicer
within
F system. The select deice
R
visual cues of the deice detector / deicer system. The select deice visual cues of the deice detector
annunciator illuminates when 1/4 inch of ice has accumulated on the sensor
O Rfin. TheFO
annunciator illuminates when 1/4 inch of ice has accumulated on the sensor
located on the vertical fin. The surface deice annunciator will illuminate to
Fof properTboot inflation.
located on the vertical surface deice annunciator will illuminate to
will illuminate whenO

advice the pilot of proper boot inflation. The ice - detector fail annunciator advice the pilot The ice - detector fail annunciator
will illuminate when a fault is detected in ice detection system.
N a fault is detected in ice detection system.
9-34, 4 of 4 9-34, 4 of 4
SECTION 9 SECTION 9

FOR FOR
KING 150 SERIES FLIGHT CONTROL SYSTEM KING 150 SERIES FLIGHT CONTROL SYSTEM
LY
O N
E
This supplement has been DELETED as the FAA Approved Operational This supplement has been DELETED as the FAA Approved Operational
Supplement to the Bendix/King 150 Series Flight Control System as
C
Supplement to the Bendix/King 150 Series Flight Control System as
N
E HT
installed per STC SA1778CE-D. Bendix/King is responsible to supply and installed per STC SA1778CE-D. Bendix/King is responsible to supply and
revise the operational supplement. It is permitted to include the
R
E LIG
F
Bendix/King supplement in this location of the Pilots Operating Handbook Bendix/King supplement in this location of the Pilots Operating Handbook
unless otherwise stated by Bendix/King.
E F
R
R O R
FO T F
NO
1 of 1, 9-35 1 of 1, 9-35
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
9-36 9-36
SECTION 9 SECTION 9

AND AND
Y
FOR FOR
N L
O
KING KAS 297B VERTICAL SPEED AND ALTITUDE SELECTOR KING KAS 297B VERTICAL SPEED AND ALTITUDE SELECTOR
E
Cthe FAA Approved Operational
Supplement to the Bendix/King KASN
This supplement has been DELETED as the FAA Approved Operational This supplement has been DELETED as
Supplement to the Bendix/King KAS 297B Vertical Speed And Altitude
R T is responsible to
E HBendix/King
297B Vertical Speed And Altitude
E locationIG
Selector is installed per STC SA1778CE-D. Bendix/King is responsible to Selector is installed per STC SA1778CE-D.
supply and revise the operational supplement. It is permitted to include the
F
supply and revise the operational
L
Eby Bendix/King.
F
supplement. It is permitted to include the
R R
Bendix/King supplement in this location of the Pilots Operating Handbook Bendix/King supplement in this of the Pilots Operating Handbook
R O
unless otherwise stated by Bendix/King. unless otherwise stated
FO T F
NO
1 of 1, 9-37 1 of 1, 9-37
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
9-38 9-38
SECTION 9 SECTION 9

AND AND
SUPPLEMENT 7 SUPPLEMENT 7
FOR FOR
3M (SERIES II) STORMSCOPE, WX-1000/WX-1000+ 3M (SERIES II) STORMSCOPE, WX-1000/WX-1000+
Y
and FAA Approved Airplane Flight Manual when the optional WX- and FAA Approved Airplane Flight Manual when the optional WX-
1000/WX-1000+ Stormscope System is installed per Piper Dwg. CA-46-2-
N L
1000/WX-1000+ Stormscope System is installed per Piper Dwg. CA-46-2-
O
046. The information contained herein supplements or supersedes the 046. The information contained herein supplements or supersedes the
E
information in the basic Pilots Operating Handbook and FAA Approved information in the basic Pilots Operating Handbook and FAA Approved
Airplane Flight Manual only in those areas listed herein. For limitations,
C
Airplane Flight Manual only in those areas listed herein. For limitations,
N
E HT
procedures, and performance information not contained in this supplement, procedures, and performance information not contained in this supplement,
consult the basic Pilots Operating Handbook and FAA Approved Airplane
R
consult the basic Pilots Operating Handbook and FAA Approved Airplane
E LIG
F
R E F
R O R
FO T F
FAA APPROVED _ NO _
FAA APPROVED
DATE OF APPROVAL ______FEBRUARY 23, 1999__________________ DATE OF APPROVAL ______FEBRUARY 23, 1999__________________
1 of 4, 9-39 1 of 4, 9-39
SECTION 9 SECTION 9

airplane when the optional WX-1000 or WX-1000+ Stormscope system is airplane when the optional WX-1000 or WX-1000+ Stormscope system is
installed in accordance with FAA Approved Piper data. installed in accordance with FAA Approved Piper data.

(a) The WX-1000/WX-1000+ Stormscope system signal displays are (a) The WX-1000/WX-1000+ Stormscope system signal displays are
not intended for the purpose of penetrating thunderstorm areas or not intended for the purpose of penetrating thunderstorm areas or
areas of severe turbulence; such intentional use is not approved. areas of severe turbulence; such intentional use is not approved.
NOTE NOTE
Y
Range selector determines receiver sensitivity Range selector determines receiver sensitivity
and therefore relative range. Displayed range is
N
and therefore relative range. Displayed range is
L
O
based on signal strength and is not to be used based on signal strength and is not to be used
E
for accurate determination of thunderstorm for accurate determination of thunderstorm
location. location.
(b) The WX-1000 checklist functions are N

C only.
(b) The WX-1000 checklist functions are for reference only.
R E HT
for reference
(c) Placards (c) Placards

F E LIG
Located on E Fthrottle quadrant:
Located on the top of the throttle quadrant:
R R
the top of the
R FONOT TO BE USED FOR
STORMSCOPE NOT TO BE USED FOR
F TOSTORMSCOPE
NO PROCEDURES
THUNDERSTORM AREA PENETRATION THUNDERSTORM AREA PENETRATION
SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY


Normal operating procedures are outlined in the 3M Model, Series II, Normal operating procedures are outlined in the 3M Model, Series II,
Stormscope Pilots Handbook, P/N 75-0299-7690-1 (1191), latest revision. Stormscope Pilots Handbook, P/N 75-0299-7690-1 (1191), latest revision.
9-40, 2 of 4 9-40, 2 of 4
SECTION 9 SECTION 9


and balance data in the Equipment List attached to the Pilots Operating and balance data in the Equipment List attached to the Pilots Operating
Handbook. Handbook.
SECTION 7 - DESCRIPTION AND OPERATION SECTION 7 - DESCRIPTION AND OPERATION

The 3M (Series II) Stormscope, WX-1000, weather mapping system The 3M (Series II) Stormscope, WX-1000, weather mapping system
provides a visual screen readout of the electrical discharges associated with provides a visual screen readout of the electrical discharges associated with
Y
thunderstorms. This information with proper interpretation, will allow the thunderstorms. This information with proper interpretation, will allow the
pilot to detect severe thunderstorm activity. A series of green dots will be
displayed on the screen to indicate the electrical discharge areas. The
N L
pilot to detect severe thunderstorm activity. A series of green dots will be
displayed on the screen to indicate the electrical discharge areas. The
display scope provides full scale selectable ranges of 200, 100, 50, and 25
E O
display scope provides full scale selectable ranges of 200, 100, 50, and 25
C display which automatically

nautical miles along with 30 azimuth sectors. nautical miles along with 30 azimuth sectors.
The WX-1000 has a heading stabilized display which automatically N

E relative
The WX-1000 has a heading stabilized
Tto the aircraft heading,
repositions thunderstorm information relative to the aircraft heading,
E R
repositions thunderstorm information
G H
eliminating the need to clear the display after each heading change. The
F
eliminating the need to clear the
I
L cells are thunderstorm
display after each heading change. The
CLEAR function remains useful for verifying thunderstorm information
E
Ris displayed
CLEAR function remains
F
useful for verifying information
and for determining whether storm cells are building or dissipating.
R
and for determining
O R when operating in the weather modes and
whether storm building or dissipating.
a FLAGO
F advisoryTwillFappear in the event of heading source malfunction.
Heading information is displayed when operating in the weather modes and Heading information
a FLAG advisory will appear in the event of heading source malfunction.
NO
3 of 4, 9-41 3 of 4, 9-41
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
WX-1000 STORMSCOPE WX-1000 STORMSCOPE

9-42, 4 of 4 9-42, 4 of 4
SECTION 9 SECTION 9

AND AND
FOR FOR
BENDIX/KING EHI 40 BENDIX/KING EHI 40
This supplement must be attached to the Pilots Operating Handbook and This supplement must be attached to the Pilots Operating Handbook and
Y
FAA Approved Airplane Flight Manual when the optional Bendix/King EHI 40 FAA Approved Airplane Flight Manual when the optional Bendix/King EHI 40
EHSI system is installed per approved Piper drawings. The information
L
EHSI system is installed per approved Piper drawings. The information
N
O
contained herein supplements or supersedes the information in the basic Pilot's contained herein supplements or supersedes the information in the basic Pilot's
E
Operating Handbook and FAA Approved Airplane Flight Manual only in those Operating Handbook and FAA Approved Airplane Flight Manual only in those
areas listed herein. For limitations, procedures, and performance information not
C
areas listed herein. For limitations, procedures, and performance information not
N
E HT
contained in this supplement, consult the basic Pilots Operating Handbook and contained in this supplement, consult the basic Pilots Operating Handbook and
R
FAA Approved Airplane Flight Manual. FAA Approved Airplane Flight Manual.
F E LIG
R E F
R O R
FO TPETER F E. PECK
NO D.O.A.
PETER E. PECK
D.O.A. NO. SO-1 NO. SO-1
DATE OF APPROVAL FEBRUARY 23, 1999 _________________ DATE OF APPROVAL FEBRUARY 23, 1999 _________________
1 of 26, 9-43 1 of 26, 9-43
SECTION 9 SECTION 9
This supplement describes the components and operation of, and This supplement describes the components and operation of, and
operational procedures for the Bendix/King EHI 40 Electronic Horizontal operational procedures for the Bendix/King EHI 40 Electronic Horizontal
Situation Indicator (EHSI). The EHI 40 system utilizes the ED 461 display Situation Indicator (EHSI). The EHI 40 system utilizes the ED 461 display
unit for display and control of navigation data and sensor selection. The SG unit for display and control of navigation data and sensor selection. The SG
465 remote symbol generator interfaces with the navigation sensors to 465 remote symbol generator interfaces with the navigation sensors to
compute the EHSI display and data required by other systems on board the compute the EHSI display and data required by other systems on board the
aircraft. aircraft.
References throughout this supplement in regard to on side and cross side References throughout this supplement in regard to on side and cross side
is as follows: is as follows:
Y
Pilot on side - NAV 1 Pilot on side - NAV 1
Copilot on side - NAV 2
Pilot cross side - NAV 2
Copilot on side - NAV 2
Pilot cross side - NAV 2
N L
Copilot cross side - NAV 1 Copilot cross side - NAV 1
E O
N C
A. Abbreviations A. Abbreviations
R E HT
ADF Automatic Direction Finder ADF
F E LIG
Automatic Direction Finder
BRT Bright BRT Bright
E F
CDU Control R REquipment
CRS Course CRS Course
CDU Control Display Unit
DME O R Measuring
F O
Display Unit
DTKF Desired T
DME Distance Measuring Equipment Distance
O Unit
DTK Desired Track Track
EFIS N
DU Display Unit DU Display
EFIS Electronic Flight Instrument System Electronic Flight Instrument System
EHSI Electronic Horizontal Situation Indicator EHSI Electronic Horizontal Situation Indicator
GPS Global Positioning System GPS Global Positioning System
GS Glideslope GS Glideslope
HSI Horizontal Situation Indicator HSI Horizontal Situation Indicator
ILS Instrument Landing System ILS Instrument Landing System
LOC Localizer LOC Localizer
MAG Magnetic MAG Magnetic
MN Minutes MN Minutes
9-44 2 of 26 9-44 2 of 26
SECTION 9 SECTION 9
SECTION 1 - GENERAL (Continued) SECTION 1 - GENERAL (Continued)
NAV Navigation NAV Navigation

NM Nautical Miles NM Nautical Miles
RNAV Area Navigation RNAV Area Navigation
STBY Standby STBY Standby
TST Test TST Test
VAR Variation VAR Variation
VOR Very High Frequency Omni Range VOR Very High Frequency Omni Range
Y
When installed in conjunction with navigation receivers (VOR, RNAV, When installed in conjunction with navigation receivers (VOR, RNAV,
GPS, ADF, compass systems, etc), display presentations and operations are
subject to the identical limitations as identified for that same equipment if
N L
GPS, ADF, compass systems, etc), display presentations and operations are
subject to the identical limitations as identified for that same equipment if
installed on aircraft. installed on aircraft.
E O
Use of ARC COMPASS ROSE WITH NAV DISPLAY mode during
N C
Use of ARC COMPASS ROSE WITH NAV DISPLAY mode during
instrument approaches is limited to inbound course only.
T to departure. (Exception:
Ebe visibleHprior
instrument approaches is limited to inbound course only.
R
No yellow FAN or DU Flag may be visible prior to departure. (Exception:
A 30 minute ferry flight to F E facility
No yellow FAN or DU Flag may
L IG
A 30 minute ferry flight to a repair facility in VFR conditions is permissible.)
E a repair
R in HDG, F
in VFR conditions is permissible.)
Autopilot operations in HDG, NAV, or APR coupled modes with a failed

EHI 40 displayRunit are notO
Autopilot operations R NAV, or APR coupled modes with a failed
FO F
EHI 40 display unit are not approved. approved.
DirectorT
NO
Flight Director coupled ADF tracking is not approved. Flight coupled ADF tracking is not approved.
Autopilot coupled ADF tracking is not approved. Autopilot coupled ADF tracking is not approved.
When ADF is selected as the primary navigation sensor the When ADF is selected as the primary navigation sensor the
corresponding bearing pointer must also be set to ADF. corresponding bearing pointer must also be set to ADF.
Maximum baggage aft compartment: 100 lbs. Maximum baggage aft compartment: 100 lbs.
Placards Placards
Located on aft baggage closeout: Located on aft baggage closeout:
MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS. MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS.
3 of 26, 9-45 3 of 26, 9-45
SECTION 9 SECTION 9
CAUTION CAUTION
Following failure of a red gun in a display tube, Following failure of a red gun in a display tube,
red warning flags will not be visible. red warning flags will not be visible.
SMALL RED SG ANNUNCIATION SMALL RED SG ANNUNCIATION
Small red SG annunciation indicates an internal self-test failure. Small red SG annunciation indicates an internal self-test failure.
Automatic built-in test and monitoring functions integral to the EHI 40 Automatic built-in test and monitoring functions integral to the EHI 40
software detect component failures and present failure annunciations on the software detect component failures and present failure annunciations on the
face of the EHSI display. Continue operation with caution, verifying the face of the EHSI display. Continue operation with caution, verifying the
validity of displayed data by reference to alternate instruments. validity of displayed data by reference to alternate instruments.
LY
LARGE RED SG ANNUNCIATION LARGE RED SG ANNUNCIATION
O N
Large red SG annunciation indicates a catastrophic failure of the symbol
C E
Large red SG annunciation indicates a catastrophic failure of the symbol
N
generator. The EHI 40 display is not valid and further flight operations must be generator. The EHI 40 display is not valid and further flight operations must be
made by reference to alternate instruments.
R
made by reference to alternate instruments.
E HT
F E LIG
RED CP ANNUNCIATION
Red CP annunciationR
RED CP ANNUNCIATION
E a control
indicatesR
F panel failure but could be as
Red CP annunciation indicates a control panel failure but could be as
O RContinue
F Ooperation with caution, verifying the validity
F by reference
simple as a stuck key. Continue operation with caution, verifying the validity simple as a stuck key.
of displayed data by reference to alternate instruments. of displayed data
O T to alternate instruments.
NAV FAILURE DURING COUPLED AUTOPILOT OPERATION

N
NAV FAILURE DURING COUPLED AUTOPILOT OPERATION
WARNING WARNING
Autopilot is still coupled to lateral mode after Autopilot is still coupled to lateral mode after
failure. If the autopilot is not disengaged, invalid failure. If the autopilot is not disengaged, invalid
navigation information may cause the airplane to navigation information may cause the airplane to
drift from the desired course. drift from the desired course.
9-46 4 of 26 9-46 4 of 26
SECTION 9 SECTION 9
SECTION 3 - EMERGENCY PROCEDURES (continued) SECTION 3 - EMERGENCY PROCEDURES (continued)
RED HDG ANNUNCIATION RED HDG ANNUNCIATION
Red HDG annunciation indicates a failure in the compass system by Red HDG annunciation indicates a failure in the compass system by
removing the lubber line and replacing it with a red HDG flag. Simultaneously, removing the lubber line and replacing it with a red HDG flag. Simultaneously,
the course pointer head and tail will declutter leaving the d-bar. (The d-bar will the course pointer head and tail will declutter leaving the d-bar. (The d-bar will
reorient on the face of the instrument providing horizontal deviation in the reorient on the face of the instrument providing horizontal deviation in the
manner of a CDI.) The autopilot will disengage, if engaged. manner of a CDI.) The autopilot will disengage, if engaged.
CAUTION CAUTION
If the compass card position is wrong, ADF If the compass card position is wrong, ADF
Y
bearing relative to the compass card, and RMI bearing relative to the compass card, and RMI
and MAP presentations relative to the nose of the
aircraft will be in error. These presentations
N L
and MAP presentations relative to the nose of the
aircraft will be in error. These presentations
should be used with caution at the discretion of
E O
should be used with caution at the discretion of
C
the pilot, or declutter. Reslave the compass card the pilot, or declutter. Reslave the compass card
or slew the compass card to match magnetic
E HTN
or slew the compass card to match magnetic
Rautomatic
compass if possible. compass if possible.
During a heading failure,E

F I G
E FL
During a heading failure, the automatic Back Course function normally the Back Course function normally
R
provided by the EHI 40 system is inhibited. provided by the EHI 40 system is inhibited.
Pull and reset the DG andR

R O
FOcompass. F
Pull and reset the DG and EFIS circuit breakers. If compass information is EFIS circuit breakers. If compass information is
T
not restored, continued flight must be conducted by reference to the copilot DG not restored, continued flight must be conducted by reference to the copilot DG
couple HDG, O
or magnetic compass. Without heading information, the autopilot will not or magnetic Without heading information, the autopilot will not
couple HDG, NAV, or APR, but can be used for attitude or altitude hold. If
valid compass information is restored, the HDG flag will be replaced by the N information is restored, the HDG flag will be replaced by the
valid compass
NAV, or APR, but can be used for attitude or altitude hold. If
lubber line and normal operation of the EHI 40 may continue. lubber line and normal operation of the EHI 40 may continue.
NOTE NOTE
Some avionics equipment other than the EHI 40, Some avionics equipment other than the EHI 40,
because of their internal circuit logic, will not because of their internal circuit logic, will not
restore heading information if a failure occurred restore heading information if a failure occurred
in the compass reference voltage (EFIS circuit in the compass reference voltage (EFIS circuit
breaker) circuit. Consult component breaker) circuit. Consult component
manufacturer's operating manual for procedure to manufacturer's operating manual for procedure to
restore heading information. restore heading information.
5 of 26, 9-47 5 of 26, 9-47
SECTION 9 SECTION 9
SUPPLEMENTM 8 PA-46-350P, MALIBU SUPPLEMENT 8 PA-46-350P, MALIBU
HEADING OR COURSE KNOB FAILURE HEADING OR COURSE KNOB FAILURE
Red flags will appear on the heading bug, or on the head and tail of the Red flags will appear on the heading bug, or on the head and tail of the
course pointer as appropriate. Autopilot will not couple HDG, NAV, or APR, course pointer as appropriate. Autopilot will not couple HDG, NAV, or APR,
but can be used for attitude or altitude hold. but can be used for attitude or altitude hold.
EHI 40 DISPLAY UNIT FAILURE EHI 40 DISPLAY UNIT FAILURE
A blank display indicates a power failure to the display unit. Pull and reset A blank display indicates a power failure to the display unit. Pull and reset
the EHSI circuit breaker. If display does not return, continue flight by the EHSI circuit breaker. If display does not return, continue flight by
reference to alternate instruments. Autopilot will not couple HDG, NAV, or reference to alternate instruments. Autopilot will not couple HDG, NAV, or
APR, but can be used for attitude or altitude hold. If display returns, verify
LY
APR, but can be used for attitude or altitude hold. If display returns, verify
N
displayed data and continue flight. displayed data and continue flight.
E O
YELLOW FAN ANNUNCIATION YELLOW FAN ANNUNCIATION
N Cof the symbol generator
Yellow fan annunciation indicates a failure of the symbol generator
R
Yellow fan annunciation indicates a failure T with caution,
EcontinueHoperation
LIG
FE byFreference
cooling fan. If a fan failure occurs in flight, continue operation with caution, cooling fan. If a fan failure occurs in flight,
Although a symbol generator E

verifying the validity of displayed data by reference to alternate instruments. verifying the validity of displayed data to alternate instruments.
Although a symbol generator failure is unlikely, consideration should be given
R R generator R
failure is unlikely, consideration should be given
O
to securing power to the symbol generator 30 minutes after failure and flying to securing power to the symbol 30 minutes after failure and flying
by reference to alternate instruments. The symbol generator can be disabled by
F TO
by reference to alternate
F
instruments. The symbol generator can be disabled by
NO
pulling the EHSI circuit breaker. pulling the EHSI circuit breaker.
9-48, 6 of 26 9-48, 6 of 26
SECTION 9 SECTION 9
YELLOW DU ANNUNCIATION YELLOW DU ANNUNCIATION
Yellow DU annunciation indicates a failure of the EHSI cooling fan. If a Yellow DU annunciation indicates a failure of the EHSI cooling fan. If a
fan failure occurs in flight, monitor the display presentation for an abnormal fan failure occurs in flight, monitor the display presentation for an abnormal
appearance which will indicate impending failure. System heating can be appearance which will indicate impending failure. System heating can be
reduced by lowering the brightness of the presentation. Although an EHSI reduced by lowering the brightness of the presentation. Although an EHSI
failure is unlikely, consideration should be given to securing power to the EHSI failure is unlikely, consideration should be given to securing power to the EHSI
30 minutes after failure and flying by reference to alternate instruments. The 30 minutes after failure and flying by reference to alternate instruments. The
EHSI can be disabled by pulling the EHSI circuit breaker. EHSI can be disabled by pulling the EHSI circuit breaker.
EHSI MISSING OR ABNORMAL DATA DISPLAY EHSI MISSING OR ABNORMAL DATA DISPLAY
If the data on the EHSI is missing or appears abnormal in flight, refer to

LY
If the data on the EHSI is missing or appears abnormal in flight, refer to
N
alternate instruments for usable data for the remainder of the flight. alternate instruments for usable data for the remainder of the flight.
E O
N C
PREFLIGHT CHECK PREFLIGHT CHECK
R E HT
After engine start and radio master switch is ON, adjust the BRT knob to
F
After engine start and radio master
IGEHSIis display.
Elevel ofLtheswitch ON, adjust the BRT knob to
obtain a desirable brightness level of the EHSI display. After a two minute
warm-up, press the R
E Ffor 3 seconds and release
obtain a desirable brightness After a two minute
system self testRand view all R

warm-up, press the TST/REF button for 3 seconds and release to activate the TST/REF button to activate the
system self test and view all the fault presentations. A SELF TEST PASS or
O F Owill be annunciated. If the system is operating
the fault presentations. A SELF TEST PASS or
SELF TEST FAIL message will be annunciated. If the system is operating
F
SELF TEST
T PASS will be annunciated. If a malfunction exists, SELF
FAIL message
properly, SELF TEST PASS will be annunciated. If a malfunction exists, SELF
TEST FAIL will be annunciated and the system should be serviced. To clear,
N
TEST FAIL willO
properly, SELF TEST
be annunciated and the system should be serviced. To clear,
press TST/REF button again. Additionally, the pilot should ensure that the press TST/REF button again. Additionally, the pilot should ensure that the
compass scale is white, which indicates that all three colors are operational in compass scale is white, which indicates that all three colors are operational in
the display unit. the display unit.
7 of 26, 9-49 7 of 26, 9-49
SECTION 9 SECTION 9
SECTION 4 - NORMAL PROCEDURES (continued) SECTION 4 - NORMAL PROCEDURES (continued)
INFLIGHT OPERATION INFLIGHT OPERATION

CAUTION CAUTION
Make transition from HSI presentations to Make transition from HSI presentations to
conventional CDI presentations (MAP format) conventional CDI presentations (MAP format)
with caution. CDI left-right deviation may with caution. CDI left-right deviation may
appear reversed when traveling outbound on a appear reversed when traveling outbound on a
TO indication or inbound on a FROM TO indication or inbound on a FROM
indication. (Localizer CDI left-right deviation is indication. (Localizer CDI left-right deviation is
automatically corrected by the EHI 40 to automatically corrected by the EHI 40 to
eliminate the need to fly reverse sensing on the eliminate the need to fly reverse sensing on the
back course. BC is annunciated and the CDI is back course. BC is annunciated and the CDI is
LY
N
corrected for proper steering commands when corrected for proper steering commands when
the airplane heading deviates more than 105
from the course pointer. The course pointer
the airplane heading deviates more than 105
from the course pointer. The course pointer
E O
should be set to the localizer front course
N C
should be set to the localizer front course
inbound heading.) inbound heading.)
R E HtoTHDG mode prior to
It is recommended that the autopilot be switched to HDG mode prior to
F Eis coupled
It is recommended that the autopilot
L IG
be switched
switching nav sources when autopilot is coupled to NAV or APR modes.
E
switching nav sources when autopilot
R CAUTION F
to NAV or APR modes.
R O R
Oto turn F effect to ADF antenna
CAUTION
Due to turn dynamics effect to ADF antenna FDue
(bankO Tdeviation
dynamics
N
(bank angle deviation from horizontal), CDI will angle from horizontal), CDI will
cross over course line in opposite direction upon cross over course line in opposite direction upon
course intercept until aircraft is returned to level course intercept until aircraft is returned to level
flight attitude. flight attitude.
9-50, 8 of 26 9-50, 8 of 26
SECTION 9 SECTION 9
No changes. No changes.
Factory installed optional equipment is included in the licensed weight and Factory installed optional equipment is included in the licensed weight and
balance data in Section 6 of the Pilot's Operating Handbook. balance data in Section 6 of the Pilot's Operating Handbook.
SYSTEM CONFIGURATION SYSTEM CONFIGURATION
(1) Various configurations of the EHI 40 system are currently available to

LY
(1) Various configurations of the EHI 40 system are currently available to
fulfill the particular needs of the user. These configurations are based on
N
fulfill the particular needs of the user. These configurations are based on
O
E
the number of symbol generators, and interfacing equipment. the number of symbol generators, and interfacing equipment.
(2) The basic EHI 40 system consists of one ED 461 Display Unit (figure
N C
(2) The basic EHI 40 system consists of one ED 461 Display Unit (figure
7-1), one SG 465 Symbol Generator, and the associated navigation
E HT
7-1), one SG 465 Symbol Generator, and the associated navigation
R G incorporates the EHSI mode
EDisplayLIUnit
sensors . sensors .
(3) The ED 461 Control Display Unit incorporates the EHSI mode (3) The ED 461 Control F
Ebezel ofFthe display. The mode controller offers a
controller in the bezel of the display. The mode controller offers a
R for the R
controller in the
R
simple means for the pilot to select the desired display format, such as
O map.
simple means
F O pilot to select the desired display format, such as
standard compass rose or sectored compass rose, 360 degree map or a
Fsectored
standard
T
compass rose or sectored compass rose, 360 degree map or a
NO
sectored map. Also incorporated on the mode controller is the course Also incorporated on the mode controller is the course
and heading select knobs with auto sync. The auto sync feature will and heading select knobs with auto sync. The auto sync feature will
slew the heading bug to the lubber line or the course pointer direct to slew the heading bug to the lubber line or the course pointer direct to
the selected nav sensor providing a centered course deviation bar. the selected nav sensor providing a centered course deviation bar.
9 of 26 9-51 9 of 26 9-51
SECTION 9 SECTION 9
SECTION 7 - DESCRIPTION AND OPERATION (Continued) SECTION 7 - DESCRIPTION AND OPERATION (Continued)
OPERATING CONTROLS OPERATING CONTROLS
Figures 7-1 illustrates all operating controls for the EHI 40 systems. This Figures 7-1 illustrates all operating controls for the EHI 40 systems. This
figure may be referred to as the controls are in the following paragraphs. figure may be referred to as the controls are in the following paragraphs.
1. 1-2 SYSTEM SELECT - The 1-2 button is used to cycle between 1. 1-2 SYSTEM SELECT - The 1-2 button is used to cycle between
primary navigation sensor system #1 and #2 for display. The primary primary navigation sensor system #1 and #2 for display. The primary
NAV system selected is annunciated as sensor, sensor 1, or sensor 2 NAV system selected is annunciated as sensor, sensor 1, or sensor 2
on the EHSI. Example, if the VOR 1 is being displayed and the 1-2 on the EHSI. Example, if the VOR 1 is being displayed and the 1-2
button is pressed, VOR 2 will become the displayed sensor. If only button is pressed, VOR 2 will become the displayed sensor. If only
one sensor is installed, the display will not cycle and the sensor one sensor is installed, the display will not cycle and the sensor
Y
annunciation will not show a system number. annunciation will not show a system number.
2. NAV SENSOR SELECT - During installation, the EHI 40 system 2.

N
NAV SENSOR SELECT - During installation, the EHI 40 systemL
was programmed with the type and quantity of each piece of
interfacing equipment. Of all the equipment interfaced to the EHI 40,
E O
was programmed with the type and quantity of each piece of
interfacing equipment. Of all the equipment interfaced to the EHI 40,
only a few sensors are usable for navigation. The EHI 40 creates and
N C
only a few sensors are usable for navigation. The EHI 40 creates and
maintains in permanent memory a list of the usable navigation
E HT
maintains in permanent memory a list of the usable navigation
R
Eto select IG
sensors. sensors.
The NAV push button isF L

The NAV push button is used to select the primary nav sensor which
E left side F
used
R sequentially
the primary nav sensor which
R DMEselects
is annunciated on the left side of the display. A press of the NAV is annunciated on the of the display. A press of the NAV
sensor select button sequentially selects the next available sensor
from theO R
sensor select button
O
F course pointer, and deviation
the next available sensor
from the list of those installed. DME information in the upper right
F selectedT course,
list of those installed. information in the upper right
O
corner, selected course, course pointer, and deviation bar are corner, bar are
referenced to the selected primary nav sensor.
The following is a list, in order, of the possible primary navigation

N
referenced to the selected primary nav sensor.
The following is a list, in order, of the possible primary navigation

sensors that may be interfaced with the EHI 40: sensors that may be interfaced with the EHI 40:
VOR (VOR, LOC, VOR PAR, RNV, and RNV APR) VOR (VOR, LOC, VOR PAR, RNV, and RNV APR)
GPS, ADF GPS, ADF
Only those sensors interfaced to he EHI-40 will be selectable for use Only those sensors interfaced to he EHI-40 will be selectable for use
and display. and display.
9-52 10 of 26 9-52 10 of 26
SECTION 9 SECTION 9
3. NUMBER 1 SYSTEM BEARING POINTER SELECT - The bearing 3. NUMBER 1 SYSTEM BEARING POINTER SELECT - The bearing
pointer select button works similar to the NAV sensor select button. A pointer select button works similar to the NAV sensor select button. A
press of the bearing pointer button sequentially selects the next press of the bearing pointer button sequentially selects the next
available sensor for display. The bearing pointer select list contains available sensor for display. The bearing pointer select list contains
only those sensors which are associated with the bearing. If the only those sensors which are associated with the bearing. If the
selected sensor has distance information paired with it, that distance selected sensor has distance information paired with it, that distance
will also be displayed in the lower left-hand corner along with the will also be displayed in the lower left-hand corner along with the
sensor annunciation. sensor annunciation.
The following is a list, in order, of the bearing pointer sensors that The following is a list, in order, of the bearing pointer sensors that
may be interfaced with the EHI 40: may be interfaced with the EHI 40:
LY
DECLUTTER (no number one bearing pointer information is
N
DECLUTTER (no number one bearing pointer information is
O
E
displayed) displayed)
C
VOR 1 (RNV 1) VOR 1 (RNV 1)
GPS GPS
N
E HT
R
ADF 1 ADF 1
Only those sensors installed in the airplane and interfaced to the EHI
F
Only those sensors installed Gairplane and interfaced to the EHI
E inLtheIdisplay.
40 will be selectable for use and display.
R E F
40 will be selectable for use and
Only R ADF bearing R

O
FO T F
Only ADF bearing information will be available when LOC 1 is information will be available when LOC 1 is
annunciated as the primary nav receiver. annunciated as the primary nav receiver.
4. HSI 360 DEGREE MODE SELECTION - The EHI 40 has three

different 360 degree display formats: standard HSI compass rose, HSI
NO DEGREE MODE SELECTION - The EHI 40 has three
4. HSI 360
different 360 degree display formats: standard HSI compass rose, HSI
NAV MAP mode, and HSI NAV MAP mode with radar. Each press of NAV MAP mode, and HSI NAV MAP mode with radar. Each press of
the HSI button sequentially selects the next display format. the HSI button sequentially selects the next display format.
The display selection list may include the following: The display selection list may include the following:
HSI COMPASS ROSE WITH NAV DISPLAYS HSI COMPASS ROSE WITH NAV DISPLAYS
HSI NAV MAP HSI NAV MAP
HSI NAV MAP WITH RADAR HSI NAV MAP WITH RADAR
11 of 26 9-53 11 of 26 9-53
SECTION 9 SECTION 9
5. ARC SECTORED MODE SELECTION - The ARC mode provides 5. ARC SECTORED MODE SELECTION - The ARC mode provides
the pilot a large scale view of the CDI by presenting an approximate the pilot a large scale view of the CDI by presenting an approximate
85 degree sector display of the compass. 85 degree sector display of the compass.
The EHI 40 has three possible ARC sectored display formats: The EHI 40 has three possible ARC sectored display formats:
standard HSI compass rose, ARC NAV MAP mode, and ARC NAV standard HSI compass rose, ARC NAV MAP mode, and ARC NAV
MAP mode with radar. A press of the ARC button will sequentially MAP mode with radar. A press of the ARC button will sequentially
select the possible display formats. select the possible display formats.
A press of the ARC button while in the 360 degree mode will result A press of the ARC button while in the 360 degree mode will result
in an ARC presentation of the same format. For example, if the 360 in an ARC presentation of the same format. For example, if the 360
NAV MAP mode was being displayed and the ARC button was NAV MAP mode was being displayed and the ARC button was
pressed, the resulting display format would be ARC NAV MAP. A pressed, the resulting display format would be ARC NAV MAP. A
press of the HSI button while in the ARC mode will change the
LY
press of the HSI button while in the ARC mode will change the
display to the standard HSI compass rose. display to the standard HSI compass rose.
O N
E
The ARC display selection list may include the following: The ARC display selection list may include the following:
ARC COMPASS ROSE WITH NAV DISPLAY ARC COMPASS ROSE WITH NAV
N C DISPLAY
ARC NAV MAP ARC NAV MAP
R E HT
E LIG
ARC NAV MAP WITH RADAR ARC NAV MAP WITH RADAR
F
Eworks FPOINTER SELECT - The bearing
6. NUMBER 2 SYSTEM BEARING POINTER SELECT - The bearing 6. NUMBER 2 SYSTEM
R
R 1 FBearing R
BEARING
O
pointer select button works similar to the NAV sensor select button pointer select button similar to the NAV sensor select button
bearing O
The F
and the Number 1 Bearing Pointer Select button. A press of the and the Number Pointer Select button. A press of the
bearing pointer button sequentially selects the next available sensor.
T sensor list contains only those sensors which
pointer button
O
sequentially selects the next available sensor.
N paired with it, that distance will be displayed in the lower

The bearing pointer sensor list contains only those sensors which bearing pointer
have bearing associated with them. If the selected sensor has distance have bearing associated with them. If the selected sensor has distance
information paired with it, that distance will be displayed in the lower information
right hand corner along with the sensor annunciation. right hand corner along with the sensor annunciation.
The following is a list, in order, of the bearing pointer sensors that The following is a list, in order, of the bearing pointer sensors that
may be interfaced with the EHI 40: may be interfaced with the EHI 40:
DECLUTTER (no number two bearing pointer information DECLUTTER (no number two bearing pointer information
is displayed) is displayed)
VOR 2 VOR 2
Only those sensors interfaced to the EHI 40 will be selectable for use Only those sensors interfaced to the EHI 40 will be selectable for use
and display. and display.
No bearing information will be available when LOC 2 is annunciated No bearing information will be available when LOC 2 is annunciated
as the primary nav sensor. as the primary nav sensor.
9-54 12 of 26 9-54 12 of 26
SECTION 9 SECTION 9
7. RANGE SELECTION 7. RANGE SELECTION
RANGE DOWN - A press of the RANGE DOWN button selects the RANGE DOWN - A press of the RANGE DOWN button selects the
next lower range to be displayed while in the NAV MAP mode of next lower range to be displayed while in the NAV MAP mode of
operation. Once the lowest selectable range is reached, the RANGE operation. Once the lowest selectable range is reached, the RANGE
UP button must be used for a range change. UP button must be used for a range change.
RANGE UP - The operation of the RANGE UP button is similar to RANGE UP - The operation of the RANGE UP button is similar to
the RANGE DOWN except it selects the next higher range to be the RANGE DOWN except it selects the next higher range to be
displayed while in the NAV MAP mode of operation. displayed while in the NAV MAP mode of operation.
Y
8. EHI 40 SYSTEM SELF-TEST - The TST/REF button performs the 8. EHI 40 SYSTEM SELF-TEST - The TST/REF button performs the
function of SELF TEST display. To activate the SELF TEST, press
N L
function of SELF TEST display. To activate the SELF TEST, press
O
and hold the TST/REF button for 3 seconds. The self test processing and hold the TST/REF button for 3 seconds. The self test processing
E
time may last up to 5 seconds depending upon the particular functions time may last up to 5 seconds depending upon the particular functions
being performed by the symbol generator. Upon completion of self
C
being performed by the symbol generator. Upon completion of self
N
E HT
test, a test pattern annunciating pass or fail will be displayed until the test, a test pattern annunciating pass or fail will be displayed until the
TST button is pressed once again.
R
TST button is pressed once again.
E hasLbeen IGselected,
When LOR MAP display has been selected, pressing the TST/REF
F
E desired,
When LOR MAP display
F no additional actionmapis required.
pressing the TST/REF
displayed R format is R
button for 1 second will annunciate the present map format. If the button for 1 second will annunciate the present format. If the
displayed format is desired, no additional action is required. If a
O R F Ofor each format until the desired annunciation (FPL

If a
FID, AIRPORT,
different format is desired, sequence through the list by pressing the different format is desired, sequence through the list by pressing the
button for 1 second for each format until the desired annunciation (FPL button
O
for
T or NAVAIDS) is displayed. In either case,
1 second
N
ID, AIRPORT, or NAVAIDS) is displayed. In either case,
approximately 10 seconds after the last button press, the map format approximately 10 seconds after the last button press, the map format
annunciation will be removed. annunciation will be removed.
9. COURSE SELECT KNOB - Rotation of the COURSE SELECT knob 9. COURSE SELECT KNOB - Rotation of the COURSE SELECT knob
allows the course pointer on the EHSI to be rotated to the desired allows the course pointer on the EHSI to be rotated to the desired
course. course.
The ED 461 provides a DIRECT TO feature. Pushing the center of the The ED 461 provides a DIRECT TO feature. Pushing the center of the
COURSE SELECT knob will cause the course pointer and digital COURSE SELECT knob will cause the course pointer and digital
course readout on the EHSI to slew to the direct course to the selected course readout on the EHSI to slew to the direct course to the selected
navaid or active waypoint. navaid or active waypoint.
13 of 26 9-55 13 of 26 9-55
SECTION 9 SECTION 9
10. HEADING SELECT KNOB - Rotation of the HEADING SELECT 10. HEADING SELECT KNOB - Rotation of the HEADING SELECT
knob allows the heading bug on the EHSI to be rotated to the desired knob allows the heading bug on the EHSI to be rotated to the desired
heading. heading.
The ED 461 provides a HEADING SYNC feature. Pushing the center The ED 461 provides a HEADING SYNC feature. Pushing the center
of theHEADING SELECT knob will cause the heading bug on the of theHEADING SELECT knob will cause the heading bug on the
EHSI to slew to the present aircraft heading (lubber line). EHSI to slew to the present aircraft heading (lubber line).
11. DISPLAY UNIT BRIGHTNESS CONTROL - The BRT knob allows 11. DISPLAY UNIT BRIGHTNESS CONTROL - The BRT knob allows
control of the display brightness. control of the display brightness.
NOTE NOTE
The display brightness control provides full The display brightness control provides full
LY
range dimming to allow night operation in no- or
N
range dimming to allow night operation in no- or
O
E
low-light situations. The lower limit of the low-light situations. The lower limit of the
C
display brightness may appear as an inoperative display brightness may appear as an inoperative
tube during normal daylight operation. It is
N
E HT
tube during normal daylight operation. It is
R
therefore advisable to check the BRT knob therefore advisable to check the BRT knob
setting during preflight test.
E LIG
setting during preflight test.
F
R E F
R O R
FO T F
NO
9-56 14 of 26 9-56 14 of 26
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
ED 461 EHI CONTROLS ED 461 EHI CONTROLS

15 of 26 9-57 15 of 26 9-57
SECTION 9 SECTION 9
EHSI DISPLAYS EHSI DISPLAYS
Standard EHI 40 displays, which may be referred to as key points of the Standard EHI 40 displays, which may be referred to as key points of the
display, are discussed in the following paragraphs (refer to figure 7-5): display, are discussed in the following paragraphs (refer to figure 7-5):
1. Normal Compass Card Display - A 360 degree rotating white 1. Normal Compass Card Display - A 360 degree rotating white
compass scale indicates the aircraft heading referenced to the white compass scale indicates the aircraft heading referenced to the white
triangular heading index (lubber line). The compass scale is divided triangular heading index (lubber line). The compass scale is divided
in 5 degree increments with the 10 degree divisions approximately in 5 degree increments with the 10 degree divisions approximately
twice as long as the 5 degree marks. Fixed 45 degree index marks are twice as long as the 5 degree marks. Fixed 45 degree index marks are
adjacent to the compass scale. adjacent to the compass scale.
2. Symbolic Aircraft - The symbolic aircraft provides a visual reference 2. Symbolic Aircraft - The symbolic aircraft provides a visual reference
of the aircraft position in relationship to the deviation bar.
Y
of the aircraft position in relationship to the deviation bar.
L
3. Navigation Source Annunciation - A vertical three letter
alphanumeric readout, located on the left side of the display,
3.
N
Navigation Source Annunciation - A vertical three letter
O
alphanumeric readout, located on the left side of the display,
E
NC
indicates the navigation selecting system selected as the primary indicates the navigation selecting system selected as the primary
navigation sensor. navigation sensor.
The cross side navigation system may be selected for display by The cross side navigation systemE
pressing the 1-2 push button.R
may
H Tselecting
be selected for display by
pressing the 1-2 push button. Example: pilot selecting number 2
navigation system (LOC 2).E
F FL I G
Example: pilot number 2
E
navigation system (LOC 2).
Green annunciation indicates an on side approach approved NAV R
system and yellow indicatesR
R FO or not. Cyan (light blue) annunciations
Green annunciation indicates an on side approach approved NAV
whetherO
system and yellow indicates any cross side system has been selected, any cross side system has been selected,
applyFto on sideTnon-approach approved NAV systems. These color

whether approach approved or not. Cyan (light blue) annunciations approach approved
codes applyO
apply to on side non-approach approved NAV systems. These color
codes apply to the NAV source annunciator, CRS pointer and CDI,
CRS line in MAP mode, CRS readout, distance, ground speed
readout, and time to station.
CRS lineNin MAP mode, CRS readout, distance, ground speed
to the NAV source annunciator, CRS pointer and CDI,
readout, and time to station.

NOTE NOTE
A power failure to NAV 2 when LOC 2 is the A power failure to NAV 2 when LOC 2 is the
primary nav sensor is indicated by the removal primary nav sensor is indicated by the removal
of the nav display and flagged with a red X. of the nav display and flagged with a red X.
The primary nav sensor annunciator will revert The primary nav sensor annunciator will revert
to VOR 2. to VOR 2.
9-58 16 of 26 9-58 16 of 26
SECTION 9 SECTION 9
4. Heading Select Bug 4. Heading Select Bug

A notched orange heading bug is manually rotated around the A notched orange heading bug is manually rotated around the
compass scale by the heading select knob on the control panel. A compass scale by the heading select knob on the control panel. A
digital readout of the selected heading is displayed in the lower right digital readout of the selected heading is displayed in the lower right
hand corner. Once set, the heading bug rotates with the compass card. hand corner. Once set, the heading bug rotates with the compass card.
The heading bug is used to indicate desired heading and provides The heading bug is used to indicate desired heading and provides
selected heading reference for autopilot steering. selected heading reference for autopilot steering.
The auto sync feature allows the heading bug to be centered under The auto sync feature allows the heading bug to be centered under
the lubber line by pushing the center of the HEADING SELECT the lubber line by pushing the center of the HEADING SELECT
knob. knob.
LY
N
5. Course Pointer - The course pointer is rotated about the compass scale 5. Course Pointer - The course pointer is rotated about the compass scale
by the course select knob. Once set, the course pointer rotates with the
compass card. It is used to indicate the desired navigation course to be
E O
by the course select knob. Once set, the course pointer rotates with the
compass card. It is used to indicate the desired navigation course to be
flown.
In the upper left corner of theN
flown.
C an alphanumeric readout of
display, T
In the upper left corner of the display, an alphanumeric readout of
R E CRS and indicates the selected
the lettersH
course pointer annunciates the letters CRS and indicates the selected
E LIG
course pointer annunciates
F
E Bar - FThe course deviation bar represents the
navigation course in degrees. navigation course in degrees.
6. Course Deviation Bar - The course deviation bar represents the

R R
6. Course Deviation
R navigation or localizer course.
centerline of the selected navigation or localizer course. centerline
O
O T F Scale - The course deviation Scale, four white dots
of the selected
7. F
NOspaced
7. Course Deviation Scale - The course deviation Scale, four white dots Course Deviation
evenly spaced on both sides of the symbolic aircraft, provides a evenly on both sides of the symbolic aircraft, provides a
reference for the course deviation bar to indicate the centerline of the reference for the course deviation bar to indicate the centerline of the
selected navigation or localizer course in relation to the symbolic selected navigation or localizer course in relation to the symbolic
airplane. airplane.
17 of 26 9-59 17 of 26 9-59
SECTION 9 SECTION 9
7. Course Deviation Scale (continued) 7. Course Deviation Scale (continued)
The following represents the deviation scale for different navigation The following represents the deviation scale for different navigation
sources: sources:
LATERAL DEVIATION SCALE (Continued) LATERAL DEVIATION SCALE (Continued)

AIRCRAFT DISPLACEMENT AIRCRAFT DISPLACEMENT
MODE ANGULAR DEV (DEGREES) LINEAR DEV (MILES) MODE ANGULAR DEV (DEGREES) LINEAR DEV (MILES)
VOR 1 dot 5.0 deg VOR 1 dot 5.0 deg
2 dots 10.0 deg 2 dots 10.0 deg
Y
ADF 1 dot 7.5 deg ADF 1 dot 7.5 deg
2 dots 15.0 deg 2 dots 15.0 deg
L
N NM
RNV (VOR PAR,
RNV) GPS
1 dot
2 dots
2.5 NM
5.0 NM
RNV (VOR PAR,
RNV) GPS
1 dot
E
2 dots O 5.0 NM
2.5
RNV (RNV APR) 1 dot 0.625 NM RNV (RNV APR)

N C12 dot 0.625 NM
2 dots 1.25 NM
E T
R IG-HA white arrow head is
dots 1.25 NM
8. To/From (not illustrated E

8. To/From (not illustrated in figure 7-5) - A white arrow head is
E Fof the FEHSIL with head pointing toward the
in figure 7-5)
Ror toward
displayed near the center of the EHSI with head pointing toward the displayed near the center
course pointer (TO) or toward the tail of the course pointer (FROM).
It indicates R
course pointer (TO)
R
Ois notis displayed
the tail of the course pointer (FROM).
It indicates the selected course is to or from the station or waypoint.
The TO/FROM indicator is not displayed during ILS operation or
whenF
O
an invalidT
The TO/FROM F
the selected course
indicator
to or from the station or waypoint.
during ILS operation or
9.
when an invalid navigation signal is received.
Distance and Ground Speed Display - The EHI 40 provides three 9. Distance N O navigation signal is received.
and Ground Speed Display - The EHI 40 provides three
distance displays; the upper right corner, lower left below the #1 distance displays; the upper right corner, lower left below the #1
bearing pointer sensor annunciator, and lower right below the #2 bearing pointer sensor annunciator, and lower right below the #2
bearing pointer sensor annunciator. Aircraft equipped with a single bearing pointer sensor annunciator. Aircraft equipped with a single
DME have a separate DME select switch, located on the pilot's DME have a separate DME select switch, located on the pilot's
instrument panel, to channel DME to NAV 1 or NAV 2. instrument panel, to channel DME to NAV 1 or NAV 2.
In the upper right corner, an alphanumeric readout annunciates In the upper right corner, an alphanumeric readout annunciates
distance in nautical miles from the aircraft to selected VORTAC distance in nautical miles from the aircraft to selected VORTAC
station in VOR mode or to waypoint in RNV LOR or GPS mode. station in VOR mode or to waypoint in RNV LOR or GPS mode.
Below the distance readout is an alphanumeric readout of the aircraft Below the distance readout is an alphanumeric readout of the aircraft
ground speed in knots or time to station in minutes and is selectable ground speed in knots or time to station in minutes and is selectable
by pressing the TST/REF button. VOR 2 DME is inhibited when by pressing the TST/REF button. VOR 2 DME is inhibited when
KNS-81 is in the RNV or RNV APR mode. KNS-81 is in the RNV or RNV APR mode.
9-60 18 of 26 9-60 18 of 26
SECTION 9 SECTION 9
9. Distance and Ground Speed Display (continued) 9. Distance and Ground Speed Display (continued)
When the selected bearing pointer source has DME data associated When the selected bearing pointer source has DME data associated
with it, the distance information will be displayed below the bearing with it, the distance information will be displayed below the bearing
pointer source annunciator. pointer source annunciator.
In the event that the VORTAC or DME station is out of range or not In the event that the VORTAC or DME station is out of range or not
operational, or if for any reason the DME receiver is operational but operational, or if for any reason the DME receiver is operational but
not providing computed data, the distance will be dashed in the not providing computed data, the distance will be dashed in the
original color. If the DME receiver is indicating an internal fault, is original color. If the DME receiver is indicating an internal fault, is
being tuned by another receiver, or is turned off, the distance will be being tuned by another receiver, or is turned off, the distance will be
dashed in red. When DME is flagged, the ground speed and time to dashed in red. When DME is flagged, the ground speed and time to
Y
station display is removed. station display is removed.
10. DME HOLD - When DME HOLD is selected, the DME distance and
N L
10. DME HOLD - When DME HOLD is selected, the DME distance and
O
annunciator color will change to white and remains that color until the annunciator color will change to white and remains that color until the
HOLD function is released. The sensor identifier (VOR, ILS, etc)
shall retain the original assigned color. The HOLD function is
C E
HOLD function is released. The sensor identifier (VOR, ILS, etc)
shall retain the original assigned color. The HOLD function is
indicated by an orange letter H which is displayed immediately below
N
E HT
indicated by an orange letter H which is displayed immediately below
or to the right of distance information. DME ground speed and time-
R
or to the right of distance information. DME ground speed and time-
E IG
DME HOLD will F
to-station will not be displayed when DME HOLD is active. to-station will not be displayed when DME HOLD is active.
not functionLwhen RNV is the selected primary nav
DME HOLD will not function when RNV is the selected primary nav
sensor andR Ecause theFnav and DME information to be removed
R display and R
sensor and will cause the nav and DME information to be removed will
O
FO T F CAUTION
from the display and flagged red. from the flagged red.
NO
CAUTION
Once the DME is placed in HOLD, its distance Once the DME is placed in HOLD, its distance
will continue to be displayed and will not be will continue to be displayed and will not be
affected when bearing pointers are changed. If affected when bearing pointers are changed. If
VOR is the selected primary nav sensor when VOR is the selected primary nav sensor when
DME HOLD is selected and then if the nav is DME HOLD is selected and then if the nav is
tuned to another VORTAC, relative bearing and tuned to another VORTAC, relative bearing and
distance information will be to different distance information will be to different
VORTACs. If ADF is selected on either the VORTACs. If ADF is selected on either the
primary NAV sensor or bearing pointer 1, VOR 1 primary NAV sensor or bearing pointer 1, VOR 1
or LOC 1 DME hold information will be or LOC 1 DME hold information will be
displayed in the upper right corner and in the displayed in the upper right corner and in the
lower left corner. lower left corner.
19 of 26 9-61 19 of 26 9-61
SECTION 9 SECTION 9
11. Bearing Pointer Display - The rotating blue single bar #1 RMI 11. Bearing Pointer Display - The rotating blue single bar #1 RMI
Pointer points in the direction of the selected sensor ground station or Pointer points in the direction of the selected sensor ground station or
waypoint. waypoint.
The rotating magenta double bar #2 RMI Pointer points in the The rotating magenta double bar #2 RMI Pointer points in the
direction of the selected ground station. direction of the selected ground station.
The compass card is in MAG and all bearing pointers may be The compass card is in MAG and all bearing pointers may be
displayed. displayed.
NOTE NOTE
If a selected bearing sensor ground station is out If a selected bearing sensor ground station is out
Y
of range or signals are not being received of range or signals are not being received
properly, the RMI pointer assigned to that
bearing source is not displayed. The selected
properly, the RMI pointer assigned to that
bearing source is not displayed. The selected
N L
bearing source annunciator displayed at the bearing source annunciator displayed at the
E O
C
bottom left and right of the display is flagged bottom left and right of the display is flagged
N
with a red X through it. If the selected bearing with a red X through it. If the selected bearing
sensor has DME distance associated with it and
is valid, the distance data will remain valid.
R E HT
sensor has DME distance associated with it and
is valid, the distance data will remain valid.
F E courseL IGis automatically displayed in

E F
12. Course Annunciation - Magnetic course is automatically displayed in 12. Course Annunciation - Magnetic
VOR/LOC, GPS, RNV, and ADF.
R
VOR/LOC, GPS, RNV,
R
and
Rselected primary sensor is an ILS, the
ADF.
13. Glideslope Display - If the selected primary sensor is an ILS, the
vertical O O
F on the right side when the selected inboard
13. Glideslope Display - If the
vertical scale will appear on the right side when the selected inboard
Fisscale
withinT
will appear
Otwo letter identifier in the pointer annunciates the

course is within 105 degrees of the aircraft heading. course 105 degrees of the aircraft heading.
The vertical two letter identifier in the pointer annunciates the
deviation source. GS will be annunciated if the source is an ILS.
N
The vertical
deviation source. GS will be annunciated if the source is an ILS.
Loss of glideslope is flagged by a red X and the letters GS appearing Loss of glideslope is flagged by a red X and the letters GS appearing
in red. in red.
9-62 20 of 26 9-62 20 of 26
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
ED 461 DISPLAY UNIT ED 461 DISPLAY UNIT

21 of 26 9-63 21 of 26 9-63
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
ED 461 DISPLAY UNIT ED 461 DISPLAY UNIT

9-64 22 of 26 9-64 22 of 26
SECTION 9 SECTION 9
MAP DISPLAY (refer to figure 7-7) MAP DISPLAY (refer to figure 7-7)
The EHI 40 provides two basic types of map; a 360 degree map display The EHI 40 provides two basic types of map; a 360 degree map display
about the aircraft and an approximately 85 degree sectored map display in front about the aircraft and an approximately 85 degree sectored map display in front
of the aircraft. Options to be displayed on the map include waypoints and of the aircraft. Options to be displayed on the map include waypoints and
navaids. The type and amount of data presented on the map will depend on the navaids. The type and amount of data presented on the map will depend on the
interfacing equipment. When coupled with an RNAV, such as the interfacing equipment. When coupled with an RNAV, such as the
BENDIX/KING KNS 81, waypoints referenced to the selected VORTAC may BENDIX/KING KNS 81, waypoints referenced to the selected VORTAC may
be displayed. The map data is provided by plotting VORTAC symbols be displayed. The map data is provided by plotting VORTAC symbols
referenced to the aircraft using bearing and distance from the VOR/DME. referenced to the aircraft using bearing and distance from the VOR/DME.
Y
NOTE NOTE
The following will address only those areas of
N
The following will address only those areas of
L
O
the EHI 40 map mode which are different from the EHI 40 map mode which are different from
E
the standard compass presentations previously the standard compass presentations previously
described. described.
N C
1. MAP 360 Compass Card Display - The operation of the compass card
remains the same in the mapE
R
1. MAP 360 Compass Card Display
H T
- The operation of the compass card
Gbeenforreduced
E displayhaveIarea
remains the same in the map modes as in the standard EHSI display. modes as in the standard EHSI display.
To provide more usable display area for map waypoints and navaids,
F tic marksL
To provide more usable
E
map waypoints and navaids,
is unchanged. F
card radiusR
the 5 and 10 degree tic marks have been reduced in size. The compass the 5 and 10 degree in size. The compass
card radius is unchanged.
R O R
2. Symbolic Aircraft Display - The size of the symbolic aircraft is
O toTprovide
Freduced
2. Symbolic
F a cleaner display as the map graphic data is added.
Aircraft Display - The size of the symbolic aircraft is
OCourse Display - The alphanumeric course select readout in

reduced to provide a cleaner display as the map graphic data is added.
3. Selected Course Display - The alphanumeric course select readout in
the upper left corner of the display functions the same in the map
N
3. Selected
the upper left corner of the display functions the same in the map
mode as in the standard EHSI mode. The standard EHSI selected mode as in the standard EHSI mode. The standard EHSI selected
course is removed from the center of the display. The selected course course is removed from the center of the display. The selected course
pointer is replaced with the course line. If the selected waypoint or pointer is replaced with the course line. If the selected waypoint or
vortac is within map range, it will be displayed with a movable course vortac is within map range, it will be displayed with a movable course
line drawn through its center. As the selected course is changed, the line drawn through its center. As the selected course is changed, the
course line will rotate about the referenced point. If the selected course line will rotate about the referenced point. If the selected
primary nav sensor is an approach approved No. 1 sensor, the inbound primary nav sensor is an approach approved No. 1 sensor, the inbound
TO course line is green and the outbound FROM course line is white. TO course line is green and the outbound FROM course line is white.
If the selected primary nav sensor is RNV, or GPS, the inbound TO If the selected primary nav sensor is RNV, or GPS, the inbound TO
course line is cyan (light blue). Any time the No. 2 sensor is selected course line is cyan (light blue). Any time the No. 2 sensor is selected
as the primary nav sensor, the inbound TO course line is yellow. as the primary nav sensor, the inbound TO course line is yellow.
23 of 26 9-65 23 of 26 9-65
SECTION 9 SECTION 9
4. Course Deviation Display - The stationary white deviation scale 4. Course Deviation Display - The stationary white deviation scale
along the bottom of display provides reference for the course along the bottom of display provides reference for the course
deviation bar to indicate position of airplane in relation to selected deviation bar to indicate position of airplane in relation to selected
navigation course. To provide backcourse CDI needle reversal navigation course. To provide backcourse CDI needle reversal
annunciation, ILS map mode only, the deviation scale center triangle annunciation, ILS map mode only, the deviation scale center triangle
will point to the bottom of the display and annunciate a BC when the will point to the bottom of the display and annunciate a BC when the
selected course is 105 degrees or more from the aircraft heading. selected course is 105 degrees or more from the aircraft heading.
5. TO/FROM Display - To the right of the alphanumeric course select, a 5. TO/FROM Display - To the right of the alphanumeric course select, a
TO or FR will replace the standard EHSI TO/FROM pointer when in TO or FR will replace the standard EHSI TO/FROM pointer when in
non ILS map modes. non ILS map modes.
Y
6. Bearing Pointer Display - Standard EHSI bearing pointers will 6. Bearing Pointer Display - Standard EHSI bearing pointers will
display when the selected bearing source does not have DME
N
display when the selected bearing source does not have DME
L
O
distance associated with it or when the distance is not within map distance associated with it or when the distance is not within map
E
range. Once the source is within map range, the associated map range. Once the source is within map range, the associated map
symbol is displayed as the bearing pointer is removed.
Cring located between the
symbol is displayed as the bearing pointer is removed.
N
7. Range Ring Display - A light blue range ring located between the 7.
R
Range Ring Display - A light blue range
T scale aids in
Eof the mapHcompass
E inLrelationIG toto thethe range
symbolic aircraft and the outside of the map compass scale aids in symbolic aircraft and the outside
determining distance of navaids in relation to the aircraft. Off the
F
E ringF represents half the distance
determining distance of navaids aircraft. Off the
right wing of the symbolic aircraft adjacent to the range ring is the
R
right wing of the symbolic
R
aircraft adjacent ring is the
outer range R O NM.

range ring distance. The range ring represents half the distance to the range ring distance. The range to the
outer range ring compass scale. The available ranges are 5, 10, 20, 40,
80, 160, 240, 320, and 1000 NM. F T
80, 160,O240, 320, F
ring compass
and
scale.
1000
The available ranges are 5, 10, 20, 40,
8. MAP Weather Radar - When selected, weather information will

transparently overlay the existing navigation data. Light blue dotted
8.
NO Radar - When selected, weather information will
MAP Weather
transparently overlay the existing navigation data. Light blue dotted
weather radar scan limit lines provide borders that weather weather radar scan limit lines provide borders that weather
information will fall within. The EHI 40 acts as a radar range information will fall within. The EHI 40 acts as a radar range
controller or as a simple remote display when the EHSI has weather controller or as a simple remote display when the EHSI has weather
selected and matches the radar range. Weather radar information will selected and matches the radar range. Weather radar information will
not be displayed on the EHI 40 when the selected range is less than or not be displayed on the EHI 40 when the selected range is less than or
greater than the ranges available on the compatible radar. greater than the ranges available on the compatible radar.
NOTE NOTE
Vertical profile weather information is not Vertical profile weather information is not
available on EHI 40 display when the RDR available on EHI 40 display when the RDR
2000VP radar is installed. 2000VP radar is installed.
9-66 24 of 26 9-66 24 of 26
SECTION 9 SECTION 9
9. MAP Weather Radar Information - Four data lines are reserved below 9. MAP Weather Radar Information - Four data lines are reserved below
the primary NAV sensor source annunciator to display radar the primary NAV sensor source annunciator to display radar
informaion. informaion.
First Line: Special performance features. First Line: Special performance features.
Second Line: Standard Radar Modes (WX, WXA, or MAP). Second Line: Standard Radar Modes (WX, WXA, or MAP).
Third Line: Digital Readout of tilt angle. Third Line: Digital Readout of tilt angle.
Fourth Line: Radar Faults and Warnings. Fourth Line: Radar Faults and Warnings.
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
461 DISPLAY UNIT WITH MAP DISPLAY 461 DISPLAY UNIT WITH MAP DISPLAY
25 of 26 9-67 25 of 26 9-67
SECTION 9 SECTION 9
ARC (EXPANDED) EHSI DISPLAY (refer to figure 7-9) ARC (EXPANDED) EHSI DISPLAY (refer to figure 7-9)
The expanded (ARC) format provides an enlarged display for increased The expanded (ARC) format provides an enlarged display for increased
resolution to NAV data due to the enlarged compass scale presentations. resolution to NAV data due to the enlarged compass scale presentations.
1. HDG Bug Display (ARC Format) - The heading bug operation is the 1. HDG Bug Display (ARC Format) - The heading bug operation is the
same in all modes. The only difference which will be noticed in the same in all modes. The only difference which will be noticed in the
ARC mode is the digital orange readout of selected heading. This is ARC mode is the digital orange readout of selected heading. This is
displayed only when the heading bug moves out of view. In this displayed only when the heading bug moves out of view. In this
event, the heading readout appears on the right or left side of the event, the heading readout appears on the right or left side of the
compass scale depending on whichever is closest. compass scale depending on whichever is closest.
2. Course Deviation Scale (Arc Format) - The rotating white deviation 2. Course Deviation Scale (Arc Format) - The rotating white deviation
Y
scale operates the same in all modes. The difference in the ARC scale operates the same in all modes. The difference in the ARC
mode is the location and size; the scale is moved to the bottom center
of display and slightly reduced in size. of display and slightly reduced in size.
N L
mode is the location and size; the scale is moved to the bottom center
E O
N C
R E HT
F E LIG
R E F
R O R
FO T F
NO
461 EHI DISPLAY UNIT WITH ARC DISPLAY 461 EHI DISPLAY UNIT WITH ARC DISPLAY
9-68 26 of 26 9-68 26 of 26
SECTION 9 SECTION 9

AND AND

FOR FOR
BENDIX/KING RDR 2000 VERTICAL PROFILE BENDIX/KING RDR 2000 VERTICAL PROFILE
WEATHER RADAR SYSTEM WEATHER RADAR SYSTEM
LY
T h i s s u p p l e m e n t m u s t b e a t t a c h e d t o t h e P i l o t s O p e r a t i n g
Handbook and FAA Approved Airplane Flight Manual when the optional
O
Handbook and FAA Approved Airplane Flight Manual when the optional N
T h i s s u p p l e m e n t m u s t b e a t t a c h e d t o t h e P i l o t s O p e r a t i n g
Bendix/King RDR 2000 Vertical Profile Weather Radar System is installed per
C E
Bendix/King RDR 2000 Vertical Profile Weather Radar System is installed per
N
the Equipment List. The information contained herein supplements or the Equipment List. The information contained herein supplements or
supersedes the information in the basic Pilots Operating Handbook and
E HT
supersedes the information in the basic Pilots Operating Handbook and
R
E LIG
FAA Approved Airplane Flight Manual only in those areas listed herein. For FAA Approved Airplane Flight Manual only in those areas listed herein. For
limitations, procedures, and performance information not contained in this
F
limitations, procedures, and performance information not contained in this
E F
R
supplement, consult the basic Pilots Operating Handbook a n d FA A supplement, consult the basic Pilots Operating Handbook a n d FA A
Approved Airplane Flight Manual.
R O R
Approved Airplane Flight Manual.
FO T F
NO
DATE OF APPROVAL FEBRUARY 23, 1999 DATE OF APPROVAL FEBRUARY 23, 1999
1 of 10 9-69 1 of 10 9-69
SECTION 9 SECTION 9
airplane when the optional Bendix/King RDR 2000 Vertical Profile Weather airplane when the optional Bendix/King RDR 2000 Vertical Profile Weather
Radar System is installed in accordance with FAA Approved Piper data. Radar System is installed in accordance with FAA Approved Piper data.
Do not operate the radar during refueling operations or within 15 feet of Do not operate the radar during refueling operations or within 15 feet of
trucks or containers accommodating flammables or explosives. Do not allow trucks or containers accommodating flammables or explosives. Do not allow
personnel within 15 feet of area being scanned by antenna when system is personnel within 15 feet of area being scanned by antenna when system is
transmitting. transmitting.
LY
N
No changes to the basic Emergency Procedures provided by Section 3 of

E O
No changes to the basic Emergency Procedures provided by Section 3 of
this Pilot's Operating Handbook are necessary for this supplement.
C
this Pilot's Operating Handbook are necessary for this supplement.
N
R E HT
F E LIG
R E WARNING F
R
WARNING
Do not operate the radar during refueling Do notR O 15 feet of trucks or
O T accommodating
Fwithin
operate the radar during refueling
operations or within 15 feet of trucks or
Fcontainers
operations or
containers accommodating flammables or
explosives. Do not allow personnel within 15
N O
explosives.
flammables or
Do not allow personnel within 15
feet of area being scanned by antenna when feet of area being scanned by antenna when
system is transmitting. system is transmitting.
Preflight and normal operating procedures are outlined in the Preflight and normal operating procedures are outlined in the Bendix/King
Bendix/King RDR 2000 Vertical Profile Weather Radar System Pilot's Guide, RDR 2000 Vertical Profile Weather Radar System Pilot's Guide, P/N 006-
P/N 006-08755-0000, latest revision. 08755-0000, latest revision.
When the range is set to 10 miles a small sector of return may be observed When the range is set to 10 miles a small sector of return may be observed
along the left side of the display . This is the reflection of the cowling and along the left side of the display . This is the reflection of the cowling and
propeller and will diminish with increasing range. This anomaly is not propeller and will diminish with increasing range. This anomaly is not
significant at longer ranges and does not effect the operation or display of significant at longer ranges and does not effect the operation or display of
weather radar. weather radar.
9-70 2 of 10 9-70 2 of 10
SECTION 9 SECTION 9
When the radar pod is installed: When the radar pod is installed:
a. The rate of climb is decreased approximately 50 fpm. a. The rate of climb is decreased approximately 50 fpm.
b. The cruise speed is decreased approximately 2 knots. b. The cruise speed is decreased approximately 2 knots.
c. The cruise range is decreased approximately 1% due to the decrease in c. The cruise range is decreased approximately 1% due to the decrease in
cruise speed. cruise speed.
balance data in Section 6 of the basic Pilot's Operating Handbook. balance data in Section 6 of the basic Pilot's Operating Handbook.
LY
N
The RDR 2000 Vertical Profile Weather Radar system consists of the:
E O
The RDR 2000 Vertical Profile Weather Radar system consists of the:
a. RS 181A sensor which combines the system components of antenna, a.

N C
RS 181A sensor which combines the system components of antenna,
receiver, and transmitter. receiver, and transmitter.
R E HT
is E IGa teardrop shaped pod mounted
b. The IN 182A indicator which incorporates all the operational controls. b. The IN 182A indicator which incorporates all the operational controls.
The system's antenna F installedL

The system's antenna is installed inside a teardrop shaped pod mounted
R E outboardFof the wing jack point.
inside
R
beneath the right wing just outboard of the wing jack point. beneath the right wing just
R O
FO T F
NO
3 of 10 9-71 3 of 10 9-71
SECTION 9 SECTION 9
Operation and Controls Operation and Controls
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
RDRO
RDR 2000 CONTROLS AND INDICATOR
Figure 7-1
N 2000 CONTROLS AND INDICATOR
Figure 7-1
9-72 4 of 10 9-72 4 of 10
SECTION 9 SECTION 9
Operation and Controls (cont.) Operation and Controls (cont.)

CONTROL/ CONTROL/
DISPLAY FUNCTION DISPLAY FUNCTION
BRT Control Adjusts brightness of the display for varying BRT Control Adjusts brightness of the display for varying
cockpit light conditions. cockpit light conditions.
Wx/Wxa Button When pressed, alternately selects between Wx/Wxa Button When pressed, alternately selects between
the Wx (weather) and Wxa (weather alert) the Wx (weather) and Wxa (weather alert)
modes of operation. Wx or Wxa will appear modes of operation. Wx or Wxa will appear
in the lower left of the display. Areas of high in the lower left of the display. Areas of high
rainfall appear in magenta color. When the rainfall appear in magenta color. When the
Wxa mode is selected, magenta areas of Wxa mode is selected, magenta areas of
Y
storms flash between magenta and black. storms flash between magenta and black.
VP Button When pressed, selects and deselects the VP Button
N L
When pressed, selects and deselects the
vertical profile mode of operation. Selecting
E O
vertical profile mode of operation. Selecting
C
the VP mode of operation (see Figure 7-3) the VP mode of operation (see Figure 7-3)
N
will not change the selected mode of will not change the selected mode of
operation: TST, Wx, Wxa, or MAP. Once
R E HT operation: TST, Wx, Wxa, or MAP. Once
E LIG
in VP, these modes may be changed as in VP, these modes may be changed as
F
desired. VP will engage from the MAP desired. VP will engage from the MAP
mode but NAV will be disabled during
R E F mode but NAV will be disabled during
R When pressed places indicator in ground-

VP operation. VP operation.
MAPR
Button O
FO T F mapping
MAP Button When pressed places indicator in ground-
mapping mode. Selecting ground-mapping mode. Selecting ground-mapping
NO
(MAP) will disable the weather-alert (MAP) will disable the weather-alert
feature and will activate the gain control. feature and will activate the gain control.
The magenta color is not activated while in The magenta color is not activated while in
the ground-mapping (MAP) mode. the ground-mapping (MAP) mode.
NAV Button When pressed, places indicator in navigation NAV Button When pressed, places indicator in navigation
mode so that preprogrammed waypoints may mode so that preprogrammed waypoints may
be displayed. If other modes are also selected, be displayed. If other modes are also selected,
the NAV display will be superimposed on the NAV display will be superimposed on
them. This button is effective only if an them. This button is effective only if an
optional radar graphics unit and flight optional radar graphics unit and flight
management system is installed. If actuated management system is installed. If actuated
without these units, NO NAV will appear at without these units, NO NAV will appear at
lower left screen. The radar is still capable of lower left screen. The radar is still capable of
displaying weather. displaying weather.
5 of 10 9-73 5 of 10 9-73
SECTION 9 SECTION 9

CONTROL/ CONTROL/
GAIN Control Knob Manual gain control becomes active only GAIN Control Knob Manual gain control becomes active only
when ground-mapping (MAP) is selected. when ground-mapping (MAP) is selected.
Gain is internally set in all other Gain is internally set in all other
modes. modes.
Radar Function 1. LOG position is used only when the Radar Function 1. LOG position is used only when the
Selector Switch Bendix/King IU 2023 series radar Selector Switch Bendix/King IU 2023 series radar
graphics unit is installedalong with a graphics unit is installedalong with a
compatible long range navigation compatible long range navigation
system, a listing of the latitudes and system, a listing of the latitudes and
longitudes of selected waypoints will
LY
longitudes of selected waypoints will
N
be displayed. If a compatible RNAV be displayed. If a compatible RNAV
O
is used, selected VOR frequencies, is used, selected VOR frequencies,
E
along with bearings and distances to along with bearings and distances to
C
waypoints, will be presented. No radar waypoints, will be presented. No radar
transmission occurs in this mode.
N transmission occurs in this mode.
E HT the condition of
R IorGother allowing
EnormalLoperation,
F
2. ON position selects the condition of 2. ON position selects
E F
normal operation, allowing for weather for weather
detection or other modes of operation.
R R RRadar
detection modes of operation.
O
Radar transmission exists in the ON transmission exists in the ON
FO T F 3. TST
position. position.
NO
3. TST position will display the test pattern position will display the test pattern
on the indicator (see Figure 7-5); no on the indicator (see Figure 7-5); no
transmission occurs.The antenna will transmission occurs.The antenna will
scan while in the test (TST) mode. scan while in the test (TST) mode.
4. SBY position places system in the 4. SBY position places system in the
standby condition during warm-up and standby condition during warm-up and
when the system is not in use. After 30 when the system is not in use. After 30
seconds in this mode during warm-up, seconds in this mode during warm-up,
the system is in a state of readiness. No the system is in a state of readiness. No
radar transmissions occurs; the antenna radar transmissions occurs; the antenna
is parked in the down position. STBY is is parked in the down position. STBY is
displayed in the lower left of the display. displayed in the lower left of the display.
9-74 6 of 10 9-74 6 of 10
SECTION 9 SECTION 9
CONTROL/ CONTROL/
Radar Function 5. OFF position removes primary power Radar Function 5. OFF position removes primary power
Selector Switch (cont.) from the radar indicator and the sensor. Selector Switch (cont.) from the radar indicator and the sensor.
The antenna is parked in the down The antenna is parked in the down
position. position.
RNG Selector Button When pressed clears the display and RNG Selector Button When pressed clears the display and
advances the indicator to the next higher advances the indicator to the next higher
range. Selected range is displayed in upper range. Selected range is displayed in upper
right corner of the last range mark (Figure
LY
right corner of the last range mark (Figure
N
7-1) and distance to other range rings is 7-1) and distance to other range rings is
O
displayed along the right edge. displayed along the right edge.
RNG Selector Button When pressed clears the display and RNG Selector Button
C E
When pressed clears the display and
decreases the indicator to the next lower
E HTN decreases the indicator to the next lower
R
range. Selected range is displayed in upper range. Selected range is displayed in upper
E LIG
right corner of the last range mark (Figure right corner of the last range mark (Figure
7-1) and distance to other range rings is
F
E F
7-1) and distance to other range rings is
R
displayed along the right edge.
R
displayed along the right edge.
R
O TandF O
FTRK
TRK and
TRK Buttons
When pressed provides a yellow azimuth
line and a digital display of the azimuth line N
TRK O
Buttons
When pressed provides a yellow azimuth
line and a digital display of the azimuth line
placement left or right from the nose of the placement left or right from the nose of the
aircraft. For vertical profile (VP) operations, aircraft. For vertical profile (VP) operations,
the track button performs two functions: the track button performs two functions:
7 of 10 9-75 7 of 10 9-75
SECTION 9 SECTION 9

CONTROL/ CONTROL/
1. Prior to engaging VP, the appropriate 1. Prior to engaging VP, the appropriate
button (left or right) is used to place the button (left or right) is used to place the
track line at the desired azimuth angle to track line at the desired azimuth angle to
be vertically scanned (sliced). When VP be vertically scanned (sliced). When VP
is engaged, the slice will be taken at the is engaged, the slice will be taken at the
last position of the track line, whether it last position of the track line, whether it
Y
is visible or not. If the track line has not is visible or not. If the track line has not
been selected after power has been ap-
N L
been selected after power has been ap-
O
plied to system and VP is engaged, the plied to system and VP is engaged, the
E
slice will be taken at 0 degrees (directly slice will be taken at 0 degrees (directly
in front of the aircraft).
Cholding the TRK button
in front of the aircraft).
N
2. Continuously holding the TRK button
R E Hsystem
2. Continuously T slicing in two-
IG
Edegree increments.
will result in the system slicing in two- will result in the
degree increments.
F
E F L
R R manual adjustment of antenna tilt to
R FOPermits
AntennaO
F KnobT a maximum of 15 up or down in order to
Antenna TILT Permits manual adjustment of antenna tilt to TILT
NO
Adjustment Knob a maximum of 15 up or down in order to Adjustment
obtain the best indicator presentation. The obtain the best indicator presentation. The
tilt angle is displayed in the upper right tilt angle is displayed in the upper right
corner of the display. Depending upon the corner of the display. Depending upon the
MOD status of the indicator, tilt read MOD status of the indicator, tilt read
out may display in tenth degree. out may display in tenth degree.
9-76 8 of 10 9-76 8 of 10
SECTION 9 SECTION 9
LY
O N
C E
E HTN
R
E LIG
E FF
R R R
O
FO T F Figure 7-3
VERTICAL PROFILE MODE (RDR 2000 VERTICAL PROFILE MODE (RDR 2000
OPROFILE mode annunciation

Figure 7-3
1.
2.
Vertical PROFILE mode annunciation
Left or right track annunciation.
N
1. Vertical
2. Left or right track annunciation.
3. Degrees of track left or right of aircraft nose. 3. Degrees of track left or right of aircraft nose.
4. Displays plus and minus thousands of feet from relative altitude. Will 4. Displays plus and minus thousands of feet from relative altitude. Will
vary with selected range. vary with selected range.
5. Relative altitude reference line. 5. Relative altitude reference line.
6. Range rings. 6. Range rings.
7. Selected weather mode (Wx or Wxa). 7. Selected weather mode (Wx or Wxa).
8. Vertical profile scan angle of 50. 8. Vertical profile scan angle of 50.
9 of 10, 9-77 9 of 10, 9-77
SECTION 9 SECTION 9
LY
N
O
C E
N
E HT
R
E 7-5LIG
F
TEST PATTERN TEST PATTERN
E and F use of the various controls and

Figure 7-5 Figure
Detail description onR R

displays are outlinedR O
Detail description on the function and use of the various controls and the function
displays are outlined in the Bendix/King RDR 2000 Vertical Profile Weather
Radar SystemF O Guide, F
in the Bendix/King
T
RDR 2000 Vertical Profile Weather
O
Radar System Pilot's Guide, P/N 006-08755-0000, latest revision. Pilot's P/N 006-08755-0000, latest revision.
9-78, 10 of 10 9-78, 10 of 10
SECTION 9 SECTION 9
PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
SUPPLEMENT 10 SUPPLEMENT 10
FOR FOR
ARGUS 7000CE MOVING MAP DISPLAY ARGUS 7000CE MOVING MAP DISPLAY
This supplement must be attached to the Pilot's Operating Handbook and

LY
This supplement must be attached to the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual when the optional Argus 7000CE
N
FAA Approved Airplane Flight Manual when the optional Argus 7000CE
O
E
Moving Map Display of Eventide, Inc. is installed. The information contained Moving Map Display of Eventide, Inc. is installed. The information contained
C
herein supplements or supersedes the information in the basic Pilot's Operating herein supplements or supersedes the information in the basic Pilot's Operating
N
E HT
R
listed herein. For limitations, procedures and performance information not listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the basic Pilot's Operating Handbook and
E LIG
contained in this supplement, consult the basic Pilot's Operating Handbook and
F
E F
FAA Approved Airplane Flight Manual. FAA Approved Airplane Flight Manual.
R R R
O
FO T F
NO
FAA APPROVED: FAA APPROVED:
DATE OF APPROVAL: FEBRUARY 23, 1999 DATE OF APPROVAL: FEBRUARY 23, 1999
1 of 8, 9-79 1 of 8, 9-79
SECTION 9 SECTION 9

airplane when the optional Argus 7000CE Moving Map Display is installed. airplane when the optional Argus 7000CE Moving Map Display is installed.
The display must be operated within the limitations herein specified. The The display must be operated within the limitations herein specified. The
information contained within this supplement is to be used in conjunction with information contained within this supplement is to be used in conjunction with
the complete handbook. the complete handbook.
This supplement has been FAA approved as a permanent part of the This supplement has been FAA approved as a permanent part of the
handbook and must remain in this handbook at all times when the Argus handbook and must remain in this handbook at all times when the Argus
7000CE Moving Map Display System is installed. 7000CE Moving Map Display System is installed.
Y
a. Eventide Avionics, Argus 7000CE Moving Map Display Operator's a. Eventide Avionics, Argus 7000CE Moving Map Display Operator's
Manual (P/N 141000, latest revision) must be immediately available
to the flight crew whenever the system is installed. to the flight crew whenever the system is installed.
N L
Manual (P/N 141000, latest revision) must be immediately available
E O
C
b. The Argus 7000CE Moving Map Display is not to be substituted for, b. The Argus 7000CE Moving Map Display is not to be substituted for,
nor does it replace, approved aeronautical charts and manuals.
N T for use under
nor does it replace, approved aeronautical charts and manuals.
EDisplay isHapproved
c. The Argus 7000CE Moving Map Display is approved for use under c.
Visual Flight Rules (VFR)E
The Argus 7000CE Moving Map R IG Flight
Visual Flight Rules (VFR) and Instrument Flight Rules (IFR) as a
F
E system) F L
and Instrument Rules (IFR) as a
supplemental navigation display in accordance with the GPS receiver
R R
supplemental navigation
R
display in accordance with the GPS receiver
in thisO
(or navigation management system) operating limitations, and/or (or navigation management operating limitations, and/or
FO T F WARNING
limitations listed in this supplement. limitations listed supplement.
WARNING
If an installed GPS is not approved for IFR use, IfN
O
an installed GPS is not approved for IFR use,
then IFR use of the Argus 7000CE with GPS then IFR use of the Argus 7000CE with GPS
course/navigation guidance is prohibited. course/navigation guidance is prohibited.
d. The Argus 7000CE must have software version 5.0, or latest revision, d. The Argus 7000CE must have software version 5.0, or latest revision,
installed. The data base must be replaced with an updated data base installed. The data base must be replaced with an updated data base
at the expiration date displayed on the disclaimer page in order to at the expiration date displayed on the disclaimer page in order to
qualify for IFR use. (However, if the data base has not been updated, qualify for IFR use. (However, if the data base has not been updated,
the Argus 7000CE is not approved for navigational use.) the Argus 7000CE is not approved for navigational use.)
e.) Except for ADF bearing operations, the Argus 7000CE Moving Map e.) Except for ADF bearing operations, the Argus 7000CE Moving Map
Display is not to be utilized as a primary flight guidance instrument, Display is not to be utilized as a primary flight guidance instrument,
nor is it to be used in conjunction with other instruments while nor is it to be used in conjunction with other instruments while
9-80, 2 of 8 9-80, 2 of 8
SECTION 9 SECTION 9
conducting a precision approach to, or departure from, a landing conducting a precision approach to, or departure from, a landing
facility. facility.
f. When using the ADF bearing pointer for navigation in the map and f. When using the ADF bearing pointer for navigation in the map and
plan submode, the range must be limited to 40 nm or less, and the plan submode, the range must be limited to 40 nm or less, and the
pointer must be discernible. pointer must be discernible.
g. ADF only submode is approved for IFR non-directional beacon g. ADF only submode is approved for IFR non-directional beacon
(NDB) approaches, providing it is used in conjunction with an (NDB) approaches, providing it is used in conjunction with an
independent gyroscopic directional indicator or HSI. independent gyroscopic directional indicator or HSI.
h. The Argus 7000CE Moving Map Display is approved in conjunction h. The Argus 7000CE Moving Map Display is approved in conjunction
Y
with the GPS receiver installed in the airplane. All reference to other with the GPS receiver installed in the airplane. All reference to other
systems in the the Argus 7000CE Moving Map Display Operator's
Manual are not applicable to this installation. Manual are not applicable to this installation.
N L
systems in the the Argus 7000CE Moving Map Display Operator's
E O
C
i. When the Argus 7000CE is used for IFR navigation, the graphics i. When the Argus 7000CE is used for IFR navigation, the graphics
screen must be oriented with heading from the HSI. IFR flight is
N
E HT
screen must be oriented with heading from the HSI. IFR flight is
R
NOT approved using GPS track. NOT approved using GPS track.
F EPROCEDURES
L IG
E of theFAUXiliary and ARRival push buttons will
SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY
Simultaneous depression of the AUXiliary and ARRival push buttons will
R
Simultaneous depression
R computed R
activate the emergency submode, which will cancel all GPS navigation data,
and replaceO
activate the emergency
F O
submode, which will cancel all GPS navigation data,
severalF previouslyTqualified landing facility. The DEParture push button

and replace it with computed bearing, distance, and ETA to the nearest one of it with bearing, distance, and ETA to the nearest one of
O selection; the ARRival push button controls range.

several previously qualified landing facility. The DEParture push button
controls the facility selection; the ARRival push button controls range.
No changes to the basic emergency procedures provided by Section 3 of

N
controls the facility
No changes to the basic emergency procedures provided by Section 3 of

this Pilot's Operating Handbook are necessary for this supplement. this Pilot's Operating Handbook are necessary for this supplement.

Normal operating procedures are outlined in the Argus 7000CE Operator's Normal operating procedures are outlined in the Argus 7000CE Operator's
Manual, P/N 141000, latest revision. Manual, P/N 141000, latest revision.
3 of 8, 9-81 3 of 8, 9-81
SECTION 9 SECTION 9


and balance data in the Equipment List attached to the Pilot's Operating and balance data in the Equipment List attached to the Pilot's Operating
Handbook. Handbook.

The following functions should be observed during initial power
LY
The following functions should be observed during initial power
N
application to the Argus 7000CE. A more comprehensive description of these application to the Argus 7000CE. A more comprehensive description of these
function and procedures is contained in the Simplified Procedures section in
the Eventide Avionics Argus 7000CE Moving Map Display Operator's
E O
function and procedures is contained in the Simplified Procedures section in
the Eventide Avionics Argus 7000CE Moving Map Display Operator's
Manual. Manual.
N C
a. Predeparture and AMEND Procedures. a. Predeparture and AMEND Procedures.
R E HT
F E applied
L IGto the Argus 7000CE, the
following eventsE F
(1) When power is initially applied to the Argus 7000CE, the (1) When power is initially
following events occur:
R occur:
R
(a) OTheR F Otube(CRT) will be tested for illumination
(a) The cathode ray tube(CRT) will be tested for illumination
F duringcathode
T
ray
O
during the raster test. the raster test.
(b) A comprehensive SELF-TEST will then be conducted of the (b) NA comprehensive SELF-TEST will then be conducted of the
system RAM, the RS-232 Interface Hardware, the system system RAM, the RS-232 Interface Hardware, the system
Interrupt Handler, the system ROM, the Real-Time Clock, Interrupt Handler, the system ROM, the Real-Time Clock,
the Analog-to-Digital (A/D) Converter, and the Database. the Analog-to-Digital (A/D) Converter, and the Database.
This process takes about one minute, depending upon the This process takes about one minute, depending upon the
contents of the database. contents of the database.
(c) The Disclaimer Page is then displayed for review of the GPS (c) The Disclaimer Page is then displayed for review of the GPS
type approval, with the reminder that the FEATURES OF type approval, with the reminder that the FEATURES OF
THIS SYSTEM ARE NOT TO BE SUBSTITUTED FOR FAA THIS SYSTEM ARE NOT TO BE SUBSTITUTED FOR FAA
REQUIRED CHARTS, the Date and Time, the Argus REQUIRED CHARTS, the Date and Time, the Argus
7000CE Serial Number, and the Database EFFective Date 7000CE Serial Number, and the Database EFFective Date
and EXPiration date. and EXPiration date.
9-82, 4 of 8 9-82, 4 of 8
SECTION 9 SECTION 9
(2) In addition, the Software Program VERsion will appear on the (2) In addition, the Software Program VERsion will appear on the
Disclaimer Page, which will remain in view until any functional Disclaimer Page, which will remain in view until any functional
push button is depressed. The current VERsion is 5.0. push button is depressed. The current VERsion is 5.0.
(3) The intensity of the Argus 7000CE CRT and LED push buttons (3) The intensity of the Argus 7000CE CRT and LED push buttons
may be adjusted by rotating the PUSH-ON knob. To remove may be adjusted by rotating the PUSH-ON knob. To remove
power to the Argus 7000CE, pull the PUSH-ON knob. power to the Argus 7000CE, pull the PUSH-ON knob.
(4) The facilities and features desired for display on the Argus (4) The facilities and features desired for display on the Argus
7000CE may be selected in the unlabeled AMEND submode. To 7000CE may be selected in the unlabeled AMEND submode. To
activate the AMEND submode, depress the AUXiliary mode push activate the AMEND submode, depress the AUXiliary mode push
Y
button for 5 seconds or, by three consecutive key strokes. These button for 5 seconds or, by three consecutive key strokes. These
may be selected during Predeparture, or at anytime the Argus
N L
may be selected during Predeparture, or at anytime the Argus
O
7000CE is in use when airborne. 7000CE is in use when airborne.
b. DEParture, ENRoute, and ARRival Procedures. b.

C E
DEParture, ENRoute, and ARRival Procedures.
N
E activated T to observe the stationary
symbolic aircraft in Rthe center ofH
(1) The DEParture mode may be activated to observe the stationary (1) The DEParture mode may be
symbolic aircraft in the center of the Heading-up graphics screen
F IG The ranges for the DEParture
E Lfacilities. the Heading-up graphics screen
mode areE from 1 nmF

in respect to surrounding facilities. The ranges for the DEParture in respect to surrounding
mode are from 1 nm to 40 nm. The navigation information
R
R Fscreen R
to 40 nm. The navigation information
displayed is with respect to GPS Great Circle calculations.
O
displayed
O orientation is with respect to Gyroscopic
is with respect to GPS Great Circle calculations.
Graphics screen orientation is with respect to Gyroscopic
F Directional
T
Graphics
OENRoute mode may be activated to observe the stationary

Directional heading or GPS Track. heading or GPS Track.
(2) The ENRoute mode may be activated to observe the stationary NThe
(2)
symbolic aircraft at 20 percent above the bottom of the Heading-Up symbolic aircraft at 20 percent above the bottom of the Heading-Up
graphics screen. The ranges are from 1 nm to 240 nm. All other graphics screen. The ranges are from 1 nm to 240 nm. All other
navigation information is similar to that of the DEParture mode. navigation information is similar to that of the DEParture mode.
Graphics screen orientation is with respect to Gyroscopic Graphics screen orientation is with respect to Gyroscopic
Directional heading or GPS track. Directional heading or GPS track.
(3) The ARRival mode may be activated to observe a stationary (3) The ARRival mode may be activated to observe a stationary
Magnetic North-up graphics screen, and a moving arrow, when the Magnetic North-up graphics screen, and a moving arrow, when the
range of the aircraft is beyond the selected or maximum range; or a range of the aircraft is beyond the selected or maximum range; or a
moving symbolic aircraft when the range of the aircraft is within the moving symbolic aircraft when the range of the aircraft is within the
5 of 8, 9-83 5 of 8, 9-83
SECTION 9 SECTION 9
40 nm to 1 nm distance to the destination waypoint. All other 40 nm to 1 nm distance to the destination waypoint. All other
navigation information is similar to that of the DEParture and navigation information is similar to that of the DEParture and
ENRoute modes. Orientation and direction of flight of the moving ENRoute modes. Orientation and direction of flight of the moving
arrow or symbolic aircraft is with respect to Gyroscopic arrow or symbolic aircraft is with respect to Gyroscopic
Directional HSI heading, or GPS computed track. Directional HSI heading, or GPS computed track.
c. SELect and INFOrmation Procedures. c. SELect and INFOrmation Procedures.
(1) When the ADF/ARGUS REMOTE switch, located adjacent to (1) When the ADF/ARGUS REMOTE switch, located adjacent to
the ARGUS display, is selected to the ARGUS REMOTE position, the ARGUS display, is selected to the ARGUS REMOTE position,
ancillary navigation data may be accessed for display on the ancillary navigation data may be accessed for display on the
Y
graphics screen by activating the required remote INFO SELect graphics screen by activating the required remote INFO SELect
switch, located on the control wheel, or by simultaneously
N L
switch, located on the control wheel, or by simultaneously
O
depressing the AUXiliary and DEParture push buttons. Upon depressing the AUXiliary and DEParture push buttons. Upon
E
activation of the SELect submode, the bearing and distance to an activation of the SELect submode, the bearing and distance to an
airport, heliport, seaplane base, NDB, LOM, LMM, TACAN, or
C
airport, heliport, seaplane base, NDB, LOM, LMM, TACAN, or
N
E HT
Fan Marker are displayed in a box adjacent to the selected facility. Fan Marker are displayed in a box adjacent to the selected facility.
When selected, radial and distance are displayed from a VOR,
R
When selected, radial and distance are displayed from a VOR,
E LIG
F
VOR/DME, or VORTAC. Consecutive depressions of the remote VOR/DME, or VORTAC. Consecutive depressions of the remote
INFO SELect switch, to the select position, will select subsequent
E F
INFO SELect switch, to the select position, will select subsequent
R R
facilities for display of similar navigation data, which is computed facilities for display of similar navigation data, which is computed
R O
FOthe ADF/ARGUS
F REMOTE switch, located adjacent to
from the present position of the aircraft. from the present position of the aircraft.
(2) When the ADF/ARGUS REMOTE switch, located adjacent to (2) When T
O display, is selected to the ARGUS REMOTE position,
andN
the ARGUS display, is selected to the ARGUS REMOTE position, the ARGUS
and when a facility is selected by the remote INFO SELect when a facility is selected by the remote INFO SELect
switch, or combination, specific information about that selected switch, or combination, specific information about that selected
facility is available by activating the required ARGUS SELect facility is available by activating the required ARGUS SELect
switch, located on the control wheel, or by simultaneously switch, located on the control wheel, or by simultaneously
depressing the AUXiliary and ENRoute push buttons. Upon depressing the AUXiliary and ENRoute push buttons. Upon
activation, a directory of characteristics about that selected facility activation, a directory of characteristics about that selected facility
is available to assist the flight crew. Simultaneous depressions of is available to assist the flight crew. Simultaneous depressions of
the remote INFO SELect switch or the AUXiliary and DEParture the remote INFO SELect switch or the AUXiliary and DEParture
push buttons, will enable subsequent facilities to be selected for push buttons, will enable subsequent facilities to be selected for
display of similar information. A map mode can be recalled by display of similar information. A map mode can be recalled by
depressing either DEParture, ENRoute, or ARRival. depressing either DEParture, ENRoute, or ARRival.
9-84, 6 of 8 9-84, 6 of 8
SECTION 9 SECTION 9
d. ADF Bearing Pointer and Digital ADF Bearing Procedures. d. ADF Bearing Pointer and Digital ADF Bearing Procedures.
(1) In the DEParture or ENRoute modes, when ADF is selected, the (1) In the DEParture or ENRoute modes, when ADF is selected, the
bearing pointer and/or tail will appear on the perimeter of the bearing pointer and/or tail will appear on the perimeter of the
Compass Rose. In the ARRival mode, the bearing to the tuned and Compass Rose. In the ARRival mode, the bearing to the tuned and
received station will emanate as a vector line from the symbolic received station will emanate as a vector line from the symbolic
aircraft toward the direction of the station, and will move relative to aircraft toward the direction of the station, and will move relative to
the position and direction of flight. the position and direction of flight.
(2) The ADF bearing to a tuned and received NDB, LOM, or LMM (2) The ADF bearing to a tuned and received NDB, LOM, or LMM
can be displayed on the graphics screen in the form of a bearing can be displayed on the graphics screen in the form of a bearing
Y
pointer. In addition, a display of digital magnetic ADF bearing will pointer. In addition, a display of digital magnetic ADF bearing will
appear in the lower window of the display. The ADF bearing can
N L
appear in the lower window of the display. The ADF bearing can
O
be selected for display either with or without a map or in the PLAN be selected for display either with or without a map or in the PLAN
E
(waypoint only) or ADF ONLY submodes. The ADF/ARGUS (waypoint only) or ADF ONLY submodes. The ADF/ARGUS
REMOTE switch must be selected to the ADF position, and the
N C
REMOTE switch must be selected to the ADF position, and the
E HT
function activated in the DISPLAY FEATURES page in the function activated in the DISPLAY FEATURES page in the
AMEND submode. If ADF is not selected, Track Error will be
R
E LIG
AMEND submode. If ADF is not selected, Track Error will be
F
displayed. displayed.
R E F
R O R
FO T F
NO
7 of 8, 9-85 7 of 8, 9-85
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
9-86, 8 of 8 9-86, 8 of 8
SECTION 9 SECTION 9

AND AND

FOR FOR
BENDIX/KING KLN 90B GPS BENDIX/KING KLN 90B GPS
NAVIGATION SYSTEM WITH NAVIGATION SYSTEM WITH
KAP/KFC 150 or 225 AUTOPILOT SYSTEMS KAP/KFC 150 or 225 AUTOPILOT SYSTEMS

LY
and FAA Approved Airplane Flight Manual when the optional Bendix/King
N
and FAA Approved Airplane Flight Manual when the optional Bendix/King
O
E
KLN 90B GPS Navigation System is installed per Equipment List. The KLN 90B GPS Navigation System is installed per Equipment List. The
C
information contained herein supplements or supersedes the information in information contained herein supplements or supersedes the information in
the basic Pilots Operating Handbook and FAA Approved Airplane Flight
N
E HT
the basic Pilots Operating Handbook and FAA Approved Airplane Flight
R
Manual only in those areas listed herein. For limitations, procedures and Manual only in those areas listed herein. For limitations, procedures and
performance information not contained in this supplement, consult the basic
E LIG
performance information not contained in this supplement, consult the basic
F
E F
Pilots Operating Handbook and FAA Approved Airplane Flight Manual. Pilots Operating Handbook and FAA Approved Airplane Flight Manual.
R R R
O
FO T F
N O
DATE OF APPROVAL_____________FEBRUARY 23, 1999 _______ DATE OF APPROVAL_____________FEBRUARY 23, 1999 _______
REVISED: SEPTEMBER 20, 1999 1 of 12, 9-87 REVISED: SEPTEMBER 20, 1999 1 of 12, 9-87
SECTION 9 SECTION 9

The KLN 90B GPS panel mounted unit contains the GPS sensor, the The KLN 90B GPS panel mounted unit contains the GPS sensor, the
navigation computer, a CRT display, and all controls required to operate the navigation computer, a CRT display, and all controls required to operate the
unit. It also houses the data base cartridge which plugs directly into the back unit. It also houses the data base cartridge which plugs directly into the back of
of the unit. the unit.
The data base cartridge is an electronic memory containing information The data base cartridge is an electronic memory containing information
on airports, navaids, intersections, SlDs, STARs, instrument approaches, on airports, navaids, intersections, SlDs, STARs, instrument approaches,
special use airspace, and other items of value to the pilot. special use airspace, and other items of value to the pilot.
Every 28 days, Bendix/King receives new data base information from Every 28 days, Bendix/King receives new data base information from
Jeppesen Sanderson for the North American data base region. This Jeppesen Sanderson for the North American data base region. This
information is processed and downloaded onto the data base cartridges. information is processed and downloaded onto the data base cartridges.
Bendix/King makes these data base cartridge updates available to KLN 90B Bendix/King makes these data base cartridge updates available to KLN 90B
GPS users. GPS users.
LY
Provided the KLN 90B GPS navigation system is receiving adequate
O N
Provided the KLN 90B GPS navigation system is receiving adequate
E
usable signals, it has been demonstrated capable of and has been shown to usable signals, it has been demonstrated capable of and has been shown to
meet the accuracy specifications of: meet the accuracy specifications of:
C
VFR/IFR en route oceanic and remote, E en N T
VFR/IFR en route oceanic and remote, en route domestic, terminal, and
R H
route domestic, terminal, and
DME, RNAV) operation within theE IG Airspace(MNPS)

instrument approach (GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDB- instrument approach (GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDB-
DME, RNAV) operation within the U.S. National Airspace System, North
E FF L
U.S. National System, North
and latitudes bounded byR

Rin accordance with the criteria of AC 20-
Atlantic Minimum Navigation Performance Specifications (MNPS) Airspace Atlantic Minimum Navigation Performance Specifications Airspace
NAD 83) coordinate R O

and latitudes bounded by 74 North and 60 South using the WGS-84 (or 74 North and 60 South using the WGS-84 (or
FOsystem F Navigation data is based upon use of only the

NAD 83) coordinate reference datum in accordance with the criteria of AC 20- reference datum
138, AC 91-49, and AC 120-33. Navigation data is based upon use of only the 138, AC 91-49, and
T
AC 120-33.
NO
global positioning system (GPS) operated by the United States. global positioning (GPS) operated by the United States.
NOTE: NOTE:
Aircraft using GPS for oceanic IFR Aircraft using GPS for oceanic IFR
operations may use the KLN 90B to operations may use the KLN 90B to
replace one of the other approved means replace one of the other approved means
of long-range navigation. A single KLN of long-range navigation. A single KLN
90B GPS installation may also be used on 90B GPS installation may also be used on
short oceanic routes which require only short oceanic routes which require only
one means of long range navigation. one means of long range navigation.
NOTE: NOTE:
FAA approval of the KLN 90B does not FAA approval of the KLN 90B does not
necessarily constitute approval for use in necessarily constitute approval for use in
foreign airspace. foreign airspace.
9-88, 2 of 12, 9-88, 2 of 12,
SECTION 9 SECTION 9

A. The KLN 90B GPS Pilots Guide, P/N 006-08773-0000, dated A. The KLN 90B GPS Pilots Guide, P/N 006-08773-0000, dated
December, 1994 (or later applicable revision) must be immediately December, 1994 (or later applicable revision) must be immediately
available to the flight crew whenever navigation is predicated on the use available to the flight crew whenever navigation is predicated on the use
of the system. The Operational Revision Status (ORS) of the Pilots of the system. The Operational Revision Status (ORS) of the Pilots
Guide must match the ORS level annunciated on the Self Test page. Guide must match the ORS level annunciated on the Self Test page.
B. IFR Navigation is restricted as follows: B. IFR Navigation is restricted as follows:
1. The system must utilize ORS level 20 or later FAA approved revision. 1. The system must utilize ORS level 20 or later FAA approved revision.
2. The data on the self test page must be verified prior to use. Verify 2. The data on the self test page must be verified prior to use. Verify
valid altitude data is available to the KLN 90B prior to flight. valid altitude data is available to the KLN 90B prior to flight.
3. IFR en route and terminal navigation is prohibited unless the pilot 3. IFR en route and terminal navigation is prohibited unless the pilot
verifies the currency of the data base or verifies each selected
L Y
verifies the currency of the data base or verifies each selected
4. Instrument approaches must be accomplishedN

waypoint for accuracy by reference to current approved data. waypoint for accuracy by reference to current approved data.
4. Instrument approaches must be accomplished in accordance with
O in accordance with
Ebase must incorporate the
C
approved instrument approach procedures that are retrieved from the approved instrument approach procedures that are retrieved from the
N T
KLN 90B data base. The KLN 90B data base must incorporate the KLN 90B data base. The KLN 90B data
current update cycle. current update cycle.
E
Rrevision) HP/N 006-08785-0000, dated
(a) The KLN 90B Memory Jogger, P/N 006-08785-0000, dated
E
(a) The KLN 90B Memory
F instrument I G
Jogger,
L approach operations.
the flight crewE
F
12/94 (or later applicable revision) must be immediately available to 12/94 (or later applicable must be immediately available to
R R
the flight crew during instrument approach operations. during
R O
F(c)OAPRTACTVFmode must be annunciated at the Final Approach Fix.
(b) Instrument approaches must be conducted in the approach mode (b) Instrument approaches must be conducted in the approach mode
and RAIM must be available at the Final Approach Fix. and RAIM must be available at the Final Approach Fix.
(c) APR ACTV mode must be annunciated at the Final Approach Fix.
(d) Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and MLS (d)
O
Napproaches
Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and MLS
approaches are not authorized. are not authorized.
(e) When an alternate airport is required by the applicable operating (e) When an alternate airport is required by the applicable operating
rules, it must be served by an approach based on other than GPS rules, it must be served by an approach based on other than GPS
or Loran-C navigation. or Loran-C navigation.
(f) The KLN 90B can only be used for approach guidance if the (f) The KLN 90B can only be used for approach guidance if the
reference coordinate datum system for the instrument approach is reference coordinate datum system for the instrument approach is
WGS-84 or NAD-83. (All approaches in the KLN 90B data base WGS-84 or NAD-83. (All approaches in the KLN 90B data base
use the WGS-84 or the NAD-83 geodetic datums.) use the WGS-84 or the NAD-83 geodetic datums.)
5. The aircraft must have other approved navigation equipment 5. The aircraft must have other approved navigation equipment
appropriate to the route of flight installed and operational. appropriate to the route of flight installed and operational.
3 of 12, 9-89 3 of 12, 9-89
SECTION 9 SECTION 9

ABNORMAL PROCEDURES ABNORMAL PROCEDURES
A. If the KLN 90B GPS information is not available or invalid, utilize A. If the KLN 90B GPS information is not available or invalid, utilize
remaining operational navigation equipment as required. remaining operational navigation equipment as required.
B. If a RAIM NOT AVAILABLE message is displayed while conducting an B. If a RAIM NOT AVAILABLE message is displayed while conducting an
instrument approach, terminate the approach. instrument approach, terminate the approach.
Execute a missed approach Execute a missed approach
if required. if required.
C. If a RAIM NOT AVAILABLE message is displayed in the en route or C. If a RAIM NOT AVAILABLE message is displayed in the en route or
terminal phase of flight, continue to navigate using the KLN 90B or revert terminal phase of flight, continue to navigate using the KLN 90B or revert
to an alternate means of navigation appropriate to the route and phase of to an alternate means of navigation appropriate to the route and phase of
flight. When continuing to use GPS navigation, position must be verified flight. When continuing to use GPS navigation, position must be verified
every 15 minutes using another IFR approved navigation system. every 15 minutes using another IFR approved navigation system.
Y
D. Refer to the KLN 90B Pilots Guide, Appendices B and C, for appropriate D. Refer to the KLN 90B Pilots Guide, Appendices B and C, for appropriate
pilot actions to be accomplished in response to annunciated messages.
N L
pilot actions to be accomplished in response to annunciated messages.
E O
C
WARNING: WARNING:
N
Familiarity with the en route operation of Familiarity with the en route operation of
the KLN 90B does not constitute
E HT
the KLN 90B does not constitute
R
E LIG
proficiency in approach operations. Do not proficiency in approach operations. Do not
F
attempt approach operations in IMC prior attempt approach operations in IMC prior
to attaining proficiency in the use of the
E F
to attaining proficiency in the use of the
R R
KLN 90B. KLN 90B.
R O
FO Tprocedures F dated
A. OPERATION A. OPERATION
Normal operating procedures are outlined in the KLN 90B GPS Pilots Normal operating are outlined in the KLN 90B GPS Pilots
O
12/94 (or N
Guide, P/N 006-08773-0000, dated December, 1994, (or later applicable Guide, P/N 006-08773-0000, December, 1994, (or later applicable
revision). A KLN 90B Memory Jogger, P/N 006-08785-0000 dated revision). A KLN 90B Memory Jogger, P/N 006-08785-0000 dated
12/94 (or later applicable revision) containing an approach sequence, later applicable revision) containing an approach sequence,
operating tips and approach related messages is intended for cockpit use operating tips and approach related messages is intended for cockpit use
by the KLN 90B familiar pilot when conducting instrument approaches. by the KLN 90B familiar pilot when conducting instrument approaches.
B. SYSTEM ANNUNCIATORS/SWITCHES/CONTROLS B. SYSTEM ANNUNCIATORS/SWITCHES/CONTROLS
1. HSI NAV presentation (NAV/GPS) switch annunciator - May be used 1. HSI NAV presentation (NAV/GPS) switch annunciator - May be used
to select data for presentation on the pilots HSI; either NAV data from the to select data for presentation on the pilots HSI; either NAV data from the
number one navigation receiver or GPS data from the KLN 90B GPS. number one navigation receiver or GPS data from the KLN 90B GPS.
Presentation on the HSI is also required for autopilot coupling. NAV is Presentation on the HSI is also required for autopilot coupling. NAV is
green. GPS is blue. green. GPS is blue.
2. Message (MSG) annunciator -Will flash to alert the pilot of a situation 2. Message (MSG) annunciator -Will flash to alert the pilot of a situation
that requires attention. Press the MSG button on the KLN 90B GPS to view that requires attention. Press the MSG button on the KLN 90B GPS to view
the message. (Appendix B of the KLN 90B Pilots Guide contains a list of the message. (Appendix B of the KLN 90B Pilots Guide contains a list of
all of the message page messages and their meanings). MSG is amber. all of the message page messages and their meanings). MSG is amber.
9-90, 4 of 12, 9-90, 4 of 12,
SECTION 9 SECTION 9
SECTION 4 - NORMAL PROCEDURES (CONT'D) SECTION 4 - NORMAL PROCEDURES (CONT'D)

3. Waypoint (WPT) annunciator - Prior to reaching a waypoint in the 3. Waypoint (WPT) annunciator - Prior to reaching a waypoint in the
active flight plan, the KLN 90B GPS will provide navigation along active flight plan, the KLN 90B GPS will provide navigation along
a curved path segment to ensure a smooth transition between two a curved path segment to ensure a smooth transition between two
adjacent legs in the flight plan. This feature is called turn anticipation. adjacent legs in the flight plan. This feature is called turn anticipation.
Approximately 20 seconds prior to the beginning of turn anticipation Approximately 20 seconds prior to the beginning of turn anticipation
the WPT annunciator will flash, going solid upon initialization of the WPT annunciator will flash, going solid upon initialization of
the turn, and extinguishing upon turn completion. WPT is amber. the turn, and extinguishing upon turn completion. WPT is amber.
WARNING: WARNING:
Turn anticipation is automatically disabled Turn anticipation is automatically disabled
for FAF waypoints and those used for FAF waypoints and those used
exclusively in SID/STARS where exclusively in SID/STARS where
Y
overflight is required. For waypoints overflight is required. For waypoints
shared between SID/STARS and published shared between SID/STARS and published
N L
O
en route segments (requiring overflight in en route segments (requiring overflight in
the SID/STARS), proper selection on the the SID/STARS), proper selection on the
presented waypoint page is necessary to
C E
presented waypoint page is necessary to
N
provide adequate route protection on the provide adequate route protection on the
SID/STARS. SID/STARS.
R E OBS/LEG)
(GPS CRS H
T course switch/
4. GPS omni bearing or leg (GPS CRS OBS/LEG) course switch/
annunciator - Used toF E the basic
4. GPS omni bearing or leg
L I Gmodes of KLN 90B operation,
E (likewitha FVOR)
annunciator - Used to select the basic modes of KLN 90B operation, select
either a) single waypoint with omni - bearing course (OBS) selection
R R
either a) single waypoint
R
omni - bearing course (OBS) selection
Ois green.
through that waypoint (like a VOR) or b) automatic leg sequencing through that waypoint or b) automatic leg sequencing
whiteO F
F T
(LEG) between waypoints. GPS CRS is white. OBS may either be (LEG) between waypoints. GPS CRS is white. OBS may either be
white or amber. LEG is green. or amber. LEG
NOTE:
Either LEG or OBS will illuminate during NO Either LEG or OBSNOTE: will illuminate during
system self test depending upon switch system self test depending upon switch
position. position.
5. HSI course control knob - Provides analog course input to the 5. HSI course control knob - Provides analog course input to the
KLN 90B in OBS when the NAV/GPS switch/annunciator is in GPS. KLN 90B in OBS when the NAV/GPS switch/annunciator is in GPS.
When the NAV/GPS switch annunciation is in NAV, GPS course When the NAV/GPS switch annunciation is in NAV, GPS course
selection in OBS mode is digital through the use of the controls and selection in OBS mode is digital through the use of the controls and
display at the KLN 90B. The HSI course control knob must also be display at the KLN 90B. The HSI course control knob must also be
set to provide proper course datum to the autopilot if coupled to the set to provide proper course datum to the autopilot if coupled to the
KLN 90B in LEG or OBS. KLN 90B in LEG or OBS.
5 of 12, 9-91 5 of 12, 9-91
SECTION 9 SECTION 9

NOTE NOTE
Manual HSI course centering in OBS Manual HSI course centering in OBS
using the control knob can be difficult, using the control knob can be difficult,
especially at long distances. Centering the especially at long distances. Centering the
dbar can best be accomplished by pressing dbar can best be accomplished by pressing
[ D ] and then manually setting the HSI [ D ] and then manually setting the HSI
pointer to the course value prescribed in pointer to the course value prescribed in
the KLN 90B displayed message. the KLN 90B displayed message.
6. GPS approach (GPS APR ARM/ACTV) switch/annunciator - Used 6. GPS approach (GPS APR ARM/ACTV) switch/annunciator - Used
to a) manually select or deselect approach ARM ( or deselect to a) manually select or deselect approach ARM ( or deselect
approach ACTV) and b) annunciate the stage of approach operation approach ACTV) and b) annunciate the stage of approach operation
Y
either armed (ARM) or activated (ACTV). Sequential button pushes either armed (ARM) or activated (ACTV). Sequential button pushes
if in ACTV would first result in approach ARM and then approach
N L
if in ACTV would first result in approach ARM and then approach
O
arm canceled. Subsequent button pushes will cycle between the arm canceled. Subsequent button pushes will cycle between the
E
armed state (if an approach is in the flight plan) and approach arm armed state (if an approach is in the flight plan) and approach arm
C
canceled. Approach ACTV cannot be selected manually. GPS APR canceled. Approach ACTV cannot be selected manually. GPS APR
N
and ARM are white. ACTV is green. and ARM are white. ACTV is green.
7. RMI NAV presentation switch - May be used to select data for 7.
R E HT
RMI NAV presentation switch - May be used to select data for
E LIG
presentation on the RMI; either NAV 2 data from the number two presentation on the RMI; either NAV 2 data from the number two
navigation receiver, or GPS data from the KLN 90B GPS.
F
navigation receiver, or GPS data from the KLN 90B GPS.
PILOTS DISPLAY E F
C. PILOTS DISPLAY C.
R
R informationR
Left/right steering information is presented on the pilots HSI as a
function ofO
Left/right steering
F O is presented on the pilots HSI as a
function of the NAV/GPS switch position.
F T OPERATION
the NAV/GPS switch position.
NO
D. AUTOPILOT COUPLED OPERATION D. AUTOPILOT COUPLED
The KLN 90B may be coupled to the autopilot by first selecting GPS on The KLN 90B may be coupled to the autopilot by first selecting GPS on
the NAV/GPS switch. Manual selection of the desired track on the pilots the NAV/GPS switch. Manual selection of the desired track on the pilots
HSI course pointer is required to provide course datum to the autopilot. HSI course pointer is required to provide course datum to the autopilot.
(Frequent manual course pointer changes may be necessary, such as in (Frequent manual course pointer changes may be necessary, such as in
the case of flying a DME arc.) The autopilot approach mode (APR) the case of flying a DME arc.) The autopilot approach mode (APR)
should be used when conducting a coupled GPS approach. should be used when conducting a coupled GPS approach.
NOTE NOTE
Select HDG mode for DME arc intercepts. Select HDG mode for DME arc intercepts.
NAV or APR coupled DME arc intercepts NAV or APR coupled DME arc intercepts
can result in excessive overshoots can result in excessive overshoots
(aggravated by high ground speeds and/or (aggravated by high ground speeds and/or
intercepts from inside the arc). intercepts from inside the arc).
9-92, 6 of 12, 9-92, 6 of 12,
SECTION 9 SECTION 9

E. APPROACH MODE SEQUENCING AND RAIM PREDICTION E. APPROACH MODE SEQUENCING AND RAIM PREDICTION
NOTE NOTE
The special use airspace alert will The special use airspace alert will
automatically be disabled prior to flying an automatically be disabled prior to flying an
instrument approach to reduce the potential instrument approach to reduce the potential
for message congestion. for message congestion.
1. Prior to arrival, select a STAR if appropriate from the APT 7 page. 1. Prior to arrival, select a STAR if appropriate from the APT 7 page.
Select an approach and an initial approach fix (IAF) from the APT 8 Select an approach and an initial approach fix (IAF) from the APT 8
page. page.
NOTES NOTES
Using the right hand outer knob, select the Using the right hand outer knob, select the
ACT (Active Flight Plan Waypoints) ACT (Active Flight Plan Waypoints)
LY
N
pages. Pull the right hand inner knob out pages. Pull the right hand inner knob out
and scroll to the destination airport, then
push the inner knob in and select the ACT 7
E O
and scroll to the destination airport, then
push the inner knob in and select the ACT 7
or ACT 8 page. or ACT 8 page.
N C
To delete or replace a SID, STAR or
R EFPL 0 page.
To delete or replace a
H
SID,TSTAR or
F Ethe name Iit,Gofor the

approach, select FPL 0 page. Place the approach, select Place the
cursor over the name of the procedure,
E
cursor over
F L procedure,
press ENT to change it, or CLR then ENT
R Rdelete it.R
press ENT to change CLR then ENT
O
to delete it. to
2. En route, check for RAIM availability at the destination airport ETA

F
2. EnO
on the STA 5T
F
route, check for RAIM availability at the destination airport ETA
NO RAIM must be NOTE

on the STA 5 page. page.
NOTE
RAIM must be available at the FAF in available at the FAF in
order to fly an Instrument approach. Be order to fly an Instrument approach. Be
prepared to terminate the approach upon prepared to terminate the approach upon
loss of RAIM. loss of RAIM.
3. At 30 nm from the FAF: 3. At 30 nm from the FAF:
a. Verify automatic annunciation of APR ARM. a. Verify automatic annunciation of APR ARM.
b. Note automatic dbar scaling change from 5.0nm to 1.0 nm b. Note automatic dbar scaling change from 5.0nm to 1.0 nm
over the next 30 seconds. over the next 30 seconds.
c. Update the KLN 90B altimeter baro setting as required. c. Update the KLN 90B altimeter baro setting as required.
d. Internally the KLN 90B will transition from en route to terminal d. Internally the KLN 90B will transition from en route to terminal
integrity monitoring. integrity monitoring.
7 of 12, 9-93 7 of 12, 9-93
SECTION 9 SECTION 9

4. Select Super NAV 5 page to fly the approach procedure. 4. Select Super NAV 5 page to fly the approach procedure.
a. If receiving radar vectors, or need to fly a procedure turn or a. If receiving radar vectors, or need to fly a procedure turn or
holding pattern, fly in OBS until inbound to the FAF. holding pattern, fly in OBS until inbound to the FAF.
NOTE: NOTE:
OBS navigation is TO-FROM (like a OBS navigation is TO-FROM (like a
VOR) without waypoint sequencing. VOR) without waypoint sequencing.
b. NoPT routes including DME arcs are flown in LEG. LEG is b. NoPT routes including DME arcs are flown in LEG. LEG is
mandatory from the FAF to the MAP. mandatory from the FAF to the MAP.
NOTE: NOTE:
Y
Select HDG mode for DME arc intercepts. Select HDG mode for DME arc intercepts.
NAV or APR coupled DME arc intercepts
can result in excessive overshoots
NAV or APR coupled DME arc intercepts
can result in excessive overshoots
N L
(aggravated by high ground speeds and/or
O
(aggravated by high ground speeds and/or
E
C
intercepts from inside the arc). intercepts from inside the arc).
WARNING: WARNING:
N T of
E offHairport
vortac on an overlayR
Flying final outbound from an off airport Flying final outbound from an
vortac on an overlay approach; beware of
F G on final
Etheincreasing
Idistance-to-
approach; beware
L
E F
the DME distance increasing on final the DME distance
R R plate!
approach, and the GPS distance-to- approach, and GPS
R O
waypoint decreasing, and not matching waypoint decreasing, and not matching the
the numbers on the approach plate!
5. At orF
O Tfrom
numbers
F the FAF inbound:
on the approach
a. SelectO
5. At or before 2 nm from the FAF inbound: before 2 nm
a. Select the FAF as the active waypoint, if not accomplished
already. N the FAF as the active waypoint, if not accomplished
already.
b. Select LEG operation. b. Select LEG operation.
6. Approaching the FAF inbound (within 2 nm.): 6. Approaching the FAF inbound (within 2 nm.):
a. Verify APR ACTV. a. Verify APR ACTV.
b. Note automatic dbar scaling change from 1.0 nm to 0.3 nm b. Note automatic dbar scaling change from 1.0 nm to 0.3 nm
over the 2 nm inbound to the FAF. over the 2 nm inbound to the FAF.
c. Internally the KLN 90B will transition from terminal to c. Internally the KLN 90B will transition from terminal to
approach integrity monitoring. approach integrity monitoring.
7. Crossing the FAF and APR ACTV is not annunciated: 7. Crossing the FAF and APR ACTV is not annunciated:
a. Do not descend. a. Do not descend.
b. Execute missed approach. b. Execute missed approach.
9-94, 8 of 12 9-94, 8 of 12
SECTION 9 SECTION 9

8. Missed Approach: 8. Missed Approach:
a, Climb a, Climb
b. Navigate to the MAP (in APR ARM if APR ACTV is not b. Navigate to the MAP (in APR ARM if APR ACTV is not
available). available).
NOTE: NOTE:
There is no automatic LEG sequencing at There is no automatic LEG sequencing at
the MAP. the MAP.
c. After climbing in accordance with the published missed c. After climbing in accordance with the published missed
approach procedure, press [ D ], verify or change the desired approach procedure, press [ D ], verify or change the desired
holding fix and press ENT. holding fix and press ENT.
GENERAL NOTES GENERAL NOTES

LY
The data base must be up to date for
instrument approach operation.
The data base must be up to date for
instrument approach operation.
O N
C E
N
Only one approach can be in the flight plan Only one approach can be in the flight plan
at a time. at a time.
R EairportHisTthe active
If the destination airport is the active
F
If the destination
L IG
Eat the time
waypoint at the time of the instrument
E
waypoint
F
R shift automatically
of the instrument
R
approach selection, the active waypoint approach selection, the active waypoint
will shift automatically to the chosen IAF.
R will
O to the chosen IAF.
Checking RAIM prediction for your FO TChecking

F RAIM prediction for your
NO page
approach while en route using the STA 5 approach while en route using the STA 5
page is recommended. A self check occurs is recommended. A self check occurs
automatically within 2nm of the FAF. APR automatically within 2nm of the FAF. APR
ACTV is inhibited without RAIM. ACTV is inhibited without RAIM.
Data cannot be altered, added to or deleted Data cannot be altered, added to or deleted
from the approach procedures contained in from the approach procedures contained in
the data base. (DME arc intercepts may be the data base. (DME arc intercepts may be
relocated along the arc through the SUPER relocated along the arc through the SUPER
NAV 5 or the FPL 0 pages). NAV 5 or the FPL 0 pages).
Some approach waypoints do not appear on Some approach waypoints do not appear on
the approach plates (including in some the approach plates (including in some
instances the FAF)! instances the FAF)!
9 of 12, 9-95 9 of 12, 9-95
SECTION 9 SECTION 9

Waypoint suffixes in the flight plan: Waypoint suffixes in the flight plan:
i - IAF i - IAF
f - FAF f - FAF
m - MAP m - MAP
h - missed approach holding fix. h - missed approach holding fix.
The DME arc IAF (arc intercept waypoint) The DME arc IAF (arc intercept waypoint)
will be a) on your present position radial will be a) on your present position radial
off the arc VOR when you load the IAF off the arc VOR when you load the IAF
into the flight plan, or b) the beginning of into the flight plan, or b) the beginning of
the arc if currently on a radial beyond the the arc if currently on a radial beyond the
arc limit. To adjust the arc intercept to be arc limit. To adjust the arc intercept to be
compatible with a current radar vector, compatible with a current radar vector,
LY
N
bring up the arc IAF waypoint in the bring up the arc IAF waypoint in the
SUPER NAV 5 page scanning field or
under the cursor on the FPL 0 page, press
E O
SUPER NAV 5 page scanning field or
under the cursor on the FPL 0 page, press
CLR, then ENT. Fly the arc in LEG.
C
CLR, then ENT. Fly the arc in LEG.
N
E HT
adjust the HSI or CDI course pointer with adjust the HSI or CDI course pointer with
R
reference to the desired track value on the reference to the desired track value on the
SUPER NAV5 page (it will flash to
F E LIG
SUPER NAV5 page (it will flash to
E F
remind you). Left/right dbar information remind you). Left/right dbar information
is relative to the arc. Displayed distance is
R R R
is relative to the arc. Displayed distance is
O
not along the arc but direct to the active not along the arc but direct to the active
FO T F
waypoint. If desired, select NAV 2 page waypoint. If desired, select NAV 2 page
for digital DME arc distance to and radial for digital DME arc distance to and radial
NO
from the reference VOR. (The ARC radial from the reference VOR. (The ARC radial
is also displayed on the SUPERNAV5 is also displayed on the SUPERNAV5
page.) page.)
The DME arc IAF identifier may be The DME arc IAF identifier may be
unfamiliar. Example: D098G where 098 unfamiliar. Example: D098G where 098
stands for the 098 radial off the stands for the 098 radial off the
referenced VOR, and G is the seventh referenced VOR, and G is the seventh
letter in the alphabet indicating a 7 DME letter in the alphabet indicating a 7 DME
arc. arc.
9-96, 10 of 12 9-96, 10 of 12
SECTION 9 SECTION 9
SECTION 4 - NORMAL PROCEDURES (CONT'D SECTION 4 - NORMAL PROCEDURES (CONT'D

APR ARM to APR ACTV is automatic APR ARM to APR ACTV is automatic
provided: provided:
a. You are in APR ARM (normally a. You are in APR ARM (normally
automatic). automatic).
b. You are in LEG model! b. You are in LEG model!
c. The FAF is the active ; waypoint c. The FAF is the active ; waypoint
d. Within 2 n.m. of the FAF. d. Within 2 n.m. of the FAF.
e. Outside of the FAF. e. Outside of the FAF.
f. Inbound to the FAF. f. Inbound to the FAF.
g. RAIM is available. g. RAIM is available.
Direct-To operation between the FAF and Direct-To operation between the FAF and
MAP cancels APR ACTV. Fly the missed MAP cancels APR ACTV. Fly the missed
LY
N
approach in APR ARM. approach in APR ARM.
Flagged navigation inside the FAF may

E O
Flagged navigation inside the FAF may
usually be restored (not guaranteed) by
C
usually be restored (not guaranteed) by
N
E HT
pressing the GPS APR button changing pressing the GPS APR button changing
R
from ACTV to ARM. Fly the missed from ACTV to ARM. Fly the missed
FE approachLIG using the KLN

approach. approach.
TheEinstrumentF
The instrument approach using the KLN
90B may be essentially automatic starting
R R mayoutbeR(with
30 nmO
90B essentially automatic starting
30 nm out (with a manual baro setting
update) or it may require judicious O F a manual baro setting
F Tselection of the OBS and LEG modes.
update) or it may require judicious
NO APR ARM may be canceled at any time by

selection of the OBS and LEG modes.
APR ARM may be canceled at any time by

pressing the GPS APR button. (A pressing the GPS APR button. (A
subsequent press will reselect it.) subsequent press will reselect it.)
No Change. No Change.

balance data in Section 6 of the Basic Pilot's Operating Handbook.s balance data in Section 6 of the Basic Pilot's Operating Handbook.s
11 of 12, 9-97 11 of 12, 9-97
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIG
F
E F LEFT BLANK
R R
R O
FO T F
NO
9-98, 12 of 12 9-98, 12 of 12
SECTION 9 SECTION 9

AND AND

FOR FOR
BENDIX/KING KX 155A BENDIX/KING KX 155A
COMM/NAV SYSTEM COMM/NAV SYSTEM
LY
O N
E
This supplement must be attached to the Pilot's Operating Handbook This supplement must be attached to the Pilot's Operating Handbook
C
and FAA Approved Airplane Flight Manual when the KX 155A Comm/Nav and FAA Approved Airplane Flight Manual when the KX 155A Comm/Nav
System is installed per the Piper Drawings. The information contained
N
E HT
System is installed per the Piper Drawings. The information contained
R
herein supplements or supersedes the Pilot's Operating Handbook and FAA herein supplements or supersedes the Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual only in those areas listed herein. For
E LIG
F
E F
limitations, procedures and performance information not contained in this limitations, procedures and performance information not contained in this
supplement, consult the Pilot's Operating Handbook and FAA Approved
R R
supplement, consult the Pilot's Operating Handbook and FAA Approved
R O
Airplane Flight Manual. Airplane Flight Manual.
FO T F
NO
DATE OF APPROVAL: December 3, 1997 DATE OF APPROVAL: December 3, 1997
1 of 12, 9-99 1 of 12, 9-99
SECTION 9 SECTION 9
SECTION 1 GENERAL SECTION 1 GENERAL

airplane when the Bendix/King KX 155A Comm/Nav System is installed in airplane when the Bendix/King KX 155A Comm/Nav System is installed in
accordance with FAA approved Piper data. accordance with FAA approved Piper data.
SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS

SECTION 3- EMERGENCY PROCEDURES SECTION 3- EMERGENCY PROCEDURES
LY
SECTION 4- NORMAL PROCEDURES SECTION 4- NORMAL PROCEDURES
O N
COMM TRANSCEIVER COMM TRANSCEIVER
E
Cthe OFF position.
(a.). Rotate the volume (VOL) knob clockwise from the OFF position. (a.). Rotate the volume (VOL) knob clockwise from
(b.) Pull the VOL knob out and adjust for E N T level.
(b.) Pull the VOL knob out and adjust for desired listening level.
E R H
desired listening
G
(c.) Push the VOL knob back in to actuate the automatic squelch.
F
(d.) Select the desired operating frequencyL
I
(c.) Push the VOL knob back in to actuate the automatic squelch.
(d.) Select the desired operating frequency in the standby display by rotating
the frequency selectR
E F in theorstandby display by rotating
the frequency select knobs either clockwise or counter-clockwise.
R transferO
R
knobs either clockwise counter-clockwise.
standbyF to O F
(e.) Push the comm transfer button to transfer the frequency from the (e.) Push the comm button to transfer the frequency from the
standby to the active display.
NAV RECEIVER O
T
the active display.
NAV RECEIVER
(a.) The right portion of the display is allocated to NAV receiver information. N of the display is allocated to NAV receiver information.
(a.) The right portion
The frequency channeling is similar to the Comm when operating in the The frequency channeling is similar to the Comm when operating in the
frequency mode. The NAV increment/decrement knobs are located on frequency mode. The NAV increment/decrement knobs are located on
the right hand side of the front panel. the right hand side of the front panel.
SECTION 5- PERFORMANCE SECTION 5- PERFORMANCE
SECTION 6- WEIGHT AND BALANCE SECTION 6- WEIGHT AND BALANCE
See Section 6 of the basic Pilots Operating Handbook. See Section 6 of the basic Pilots Operating Handbook.
9-100, 2 of 12 9-100, 2 of 12
SECTION 9 SECTION 9
SECTION 7 DESCRIPTION & OPERATION SECTION 7 DESCRIPTION & OPERATION
GENERAL GENERAL
All controls required to operate the KX 155A/165A are located on the All controls required to operate the KX 155A/165A are located on the
unit front panel. (See Figure 3-1.) unit front panel. (See Figure 3-1.)
LY
O N
C E
N
E HT
R
E LIG
F
E FIGURE F 3-1
R
R KXF155A R
O CONTROL FUNCTIONS
FIGURE 3-1
KX 155A CONTROL FUNCTIONS
COMMF
O T
O
COMM TRANSCEIVER TRANSCEIVER
Rotate the VOL knob clockwise from the OFF position. Pull the VOL knob out Rotate the N
VOL knob clockwise from the OFF position. Pull the VOL knob out
and adjust for desired listening level. Push the VOL knob back in to actuate the and adjust for desired listening level. Push the VOL knob back in to actuate the
automatic squelch. automatic squelch.
The left portion of the digital display readout is allocated for COMM ACTIVE, The left portion of the digital display readout is allocated for COMM ACTIVE,
and COMM STANDBY frequencies with a T between them to indicate and COMM STANDBY frequencies with a T between them to indicate
TRANSMIT and an R to indicate RECEIVE modes of operation. TRANSMIT and an R to indicate RECEIVE modes of operation.
Select the desired operating frequency in the standby display by rotating the Select the desired operating frequency in the standby display by rotating the
Frequency Select Knobs either clockwise or counter-clockwise. A clockwise Frequency Select Knobs either clockwise or counter-clockwise. A clockwise
rotation will increment the previous frequency while a counterclockwise rotation will increment the previous frequency while a counterclockwise
rotation will decrement the previous frequency. rotation will decrement the previous frequency.
3 of 12, 9-101 3 of 12, 9-101
SECTION 9 SECTION 9
COMM TRANSCEIVER (CONT'D) COMM TRANSCEIVER (CONT'D)
The outer knob will change the MHz portion of the standby display. At one The outer knob will change the MHz portion of the standby display. At one
band-edge (118 or 136 MHz) the following 1 MHz change will wrap around to band-edge (118 or 136 MHz) the following 1 MHz change will wrap around to
the other band-edge. The inner knob will change the kHz portion of the the other band-edge. The inner knob will change the kHz portion of the
standby display. It will change in steps of 50 kHz when the knob is pushed in, standby display. It will change in steps of 50 kHz when the knob is pushed in,
and 25 kHz when the knob is pulled out. For 8.33 kHz versions, channels are and 25 kHz when the knob is pulled out. For 8.33 kHz versions, channels are
incremented in 25 kHz steps with the knob pushed in and 8.33 kHz with the incremented in 25 kHz steps with the knob pushed in and 8.33 kHz with the
knob pulled out. (Both 8.33 kHz and 25 kHz frequencies are channeled when knob pulled out. (Both 8.33 kHz and 25 kHz frequencies are channeled when
the knob is pulled out). The frequency wrap around at the edge of the band is the knob is pulled out). The frequency wrap around at the edge of the band is
also utilized when incrementing or decrementing the kHz portion of the also utilized when incrementing or decrementing the kHz portion of the
standby display. standby display.
To tune the radio to the desired operating frequency, the desired frequency
LY
To tune the radio to the desired operating frequency, the desired frequency
must be entered into the standby display and then the transfer button must be
N
must be entered into the standby display and then the transfer button must be
O
E
pushed. This will trade the contents of the active and standby displays. The pushed. This will trade the contents of the active and standby displays. The
C
operating frequency can also be entered by accessing the ACTIVE ENTRY operating frequency can also be entered by accessing the ACTIVE ENTRY
(direct tune) mode which is done by pushing and holding the COMM
N
E HT
(direct tune) mode which is done by pushing and holding the COMM
R
TRANSFER button for 2 or more seconds. In the direct tune mode, only the TRANSFER button for 2 or more seconds. In the direct tune mode, only the
active part of the display is visible. The desired frequency can be directly
E LIG
active part of the display is visible. The desired frequency can be directly
F
E F
entered into the display. Push the COMM TRANSFER button again to return entered into the display. Push the COMM TRANSFER button again to return
to the active/standby display.
R
to the active/standby display.
R R
tunedO
FO possible Fto have two different frequencies stored in the
The transceiver is always tuned to the frequency appearing in the ACTIVE The transceiver is always to the frequency appearing in the ACTIVE
display. It is therefore possible to have two different frequencies stored in the
O
display. It is therefore
T
N
ACTIVE and STANDBY displays and to change back and forth between them ACTIVE and STANDBY displays and to change back and forth between them
at the simple push of the transfer button. at the simple push of the transfer button.
During the transmit mode of operation, a T will appear between the During the transmit mode of operation, a T will appear between the
ACTIVE and STANDBY displays. An R will appear between the ACTIVE ACTIVE and STANDBY displays. An R will appear between the ACTIVE
and STANDBY displays if a detected signal is strong enough to open the and STANDBY displays if a detected signal is strong enough to open the
squelch, signifying that the transceiver is in the receive mode of operation. squelch, signifying that the transceiver is in the receive mode of operation.
A non-volatile memory stores the comm ACTIVE and STANDBY frequencies A non-volatile memory stores the comm ACTIVE and STANDBY frequencies
on power down. When the unit is turned on again, the COMM ACTIVE and on power down. When the unit is turned on again, the COMM ACTIVE and
STANDBY windows will display the same ACTIVE and STANDBY STANDBY windows will display the same ACTIVE and STANDBY
frequencies that were displayed before power down. frequencies that were displayed before power down.
9-102, 4 of 12 9-102, 4 of 12
SECTION 9 SECTION 9
The KX 155A also has provision to program 32 channels. Pressing the CHAN The KX 155A also has provision to program 32 channels. Pressing the CHAN
button for 2 or more seconds will cause the unit to enter the channel program button for 2 or more seconds will cause the unit to enter the channel program
mode. Upon entering the channel program mode,PG is displayed next to the mode. Upon entering the channel program mode,PG is displayed next to the
channel number and the channel number will flash indicating that it can be channel number and the channel number will flash indicating that it can be
programmed. The desired channel can be selected by turning the comm kHz programmed. The desired channel can be selected by turning the comm kHz
knob. The channel frequency can be entered by pushing the COMM knob. The channel frequency can be entered by pushing the COMM
TRANSFER button which will cause the standby frequency to flash. The TRANSFER button which will cause the standby frequency to flash. The
comm frequency knobs are then used to enter the desired frequency. If dashes comm frequency knobs are then used to enter the desired frequency. If dashes
(displayed when rotating the outer knob between 136 MHz and 118 MHz) are (displayed when rotating the outer knob between 136 MHz and 118 MHz) are
entered instead of a frequency, the corresponding channel is skipped in channel entered instead of a frequency, the corresponding channel is skipped in channel
selection mode. Additional channels may be programmed by pressing the selection mode. Additional channels may be programmed by pressing the
COMM TRANSFER and using the same procedure. To exit the program mode COMM TRANSFER and using the same procedure. To exit the program mode
Y
and save the channel information, momentarily push the CHAN button. This and save the channel information, momentarily push the CHAN button. This
will cause the unit to return to the previous frequency entry mode. The unit will
also exit the channel program mode if there is no button or knob activity for 20
N L
will cause the unit to return to the previous frequency entry mode. The unit will
also exit the channel program mode if there is no button or knob activity for 20
seconds. seconds.
E O
The channel selection mode can then be C
CHAN button. CH is displayed next N
The channel selection mode can then be entered by momentarily pushing entered by momentarily pushing
CHAN button. CH is displayed next to the last used channel number. The
R T channel. The unit will
Eselect theHdesired
to the last used channel number. The
E selectionIGmode.
comm frequency knobs can be used to select the desired channel. The unit will comm frequency knobs can be used to
automatically default to the previous mode if no channel is selected within 2
E F F
automatically default to the previous
L
mode if no channel is selected within 2
R R
seconds after entering the channel selection mode. seconds after entering the channel
R in the O
FhasOa stuck F
The unit is placed in the transmit mode by depressing the MIC KEY button. The unit is placed transmit mode by depressing the MIC KEY button.
The unit has a stuck microphone alert feature. If the microphone is keyed The unit
O T microphone alert feature. If the microphone is keyed
the active N
continuously for greater than 33 seconds, the transmitter stops transmitting and continuously for greater than 33 seconds, the transmitter stops transmitting and
the active Comm frequency flashes to alert the pilot of the stuck microphone Comm frequency flashes to alert the pilot of the stuck microphone
condition. condition.
NAV RECEIVER NAV RECEIVER
The right portion of the display is allocated to NAV receiver information. The The right portion of the display is allocated to NAV receiver information. The
frequency channeling is similar to the COMM when operating in the frequency frequency channeling is similar to the COMM when operating in the frequency
mode (Figure 3-1). The NAV increment/decrement knobs are located on the mode (Figure 3-1). The NAV increment/decrement knobs are located on the
right hand side of the front panel. The outer knob operates in 1 MHz steps and right hand side of the front panel. The outer knob operates in 1 MHz steps and
increments/decrements the STANDBY frequency display. increments/decrements the STANDBY frequency display.
5 of 12, 9-103 5 of 12, 9-103
SECTION 9 SECTION 9
NAV RECEIVER (CONT'D) NAV RECEIVER (CONT'D)
The inner knob operates in 50 kHz steps. The NAV receivers lower and upper The inner knob operates in 50 kHz steps. The NAV receivers lower and upper
frequency limits are 108.00 MHz and 117.95 MHz. Exceeding the upper limit frequency limits are 108.00 MHz and 117.95 MHz. Exceeding the upper limit
of frequency band will automatically return to the lower limit and vice versa. of frequency band will automatically return to the lower limit and vice versa.
Depressing the NAV frequency transfer button for 2 seconds or more will Depressing the NAV frequency transfer button for 2 seconds or more will
cause the display to go in to the ACTIVE ENTRY mode. Only the ACTIVE cause the display to go in to the ACTIVE ENTRY mode. Only the ACTIVE
frequency will be displayed and it can be directly changed by using the NAV frequency will be displayed and it can be directly changed by using the NAV
inc/dec knobs. The display will return to the ACTIVE/STANDBY mode when inc/dec knobs. The display will return to the ACTIVE/STANDBY mode when
the NAV frequency transfer button is pushed. the NAV frequency transfer button is pushed.
Y
Depressing the mode button will cause the NAV display to go from the Depressing the mode button will cause the NAV display to go from the
ACTIVE/STANDBY format to the ACTIVE/CDI (Course Deviation Indicator)
format as shown below in Figure 3-2. In the CDI mode, the format as shown below in Figure 3-2. In the CDI mode, the
N L
ACTIVE/STANDBY format to the ACTIVE/CDI (Course Deviation Indicator)
increment/decrement knob (pushed in) channels the ACTIVE frequency

E O
increment/decrement knob (pushed in) channels the ACTIVE frequency
C
window and depressing the frequency transfer button will cause the ACTIVE window and depressing the frequency transfer button will cause the ACTIVE
frequency to be placed in blind storage and the STANDBY frequency (in blind
N
E HT
frequency to be placed in blind storage and the STANDBY frequency (in blind
R
storage) to be displayed in the ACTIVE window display. When the ACTIVE storage) to be displayed in the ACTIVE window display. When the ACTIVE
window is tuned to a VOR frequency, the standby frequency area is replaced
E LIG
window is tuned to a VOR frequency, the standby frequency area is replaced
F
E F
by a three digit OBS (Omni Bearing Selector) display. The desired OBS by a three digit OBS (Omni Bearing Selector) display. The desired OBS
course can be selected by pulling out the inner NAV frequency knob and
R R
course can be selected by pulling out the inner NAV frequency knob and
R O
turning it. This OBS display is independent of any OBS course selected on an turning it. This OBS display is independent of any OBS course selected on an
FO T F
external CDI or HSI. An OBS in the middle of the NAV display will flash external CDI or HSI. An OBS in the middle of the NAV display will flash
NO
while the inner NAV frequency knob is pulled out. The CDI is displayed on while the inner NAV frequency knob is pulled out. The CDI is displayed on
the line below the frequency/OBS. When the ACTIVE window is tuned to a the line below the frequency/OBS. When the ACTIVE window is tuned to a
localizer frequency, the standby frequency area is replaced by LOC Figure localizer frequency, the standby frequency area is replaced by LOC Figure
3-3. Illustrations of the display are shown on the next page. 3-3. Illustrations of the display are shown on the next page.

NAV DISPLAY; ACTIVE VOR FREQUENCY/CDI FORMAT NAV DISPLAY; ACTIVE VOR FREQUENCY/CDI FORMAT
9-104, 6 of 12 9-104, 6 of 12
SECTION 9 SECTION 9

NAV DISPLAY; ACTIVE LOCALIZER FREQUENCY/CDI FORMAT NAV DISPLAY; ACTIVE LOCALIZER FREQUENCY/CDI FORMAT
Y
When the received signal is too weak to ensure accuracy the display will When the received signal is too weak to ensure accuracy the display will
flag. See Figure 3-4. flag. See Figure 3-4.
N L
E O
N C
R E HT
F E LIG
R E 3-4 VOR
FIGURER
F FLAG DISPLAY
FIGURE 3-4 VOR FLAG DISPLAY
O R FO
F T
NO
7 of 12, 9-105 7 of 12, 9-105
SECTION 9 SECTION 9
Depressing the mode button will cause the NAV display to go from the Depressing the mode button will cause the NAV display to go from the
ACTIVE/CDI format to the ACTIVE/BEARING format. In the BEARING ACTIVE/CDI format to the ACTIVE/BEARING format. In the BEARING
mode, the increment/decrement knob channels the ACTIVE frequency mode, the increment/decrement knob channels the ACTIVE frequency window
window and depressing the frequency transfer button will cause the ACTIVE and depressing the frequency transfer button will cause the ACTIVE frequency
frequency to be placed in blind storage and the STANDBY frequency (in blind to be placed in blind storage and the STANDBY frequency (in blind storage)
storage) to be displayed in the ACTIVE window display. In bearing mode of to be displayed in the ACTIVE window display. In bearing mode of operation,
operation, the right hand window of NAV display shows the bearing TO the the right hand window of NAV display shows the bearing TO the station.
station. Figure 3-5 below illustrates the NAV side of the display in this mode: Figure 3-5 below illustrates the NAV side of the display in this mode:
LY
O N
FIGURE 3-5 VOR MODE; BEARINGC
E
FIGURE 3-5 VOR MODE; BEARING TO FUNCTION N T flags as shown
TO FUNCTION
E theHdisplay
R
When a too weak or invalid VOR signal is received
E LIG
When a too weak or invalid VOR signal is received the display flags as shown
in Figure 3-6.
F
in Figure 3-6.
R E F
R O R
FO T F
NO
FIGURE 3-6 VOR MODE; ACTIVE/BEARING, FLAG DISPLAY FIGURE 3-6 VOR MODE; ACTIVE/BEARING, FLAG DISPLAY
9-106, 8 of 12 9-106, 8 of 12
SECTION 9 SECTION 9
Another push of the mode button will cause the NAV display to go from the Another push of the mode button will cause the NAV display to go from the
ACTIVE/BEARING format to the ACTIVE/RADIAL format as shown in ACTIVE/BEARING format to the ACTIVE/RADIAL format as shown in
Figure 3-7. In the RADIAL mode, the increment/decrement knob channels the Figure 3-7. In the RADIAL mode, the increment/decrement knob channels the
ACTIVE frequency window and depressing the frequency transfer button will ACTIVE frequency window and depressing the frequency transfer button will
cause the ACTIVE frequency to be placed in blind storage and the STANDBY cause the ACTIVE frequency to be placed in blind storage and the STANDBY
frequency (in blind storage) to be displayed in the ACTIVE window display. In frequency (in blind storage) to be displayed in the ACTIVE window display. In
radial mode of operation, the right hand window of NAV display shows the radial mode of operation, the right hand window of NAV display shows the
radial FROM the station. The picture below illustrates the NAV side of the radial FROM the station. The picture below illustrates the NAV side of the
display in this mode: display in this mode:
LY
O N
FIGURE 3-7 VOR MODE; RADIAL FROM FUNCTION
C E
FIGURE 3-7 VOR MODE; RADIAL FROM FUNCTION
N
E HT
R
E LIG
E F F
When a too weak orR Rsignal is received the display flags as shown
in Figure 3-8. R O
When a too weak or invalid VOR signal is received the display flags as shown invalid VOR
FO T F
in Figure 3-8.
NO
FIGURE 3-8 VOR MODE; ACTIVE/RADIAL, FLAG DISPLAY FIGURE 3-8 VOR MODE; ACTIVE/RADIAL, FLAG DISPLAY
9 of 12, 9-107 9 of 12, 9-107
SECTION 9 SECTION 9
Another push of the mode button will cause the unit to go into the TIMER Another push of the mode button will cause the unit to go into the TIMER
mode. See Figure 3-9. When the unit is turned on the elapsed timer begins mode. See Figure 3-9. When the unit is turned on the elapsed timer begins
counting upwards from zero. The timer can be stopped and reset to zero by counting upwards from zero. The timer can be stopped and reset to zero by
pushing the NAV frequency transfer button for 2 seconds or more causing the pushing the NAV frequency transfer button for 2 seconds or more causing the
ET on the display to flash. In this state the timer can be set as a countdown ET on the display to flash. In this state the timer can be set as a countdown
timer or the elapsed timer can be restarted. The countdown timer is set by timer or the elapsed timer can be restarted. The countdown timer is set by
using the NAV inc/dec knobs to set the desired time and then pushing the NAV using the NAV inc/dec knobs to set the desired time and then pushing the NAV
frequency transfer button to start the timer. The outer knob selects minutes, the frequency transfer button to start the timer. The outer knob selects minutes, the
inner knob in the in ~ position selects ten second intervals, and the inner knob inner knob in the in ~ position selects ten second intervals, and the inner knob
in the ~out position selects individual seconds. After the countdown timer in the ~out position selects individual seconds. After the countdown timer
Y
reaches zero, the counter will begin to count upwards indefinitely while reaches zero, the counter will begin to count upwards indefinitely while
flashing for the first 15 seconds. The elapsed timer can also be reset to zero
and started again after it has been stopped and reset to zero by pushing the
N L
flashing for the first 15 seconds. The elapsed timer can also be reset to zero
and started again after it has been stopped and reset to zero by pushing the
NAV frequency transfer button. NAV frequency transfer button.
E O
N C
R E HT
F E LIG
R E F
R O R
FO T F
FIGURE 3-9 TIMER MODE NOFIGURE 3-9 TIMER MODE
The NAV ACTIVE and STANDBY frequencies are stored in the memory on The NAV ACTIVE and STANDBY frequencies are stored in the memory on
power down and return on power up. power down and return on power up.
When the smaller increment/decrement knob is pushed in, depressing the NAV When the smaller increment/decrement knob is pushed in, depressing the NAV
TRANSFER button will interchange the ACTIVE and STANDBY frequencies. TRANSFER button will interchange the ACTIVE and STANDBY frequencies.
The NAV IDENT knob is active in the pulled out position so that both voice The NAV IDENT knob is active in the pulled out position so that both voice
and ident can be heard. When this knob is pushed in, the ident tone is and ident can be heard. When this knob is pushed in, the ident tone is
attenuated. The volume of voice/ident can be adjusted by turning this knob. attenuated. The volume of voice/ident can be adjusted by turning this knob.
9-108, 10 of 12 9-108, 10 of 12
SECTION 9 SECTION 9
PILOT CONFIGURATION PILOT CONFIGURATION
This mode can be accessed by pressing and holding the Nav Mode Button for This mode can be accessed by pressing and holding the Nav Mode Button for
more than 2 seconds and then pressing the Nav Frequency Transfer Button for more than 2 seconds and then pressing the Nav Frequency Transfer Button for
an additional 2 seconds, while continuing to hold the Nav Mode Button. When an additional 2 seconds, while continuing to hold the Nav Mode Button. When
the Pilot Config Mode is entered the unit will show the SWRV mnemonic the Pilot Config Mode is entered the unit will show the SWRV mnemonic
which is the unit software revision level. Adjustment pages can be accessed by which is the unit software revision level. Adjustment pages can be accessed by
MODE button presses. MODE button presses.
The pilot may adjust two parameters in the pilot configuration, the display The pilot may adjust two parameters in the pilot configuration, the display
minimum brightness and sidetone volume level. See Table 3-1. minimum brightness and sidetone volume level. See Table 3-1.
Y
Minimum Brightness (BRIM) will have a range of 0 - 255. The dimmest is 0 Minimum Brightness (BRIM) will have a range of 0 - 255. The dimmest is 0
and the brightest is 255. and the brightest is 255.
N L
E O
C
Sidetone volume level is adjusted when SIDE is displayed. Values from 0 - 255 Sidetone volume level is adjusted when SIDE is displayed. Values from 0 - 255
may be selected with 0 being least volume, 255 being the greatest.
N
E HT
may be selected with 0 being least volume, 255 being the greatest.
R
E LIG
F
E F
R R R
O
FO T F
Table 3-1 Pilot Configuration
NO Table 3-1 Pilot Configuration
Subsequent presses of the MODE button sequences through SWRV, BRIM, Subsequent presses of the MODE button sequences through SWRV, BRIM,
SIDE, and then back to SWRV. SIDE, and then back to SWRV.
Momentarily pressing the Nav Transfer Button exits Pilot configuration mode. Momentarily pressing the Nav Transfer Button exits Pilot configuration mode.
The Nav returns to its pre-Pilot Config state with the new brightness and The Nav returns to its pre-Pilot Config state with the new brightness and
sidetone levels stored in non-volatile memory. sidetone levels stored in non-volatile memory.
11 of 12, 9-109 11 of 12, 9-109
SECTION 9 SECTION 9
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O N
C E
N
E HBLANK T
R
THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT
F E LIG
R E F
R O R
FO T F
NO
9-110, 12 of 12 9-110, 12 of 12
SECTION 9 SECTION 9

FOR FOR
PRECISE FLIGHT SPEEDBRAKE 2000 PRECISE FLIGHT SPEEDBRAKE 2000
LY
O N
E
Supplement to the Precise Flight SPEEDBRAKE2000 System as installed in
C
Supplement to the Precise Flight SPEEDBRAKE2000 System as installed in
N
E HT
this aircraft per STC SA00520SE. Precise Flight Inc. is responsible to this aircraft per STC SA00520SE. Precise Flight Inc. is responsible to
R
E LIG
F
Precise Flight supplement in this location of the Pilots Operating Handbook Precise Flight supplement in this location of the Pilots Operating Handbook
unless otherwise stated by Precise Flight.
E F
unless otherwise stated by Precise Flight.
R
R O R
FO T F
NO
1 of 1, 9-111 1 of 1, 9-111
SECTION 9 SECTION 9
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O N
C E
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F
E F
R R R
O
FO T F
NO
9-112 9-112
SECTION 9 SECTION 9

FOR FOR
BENDIX/KING KFC 225 FLIGHT CONTROL SYSTEM BENDIX/KING KFC 225 FLIGHT CONTROL SYSTEM
LY
O N
E
Supplement to the Bendix/King KFC 225 Series Flight Control System as
C
Supplement to the Bendix/King KFC 225 Series Flight Control System as
N
E HT
installed per STC SA00656WI-D. Bendix/King is responsible to supply and installed per STC SA00656WI-D. Bendix/King is responsible to supply and
R
E LIG
F
Bendix/King supplement in this location of the Pilots Operating Handbook Bendix/King supplement in this location of the Pilots Operating Handbook
E F
R
R O R
FO T F
NO
1 of 1, 9-113 1 of 1, 9-113
SECTION 9 SECTION 9
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O N
C E
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R R R
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FO T F
NO
9-114 9-114
SECTION 9 SECTION 9

AND AND

FOR FOR
GARMIN GNS 430 VHF COMMUNICATION GARMIN GNS 430 VHF COMMUNICATION
TRANSCEIVER/VOR/ILS RECEIVER/GPS RECEIVER TRANSCEIVER/VOR/ILS RECEIVER/GPS RECEIVER
This supplement must be attached to the Pilots Operating Handbook and

L Y
FAA Approved Airplane Flight Manual when the Garmin GNS 430 VHF
O N
E
Communication Transceiver/VOR/ILS Receiver/Global Positioning System is Communication Transceiver/VOR/ILS Receiver/Global Positioning System is
C
installed per the Equipment List. The information contained herein installed per the Equipment List. The information contained herein
supplements or supersedes the Pilots Operating Handbook and FAA Approved
N
E HT
R
Airplane Flight Manual only in those areas listed herein. For limitations, Airplane Flight Manual only in those areas listed herein. For limitations,
E LIG
F
E F
consult the Pilots Operating Handbook and FAA Approved Airplane Flight consult the Pilots Operating Handbook and FAA Approved Airplane Flight
Manual. Manual.
R R R
O
FO T F
NO
D.O.A. NO. SO- I D.O.A. NO. SO- I
DATE OF APPROVAL: September 20,1999 DATE OF APPROVAL: September 20,1999
REVISED: NOVEMBER 12, 1999 1 of 8, 9-115 REVISED: NOVEMBER 12, 1999 1 of 8, 9-115
SECTION 9 SECTION 9
The GNS 430 System is a fully integrated, panel mounted instrument, which The GNS 430 System is a fully integrated, panel mounted instrument, which
contains a VHF Communications Transceiver, a VOR/ILS receiver, and a contains a VHF Communications Transceiver, a VOR/ILS receiver, and a
Global Positioning System (GPS) Navigation computer. The system consists of Global Positioning System (GPS) Navigation computer. The system consists
a GPS antenna, GPS receiver, VHF VOR/LOC/GS antenna, VOR/lLS receiver, of a GPS antenna, GPS receiver, VHF VOR/LOC/GS antenna, VOR/lLS
VHF COMM antenna and a VHF Communications transceiver. The primary receiver, VHF COMM antenna and a VHF Communications transceiver. The
function of the VHF Communication portion of the equipment is to facilitate primary function of the VHF Communication portion of the equipment is to
communication with Air Traffic Control. The primary function of the VOR/ILS facilitate communication with Air Traffic Control. The primary function of the
Receiver portion of the equipment is to receive and demodulate VOR, VOR/ILS Receiver portion of the equipment is to receive and demodulate
Localizer, and Glide Slope signals. The primary function of the GPS portion of VOR, Localizer, and Glide Slope signals. The primary function of the GPS
the system is to acquire signals from the GPS system satellites, recover orbital portion of the system is to acquire signals from the GPS system satellites,
Y
data, make range and Doppler measurements, and process this information in recover orbital data, make range and Doppler measurements, and process this
real- time to obtain the users position, velocity, and time.
N L
information in real- time to obtain the users position, velocity, and time.
Provided the GARMIN GNS 430s GPS receiver is receiving adequate usable
E O
C
signals, it has been demonstrated capable of and has been shown to meet the signals, it has been demonstrated capable of and has been shown to meet the
accuracy specifications for: accuracy specifications for:
N
E HTinstrument approach
VFR/IFR enroute, terminal, and non-precision instrument approach R
E LITACAN,
VFR/IFR enroute, terminal, and
G NDB, NDB- DME,
non-precision
(GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDB- DME,
F
E the F
(GPS, Loran-C, VOR, VOR-DME,
RNAV) operation within the U.S. National Airspace System in
accordance with AC 20-138.
R FO R
accordance with AC 20-138.R
RNAV) operation within U.S. National Airspace System in
O
NorthFAtlantic Minimum Navigation Performance Specification
Tin accordance with AC 91-49 and AC 120-33.
O
North Atlantic Minimum Navigation Performance Specification
N
(MNPS) Airspace in accordance with AC 91-49 and AC 120-33. (MNPS) Airspace
The system meets RNP5 airspace (BRNAV) requirements of AC 90-96 The system meets RNP5 airspace (BRNAV) requirements of AC 90-96
and in accordance with AC 20-138, and JAA AMJ 20X2 Leaflet 2 and in accordance with AC 20-138, and JAA AMJ 20X2 Leaflet 2
Revision 1, provided it is receiving usable navigation information from Revision 1, provided it is receiving usable navigation information from
the GPS receiver. the GPS receiver.
Navigation is accomplished using the WGS-84 (NAD-83) coordinate reference Navigation is accomplished using the WGS-84 (NAD-83) coordinate reference
datum. Navigation data is based upon use of only the Global Positioning datum. Navigation data is based upon use of only the Global Positioning
System (GPS) operated by the United States of America. System (GPS) operated by the United States of America.
9-116 2 of 8 REVISED: DECEMBER 20, 2001 9-116 2 of 8 REVISED: DECEMBER 20, 2001
SECTION 9 SECTION 9
A. The GARMIN GNS 430 Pilots Guide, p/n 190-00140-00, Rev. A, dated A. The GARMIN GNS 430 Pilots Guide, p/n 190-00140-00, Rev. A, dated
October 1998, or later appropriate revision, must be immediately available October 1998, or later appropriate revision, must be immediately available
to the flight crew whenever navigation is predicated on the use of the to the flight crew whenever navigation is predicated on the use of the
system. system.
B. The GNS 430 must utilize the following or later FAA approved software B. The GNS 430 must utilize the following or later FAA approved software
versions: versions:
Sub-System Software Version Sub-System Software Version

Main 2.00 Main 2.00
Y
GPS 2.00 GPS 2.00
Comm 2.00 Comm 2.00
N L
O
VOR/LOC 2.00 VOR/LOC 2.00
E
G/S 2.00 G/S 2.00
The main software version is E NConTthe GNS 430 self test page
ER5 Lseconds. HThe remaining system software
The main software version is displayed on the GNS 430 self test page displayed
onIG
immediately after turn-on for 5 seconds. The remaining system software
versions can be F
immediately after turn-on for
E VER. F
versions can be verified on the AUX group sub-page 2, verified the AUX group sub-page 2,
SOFFWARE/DATABASE VER.
R
SOFFWARE/DATABASE
Rand terminal R
O F O navigation predicated upon the GNS 430s GPS
F
C. IFR enroute and terminal navigation predicated upon the GNS 430s GPS C. IFR enroute
Receiver is prohibited unless the pilot verifies the currency of the data base Receiver
O T
is prohibited unless the pilot verifies the currency of the data base
N data.
or verifies each selected waypoint for accuracy by reference to current or verifies each selected waypoint for accuracy by reference to current
approved data. approved
D. Instrument approach navigation predicated upon the GNS 430s GPS D. Instrument approach navigation predicated upon the GNS 430s GPS
Receiver must be accomplished in accordance with approved instrument Receiver must be accomplished in accordance with approved instrument
approach procedures that are retrieved from the GPS equipment data base. approach procedures that are retrieved from the GPS equipment data base.
The GPS equipment data base must incorporate the current update cycle. The GPS equipment data base must incorporate the current update cycle.
1. Instrument approaches utilizing the GPS receiver must be conducted in the 1. Instrument approaches utilizing the GPS receiver must be conducted in the
approach mode and Receiver Autonomous Integrity Monitoring (RAIM) approach mode and Receiver Autonomous Integrity Monitoring (RAIM)
must be available at the Final Approach Fix. must be available at the Final Approach Fix.
SECTION 9 SECTION 9
SECTION 2 - LIMITATIONS (continued) SECTION 2 - LIMITATIONS (continued)
2. Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or any 2. Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or any
other type of approach not approved for GPS overlay with the GNS other type of approach not approved for GPS overlay with the GNS
430s GPS receiver is not authorized. 430s GPS receiver is not authorized.
3. Use of the GNS 430 VOR/ILS receiver to fly approaches not 3. Use of the GNS 430 VOR/ILS receiver to fly approaches not
approved for GPS require VOR/ILS navigation data to be present on approved for GPS require VOR/ILS navigation data to be present on
the external indicator. the external indicator.
4. When an alternate airport is required by the applicable operating rules, 4. When an alternate airport is required by the applicable operating
it must be served by an approach based on other than GPS or Loran-C rules, it must be served by an approach based on other than GPS or
navigation, the aircraft must have the operational equipment capable Loran-C navigation, the aircraft must have the operational equipment
Y
of using that navigation aid, and the required navigation aid must be capable of using that navigation aid, and the required navigation aid
operational. must be operational.
N L
5. VNAV information may be utilized for advisory information only. Use
of VNAV information for Instrument Approach Procedures does not
5.
E O
VNAV information may be utilized for advisory information only.
Use of VNAV information for Instrument Approach Procedures does
guarantee Step-Down Fix altitude protection, or arrival at approach
N C
not guarantee Step-Down Fix altitude protection, or arrival at
minimums in normal position to land.
Edefault H
approach minimums in normal position to land.
R T
E. If not previously defined, the following default settings must be made in E. If not previously defined, the following
F E430 prior
L I G settings must be made in
E F
the SETUP 1 menu of the GNS 430 prior to operation (refer to Pilots the SETUP 1 menu of the GNS to operation (refer to Pilots
Guide for procedure if necessary):
1. dis, spd . . .R
R R units to nautical miles and
1. dis, spd . . . .nm kt (sets navigation units to nautical miles and
O knots)F
O
.nm kt (sets navigation
knots)
F T 84(sets(setsaltitude
2. alt, vs . . . . .ft fpm (sets altitude units to feet and feet per minute)
3. map datum...WGS 84 (sets map datum to WGS-84, see note below)
N O
2. alt, vs . . . . .ft fpm
3. map datum...WGS
units to feet and feet per minute)
map datum to WGS-84, see note below)
4. posn . . . . . .deg-min (sets navigation grid units to decimal minutes) 4. posn . . . . . .deg-min (sets navigation grid units to decimal minutes)
NOTE NOTE
In some areas outside the United States, datums In some areas outside the United States, datums
other than WGS-84 or NAD-83 may be used. If other than WGS-84 or NAD-83 may be used. If
the GNS 430 is authorized for use by the the GNS 430 is authorized for use by the
appropriate Airworthiness authority, the required appropriate Airworthiness authority, the required
geodetic datum must be set in the GNS 430 prior geodetic datum must be set in the GNS 430 prior
to its use for navigation. to its use for navigation.
9-118 4 of 8 REVISED: SEPTEMBER 10, 2001 9-118 4 of 8 REVISED: SEPTEMBER 10, 2001
SECTION 9 SECTION 9
A. If GARMIN GNS 430 navigation information is not available or invalid, A. If GARMIN GNS 430 navigation information is not available or invalid,
utilize remaining operational navigation equipment as required. utilize remaining operational navigation equipment as required.
B. If RAIM POSITION WARNING message is displayed the system will B. If RAIM POSITION WARNING message is displayed the system will
flag and no longer provide GPS based navigational guidance. The crew flag and no longer provide GPS based navigational guidance. The crew
should revert to the GNS 430 VOR/ILS receiver or an alternate means of should revert to the GNS 430 VOR/ILS receiver or an alternate means of
navigation other than the GNS 430s GPS receiver. navigation other than the GNS 430s GPS receiver.
Y
C. If RAIM IS NOT AVAILABLE message is displayed in the enroute, C. If RAIM IS NOT AVAILABLE message is displayed in the enroute,
terminal, or initial approach phase of flight, continue to navigate using the
GPS equipment or revert to an alternate means of navigation other than the
N L
GPS equipment or revert to an alternate means of navigation other than the
GNS 430s GPS receiver appropriate to the route and phase of flight.
E O
GNS 430s GPS receiver appropriate to the route and phase of flight.
C
When continuing to use GPS navigation, position must be verified every When continuing to use GPS navigation, position must be verified every
15 minutes using the GNS 430s VOR/ILS receiver or another IFR-
N
E HT
R
approved navigation system. approved navigation system.
D. If RAIM IS NOT AVAILABLE message is displayed while on the final D.

approach segment, E
FE navigation
GPS based F
If RAIM IS NOT AVAILABLE IGwillis continue
Lmessage displayed while on the final
with approach R R
approach segment, GPS based navigation will continue for up to 5 minutes for up to 5 minutes
with approach CDI sensitivity (0.3 nautical mile). After 5 minutes the
R flag andO
CDI sensitivity (0.3 nautical mile). After 5 minutes the
FO Missed Fapproach course guidance may still be available with 1

system will flag and no longer provide course guidance with approach system will no longer provide course guidance with approach
sensitivity. Missed approach course guidance may still be available with 1
O
sensitivity.
T
N
nautical mile CDI sensitivity by executing the missed approach. nautical mile CDI sensitivity by executing the missed approach.
E. In an in-flight emergency, depressing and holding the Comm transfer E. In an in-flight emergency, depressing and holding the Comm transfer
button for 2 seconds will select the emergency frequency of 121.500 Mhz button for 2 seconds will select the emergency frequency of 121.500 Mhz
into the Active frequency window. into the Active frequency window.
SECTION 9 SECTION 9

WARNING WARNING
Familiarity with the enroute operation of the Familiarity with the enroute operation of the
GNS 430 does not constitute proficiency in GNS 430 does not constitute proficiency in
approach operations. Do not attempt approach approach operations. Do not attempt approach
operations in IMC prior to attaining proficiency operations in IMC prior to attaining proficiency
in the use of the GNS 430 approach feature. in the use of the GNS 430 approach feature.
A. DETAILED OPERATING PROCEDURES A. DETAILED OPERATING PROCEDURES

Normal operating procedures are described in the GARMIN GNS 430 Normal operating procedures are described in the GARMIN GNS 430
Pilots Guide, p/n 190-00140-00, Rev. A, dated October 1998, or later Pilots Guide, p/n 190-00140-00, Rev. A, dated October 1998, or later
appropriate revision. appropriate revision.
LY
B. PILOTS DISPLAY B. PILOTS DISPLAY
O N
The GNS 430 System data will appear on the Pilots HSI. The source of
E
C
N
data is either GPS or VLOC as annunciated on the display above the CDI data is either GPS or VLOC as annunciated on the display above the CDI
E HT
key. key.
C. AUTOPILOT/FLIGHT DIRECTORR
IG information to the
ESystemLsteering
C. AUTOPILOT/FLIGHT DIRECTOR OPERATION OPERATION
F
E can beFaccomplished by engaging the
R
Coupling of the GNS 430 System steering information to the Coupling of the GNS 430
autopilot/flight director can be accomplished by engaging the
R
autopilot/flight director
O Ror APR mode.
O T Fdirector system is using course information
autopilot/flight director in the NAV or APR mode. autopilot/flight director in the NAV
When theFautopilot/flight
O
When the autopilot/flight director system is using course information
N to the desired track, the course pointer on the HSI

supplied by the GNS 430 System and the course pointer is not supplied by the GNS 430 System and the course pointer is not
automatically driven to the desired track, the course pointer on the HSI automatically driven
must be manually set to the desired track (DTK) indicated by the GNS must be manually set to the desired track (DTK) indicated by the GNS
430. For detailed autopilot/flight director operational instructions, refer to 430. For detailed autopilot/flight director operational instructions, refer to
the FAA Approved Flight Manual Supplement for the autopilot/flight the FAA Approved Flight Manual Supplement for the autopilot/flight
director. director.
9-120 6 of 8 REVISED: NOVEMBER 12, 1999 9-120 6 of 8 REVISED: NOVEMBER 12, 1999
SECTION 9 SECTION 9
balance data in Section 6 of the basic Pilots Operating Handbook. balance data in Section 6 of the basic Pilots Operating Handbook.
See GNS 430 Pilots Guide for a complete description of the GNS 430 See GNS 430 Pilots Guide for a complete description of the GNS 430
Y
system. system.
N L
E O
N C
R E HT
F E LIG
R E F
R O R
FO T F
NO
SECTION 9 SECTION 9
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O N
C E
N
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R
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F
E F
R R R
O
FO T F
NO
9-122 8 of 8 REVISED: NOVEMBER 12, 1999 9-122 8 of 8 REVISED: NOVEMBER 12, 1999
SECTION 9 SECTION 9

AND AND

FOR FOR
S-TEC SYSTEM 55 TWO AXIS S-TEC SYSTEM 55 TWO AXIS
AUTOMATIC FLIGHT GUIDANCE SYSTEM AUTOMATIC FLIGHT GUIDANCE SYSTEM
Y
WITH TRIM MONITOR WITH TRIM MONITOR
(Serial numbers 4636248 and up) (Serial numbers 4636248 and up)
N L
E O
The FAA approved operational supplement for the S-TEC System 55
C
The FAA approved operational supplement for the S-TEC System 55
N
E HT
Autopilot, installed in accordance with STC SA09402AC-D, is required for Autopilot, installed in accordance with STC SA09402AC-D, is required for
operation of this system. S-TEC will be responsible to supply and revise the
R
operation of this system. S-TEC will be responsible to supply and revise the
E LIG
F
operational supplement. It is permitted to include the S-TEC supplement in operational supplement. It is permitted to include the S-TEC supplement in
this location of the Pilots Operating Handbook unless otherwise stated by
E F
this location of the Pilots Operating Handbook unless otherwise stated by
R R
S-TEC. The information contained in the S-TEC supplement may supersede S-TEC. The information contained in the S-TEC supplement may supersede
R O
FO T F
or supplement the information in the basic Pilot's Operating Handbook and or supplement the information in the basic Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual with respect to the operation of the FAA Approved Airplane Flight Manual with respect to the operation of the
NO
S-TEC System 55 Autopilot. For limitations, procedures and performance S-TEC System 55 Autopilot. For limitations, procedures and performance
information not contained in the S-TEC supplement, consult the basic Pilot's information not contained in the S-TEC supplement, consult the basic Pilot's
Operating Handbook and FAA Approved Airplane Flight Manual. Operating Handbook and FAA Approved Airplane Flight Manual.
REVISED: NOVEMBER 12, 1999 9-123 REVISED: NOVEMBER 12, 1999 9-123
SECTION 9 SECTION 9
LY
O N
C E
N
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R
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F
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R R R
O
FO T F
NO
SECTION 9 SECTION 9

AND AND

FOR FOR
GARMIN GNS 530 VHF COMMUNICATION GARMIN GNS 530 VHF COMMUNICATION
TRANSCEIVER/VOR/ILS RECEIVER/GPS RECEIVER TRANSCEIVER/VOR/ILS RECEIVER/GPS RECEIVER

LY
O N
E
Communication Transceiver/VOR/ILS Receiver/Global Positioning System is Communication Transceiver/VOR/ILS Receiver/Global Positioning System is
C
installed per the Equipment List. The information contained herein installed per the Equipment List. The information contained herein
N
E HT
R
E LIG
F
E F
Manual. Manual.
R R R
O
FO T F
NO
D.O.A. NO. SO- 1 D.O.A. NO. SO- 1
DATE OF APPROVAL: September 10, 2001 DATE OF APPROVAL: September 10, 2001
SECTION 9 SECTION 9
The GNS 530 System is a fully integrated, panel mounted instrument, which The GNS 530 System is a fully integrated, panel mounted instrument, which
contains a VHF Communications Transceiver, a VOR/ILS Receiver, and a contains a VHF Communications Transceiver, a VOR/ILS Receiver, and a
Global Positioning System (GPS) Navigation computer. The system consists of Global Positioning System (GPS) Navigation computer. The system consists
a GPS Antenna, GPS Receiver, VHF VOR/LOC/GS Antenna, VOR/ILS of a GPS Antenna, GPS Receiver, VHF VOR/LOC/GS Antenna, VOR/ILS
Receiver, VHF COMM Antenna and a VHF Communications Transceiver. The Receiver, VHF COMM Antenna and a VHF Communications Transceiver.
primary function of the VHF Communication portion of the equipment is to The primary function of the VHF Communication portion of the equipment is
facilitate communication with Air Traffic Control. The primary function of the to facilitate communication with Air Traffic Control. The primary function of
VOR/ILS Receiver portion of the equipment is to receive and demodulate the VOR/ILS Receiver portion of the equipment is to receive and demodulate
VOR, Localizer, and Glide Slope signals. The primary function of the GPS VOR, Localizer, and Glide Slope signals. The primary function of the GPS
portion of the system is to acquire signals from the GPS system satellites, portion of the system is to acquire signals from the GPS system satellites,
Y
recover orbital data, make range and Doppler measurements, and process this recover orbital data, make range and Doppler measurements, and process this
N L
E O
C
signals, it has been demonstrated capable of and has been shown to meet the signals, it has been demonstrated capable of and has been shown to meet the
accuracy specifications for: accuracy specifications for:
N
E HTinstrument approach
VFR/IFR enroute, terminal, and non-precision instrument approach VFR/IFR enroute, terminal, and R
E LITACAN, G NDB, NDB- DME,
non-precision
(GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDB- DME,
F
E the FU.S. National Airspace System in
(GPS, Loran-C, VOR, VOR-DME,
RNAV) operation within the U.S. National Airspace System in
accordance with AC 20-138.
R FO R
accordance with AC 20-138.R
RNAV) operation within
O
Fthe approved
T
O
One of the approved sensors, for a single or dual GNS 530 installation, One of sensors, for a single or dual GNS 530 installation,
(MNPS)N
for North Atlantic Minimum Navigation Performance Specification for North Atlantic Minimum Navigation Performance Specification
(MNPS) Airspace in accordance with AC 91-49 and AC 120- 33. Airspace in accordance with AC 91-49 and AC 120- 33.
The system meets RNP5 airspace (BRNAV) requirements of AC 90-96 The system meets RNP5 airspace (BRNAV) requirements of AC 90-96
and in accordance with AC 20-138, and JAA AMJ 20X2 Leaflet 2 and in accordance with AC 20-138, and JAA AMJ 20X2 Leaflet 2
Revision 1, provided it is receiving usable navigation information from Revision 1, provided it is receiving usable navigation information from
the GPS receiver. the GPS receiver.
Navigation is accomplished using the WGS-84 (NAD-83) coordinate reference Navigation is accomplished using the WGS-84 (NAD-83) coordinate reference
datum. Navigation data is based upon use of only the Global Positioning datum. Navigation data is based upon use of only the Global Positioning
System (GPS) operated by the United States of America. System (GPS) operated by the United States of America.
SECTION 9 SECTION 9
A. The GARMIN GNS 530 Pilots Guide, p/n 190-00181-00, Rev. A, dated A. The GARMIN GNS 530 Pilots Guide, p/n 190-00181-00, Rev. A, dated
November 1999, or later appropriate revision, must be immediately November 1999, or later appropriate revision, must be immediately
available to the flight crew whenever navigation is predicated on the use of available to the flight crew whenever navigation is predicated on the use of
the system. the system.
B. The Garmin 500 Series Pilots Guide Addendum, Display Interface for B. The Garmin 500 Series Pilots Guide Addendum, Display Interface for
Traffic and Weather Data, must be immediately available to the flight crew Traffic and Weather Data, must be immediately available to the flight crew
if the B.F. Goodrich WX-500 Stormscope or the B.F. Goodrich if the B.F. Goodrich WX-500 Stormscope or the B.F. Goodrich
SKYWATCH Traffic Advisory System (TAS) is installed. SKYWATCH Traffic Advisory System (TAS) is installed.
C. The GNS 530 must utilize the following or later FAA approved software C. The GNS 530 must utilize the following or later FAA approved software
versions: versions:
LY
N
Sub-System Software Version Sub-System Software Version
Main
GPS
2.00
2.00
Main
GPS
2.00
2.00
E O
Comm 1.22 Comm
N C
1.22
VOR/LOC 1.25 VOR/LOC
R E HT 1.25
IG on the GNS 530 self test page

E is displayed
G/S 2.00 G/S 2.00
F L
Eturn-on forF5 seconds. The remaining system software
R
The main software version is displayed on the GNS 530 self test page The main software version
immediately after turn-on for 5 seconds. The remaining system software
versionsR
immediately after
O R on the AUX group sub-page 2,
FO T F VER.
versions can be verified on the AUX group sub-page 2, can be verified
SOFTWARE/DATABASE VER. SOFTWARE/DATABASE
D. IFR enroute and terminal navigation predicated upon the GNS 530s GPS
Receiver is prohibited unless the pilot verifies the currency of the data base
D.
NOand terminal navigation predicated upon the GNS 530s GPS
IFR enroute
Receiver is prohibited unless the pilot verifies the currency of the data base
or verifies each selected waypoint for accuracy by reference to current or verifies each selected waypoint for accuracy by reference to current
approved data. approved data.
E. Instrument approach navigation predicated upon the GNS 530s GPS E. Instrument approach navigation predicated upon the GNS 530s GPS
Receiver must be accomplished in accordance with approved instrument Receiver must be accomplished in accordance with approved instrument
approach procedures that are retrieved from the GPS equipment data base. approach procedures that are retrieved from the GPS equipment data base.
The GPS equipment data base must incorporate the current update cycle. The GPS equipment data base must incorporate the current update cycle.
1. Instrument approaches utilizing the GPS receiver must be conducted in the 1. Instrument approaches utilizing the GPS receiver must be conducted in the
approach mode and Receiver Autonomous Integrity Monitoring (RAIM) approach mode and Receiver Autonomous Integrity Monitoring (RAIM)
must be available at the Final Approach Fix. must be available at the Final Approach Fix.
SECTION 9 SECTION 9
SECTION 2 - LIMITATIONS (continued) SECTION 2 - LIMITATIONS (continued)
2. Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or any 2. Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or any
other type of approach not approved for GPS overlay with the GNS other type of approach not approved for GPS overlay with the GNS
530s GPS receiver is not authorized. 530s GPS receiver is not authorized.
3. Use of the GNS 530 VOR/ILS receiver to fly approaches not 3. Use of the GNS 530 VOR/ILS receiver to fly approaches not
approved for GPS require VOR/ILS navigation data to be present on approved for GPS require VOR/ILS navigation data to be present on
the external indicator. the external indicator.
4. When an alternate airport is required by the applicable operating rules, 4. When an alternate airport is required by the applicable operating rules,
it must be served by an approach based on other than GPS or Loran-C it must be served by an approach based on other than GPS or Loran-C
navigation, the aircraft must have the operational equipment capable navigation, the aircraft must have the operational equipment capable
Y
of using that navigation aid, and the required navigation aid must be of using that navigation aid, and the required navigation aid must be
operational. operational.
N L
5. VNAV information may be utilized for advisory information only. Use
5.
E O
VNAV information may be utilized for advisory information only. Use
N C
Edefault H
R T
F. If not previously defined, the following default settings must be made in F.
F E530 prior
If not previously defined, the following
L I G settings must be made in
E F
the SETUP 1 menu of the GNS 530 prior to operation (refer to Pilots the SETUP 1 menu of the GNS to operation (refer to Pilots
R R R
1. dis, spdO m t (sets

nk
F O
F
nk
T (sets altitude units to feet and feet per minute)

1. dis, spd m t (sets navigation units to nautical miles and knots) navigation units to nautical miles and knots)
3. map datum..O
2. alt, vs . ft fpm (sets altitude units to feet and feet per minute) 2. alt, vs . ft fpm
3. map datum.. WGS 84 (sets map datum to WGS-84, see not below)
4. posn ... deg-min (sets navigation grid units to decimal minutes) 4. posn ...
N deg-min (sets navigation grid units to decimal minutes)
WGS 84 (sets map datum to WGS-84, see not below)
NOTE NOTE
In some areas outside the United States, datums In some areas outside the United States, datums
other than WGS-84 or NAD-83 may be used. If other than WGS-84 or NAD-83 may be used. If
the GNS 530 is authorized for use by the the GNS 530 is authorized for use by the
appropriate Airworthiness authority, the required appropriate Airworthiness authority, the required
geodetic datum must be set in the GNS 530 prior geodetic datum must be set in the GNS 530 prior
to its use for navigation. to its use for navigation.
SECTION 9 SECTION 9
A. If GARMIN GNS 530 navigation information is not available or invalid, A. If GARMIN GNS 530 navigation information is not available or invalid,
utilize remaining operational navigation equipment as required. utilize remaining operational navigation equipment as required.
B. If RAIM POSITION WARNING message is displayed the system will B. If RAIM POSITION WARNING message is displayed the system will
flag and no longer provide GPS based navigational guidance. The crew flag and no longer provide GPS based navigational guidance. The crew
should revert to the GNS 530 VOR/ILS receiver or an alternate means of should revert to the GNS 530 VOR/ILS receiver or an alternate means of
navigation other than the GNS 530s GPS receiver. navigation other than the GNS 530s GPS receiver.
Y
C. If RAIM IS NOT AVAILABLE message is displayed in the enroute, C. If RAIM IS NOT AVAILABLE message is displayed in the enroute,
L
N
O
GPS equipment or revert to an alternate means of navigation other than the GPS equipment or revert to an alternate means of navigation other than the
E
GNS 530s GPS receiver appropriate to the route and phase of flight. GNS 530s GPS receiver appropriate to the route and phase of flight.
C
When continuing to use GPS navigation, position must be verified every When continuing to use GPS navigation, position must be verified every
N
E HT
R
approved navigation system. approved navigation system.
F E Lmessage I G is displayed while on the final

approach segment,E GPS basedF
D. If RAIM IS NOT AVAILABLE message is displayed while on the final D. If RAIM IS NOT AVAILABLE
with approachR R
approach segment, GPS based navigation will continue for up to 5 minutes navigation will continue for up to 5 minutes
with approach CDI sensitivity (0.3 nautical mile). After 5 minutes the
R
O Missed flag andO
CDI sensitivity (0.3 nautical mile). After 5 minutes the
Fapproach course guidance may still be available with 1
F
system will flag and no longer provide course guidance with approach system will no longer provide course guidance with approach
sensitivity. Missed approach course guidance may still be available with 1 sensitivity.
T
O CDI sensitivity by executing the missed approach.
N
nautical mile CDI sensitivity by executing the missed approach. nautical mile
E. In an in-flight emergency, depressing and holding the Comm transfer E. In an in-flight emergency, depressing and holding the Comm transfer
button for 2 seconds will select the emergency frequency of 121.500 Mhz button for 2 seconds will select the emergency frequency of 121.500 Mhz
into the Active frequency window. into the Active frequency window.
SECTION 9 SECTION 9

WARNING WARNING
Familiarity with the enroute operation of the Familiarity with the enroute operation of the
GNS 530 does not constitute proficiency in GNS 530 does not constitute proficiency in
approach operations. Do not attempt approach approach operations. Do not attempt approach
operations in IMC prior to attaining proficiency operations in IMC prior to attaining proficiency
in the use of the GNS 530 approach features. in the use of the GNS 530 approach features.
A. DETAILED OPERATING PROCEDURES A. DETAILED OPERATING PROCEDURES

Normal operating procedures are described in the GARMIN GNS 530 Normal operating procedures are described in the GARMIN GNS 530
Pilots Guide, p/n 190-00181-00, Rev. A, dated November 1999, or later Pilots Guide, p/n 190-00181-00, Rev. A, dated November 1999, or later
Y
appropriate revision. appropriate revision.
N L
O
B. PILOTS DISPLAY B. PILOTS DISPLAY
C E
N
data is either GPS or VLOC as annunciated on the display above the CDI data is either GPS or VLOC as annunciated on the display above the CDI
key. key.
R E HT
F L IG
E OPERATION
E530 System
C. AUTOPILOT/FLIGHT DIRECTOR OPERATION C. AUTOPILOT/FLIGHT DIRECTOR
Coupling of the GNS 530 System steering information to the Coupling of the GNS
R R F steering information to the
autopilot/flight director can be accomplished by engaging the
O R
autopilot/flight director
F ONAV or APR mode.
can be accomplished by engaging the
F T director system is using course information

autopilot/flight director in the NAV or APR mode. autopilot/flight director in the
When the autopilot/flight director system is using course information
supplied by the GNS 530 System and the course pointer is not supplied by O
Nthe GNS 530 System and the course pointer is not
When the autopilot/flight
automatically driven to the desired track, the course pointer on the HSI automatically driven to the desired track, the course pointer on the HSI
must be manually set to the desired track (DTK) indicated by the GNS must be manually set to the desired track (DTK) indicated by the GNS
530. For detailed autopilot/flight director operational instructions, refer to 530. For detailed autopilot/flight director operational instructions, refer to
the FAA Approved Flight Manual Supplement for the autopilot/flight the FAA Approved Flight Manual Supplement for the autopilot/flight
director. director.
D. CROSSFILL OPERATIONS D. CROSSFILL OPERATIONS

Crossfill capabilities exist between GNS 530 systems. Refer to the Garmin Crossfill capabilities exist between GNS 530 systems. Refer to the Garmin
GNS 530 Pilots Guide for detailed crossfill operating instructions. GNS 530 Pilots Guide for detailed crossfill operating instructions.
SECTION 9 SECTION 9
E. AUTOMATIC LOCALIZER COURSE CAPTURE E. AUTOMATIC LOCALIZER COURSE CAPTURE

By default, the GNS 530 automatic localizer course capture feature is By default, the GNS 530 automatic localizer course capture feature is
enabled. This feature provides a method for system navigation data present enabled. This feature provides a method for system navigation data present
on the external indicators to be switched automatically from GPS guidance on the external indicators to be switched automatically from GPS guidance
to localizer/glide slope guidance at the point of course intercept on a to localizer/glide slope guidance at the point of course intercept on a
localizer at which GPS derived course deviation equals localizer derived localizer at which GPS derived course deviation equals localizer derived
course deviation. If an offset from the final approach course is being course deviation. If an offset from the final approach course is being
flown, it is possible that the automatic switch from GPS course guidance flown, it is possible that the automatic switch from GPS course guidance
to localizer/glide slope course guidance will not occur. It is the pilots to localizer/glide slope course guidance will not occur. It is the pilots
responsibility to ensure correct system navigation data is present on the responsibility to ensure correct system navigation data is present on the
external indicator before continuing a localizer based approach beyond the
LY
external indicator before continuing a localizer based approach beyond the
N
final approach fix. final approach fix.
E O
N C
R E HT
E LIG
F
E AND BALANCE
F
SECTION 6 - WEIGHT AND BALANCE SECTION 6 - WEIGHT
R
R optional R
Factory installed optional equipment is included in the licensed weight and O
Factory installed FO6 ofequipment
F data inTSection is included in the licensed weight and
O
balance data in Section 6 of the basic Pilots Operating Handbook. balance the basic Pilots Operating Handbook.
SECTION 7 - DESCRIPTION AND OPERATION

N
See GNS 530 Pilots Guide for a complete description of the GNS 530 See GNS 530 Pilots Guide for a complete description of the GNS 530
system. system.
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIGLEFT BLANK
F
E F
R R R
O
FO T F
NO
SECTION 9 SECTION 9

AND AND

FOR FOR
GARMIN GTX 327 TRANSPONDER GARMIN GTX 327 TRANSPONDER

LY
FAA Approved Airplane Flight Manual when the Garmin GTX 327
O N
FAA Approved Airplane Flight Manual when the Garmin GTX 327
E
Transponder is installed per the Equipment List. The information contained Transponder is installed per the Equipment List. The information contained
C
herein supplements or supersedes the Pilots Operating Handbook and FAA herein supplements or supersedes the Pilots Operating Handbook and FAA
N
E HT
R
supplement, consult the Pilots Operating Handbook and FAA Approved
E LIG
F
E F
R R R
O
FO T F
NO
SECTION 9 SECTION 9
airplane when the Garmin GTX 327 Transponder is installed in accordance airplane when the Garmin GTX 327 Transponder is installed in accordance
with FAA approved Piper data. with FAA approved Piper data.
Y
No change.
N L
O
No change.
C E
E HTN
SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES R
E LIG
E F F
To transmit an emergency signal:
R
To transmit an emergency signal:
R R
- ALT O
FO- SELECT F7700
Mode Selection Key - ALT Mode Selection Key
T
NO
Code Selection - SELECT 7700 Code Selection
To transmit a signal representing loss of all communications: To transmit a signal representing loss of all communications:
Mode Selection Key - ALT Mode Selection Key - ALT

Code Selection - SELECT 7600 Code Selection - SELECT 7600
SECTION 9 SECTION 9
BEFORE TAKEOFF: BEFORE TAKEOFF:
To transmit Mode C (Altitude Reporting) code in flight: To transmit Mode C (Altitude Reporting) code in flight:

Code Selector Keys - SELECT assigned code. Code Selector Keys - SELECT assigned code.
To transmit Mode A (Aircraft Identification) code in flight: To transmit Mode A (Aircraft Identification) code in flight:
Mode Selector Key - ON Mode Selector Key - ON

LY
N
NOTE NOTE
During normal operation with the ON mode selected, the
reply indicator R flashes, indicating transponder replies
E O
reply indicator R flashes, indicating transponder replies
to interrogations. to interrogations.
N C
NOTE
R E in ALT
transmittedH
NOTE T also; however,
Mode A reply codes are transmitted in ALT also; however,
Mode C codes F
Mode A reply codes are
L IG when the Function
Eare suppressed
Selector ON E F
Mode C codes only are suppressed when the Function only
Selector ON key is selected.
R FO R R
key is selected.
O
F T
SECTION 5 O
SECTION 5 - PERFORMANCE
N - PERFORMANCE
balance data in section 6 of the Airplane Flight Manual. balance data in section 6 of the Airplane Flight Manual.
SECTION 9 SECTION 9
The GTX 327 transponder is powered on by pressing the STBY, ALT or ON The GTX 327 transponder is powered on by pressing the STBY, ALT or ON
keys, or by a remote avionics master switch (if applicable). After power on, a keys, or by a remote avionics master switch (if applicable). After power on, a
start-up page will be displayed while the unit performs a self test. start-up page will be displayed while the unit performs a self test.
Y
Mode Selection Keys Mode Selection Keys
OFF - Powers off the GTX 327.
STBY - Powers on the transponder in standby mode.
OFF - Powers off the GTX 327.
STBY - Powers on the transponder in standby mode.
N L
At power on the last active identification code will be
E O
At power on the last active identification code will be
C
selected. When in standby mode, the transponder will selected. When in standby mode, the transponder will
not reply to any interrogations.
N
E HT
not reply to any interrogations.
R
ON - Powers on the transponder in Mode A. At power on the last active ON - Powers on the transponder in Mode A. At power on the last active
identification code will be selected. In this mode, the transponder replies
E LIG
identification code will be selected. In this mode, the transponder replies
F
E F
to interrogations, as indicated by the Reply Symbol . Replies do not to interrogations, as indicated by the Reply Symbol . Replies do not
include altitude information.
R R
include altitude information.
R O
ALT -Powers on the transponder in Mode A and Mode C. At power on ALT -Powers on the transponder in Mode A and Mode C. At power on
FO T F
the last active identification code will be selected. In ALT mode, the the last active identification code will be selected. In ALT mode, the
NO
transponder replies to identification and altitude interrogations, as transponder replies to identification and altitude interrogations, as
indicated by the Reply Symbol . Replies to altitude interrogations indicated by the Reply Symbol . Replies to altitude interrogations
include the standard pressure altitude received from an external altitude include the standard pressure altitude received from an external altitude
source, which is not adjusted for barometric pressure. The ALT mode source, which is not adjusted for barometric pressure. The ALT mode
may be used in aircraft not equipped with the optional altitude encoder; may be used in aircraft not equipped with the optional altitude encoder;
however, the reply signal will not include altitude information. however, the reply signal will not include altitude information.
GTX 327 Configuration Mode GTX 327 Configuration Mode

The GTX 327s configuration, which is normally done at time of installation, The GTX 327s configuration, which is normally done at time of installation,
influences many of the units functions described in this manual. If you wish to influences many of the units functions described in this manual. If you wish to
view or change any of the GTX 327 configuration parameters, you may access view or change any of the GTX 327 configuration parameters, you may access
the GTX 327 Configuration Mode. Use caution when changing configuration. the GTX 327 Configuration Mode. Use caution when changing configuration.
When in doubt, contact your authorized GARMIN Aviation Service Center. When in doubt, contact your authorized GARMIN Aviation Service Center.
The Configuration Mode should not be used while the aircraft is airborne. The Configuration Mode should not be used while the aircraft is airborne.
SECTION 9 SECTION 9
SECTION 7 - DESCRIPTION AND OPERATION (continued) SECTION 7 - DESCRIPTION AND OPERATION (continued)
GTX 327 Configuration Mode (continued) GTX 327 Configuration Mode (continued)
To use the GTX 327 Configuration Mode: To use the GTX 327 Configuration Mode:
1. Press and hold the FUNC key while powering on the unit using the 1. Press and hold the FUNC key while powering on the unit using the
STBY, ON, or ALT key (or using an avionics master switch). STBY, ON, or ALT key (or using an avionics master switch).
2. Press the FUNC key to sequence through the configuration pages. 2. Press the FUNC key to sequence through the configuration pages.
3. Use the CRSR key to highlight selectable fields on each page. 3. Use the CRSR key to highlight selectable fields on each page.
4. When a field is highlighted, enter numeric data using the 0 - 9 keys, and 4. When a field is highlighted, enter numeric data using the 0 - 9 keys, and
select items from a list using the 8 or 9 keys. select items from a list using the 8 or 9 keys.
5. Press the CRSR key to confirm list selections. 5. Press the CRSR key to confirm list selections.
Code Selection Code Selection

LY
O N
Code selection is done with eight keys C
E
Code selection is done with eight keys (0 - 7) that provide 4,096 active
identification codes. Pushing oneE
N (0 - 7)Tthat provide 4,096 active
identification codes. Pushing one of these keys begins the code selection
E Rbe activated
G Huntil the fourth digit is entered.
of these keys begins the code selection
sequence. The new code will not be activated until the fourth digit is entered.
Fmove theon Lthe
sequence. The new code will not
I
Pressing the CLR key will move the cursor back to the previous digit. Pressing
R E cursor is F
Pressing the CLR key will cursor back to the previous digit. Pressing
the CLR key when the cursor is on the first digit of the code, or pressing the the CLR key when the
R code. R first digit of the code, or pressing the
O The numbers 8 and 9 are not used for code entry,

restoring O
the previousF
CRSR key during code entry, will remove the cursor and cancel data entry, CRSR key during code entry, will remove the cursor and cancel data entry,
restoring the previous code. The numbers 8 and 9 are not used for code entry,
F
only for enteringT
O
only for entering a Count Down time, and in the Configuration Mode. a Count Down time, and in the Configuration Mode.
SECTION 9 SECTION 9
Code Selection (continued) Code Selection (continued)
Important Codes: Important Codes:
1200 - The VFR code for any altitude in the US (Refer to ICAO standards 1200 - The VFR code for any altitude in the US (Refer to ICAO standards
elsewhere) elsewhere)
7000 - The VFR code commonly used in Europe (Refer to ICAO standards) 7000 - The VFR code commonly used in Europe (Refer to ICAO standards)
7500 - Hijack code (Aircraft is subject to unlawful interference) 7500 - Hijack code (Aircraft is subject to unlawful interference)
7600 - Loss of communications 7600 - Loss of communications
7700 - Emergency 7700 - Emergency
7777 - Military interceptor operations (Never squawk this code) 7777 - Military interceptor operations (Never squawk this code)
0000 - Military use (Not enterable) 0000 - Military use (Not enterable)
LY
Care should be taken not to select the code 7500 and all codes in the 7600 -
N
Care should be taken not to select the code 7500 and all codes in the 7600 -
O
E
7777 range, which trigger special indicators in automated facilities. Only the 7777 range, which trigger special indicators in automated facilities. Only the
C
code 7500 will be decoded as the hijack code. An aircrafts transponder code code 7500 will be decoded as the hijack code. An aircrafts transponder code
(when available) is utilized to enhance the tracking capabilities of the ATC
E HTN
(when available) is utilized to enhance the tracking capabilities of the ATC
R
facility, therefore care should be taken when making routine code changes. facility, therefore care should be taken when making routine code changes.
F E LIG
R E F
R key activates the Special Position
Keys for Other GTX 327 Functions Keys for Other GTX 327 Functions
IDENT - Pressing the IDENT key activates the Special Position
R
IDENT - Pressing
O return O
the IDENT
Ffrom others on the air traffic controllers screen.
F T
Identification (SPI) Pulse for 18 seconds, identifying your Identification (SPI) Pulse for 18 seconds, identifying your
The wordO
transponder return from others on the air traffic controllers screen. transponder
while N
The word IDENT will appear in the upper left corner of the display IDENT will appear in the upper left corner of the display
while the IDENT mode is active. the IDENT mode is active.
VFR - Sets the transponder code to the pre-programmed VFR code VFR - Sets the transponder code to the pre-programmed VFR code
selected in Configuration Mode (this is set to 1200 at the factory). selected in Configuration Mode (this is set to 1200 at the factory).
Pressing the VFR key again will restore the previous identification Pressing the VFR key again will restore the previous identification
code. code.
FUNC - Changes the page shown on the right side of the display. FUNC - Changes the page shown on the right side of the display.
Displayed data includes Pressure Altitude, Flight Time, Count Up Displayed data includes Pressure Altitude, Flight Time, Count Up
timer, Count Down timer, and may include Contrast and Display timer, Count Down timer, and may include Contrast and Display
Brightness, depending on configuration (as shown in the screens Brightness, depending on configuration (as shown in the screens
below): below):
SECTION 9 SECTION 9
Keys for Other GTX 327 Functions (continued) Keys for Other GTX 327 Functions (continued)
PRESSURE ALT: Displays the altitude data supplied to the PRESSURE ALT: Displays the altitude data supplied to the
GTX 327 in feet, hundreds of feet (i.e., flight level), or meters, GTX 327 in feet, hundreds of feet (i.e., flight level), or meters,
depending on configuration. depending on configuration.
FLIGHT TIME: Displays the Flight Time, which is controlled FLIGHT TIME: Displays the Flight Time, which is controlled
by the START/STOP key or by a squat switch as configured by the START/STOP key or by a squat switch as configured
during installation. With squat switch control, the timer begins during installation. With squat switch control, the timer begins
when lift off is sensed and pauses when landing is sensed. when lift off is sensed and pauses when landing is sensed.
COUNT UP TIMER: Controlled by START/STOP and CLR COUNT UP TIMER: Controlled by START/STOP and CLR
keys. keys.
COUNT DOWN TIMER: Controlled by START/STOP, CLR,
LY
COUNT DOWN TIMER: Controlled by START/STOP, CLR,
N
and CRSR keys. The initial Count Down time is entered with the and CRSR keys. The initial Count Down time is entered with the
0 - 9 keys. 0 - 9 keys.
E O
C
CONTRAST: This page is only displayed if manual contrast CONTRAST: This page is only displayed if manual contrast
mode is selected in Configuration Mode. Contrast is controlled
E HTN
mode is selected in Configuration Mode. Contrast is controlled
R
by the 8 and 9 keys. by the 8 and 9 keys.
DISPLAY: This page is only displayed if manual backlighting
F E LIG
DISPLAY: This page is only displayed if manual backlighting
E F
mode is selected in Configuration Mode. Backlighting is mode is selected in Configuration Mode. Backlighting is
controlled by the 8 and 9 keys.
R R R
controlled by the 8 and 9 keys.
O
FOSTART/STOP
T F - Starts and stops the Count Up and Count Down
O
START/STOP - Starts and stops the Count Up and Count Down
timers.
CRSR - Initiates entry of the starting time for the Count Down Ntimers.
CRSR - Initiates entry of the starting time for the Count Down
timer and cancels transponder code entry. timer and cancels transponder code entry.
CLR - Resets the Count Up and Count Down timers and cancels CLR - Resets the Count Up and Count Down timers and cancels
the previous keypress during code selection. the previous keypress during code selection.
8 - Reduces Contrast and Display Brightness when the respective 8 - Reduces Contrast and Display Brightness when the respective
pages are displayed. Also enters the number 8 into the Count pages are displayed. Also enters the number 8 into the Count
Down timer. Down timer.
9 - Increases Contrast and Display Brightness when the respective 9 - Increases Contrast and Display Brightness when the respective
pages are displayed. Also enters the number 9 into the Count pages are displayed. Also enters the number 9 into the Count
Down timer. Down timer.
SECTION 9 SECTION 9
Altitude Trend Indicator Altitude Trend Indicator
When the PRESSURE ALT page is displayed, an arrow may be displayed to When the PRESSURE ALT page is displayed, an arrow may be displayed to
the right of the altitude, indicating that the altitude is increasing or decreasing. the right of the altitude, indicating that the altitude is increasing or decreasing.
One of two sizes of arrows may be displayed depending on the rate of One of two sizes of arrows may be displayed depending on the rate of
climb/descent. The sensitivity of these arrows is set using the GTX climb/descent. The sensitivity of these arrows is set using the GTX
Configuration Mode. Configuration Mode.
Timer Operation Timer Operation

To operate the Flight Timer: To operate the Flight Timer:
1. Press the FUNC key until FLIGHT TIME is displayed. 1. Press the FUNC key until FLIGHT TIME is displayed.
2. If the GTX 327 is configured as having a squat switch installed, the
Y
L
timer will begin counting automatically when the squat switch senses timer will begin counting automatically when the squat switch senses
that the aircraft has become airborne. that the aircraft has become airborne.
O N
3. If desired, you may press START/STOP to pause or restart the timer.
E
3. If desired, you may press START/STOP to pause or restart the timer.
C
4. Press CLR to reset the timer to zero. 4. Press CLR to reset the timer to zero.
N
E HT
R
timer will pause automatically when the squat switch senses that the timer will pause automatically when the squat switch senses that the
aircraft has touched down. aircraft has touched down.
F E LIG
To operate the Count Up timer:
R E FUP is displayed.
To operate the Count Up timer:
1. Press the FUNC key until COUNT UP is displayed.
2. If necessary, R
press CLR O
1. Press the FUNC key
R the Count Up timer to zero.
until COUNT
2. If necessary, press CLR to reset the Count Up timer to zero.
O T Fto count up. to reset
4. Press F
3. Press START/STOP to count up. 3. Press START/STOP
4. Press START/STOP again to pause the timer.
5. Press CLR to reset the timer to zero. 5. Press CLRN O
START/STOP
to reset the
again to pause the timer.
timer to zero.
To operate the Count Down timer: To operate the Count Down timer:
1. Press the FUNC key until COUNT DOWN is displayed. 1. Press the FUNC key until COUNT DOWN is displayed.
2. Press CRSR and use the 0 - 9 keys to set the initial time. All digits must 2. Press CRSR and use the 0 - 9 keys to set the initial time. All digits must
be entered (use the 0 key to enter leading zeros). be entered (use the 0 key to enter leading zeros).
3. Press START/STOP to count down. 3. Press START/STOP to count down.
4. Press START/STOP again to pause the timer. 4. Press START/STOP again to pause the timer.
5. When the Count Down timer expires, the words COUNT DOWN are 5. When the Count Down timer expires, the words COUNT DOWN are
replaced with EXPIRED, and the time begins counting up and replaced with EXPIRED, and the time begins counting up and
flashing. flashing.
6. Press CLR to reset the timer to the initial time value. 6. Press CLR to reset the timer to the initial time value.
SECTION 9 SECTION 9
Automatic ALT/STBY Mode Switching Automatic ALT/STBY Mode Switching
If the GTX 327 is configured for automatic standby switching, the mode will If the GTX 327 is configured for automatic standby switching, the mode will
automatically change to ALT when a squat switch senses that the aircraft has automatically change to ALT when a squat switch senses that the aircraft has
become airborne. Also, the mode will change to STBY automatically when a become airborne. Also, the mode will change to STBY automatically when a
squat switch senses that the aircraft has touched down. Additionally, a delay squat switch senses that the aircraft has touched down. Additionally, a delay
time can be set in the Configuration Mode, causing the GTX 327 to wait a time can be set in the Configuration Mode, causing the GTX 327 to wait a
specified length of time after landing before automatically changing to STBY specified length of time after landing before automatically changing to STBY
mode. mode.
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O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
SECTION 9 SECTION 9
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O N
C E
N
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R
E LIGLEFT BLANK
F
E F
R R R
O
FO T F
NO
SECTION 9 SECTION 9

AND AND

FOR FOR
AVIDYNE 5RR-MFC-SERIES AVIDYNE 5RR-MFC-SERIES
FLIGHTMAX FLIGHT SITUATION DISPLAY FLIGHTMAX FLIGHT SITUATION DISPLAY
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N
O
E
FAA Approved Airplane Flight Manual when the Avidyne FlightMax 700/750, FAA Approved Airplane Flight Manual when the Avidyne FlightMax 700/750,
C
5RR-MFC-XXX-( ), is installed in accordance with Avidyne Installation 5RR-MFC-XXX-( ), is installed in accordance with Avidyne Installation
Manual 600-0067 Rev. 0 or later per the Equipment List. The information
N
E HT
Manual 600-0067 Rev. 0 or later per the Equipment List. The information
R
contained herein supplements or supersedes the Pilots Operating Handbook contained herein supplements or supersedes the Pilots Operating Handbook
and FAA Approved Airplane Flight Manual only in those areas listed herein.
E LIG
and FAA Approved Airplane Flight Manual only in those areas listed herein.
F
E F
For limitations, procedures and performance information not contained in this For limitations, procedures and performance information not contained in this
R R
R O
FO T F
NO
SECTION 9 SECTION 9
NOTE NOTE
FlightMax 700 FSD is a radar indicator only and does not FlightMax 700 FSD is a radar indicator only and does not
have functionality for Navigator, Lightning, Charts, or have functionality for Navigator, Lightning, Charts, or
Traffic. The FlightMax 700 FSD is a radar indicator only Traffic. The FlightMax 700 FSD is a radar indicator only
for the RDR-2000 Vertical Profile Weather Radar System. for the RDR-2000 Vertical Profile Weather Radar System.
This supplement provides information necessary for the operation of the This supplement provides information necessary for the operation of the
aircraft with the Avidyne FlightMax 700/750 FSD installed (5RR-MFC Series aircraft with the Avidyne FlightMax 700/750 FSD installed (5RR-MFC Series
FlightMax Flight Situation Display installed in accordance with FAA FlightMax Flight Situation Display installed in accordance with FAA
approved Piper data). approved Piper data).
L Y
1. Use of Avidyne charts during IFR flight requires an IFRN
receiver and installation, operated in accordance O

1. Use of Avidyne charts during IFR flight requires an IFR approved GPS approved GPS
receiver and installation, operated in accordance with its applicable
C E with its applicable
NrequiresTanwith
limitations. (FlightMax 750 FSD only) limitations. (FlightMax 750 FSD only)
2. Use of Avidyne Navigator during IFR flight requires an IFR approved GPS
E
2. Use of Avidyne Navigator during IFR flight
R H its applicable
IFR approved GPS
E only) IG
receiver and installation, operated in accordance with its applicable receiver and installation, operated in accordance
limitations. (FlightMax 750 FSD only)
E Fis not toFbeLpredicated on the use of Avidyne
limitations. (FlightMax 750 FSD
R navigation
3. Navigation during IFR flight is not to be predicated on the use of Avidyne 3. Navigation during IFR flight
Navigator while in internal navigation mode. (FlightMax 750 FSD only)
R
Navigator while in internal
R
O750 FSD only)
mode. (FlightMax 750 FSD only)
4. Navigation during IFR flight is not to be predicated on the use of Avidyne
Navigator unless: (FlightMax 750 FSD only) O
4. Navigation during
F
IFR flight is not
F T data base is current; or
Navigator unless: (FlightMax
to be predicated on the use of Avidyne
a. The navigational data base is current; or

b. The pilot manually verifies the location of each waypoint used for N Omanually verifies the location of each waypoint used for
a. The navigational
b. The pilot
navigational guidance navigational guidance
5. Navigation is not to be predicated on the use of Avidyne charts. (FlightMax 5. Navigation is not to be predicated on the use of Avidyne charts. (FlightMax
750 FSD only) 750 FSD only)
6. Loading or updating charts and navigation data with the CD-ROM is not to 6. Loading or updating charts and navigation data with the CD-ROM is not to
be accomplished while in flight. (FlightMax 750 FSD only) be accomplished while in flight. (FlightMax 750 FSD only)
7. The users manual for the 5RR-MFC Series Avidyne FlightMax 700/750 7. The users manual for the 5RR-MFC Series Avidyne FlightMax 700/750
must be available to the pilot during all flight operations. must be available to the pilot during all flight operations.
SECTION 9 SECTION 9
There is no change to the aircraft emergency procedures with this equipment There is no change to the aircraft emergency procedures with this equipment
installed. installed.
Normal operating procedures for all FSD functions are shown in the Normal operating procedures for all FSD functions are shown in the
FlightMax 700/750 Series Users Manual, 600-0032. FlightMax 700/750 Series Users Manual, 600-0032.
The system is protected by a circuit breaker labeled RADAR. The system is protected by a circuit breaker labeled RADAR.
Y
The Avidyne unit controls the operating mode (Standby or Operate) for the The Avidyne unit controls the operating mode (Standby or Operate) for the
SKYWATCH TAS. Normally the unit is in Standby on the ground and Operate
when airborne. If the Avidyne unit is inoperative, the SKYWATCH TAS
N L
SKYWATCH TAS. Normally the unit is in Standby on the ground and Operate
when airborne. If the Avidyne unit is inoperative, the SKYWATCH TAS
cannot be selected to operate on the ground. (FlightMax 750 FSD only)
E O
cannot be selected to operate on the ground. (FlightMax 750 FSD only)
N C
Tthis equipment installed.
R E with H
There is no change to aircraft performance with this equipment installed.
E LIG
There is no change to aircraft performance
F
R E BALANCE F
R
SECTION 6 - WEIGHT AND BALANCE SECTION 6 - WEIGHT AND
O R optional
F O
F T
Factory installed optional equipment is included in the licensed weight and Factory installed equipment is included in the licensed weight and
NO
balance data in Section 6 of the Pilots Operating Handbook. balance data in Section 6 of the Pilots Operating Handbook.
AVIDYNE NAVIGATOR (FlightMax 750 FSD only) AVIDYNE NAVIGATOR (FlightMax 750 FSD only)
Avidyne Navigator is a vector graphic, moving map navigation management Avidyne Navigator is a vector graphic, moving map navigation management
and display program. Navigator uses a database of airports, navaids, airways and display program. Navigator uses a database of airports, navaids, airways
and airspace fixes which allows the pilot to view a detailed map of the and airspace fixes which allows the pilot to view a detailed map of the
navigational environment and follow the progress of a flight plan. Flight plans navigational environment and follow the progress of a flight plan. Flight plans
can be constructed and saved using items in the database. can be constructed and saved using items in the database.
SECTION 9 SECTION 9
SECTION 7 - DESCRIPTION AND OPERATION (CONTINUED) SECTION 7 - DESCRIPTION AND OPERATION (CONTINUED)
AVIDYNE NAVIGATOR (FlightMax 750 FSD only) (continued) AVIDYNE NAVIGATOR (FlightMax 750 FSD only) (continued)
Navigator displays real-time navigation data such as distance and bearing to Navigator displays real-time navigation data such as distance and bearing to
waypoints and nearby airports, cross-track error against a planned route of waypoints and nearby airports, cross-track error against a planned route of
flight, and estimated time of arrival at a destination. This information is flight, and estimated time of arrival at a destination. This information is
displayed in data blocks overlaid onto the moving map. Avidyne has provided displayed in data blocks overlaid onto the moving map. Avidyne has provided
several default nav pages that contain commonly used data blocks. Custom several default nav pages that contain commonly used data blocks. Custom
display pages can be designed by selecting and arranging data blocks in a display pages can be designed by selecting and arranging data blocks in a
manner appropriate to each phase of flight. manner appropriate to each phase of flight.
Y
Avidyne Navigator obtains position data such as latitude/longitude, ground Avidyne Navigator obtains position data such as latitude/longitude, ground
track and speed from a separately installed and approved Global Positioning
System (GPS) receiver. The characteristics and approved uses of the GPS
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track and speed from a separately installed and approved Global Positioning
System (GPS) receiver. The characteristics and approved uses of the GPS
receiver from which it gets its data determine, in part, the ways that Navigator
E O
receiver from which it gets its data determine, in part, the ways that Navigator
C
may be used in flight. In addition to basic position data, most GPS receivers may be used in flight. In addition to basic position data, most GPS receivers
also send flight plan information, navigation data, and supplemental data such
N
E HT
also send flight plan information, navigation data, and supplemental data such
R
as satellite status. as satellite status.
NOTE
F ENOTE
L IGis available when
No Avidyne heading information is available when
Skywatch is inR
E F
No Avidyne heading information
Skywatch is in Standby mode during ground operation.
R O R
Standby mode during ground operation.
Navigator mayO used as F
Navigator may be used as either a navigation management system or simply
F bedisplay.
T
either a navigation management system or simply
how Navigator mayO

as a navigation display. The operating mode of the GPS receiver constrains as a navigation The operating mode of the GPS receiver constrains
how Navigator may be used. If a direct-to-waypoint or a flight plan is selected
in the GPS receiver, Navigator disables its waypoint and flight plan selection N beNavigator
in the GPS receiver,
used. If a direct-to-waypoint or a flight plan is selected
disables its waypoint and flight plan selection
features and uses the waypoints sent by the GPS receiver. In this mode, features and uses the waypoints sent by the GPS receiver. In this mode,
Navigator functions as a navigation display, showing only the navigation data Navigator functions as a navigation display, showing only the navigation data
sent by the GPS receiver. This mode is referred to as external navigation. sent by the GPS receiver. This mode is referred to as external navigation.
If no flight plan or other navigational mode is engaged on the GPS receiver, it If no flight plan or other navigational mode is engaged on the GPS receiver, it
will provide continuous position data to Avidyne Navigator. In this case, will provide continuous position data to Avidyne Navigator. In this case,
Navigator enables its navigational features. Navigation to waypoints and via Navigator enables its navigational features. Navigation to waypoints and via
flight plans may be selected. Navigation data such as range, bearing and flight plans may be selected. Navigation data such as range, bearing and
cross-track error will be calculated internally by Navigator and displayed as cross-track error will be calculated internally by Navigator and displayed as
before. In this mode, Avidyne Navigator works as a complete navigation before. In this mode, Avidyne Navigator works as a complete navigation
management system. This mode is referred to as internal navigation. management system. This mode is referred to as internal navigation.
SECTION 9 SECTION 9
AVIDYNE LIGHTNING (FlightMax 750 FSD only) AVIDYNE LIGHTNING (FlightMax 750 FSD only)
Avidyne Lightning displays weather avoidance data gathered by an airborne Avidyne Lightning displays weather avoidance data gathered by an airborne
thunderstorm sensor, the BF Goodrich Avionics Systems Stormscope WX-500 thunderstorm sensor, the BF Goodrich Avionics Systems Stormscope WX-500
Weather Mapping System. Proper use of Avidyne Lightning and the WX-500 Weather Mapping System. Proper use of Avidyne Lightning and the WX-500
can improve the pilots ability to maintain a safe distance from thunderstorms. can improve the pilots ability to maintain a safe distance from thunderstorms.
Before operating Avidyne Lightning, the Stormscope WX-500 Users Guide Before operating Avidyne Lightning, the Stormscope WX-500 Users Guide
should be read and understood. It contains information essential to the proper should be read and understood. It contains information essential to the proper
use and interpretation of the displays presented by Avidyne Lightning. use and interpretation of the displays presented by Avidyne Lightning.
Airborne thunderstorm sensors detect the electrical discharge associated with Airborne thunderstorm sensors detect the electrical discharge associated with
lightning. By means of their specialized antennas and electronics and lightning. By means of their specialized antennas and electronics and
sophisticated processing software, they are able to determine the approximate
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sophisticated processing software, they are able to determine the approximate
range and relative bearing of each lightning strike. This information is then
sent to the FSD for display. sent to the FSD for display.
O N
range and relative bearing of each lightning strike. This information is then
NOTE
C
NOTEE
Stormscope WX-500 strike/cell bearings may not be N
E HT
Stormscope WX-500 strike/cell bearings may not be
accurately depicted during and after turns in large
R
E LIG
accurately depicted during and after turns in large
crosswind correction conditions. This inaccuracy in the
F
crosswind correction conditions. This inaccuracy in the
E F
R
strike/cell bearings is due to GPS ground track being used strike/cell bearings is due to GPS ground track being used
as the stormscope heading reference instead of actual
R R
as the stormscope heading reference instead of actual
O
FOStrike ratesF
aircraft heading. aircraft heading.
Strike rates may be different between Avidyne and other
O T may be different between Avidyne and other
N
Stormscope information displays due to differences in Stormscope information displays due to differences in
software calculation methods. software calculation methods.
Avidyne Lightning gives access to all of the functions of the thunderstorm Avidyne Lightning gives access to all of the functions of the thunderstorm
sensor. It provides display functions that will show the reported locations of sensor. It provides display functions that will show the reported locations of
thunderstorms with respect to the aircraft. If a GPS navigator is reporting thunderstorms with respect to the aircraft. If a GPS navigator is reporting
aircraft position to the FSD or a remote compass is reporting aircraft heading aircraft position to the FSD or a remote compass is reporting aircraft heading
to the thunderstorm sensor, Lightning will adjust the displayed position of to the thunderstorm sensor, Lightning will adjust the displayed position of
recorded lightning strikes. recorded lightning strikes.
Since lightning and thunderstorms are always associated with hazardous Since lightning and thunderstorms are always associated with hazardous
weather conditions, including extreme turbulence, heavy precipitation and weather conditions, including extreme turbulence, heavy precipitation and
damaging hail, avoidance of areas where lightning is present will increase the damaging hail, avoidance of areas where lightning is present will increase the
likelihood of avoiding these hazards. likelihood of avoiding these hazards.
SECTION 9 SECTION 9
AVIDYNE CHARTS (FlightMax 750 FSD only) AVIDYNE CHARTS (FlightMax 750 FSD only)
Avidyne Charts is a moving map display. Interfacing with an onboard, external Avidyne Charts is a moving map display. Interfacing with an onboard, external
GPS, Avidyne Charts shows aircraft position on the 3 by 4 inch display. GPS, Avidyne Charts shows aircraft position on the 3 by 4 inch display.
Avidyne Charts gives access to digitized versions of VFR and IFR ENROUTE Avidyne Charts gives access to digitized versions of VFR and IFR ENROUTE
charts. Depending on what digital charts the user has loaded, the digitized charts. Depending on what digital charts the user has loaded, the digitized
VFR charts consist of the Sectional, WAC, and TAC charts. The three layers VFR charts consist of the Sectional, WAC, and TAC charts. The three layers
of charts smoothly transition from one scale to another as the display is of charts smoothly transition from one scale to another as the display is
zoomed in and out. The IFR charts are digitized versions of NOAA IFR LOW zoomed in and out. The IFR charts are digitized versions of NOAA IFR LOW
AND HIGH ALTITUED ENROUTE charts. AND HIGH ALTITUED ENROUTE charts.
Avidyne Charts does not have the functionality of a navigation system. It
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Avidyne Charts does not have the functionality of a navigation system. It
N
supplements the selected mode of navigation to improve situational awareness. supplements the selected mode of navigation to improve situational awareness.
The position displayed on Avidyne Charts should be correlated with the
navigation information from conventional radio navigation instruments, GPS
E O
The position displayed on Avidyne Charts should be correlated with the
navigation information from conventional radio navigation instruments, GPS
or pilotage. or pilotage.
N C
R E HT
AVIDYNE RADAR (FlightMax 700/750 FSD) AVIDYNE RADAR (FlightMax 700/750
F E FSD) L IG
R Econtrol andFdisplay system for airborne weather
R the R
Avidyne Radar is an interface, control and display system for airborne weather Avidyne Radar is an interface,
O
FO F the Bendix/King RDR 2000 Vertical Profile
radar systems. It duplicates the weather display functions of the original radar systems. It duplicates weather display functions of the original
System.T
equipment indicator supplied with the Bendix/King RDR 2000 Vertical Profile equipment indicator supplied with
Consult the UsersO

Weather Radar System. Weather Radar
Consult the Users Manual for more information on Avidyne Radar.
N Manual for more information on Avidyne Radar.
AVIDYNE TRAFFIC (FlightMax 750 FSD only) AVIDYNE TRAFFIC (FlightMax 750 FSD only)
Avidyne Traffic displays traffic awareness data gathered by an airborne traffic Avidyne Traffic displays traffic awareness data gathered by an airborne traffic
sensor. Before operating Avidyne Traffic, consult the Users Guide of the sensor. Before operating Avidyne Traffic, consult the Users Guide of the
specific traffic or TCAS sensor which is used. It contains information essential specific traffic or TCAS sensor which is used. It contains information essential
to the proper use and interpretation of the displays presented by Avidyne to the proper use and interpretation of the displays presented by Avidyne
Traffic. Traffic.
SECTION 9 SECTION 9
DATABASE UPDATES DATABASE UPDATES
Avidyne Navigator is intended for use as an enhanced human interface to a Avidyne Navigator is intended for use as an enhanced human interface to a
variety of certified GPS receivers. As with certified receivers, the database of variety of certified GPS receivers. As with certified receivers, the database of
Avidyne Navigator is a critical component and must be kept current. Avidyne Navigator is a critical component and must be kept current.
It is the pilots responsibility to insure that current navigation and chart data is It is the pilots responsibility to insure that current navigation and chart data is
loaded in the system. Avidyne Navigator and Avidyne Charts will continuously loaded in the system. Avidyne Navigator and Avidyne Charts will continuously
display an Expired warning whenever operations are conducted with an display an Expired warning whenever operations are conducted with an
Y
expired navigation database or digital chart. The Expired warning will also be expired navigation database or digital chart. The Expired warning will also be
displayed upon Navigator startup. The warning can only be removed by
updating the data. Subscription and data loading instructions are given in the
N L
displayed upon Navigator startup. The warning can only be removed by
updating the data. Subscription and data loading instructions are given in the
Users Manual. Users Manual.
E O
N C
SYSTEM CONFIGURATION SYSTEM CONFIGURATION
R E HT
F IG system consists of the following
EDisplayL(FSD)
E F
The Avidyne Flight Situation Display (FSD) system consists of the following The Avidyne Flight Situation
items: items:
R R(FSD) (FlightMax 700/750 FSD)
A. A FlightR O
FO CDSeries F Loader Unit (FlightMax 750 FSD only)
A. A Flight Situation Display (FSD) (FlightMax 700/750 FSD) Situation Display
B. Optional CD / Data Loader Unit (FlightMax 750 FSD only)
O
B. Optional
T / Data
N
C. 5RR-MFC Series Users Manual (FlightMax 700/750 FSD) C. 5RR-MFC Users Manual (FlightMax 700/750 FSD)
SECTION 9 SECTION 9
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O N
C E
N
E LEFT TBLANK
THIS PAGE INTENTIONALLY LEFT BLANK R
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THIS PAGE INTENTIONALLY H
F
E F
R R R
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FO T F
NO
SECTION 9 SECTION 9

AND AND

FOR FOR
B.F. GOODRICH B.F. GOODRICH
SKYWATCH TRAFFIC ADVISORY SYSTEM SKYWATCH TRAFFIC ADVISORY SYSTEM
MODEL SKY497 MODEL SKY497
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N
O
E
FAA Approved Airplane Flight Manual when the optional BF Goodrich FAA Approved Airplane Flight Manual when the optional BF Goodrich
C
Skywatch Traffic Advisory System, Model SKY497 is installed per the Skywatch Traffic Advisory System, Model SKY497 is installed per the
Equipment List. The information contained herein supplements or supersedes
N
E HT
Equipment List. The information contained herein supplements or supersedes
R
the Pilots Operating Handbook and FAA Approved Airplane Flight Manual the Pilots Operating Handbook and FAA Approved Airplane Flight Manual
only in those areas listed herein. For limitations, procedures and performance
E LIG
only in those areas listed herein. For limitations, procedures and performance
F
E F
information not contained in this supplement, consult the Pilots Operating information not contained in this supplement, consult the Pilots Operating
Handbook and FAA Approved Airplane Flight Manual.
R R
Handbook and FAA Approved Airplane Flight Manual.
R O
FO T F
NO
SECTION 9 SECTION 9
The SKYWATCH system is an on-board traffic advisory system which The SKYWATCH system is an on-board traffic advisory system which
monitors a radius of nominally 6 nautical miles about the aircraft by monitors a radius of nominally 6 nautical miles about the aircraft by
interrogating any intruding aircraft transponder, and determines if a interrogating any intruding aircraft transponder, and determines if a
potential conflict exists with other aircraft. This is done by computing the potential conflict exists with other aircraft. This is done by computing the
range, altitude, bearing, and closure rate of other transponder equipped range, altitude, bearing, and closure rate of other transponder equipped
aircraft, with respect to the SKYWATCH equipped aircraft. aircraft, with respect to the SKYWATCH equipped aircraft.
SKYWATCH requires the following additional equipment to be functional SKYWATCH requires the following additional equipment to be functional
and operating: and operating:
Y
Encoding Altimeter Encoding Altimeter
Aircraft Compass (Directional Gyro)
Aircraft Suppression Bus
Aircraft Compass (Directional Gyro)
Aircraft Suppression Bus
N L
Squat Switch (both fixed and retractable gear aircraft)
E
Squat Switch (both fixed and retractable gear aircraft)
O
N C of threat
T
The SKYWATCH system provides a single level of threat advisory known The SKYWATCH system provides a single level advisory known
as a Traffic Advisory (TA). The TA display indicates the relative position
E
R GH less than 0.55 nm andof
as a Traffic Advisory (TA). The TA display indicates the relative position
Approach (CPA). In addition, E all aircraftIdetected

of an intruder when it is approximately 30 seconds from Closest Point of of an intruder when it is approximately 30 seconds from Closest Point
Approach (CPA). In addition, all aircraft detected less than 0.55 nm and
E F will FcauseL a TA to be generated. In airport
approach/departure R Rcriteria are reduced to approximately 15
+/- 800 feet from own aircraft will cause a TA to be generated. In airport +/- 800 feet from own aircraft
approach/departure areas, these criteria are reduced to approximately 15
R CPA. O
areas, these
FO attention
T Fto a possible collision threat using the voice
to 20 seconds from CPA. to 20 seconds from
The TA calls O
N TRAFFIC. The TA is intended to assist the pilot in
The TA calls attention to a possible collision threat using the voice
message TRAFFIC, TRAFFIC. The TA is intended to assist the pilot in message TRAFFIC,
achieving visual acquisition of the threat aircraft. achieving visual acquisition of the threat aircraft.
SKYWATCH is considered a backup system to the SEE AND AVOID SKYWATCH is considered a backup system to the SEE AND AVOID
concept and the ATC radar environment. concept and the ATC radar environment.
Skywatch data may be projected on the Garmin 530, the Garmin 430 and Skywatch data may be projected on the Garmin 530, the Garmin 430 and
the Avidyne FlightMax 740. See the POH supplements for operating the Avidyne FlightMax 740. See the POH supplements for operating
instructions for those items of equipment. The Avidyne FlightMax 740 instructions for those items of equipment. The Avidyne FlightMax 740
controls operation of the unit in Standby or Operate on the ground. controls operation of the unit in Standby or Operate on the ground.
SECTION 9 SECTION 9
Information shown on the display is provided to the pilot as an aid to Information shown on the display is provided to the pilot as an aid to
visually acquiring traffic. Pilots should maneuver their aircraft based only visually acquiring traffic. Pilots should maneuver their aircraft based only
on ATC guidance or positive visual acquisition of the conflicting traffic. on ATC guidance or positive visual acquisition of the conflicting traffic.
Maneuver should be consistent with ATC instructions. No maneuvers Maneuver should be consistent with ATC instructions. No maneuvers
should be made based only on a Traffic Advisory. ATC should be should be made based only on a Traffic Advisory. ATC should be
contacted for resolution of the Traffic conflict. contacted for resolution of the Traffic conflict.
If the pilot is advised by ATC to disable transponder altitude reporting, If the pilot is advised by ATC to disable transponder altitude reporting,
SKYWATCH must be turned OFF. SKYWATCH must be turned OFF.
Y
Operation of the SKYWATCH system requires that the SKYWATCH Operation of the SKYWATCH system requires that the SKYWATCH
Pilots Guide (p/n 009-10801-001, latest revision) be kept on the aircraft
and available to the pilot at all times. and available to the pilot at all times.
N L
Pilots Guide (p/n 009-10801-001, latest revision) be kept on the aircraft
E O
C
SKYWATCH can only detect aircraft which are transponder equipped. SKYWATCH can only detect aircraft which are transponder equipped.
N
E HT
R IG
E PROCEDURES
SECTION 3 - EMERGENCY PROCEDURES
F
E F
SECTION 3 - EMERGENCY
L
No change. R R
No change.
R O
FO T F
SECTION 4 - NORMAL PROCEDURES N4O- NORMAL PROCEDURES
SECTION
SELF TEST SELF TEST
The SKYWATCH system should be tested prior to flight. The SKYWATCH system should be tested prior to flight.
After completion of self test, the TRAFFIC ADVISORY SYSTEM After completion of self test, the TRAFFIC ADVISORY SYSTEM
TEST PASSED audio annunciation will be heard and the display will TEST PASSED audio annunciation will be heard and the display will
revert to the standby screen. revert to the standby screen.
SECTION 9 SECTION 9
SELF TEST (continued) SELF TEST (continued)
If TRAFFIC ADVISORY SYSTEM TEST FAILED is heard or the If TRAFFIC ADVISORY SYSTEM TEST FAILED is heard or the
SKY497 FAILED screen appears, the SKYWATCH system should be SKY497 FAILED screen appears, the SKYWATCH system should be
NOTE NOTE
The SELF TEST is inhibited when the aircraft is The SELF TEST is inhibited when the aircraft is
airborne. airborne.
STANDBY CHARACTERISTICS STANDBY CHARACTERISTICS

LY
The SKYWATCH system will display SKY497 STANDBY when the
O
The SKYWATCH system will display SKY497 STANDBY when the N
aircraft is on the ground and not tracking or processing traffic information.
E
aircraft is on the ground and not tracking or processing traffic information.
C
N
Standby gives the system the ability to track targets while on the ground. Standby gives the system the ability to track targets while on the ground.
E HT
Pressing the OPR button activates the system and changes the display Pressing the OPR button activates the system and changes the display
from the Standby screen to the Above (ABV) mode and 6 nm range. The
R
E LIG
from the Standby screen to the Above (ABV) mode and 6 nm range. The
F
ranges available are 6 nm and 2 nm and are selected by pressing the ranges available are 6 nm and 2 nm and are selected by pressing the
Display Range Button.
R
Display Range Button.
E F
To go back into Standby, pressR
To go back into Standby, press the STB button. The system will go to the
R O
O T Fswitchedwill
the STB button. The system will go to the
system F
SKY497 STANDBY screen and will not track targets again until the SKY497 STANDBY screen and not track targets again until the
automatically O
system is either manually switched out of Standby, while on the ground or is either manually out of Standby, while on the ground or
automatically switched out of Standby 8 seconds after the aircraft has
become airborne. N switched out of Standby 8 seconds after the aircraft has
become airborne.
The SELF TEST works by pressing the test button while in the SKY 497 The SELF TEST works by pressing the test button while in the SKY 497
SKYWATCH screen. SKYWATCH screen.
The SKYWATCH system, while in flight or operating on the ground, will The SKYWATCH system, while in flight or operating on the ground, will
display 3 altitude display modes. These are: Above (ABV), Normal display 3 altitude display modes. These are: Above (ABV), Normal
(NRM), and Below (BLW). These modes are activated by pressing the (NRM), and Below (BLW). These modes are activated by pressing the
Altitude display mode button. Altitude display mode button.
SECTION 9 SECTION 9
If TRAFFIC ADVISORY SYSTEM TEST FAILED is heard or the If TRAFFIC ADVISORY SYSTEM TEST FAILED is heard or the
SKY497 FAILED screen appears, the SKYWATCH system should be SKY497 FAILED screen appears, the SKYWATCH system should be
If the barometric altimeter fails in flight and is the altitude source for the If the barometric altimeter fails in flight and is the altitude source for the
transponder, turn SKYWATCH OFF. transponder, turn SKYWATCH OFF.
Y
RESPOND TO TRAFFIC ADVISORIES RESPOND TO TRAFFIC ADVISORIES
When the SKY497 issues a TA, scan outside for the intruder aircraft. Call
N L
When the SKY497 issues a TA, scan outside for the intruder aircraft. Call
ATC for guidance and if you visually acquire the traffic, use normal right
E O
ATC for guidance and if you visually acquire the traffic, use normal right
C traffic information shown on

of way procedures to maintain separation. of way procedures to maintain separation.
Do not attempt maneuvers based N solely on T

Do not attempt maneuvers based solely on traffic information shown on
R E on theHdisplay is provided to the flight
the SKY497 display. Information on the display is provided to the flight
Eacquiring
the SKY497 display. Information
F L G it is not a replacement for ATC
Itraffic;
E F
crew as an aid in visually acquiring traffic; it is not a replacement for ATC crew as an aid in visually
and SEE and AVOID techniques.
R
and SEE and AVOID
R R
techniques.
O
FO5 - PERFORMANCE
T F
NO
SECTION 5 - PERFORMANCE SECTION
balance data in the Equipment List attached to the Pilots Operating balance data in the Equipment List attached to the Pilots Operating
Handbook. Handbook.
See the BF Goodrich SKYWATCH Traffic Advisory System Model SKY See the BF Goodrich SKYWATCH Traffic Advisory System Model SKY
497 Pilots Guide for a complete description of this system. 497 Pilots Guide for a complete description of this system.
SECTION 9 SECTION 9
LY
O N
C E
N
E LEFT TBLANK
THIS PAGE INTENTIONALLY LEFT BLANK R
E LIG
THIS PAGE INTENTIONALLY H
F
E F
R R R
O
FO T F
NO
SECTION 9 SECTION 9

AND AND

FOR FOR
BF GOODRICH AEROSPACE BF GOODRICH AEROSPACE
WX-500 STORMSCOPE - SERIES II WEATHER MAPPING SENSOR WX-500 STORMSCOPE - SERIES II WEATHER MAPPING SENSOR

LY
FAA Approved Airplane Flight Manual when the BF Goodrich Aerospace
N
FAA Approved Airplane Flight Manual when the BF Goodrich Aerospace
O
E
WX-500 Stormscope is installed. The information contained herein WX-500 Stormscope is installed. The information contained herein
C
supplements or supersedes the Pilots Operating Handbook and FAA supplements or supersedes the Pilots Operating Handbook and FAA
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
N O
SECTION 9 SECTION 9
This supplement provides information necessary for the operation of the This supplement provides information necessary for the operation of the
aircraft with the BF Goodrich WX-500 Stormscope. aircraft with the BF Goodrich WX-500 Stormscope.
WARNING WARNING
Never use your Stormscope system to attempt to Never use your Stormscope system to attempt to
penetrate a thunderstorm. The FAA Advisory penetrate a thunderstorm. The FAA Advisory
Circular, Subject: Thunderstorms, and the Circular, Subject: Thunderstorms, and the
Airmans Information Manual (AIM) recom- Airmans Information Manual (AIM) recom-
mend that a pilot avoid by at least 20 mend that a pilot avoid by at least 20
miles any thunderstorm identified as severe miles any thunderstorm identified as severe
or giving an intense radar echo. or giving an intense radar echo.
LY
CAUTION
OCAUTION N
There are several atmospheric phenomena other
C E
There are several atmospheric phenomena other
than nearby thunderstorms that can cause isolated
N
E HT
than nearby thunderstorms that can cause isolated
R
discharge points in the strike display mode. discharge points in the strike display mode.
Clusters of two or more discharge points in the
E LIG
Clusters of two or more discharge points in the
F
E F
strike display mode, however, do indicate strike display mode, however, do indicate
thunderstorm activity when they reappear after
R R
thunderstorm activity when they reappear after
R O
clearing the screen. Avoid the clusters and youll clearing the screen. Avoid the clusters and youll
FO T F
avoid the thunderstorms. In the cell display avoid the thunderstorms. In the cell display
NO
mode, even a single discharge point may mode, even a single discharge point may
represent thunderstorm activity and should be represent thunderstorm activity and should be
avoided. avoided.
The BF Goodrich Aerospace WX-500 Stormscope Users Guide, p/n 009- The BF Goodrich Aerospace WX-500 Stormscope Users Guide, p/n 009-
11501-001, Rev. A, dated September 10, 1997, or later appropriate revision, 11501-001, Rev. A, dated September 10, 1997, or later appropriate revision,
must be immediately available to the flight crew whenever weather avoidance must be immediately available to the flight crew whenever weather avoidance
is predicated on the use of this system. is predicated on the use of this system.
SECTION 9 SECTION 9
Normal operating procedures are described in the BF Goodrich Aerospace Normal operating procedures are described in the BF Goodrich Aerospace
WX-500 Stormscope Users Guide, p/n 009-11501-001, Rev. A, dated WX-500 Stormscope Users Guide, p/n 009-11501-001, Rev. A, dated
September 10, 1997, or later appropriate revision. September 10, 1997, or later appropriate revision.
Y
Factory installed optional equipment is included in the licensed empty weight

N L
Factory installed optional equipment is included in the licensed empty weight
and balance data in Section 6 of the Pilots Operating Handbook.
E O
and balance data in Section 6 of the Pilots Operating Handbook.
SECTION 7 - DESCRIPTION ANDN

C
R E HT
OPERATION
F E LIG
R E F
R
A. OPERATING PROCEDURES A. OPERATING PROCEDURES
R O
FO description
F of the WX-500 system.
See the BF Goodrich Aerospace WX-500 Stormscope Users Guide for a See the BF Goodrich Aerospace WX-500 Stormscope Users Guide for a
T
NODISPLAY (Airplane Dependent)
complete description of the WX-500 system. complete
B. PILOTS DISPLAY (Airplane Dependent) B. PILOTS
The BF Goodrich Aerospace WX-500 Stormscopes data will appear on The BF Goodrich Aerospace WX-500 Stormscopes data will appear on
either the Avidyne FlightMax 740, the Garmin GNS 530, or the Garmin either the Avidyne FlightMax 740, the Garmin GNS 530, or the Garmin
GNS 430. GNS 430.
SECTION 9 SECTION 9
LY
O N
C E
N
E HT
R
E LIGLEFT BLANK
F
E F
R R R
O
FO T F
NO
SECTION 9 SECTION 9

AND AND

FOR FOR
MEGGITT ELECTRONIC FLIGHT DISPLAY SYSTEM (EFIS) MEGGITT ELECTRONIC FLIGHT DISPLAY SYSTEM (EFIS)
INSTALLED ON A PIPER PA-46-350P INSTALLED ON A PIPER PA-46-350P
Y
(PILOT SIDE ONLY) (PILOT SIDE ONLY)
N L
E O
The FAA approved operational supplement for the Meggitt Electronic
C
The FAA approved operational supplement for the Meggitt Electronic
N
E HT
Flight Display System (Pilot Side Only), installed in accordance with STC Flight Display System (Pilot Side Only), installed in accordance with STC
SA09557AC, is required for operation of this system. Meggitt/S-TEC will
R
SA09557AC, is required for operation of this system. Meggitt/S-TEC will
E LIG
F
be responsible to supply and revise the operational supplement. It is be responsible to supply and revise the operational supplement. It is
permitted to include the Meggitt supplement in this location of the Pilots
E F
permitted to include the Meggitt supplement in this location of the Pilots
R
Operating Handbook unless otherwise stated by Meggitt/S-TEC. The
R
Operating Handbook unless otherwise stated by Meggitt/S-TEC. The
R O
FO T F
information contained in the Meggitt supplement may supersede or information contained in the Meggitt supplement may supersede or
supplement the information in the basic Pilot's Operating Handbook and supplement the information in the basic Pilot's Operating Handbook and
NO
FAA Approved Airplane Flight Manual with respect to the operation of the FAA Approved Airplane Flight Manual with respect to the operation of the
Meggitt Electronic Flight Display System (Pilot Side Only). For limitations, Meggitt Electronic Flight Display System (Pilot Side Only). For limitations,
procedures and performance information not contained in the Meggitt procedures and performance information not contained in the Meggitt
supplement, consult the basic Pilot's Operating Handbook and FAA supplement, consult the basic Pilot's Operating Handbook and FAA
REVISED: APRIL 19, 2002 9-161 REVISED: APRIL 19, 2002 9-161
SECTION 9 SECTION 9
L Y
O N
C E
N
E HT
R
E LIGLEFT BLANK
F
E F
R R R
O
FO T F
NO
9-162 REVISED: APRIL 19, 2002 9-162 REVISED: APRIL 19, 2002
SECTION 9 SECTION 9

AND AND

FOR FOR
BENDIX/KING KMH 880 BENDIX/KING KMH 880
Y
MULTI-HAZARD AWARENESS SYSTEM MULTI-HAZARD AWARENESS SYSTEM
N L
E O
The FAA approved operational supplement for the Bendix/King
N C installedforintheaccordance
The FAA approved operational supplement Bendix/King
KMH 880 Multi-Hazard Awareness System, installed in accordance with
E
KMH 880 Multi-Hazard Awareness System,
T
R IGtheHoperational supplement. It is
with
E
STC SA01006WI-D, is required for operation of this system. Bendix/King STC SA01006WI-D, is required for operation of this system. Bendix/King
permitted to include EtheF L supplement in this location of the

will be responsible to supply and revise the operational supplement. It is will be responsible to supply and revise
permitted to include the Bendix/King supplement in this location of the
Pilots Operating R
F
Bendix/King
R
R O
Pilots Operating Handbook unless otherwise stated by Bendix/King. Handbook unless otherwise stated by Bendix/King.
The information contained in the Bendix/King supplement may supersede
or supplement the information in the basic Pilot's Operating Handbook and O
The information
F
contained
F T Flight inManual
or supplement
in the Bendix/King supplement may supersede
the information the basic Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual with respect to the operation of the
Bendix/King KMH 880 Multi-Hazard Awareness System. For limitations, N
Bendix/King
O
FAA Approved Airplane
KMH 880 Multi-Hazard
with respect to the operation of the
Awareness System. For limitations,
procedures and performance information not contained in the Bendix/King procedures and performance information not contained in the Bendix/King
supplement, consult the basic Pilot's Operating Handbook and FAA supplement, consult the basic Pilot's Operating Handbook and FAA
REVISED: NOVEMBER 8, 2002 9-163 REVISED: NOVEMBER 8, 2002 9-163
SECTION 9 SECTION 9
L Y
O N
C E
N
E HT
R
E LIGLEFT BLANK
F
E F
R R R
O
FO T F
NO
SECTION 9 SECTION 9

AND AND

FOR FOR
GARMIN GTX 330 TRANSPONDER GARMIN GTX 330 TRANSPONDER

L Y
FAA Approved Airplane Flight Manual when the Garmin GTX 330 Transponder
is installed per the Equipment List. The information contained herein
O N
FAA Approved Airplane Flight Manual when the Garmin GTX 330 Transponder
is installed per the Equipment List. The information contained herein
C E
N
E HT
R
E LIG
Manual. Manual.
F
E F
R R R
O
FO T F
NO
ALBERT J. MILL ALBERT J. MILL
D.O.A. NO. SO - 1 D.O.A. NO. SO - 1
DATE OF APPROVAL: January 20, 2004 DATE OF APPROVAL: January 20, 2004
REVISED: JANUARY 20, 2004 1 of 4, 9-165 REVISED: JANUARY 20, 2004 1 of 4, 9-165
SECTION 9 SECTION 9
This supplement supplies information necessary for the operation of the airplane This supplement supplies information necessary for the operation of the airplane
when the Garmin GTX 330 Transponder is installed in accordance with FAA when the Garmin GTX 330 Transponder is installed in accordance with FAA
approved Piper data. approved Piper data.
A. Display of TIS traffic information is advisory only and does not relieve the A. Display of TIS traffic information is advisory only and does not relieve the
pilot responsibility to see and avoid other aircraft. Aircraft maneuvers shall pilot responsibility to see and avoid other aircraft. Aircraft maneuvers shall
not be predicated on the TIS displayed information. not be predicated on the TIS displayed information.
B. Display of TIS traffic information does not constitute a TCAS I or TCAS II
Y
B. Display of TIS traffic information does not constitute a TCAS I or TCAS II
L
collision avoidance system as required by 14 CFR Part 121 or Part 135. collision avoidance system as required by 14 CFR Part 121 or Part 135.
C. Title 14 of the Code of Federal Regulations (14 CFR) states that When an
O N
C. Title 14 of the Code of Federal Regulations (14 CFR) states that When an
E
Air Traffic Control (ATC) clearance has been obtained, no pilot-in-command Air Traffic Control (ATC) clearance has been obtained, no pilot-in-command
C
(PIC) may deviate from that clearance, except in an emergency, unless he (PIC) may deviate from that clearance, except in an emergency, unless he
obtains an amended clearance. Traffic information provided by the TIS up-
N
E HT
obtains an amended clearance. Traffic information provided by the TIS up-
R
link does not relieve the PIC of this responsibility. link does not relieve the PIC of this responsibility.
D. The 400/500 Series Garmin Display Interfaces (Pilots Guide Addendum)
F E LIG
D. The 400/500 Series Garmin Display Interfaces (Pilots Guide Addendum)
P/N 190-00140-13 Rev. A or later revision must be accessible to the flight
R E F
P/N 190-00140-13 Rev. A or later revision must be accessible to the flight
R
crew during flight. crew during flight.
R O
FO T F
E. 400/500 Series Main Software 4.00 or later FAA approved software is E. 400/500 Series Main Software 4.00 or later FAA approved software is
required to operate the TIS interface and provide TIS functionality. required to operate the TIS interface and provide TIS functionality.

NO
To transmit an emergency signal: To transmit an emergency signal:

To transmit a signal representing loss of all communications: To transmit a signal representing loss of all communications:

9-166, 2 of 4 REVISED: JANUARY 20, 2004 9-166, 2 of 4 REVISED: JANUARY 20, 2004
SECTION 9 SECTION 9
BEFORE TAKEOFF: BEFORE TAKEOFF:
To transmit Mode C (Altitude Reporting) code in flight: To transmit Mode C (Altitude Reporting) code in flight:

To transmit Mode A (Aircraft Identification) code in flight: To transmit Mode A (Aircraft Identification) code in flight:
Mode Selector Key - ON Mode Selector Key - ON

L Y
N
NOTE NOTE
reply indicator R flashes, indicating transponder replies to
E O
reply indicator R flashes, indicating transponder replies to
interrogations. interrogations.
N C
NOTE
R E HinTALT also; however,
NOTE
Mode A reply codes are transmitted in ALT also; however,
Mode C codesF
E suppressed
only are L
Mode A reply codes are
IG when the Function
transmitted
Selector ONE F
Mode C codes only are suppressed when the Function
Selector ON key is selected.
R R
key is selected.
RTRANSPONDER
O F O OPERATING PROCEDURES
1. DETAILED TRANSPONDER OPERATING PROCEDURES
F
1. DETAILED
T operating procedures are described in the GARMIN
GTX 330O
Normal transponder operating procedures are described in the GARMIN Normal transponder
GTX 330 Pilots Guide, P/N 190-00207-00, Rev. A, or later appropriate
revision.
N
revision.
Pilots Guide, P/N 190-00207-00, Rev. A, or later appropriate
2. DISPLAY OF TRAFFIC INFORMATION SERVICE (TIS) DATA 2. DISPLAY OF TRAFFIC INFORMATION SERVICE (TIS) DATA
TIS surveillance data uplinked by Air Traffic Control (ATC) radar through the TIS surveillance data uplinked by Air Traffic Control (ATC) radar through the
GTX 330 Mode S Transponder will appear on the interfaced display device GTX 330 Mode S Transponder will appear on the interfaced display device
(Garmin 400 or 500 series products). For detailed operating instructions and (Garmin 400 or 500 series products). For detailed operating instructions and
information regarding the TIS interface, refer to the 400/500 Series Garmin information regarding the TIS interface, refer to the 400/500 Series Garmin
Display Interfaces (Pilots Guide Addendum) P/N 190-00140-13 Rev. A or Display Interfaces (Pilots Guide Addendum) P/N 190-00140-13 Rev. A or
later appropriate revision. later appropriate revision.
REVISED: JANUARY 20, 2004 3 of 4, 9-167 REVISED: JANUARY 20, 2004 3 of 4, 9-167
SECTION 9 SECTION 9
balance data in section 6 of the Airplane Flight Manual. balance data in section 6 of the Airplane Flight Manual.

L Y
See the 400/500 Series Garmin Display Interfaces (Pilots Guide Addendum),
O N Addendum),
See the 400/500 Series Garmin Display Interfaces (Pilots Guide
P/N 190-00140-13, and GTX 330 Pilots Guide, P/N 190-00207-00, for a
C E
P/N 190-00140-13, and GTX 330 Pilots Guide, P/N 190-00207-00, for a
N
complete description of the GTX 330 system. complete description of the GTX 330 system.
R E HT
F E LIG
R E F
R O R
FO T F
NO
9-168, 4 of 4 REVISED: JANUARY 20, 2004 9-168, 4 of 4 REVISED: JANUARY 20, 2004
SECTION 10 SECTION 10
PA-46-350P , MALIBU OPERATING TIPS PA-46-350P , MALIBU OPERATING TIPS

OPERATING TIPS OPERATING TIPS

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

10.3 Operating Tips .......................................................................... 10-1 10.3 Operating Tips .......................................................................... 10-1
LY
O N
C E
N
E HT
R
E LIG
F
E F
R R R
O
FO T F
NO
10-i 10-i
LY
O N
C E
N T
E LEFTHBLANK
R
E LIG
F
R E F
R O R
FO T F
NO
10-ii 10-ii
PA-46-350P, MALIBU OPERATING TIPS PA-46-350P, MALIBU OPERATING TIPS
OPERATING TIPS OPERATING TIPS

This section provides operating tips of particular value in the operation This section provides operating tips of particular value in the operation
of the Malibu. of the Malibu.
10.3 OPERATING TIPS 10.3 OPERATING TIPS
Y
(a) Learn to trim for takeoff so that only a very light back pressure on (a) Learn to trim for takeoff so that only a very light back pressure on
the control wheel is required to lift the airplane off the ground
L
the control wheel is required to lift the airplane off the ground
N under normal
(b) The best speed for takeoff is 80 to 85 KIAS under normal (b) The best speed for takeoff is 80 to 85 KIAS
E O
C
conditions. Trying to pull the airplane off the ground at too low an conditions. Trying to pull the airplane off the ground at too low an
airspeed decreases the controllability of the airplane in the event of
N
airspeed decreases the controllability of the airplane in the event of
REatIG HT
engine failure. engine failure.
(c) 10 of flaps may beE

EFat abutslower Lspeedflapbefore
(c) 10 of flaps may be lowered at airspeeds up to 165 KIAS and full lowered airspeeds up to 165 KIAS and full
flaps up to 116 KIAS, but to reduce flap operating loads, it is desirable
to have theR
flaps up to 116 KIAS,
R F
to reduce operating loads, it is desirable
Rattempting
to have the airplane at a slower speed before extending the flaps. airplane extending the flaps.
O F Oto reset any circuit breaker, allow a two to five

Fminute cooling
T
(d) Before attempting to reset any circuit breaker, allow a two to five (d) Before
Ostarting the engine, check that all radio switches, light switches
minute cooling off period. off period.
(e) Before starting the engine, check that all radio switches, light switches
and the pitot heat switch are in the off position so as not to create an
N
(e) Before
and the pitot heat switch are in the off position so as not to create an
overloaded condition when the starter is engaged. overloaded condition when the starter is engaged.
(f) Anti-collision lights should not be operating when flying through (f) Anti-collision lights should not be operating when flying through
cloud, fog or haze, since reflected light can produce spatial cloud, fog or haze, since reflected light can produce spatial
disorientation. Strobe lights should not be used in close proximity disorientation. Strobe lights should not be used in close proximity
to the ground, such as during taxiing, takeoff or landing. to the ground, such as during taxiing, takeoff or landing.
10-1 10-1
OPERATING TIPS PA-46-350P, MALIBU OPERATING TIPS PA-46-350P, MALIBU
10.3 OPERATING TIPS (continued) 10.3 OPERATING TIPS (continued)

(g) In an effort to avoid accidents, pilots should obtain and study the (g) In an effort to avoid accidents, pilots should obtain and study the
safety related information made available in FAA publications, safety related information made available in FAA publications,
such as regulations, advisory circulars, Aviation News, AIM and such as regulations, advisory circulars, Aviation News, AIM and
safety aids. safety aids.
(h) Prolonged slips or skids which result in excess of 2000 feet of (h) Prolonged slips or skids which result in excess of 2000 feet of
altitude loss or other radical or extreme maneuvers which could altitude loss or other radical or extreme maneuvers which could
cause uncovering of the fuel outlet must be avoided as fuel flow cause uncovering of the fuel outlet must be avoided as fuel flow
interruption may occur when the tank being used is not full. interruption may occur when the tank being used is not full.
(i) Pilots who fly above 10,000 feet should be aware of the need for (i) Pilots who fly above 10,000 feet should be aware of the need for
special physiological training. Appropriate training is available special physiological training. Appropriate training is available
for a small fee at approximately twenty-three Air Force Bases
LY
for a small fee at approximately twenty-three Air Force Bases
throughout the United States. The training is free at the NASA
Center in Houston and at the FAA Aeronautical Center in
O N
throughout the United States. The training is free at the NASA
Center in Houston and at the FAA Aeronautical Center in
Oklahoma.
Forms to be completed (PhysiologicalC
Oklahoma.
E
Forms to be completed (Physiological Training Application and
Agreement) for application for theE
N TrainingT Application and
Agreement) for application for the training course may be obtained by
E R IGH
training course may be obtained by
F Training,
LAAC-143
writing to the following address: writing to the following address:
R E F
R
Chief of Physiological Training, AAC-143 Chief of Physiological
FAA Aeronautical Center
R 25082 O
FAA Aeronautical Center
FO T City,F
P.O. Box 25082 P.O. Box
O that all pilots who plan to fly above 10,000 feet

Oklahoma City, Oklahoma 73125 Oklahoma Oklahoma 73125
It is recommended that all pilots who plan to fly above 10,000 feet
take this training before flying this high and then take refresher
N
It is recommended
take this training before flying this high and then take refresher
training every two or three years. training every two or three years.
10-2 10-2

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MALIBU MIRAGE MALIBU MIRAGE

II. Identification of Revised MaterialR

ORIGINAL PAGES ISSUED ORIGINAL PAGES ISSUED

R E F 5-28 Revised Fig. 5.29

Rev. 2 vi Added Rev. 2 to L of R. Rev. 2 vi Added Rev. 2 to L of R.

Rev. 5 vi-a Added Rev. 5 to L of R. N5O vi-a Added Rev. 5 to L of R.

April 15, 2002 April 15, 2002

E O Oct. 14, 2002

Rev. 9 F vi-b T Added Rev. 9 to L of R.

TABLE OF CONTENTS TABLE OF CONTENTS

SECTION 1 GENERAL SECTION 1 GENERAL

SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS

SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES

SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES

SECTION 10 OPERATING TIPS N10O OPERATING TIPS

TABLE OF CONTENTS TABLE OF CONTENTS

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

1.1 INTRODUCTION 1.1 INTRODUCTION

Although the arrangement of this handbook is intended to increase its

THREE VIEW THREE VIEW

1.3 ENGINE 1.3 ENGINE

1.7 FUEL 1.7 FUEL

1.9 OIL 1.9 OIL

C E Refer to latest revision of

1.11 MAXIMUM WEIGHTS 1.11 MAXIMUM WEIGHTS

1.13 STANDARD AIRPLANE WEIGHTS 1.13 STANDARD AIRPLANE WEIGHTS

1.19 SPECIFIC LOADING 1.19 SPECIFIC LOADING

IGor the minimum steady

IG actually read from an

TABLE OF CONTENTS TABLE OF CONTENTS

Paragraph Page Paragraph Page

2.1 General ..................................................................................... 2-1 2.1 General ..................................................................................... 2-1

2.1 GENERAL 2.1 GENERAL

2.3 AIRSPEED LIMITATIONS 2.3 AIRSPEED LIMITATIONS

2.3 AIRSPEED LIMITATIONS (CONTINUED) 2.3 AIRSPEED LIMITATIONS (CONTINUED)

when retracting the landing gear.R

2.5 AIRSPEED INDICATOR MARKINGS 2.5 O

2.7 POWER PLANT LIMITATIONS 2.7 POWER PLANT LIMITATIONS

(j) Propeller Diameter (inches) (j) Propeller Diameter (inches)

2.9 LEANING LIMITATIONS 2.9 LEANING LIMITATIONS

2.13 WEIGHT LIMITS 2.13 WEIGHT LIMITS

4340 144.1 147.1 4340 144.1

2.17 MANEUVER LIMITS 2.17 MANEUVER LIMITS

2.19 FLIGHT LOAD FACTORS 2.19 FLIGHT LOAD FACTORS

Types of Operation and Remarks Types of Operation and Remarks

Types of Operation and Remarks Types of Operation and Remarks

5. ICE PROTECTION 5. ICE PROTECTION

Types of Operation and Remarks Types of Operation and Remarks

Free Air Temperature Free Air Temperature

Gyroscopic Attitude Gyroscopic Attitude

Landing Gear Down Landing Gear Down

Landing Gear Landing Gear

GEAR WARN GEAR WARN

Types of Operation and Remarks Types of Operation and Remarks

Position Lights Position Lights

10. LIGHTS - 10. LIGHTS - N

11. PNEUMATIC/ N O NIGHT

Vacuum Pumps 1 IFR Vacuum Pumps 1 IFR

Gyro Suction Gyro Suction

Types of Operation and Remarks Types of Operation and Remarks

12. PRESSURIZED 12. PRESSURIZED

2.23 FUEL LIMITATIONS 2.23 FUEL LIMITATIONS

2.27 CABIN PRESSURIZATION LIMITS C

2.33 MAXIMUM SEATING CONFIGURATION 2.33 MAXIMUM SEATING CONFIGURATION