AEROSTAR

TRAINING
MATERIALS
AEROSTAR OWNERS ASSOCIATION

VERSION 2.1

9/28/2017

FOR TRAINING PURPOSES ONLY

 Disclaimer
Information contained in this training material has been obtained from manufacturer’s
pilot information manuals, operating handbooks, flight manuals, Federal Aviation
Administration publications, various sources on the Internet and past publications of the
Aerostar Owners Association (the “AOA”).

The staff and volunteers of the AOA have taken reasonable care in the compilation of
the data contained herein and in verification of its accuracy when published, however, the
content of this training material is subject to change without notice due to factors outside the
control of AOA, and these materials should, therefore, be used only as a guide, and for no
other purpose.

Anyone using, reviewing, and/or relying upon these training materials (a “user”,
including all users’ predecessors, successors, assigns, members, officers, directors,
shareholders, employees, agents, servants, guests, invitees, representatives, family
members, insurers, and attorneys, and any person or entity claiming by, through or under
them, or any of them) does so at their sole and exclusive risk and discretion, and on a
completely “as is”, “where is”, and “with all faults” basis. All such users further acknowledge
that the AOA, including AOA’s members, officers, directors, employees, agents, servants,
guests, invitees, representatives, insurers, and attorneys (collectively, the “AOA”) shall not
be deemed to have made, and the AOA hereby expressly disclaims, any representation or
warranty, either express or implied, as to the training materials, any part thereof, or any
matter whatsoever, including, without limitation, the design, condition, or capacity of the
materials, their merchantability or fitness for any particular purpose, use or operation, the
quality of the design and/or workmanship of the materials, their value, educational, or
operational suitability, safety, the absence of any patent or latent defect (whether or not
discoverable by any user), compliance of the materials with the requirements of any law,
rule, regulation or standard pertaining thereto, or the conformity of the materials to the
provisions and specifications of any document relating thereto, or any course of
performance, course of dealing or usage of trade, nor shall the AOA be liable, regardless of
any actual or alleged negligence of AOA, for any defects, either patent or latent (whether or
not discoverable by any user), in the materials or any part thereof, or any direct or indirect
damage to persons or property resulting therefrom, or for any direct, indirect, incidental,
special or consequential damages or for strict or absolute liability in tort. Without limiting the
generality of the foregoing, all users hereby irrevocably waive any claim (including any claim
based on strict or absolute liability in tort) they might ever have against the AOA for any loss,
damage or expense (including, without limitation, direct, indirect, incidental, special or
consequential damage, any loss of business or profits or any interruption or loss of service
or use thereof) caused, in whole or in part, by the training materials, or by any users’
personal injury or loss of use of any property, for any reason whatsoever. All users

FOR TRAINING PURPOSES ONLY

acknowledge and agree that, as an express condition precedent to their use of same, the
disclaimers set forth herein extend to all acts, and any alleged omissions and/or negligence
of the AOA, is intended to be as broad and inclusive as is permitted by applicable law, and
that if any portion hereof is held invalid, all users agree that the balance shall nevertheless
continue to be in full force and effect. All uses acknowledge, stipulate, and agree that this is
a general release of all possible claims and causes of action of every kind and character
whatsoever that could be brought against the AOA in connection with the use of these
training materials, and is to be liberally interpreted to effectuate maximum protection for the
AOA under all circumstances.

All users of these training materials should seek the assistance, knowledge and
experience of qualified instructors and mechanics when making decisions related to
operating any aircraft, and not rely on this publication without any such assistance.

Should you find any information in these materials which is incorrect, ambiguous,
conflicting, missing, or in need of clarification, please let the publisher know by sending an
e-mail to the Aerostar Owners Association at info@aerostar-owners.com.
 Table of Contents
Chapters
1. FAMILIARIZATION ......................................................................... 1-1

2. HYDRAULICS, LANDING GEAR & FLAPS .................................... 2-1

3. FLIGHT CONTROLS ...................................................................... 3-1

4. FUEL SYSTEM ............................................................................... 4-1

5. POWERPLANT............................................................................... 5-1

6. ELECTRICAL ................................................................................. 6-1

7. PITOT STATIC, PNEUMATIC & DEICE ......................................... 7-1

8. ENVIRONMENTAL SYSTEMS ....................................................... 8-1

9. PRESSURIZATION & OXYGEN SYSTEMS ................................... 9-1

10. WEIGHT & BALANCE .................................................................. 10-1

11. EMERGENCY PROCEDURES..................................................... 11-1

12. PERFORMANCE & FLIGHT PROFILE ......................................... 12-1

13. INSTRUMENTS & AUTOPILOTS ................................................. 13-1

14. APPENDIX ................................................................................... 14-1

FOR TRAINING PURPOSES ONLY

1. FAMILIARIZATION

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 CHAPTER 1
FAMILIARIZATION
INTRODUCTION ..................................................................................... 1-1

FUSELAGE ............................................................................................. 1-1

WINGS .................................................................................................... 1-1

EMPENNAGE ......................................................................................... 1-1

V-SPEEDS ALL MODELS ....................................................................... 1-5

POWERPLANT LIMITATIONS-600A....................................................... 1-6

WEIGHT AND CENTER OF GRAVITY LIMITATIONS-600A ................... 1-7

POWERPLANT LIMITATIONS-601B/601P ............................................. 1-8

WEIGHT AND CENTER OF GRAVITY LIMITATIONS-601B/601P.......... 1-9

POWERPLANT LIMITATIONS-602P..................................................... 1-10

WEIGHT AND CENTER OF GRAVITY LIMITATIONS-602P ................. 1-11

POWERPLANT LIMITATIONS - 700P................................................... 1-12

WEIGHT AND CENTER OF GRAVITY LIMITATIONS - 700P ............... 1-13

SYSTEMS DATA SHEET ...................................................................... 1-14

FOR TRAINING PURPOSES ONLY

TIME LIMITS ......................................................................................... 1-15

CONTROL LOCK (OPTIONAL EQUIPMENT) ....................................... 1-20

TIRE PRESSURES ............................................................................... 1-22

TOWING ............................................................................................... 1-23

TURN TOW LIMITS AND RADIUS ........................................................ 1-24

TIE DOWN ............................................................................................ 1-25

JACKING LOCATIONS ......................................................................... 1-26

CHECKLIST .......................................................................................... 1-27

CHAPTER ONE - QUIZ ......................................................................... 1-31

FOR TRAINING PURPOSES ONLY

 CHAPTER 1
LIST OF ILLUSTRATIONS

FIGURE 1-1: THREE VIEW ...................................................................... 1-2

FIGURE 1-2: INSTRUMENT PANEL ........................................................ 1-3

FIGURE 1-3: SEATING ARRANGEMENT ................................................ 1-4

FIGURE 1-4: STATION REFERENCE LINES......................................... 1-19

FIGURE 1-5: CONTROL LOCK .............................................................. 1-20

FIGURE 1-6: NOSE STRUT EXTENSION .............................................. 1-21

FIGURE 1-7: TOWING ........................................................................... 1-23

FIGURE 1-8: TURN TOW LIMITS AND RADIUS .................................... 1-24

FIGURE 1-9: TIE DOWN ........................................................................ 1-25

FIGURE 1-10: JACKING LOCATIONS ................................................... 1-26

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 INTRODUCTION belts to the early models.

The original FAA type designator for Windows and windshield are of
the Aerostar was PA60, but it was later "stretched" acrylic composition for
changed to AEST. It is an all metal, six resistance to cracking or crazing.
place, fully retractable tricycle gear, mid-
wing, twin engine mono-plane of semi- WINGS
monocoque construction.
Flight and ground loads on the wings
The airframe of the Aerostar is of are carried primarily by two main spars
conventional all metal design, utilizing no which extend full span and are continued
unusual materials or processes in its through the fuselage by means of a wing
construction. Major structural components carry-thru center section. An additional
are of semi-monocoque design, using rear spar extending from the wing root to
relatively thick skins which result in more tip provides mounting points for aileron
uniform contours and fewer stiffener type and flap surfaces. The wings are
parts. All external skins are flush riveted, attached to the fuselage-wing carry-thru
with the exception of portions of the control structure by means of bolted multi-lug
surfaces and flaps which employ a "low fittings. The wing structure outboard of
profile" type rivet. the nacelle from the leading edge to the
rear spar is sealed to provide integral fuel
FUSELAGE tanks. Wing flaps are of the single slotted
Fowler type, supported at three points.
The fuselage structure is designed to Each "Frise" type aileron has three hinge
provide a uniform cross-section for the points.
length of the cabin, meaning the rear seats
have as much room as the front. The EMPENNAGE
primary structure of the cabin area is
frame-longeron, stiffened sheet aluminum The vertical and horizontal
with skin doublers and gussets at cutouts assemblies are of an interchangeable
and discontinuities. design. Each assembly is attached to the
fuselage with two bolted fittings. Each
The cabin doors and emergency exits control surface has three hinge points. A
are reinforced for pressurization loads and nonstructural fiberglass dorsal fin
incorporate redundant locking pins. Early incorporating the heater air intake scoop
models had only belts but later models is attached to the vertical stabilizer and
have shoulder belts for pilot and co-pilot. aft fuselage.
An upgrade is available to add shoulder

FOR TRAINING PURPOSES ONLY Page 1-1

 FIGURE 1-1: THREE VIEW

Page 1-2 FOR TRAINING PURPOSES ONLY

FIGURE 1-2: INSTRUMENT PANEL
FOR TRAINING PURPOSES ONLY Page 1-3
 FIGURE 1-3: SEATING ARRANGEMENT

Page 1-4 FOR TRAINING PURPOSES ONLY

 V-SPEEDS ALL MODELS

All speeds taken from the appropriate flight manual and listed in KIAS.
Note: Decrease VNO and VNE by 4 KIAS for each 1,000 feet above 24,000 feet.
600A 601B/601P 602P 700P
VMC - Min. Single Engine Control Speed 84 84 84 85

VY - Best all-engine rate of climb 122 117 117 116

VYSE - Best single engine rate of climb 113 109 117 116
VX - Best all-engine angle of climb 100 100 101 101
VA - Maneuvering speed 162 166 166 160
Maximum cross-wind component 15 15 15 15
VLE - Maximum speed for gear extended 156 156 156 153
VF - Maximum speed for lowering flap 148 148 148 148
VF20° - Maximum speed for lowering 20° of flaps 174 174 174 188
VS1 - Stall Clean 83 86 86 75
Vso - Stall Flaps and Gear down 74 77 77 71
VNO - Maximum Structural cruising speed 215 215 215 215
VNE - Never exceed speed 241 241 241 244
Acrobatic maneuvers, including spins, unauthorized.

Flight Load Factor - The positive limit load factors are as follows:

Flaps Retracted - 4.0 g's

Flaps Extended - 2.0 g's

Flaps Retracted - 3.8 g’s for 700P

FOR TRAINING PURPOSES ONLY Page 1-5

 POWERPLANT LIMITATIONS-600A
Engines ........... 2 Lycoming IO-540-G1B5, IO-540-K1F5, IO-540-K1J5, IO-540-S1A5 or
................................................................................................................. IO-540-P1A5

Fuel .............................................................100/130 or 100LL Min. Grade Aviation Fuel

Takeoff and Maximum Continuous Power ..........290 BHP @ 2575 rpm (No Time Limit)

Maximum Normal Operating Power

(Top of Tachometer Green Arc) ...............284 BHP @ 2575 rpm (No Time Limit)

Maximum Cylinder Head Temperature ................................................................ 260°C

Maximum Oil Temperature ................................................................................... 118°C

Oil Pressure
Normal................................................................................................... 55-95 psi
Minimum (idling) ......................................................................................... 25 psi
Maximum (starting) .................................................................................. 115 psi

Fuel Pressure
Normal................................................................................................... 18-40 psi
Idling .................................................................................................... 12-18 psi
Minimum (idling) ......................................................................................... 12 psi
Maximum.................................................................................................... 40 psi

Propellers ....... .............................................................2 Hartzell HC-C3YR-2/C8468-8R

................................................................ or HC-C3YR-2UF/FC8468-8R Full Feathering

Page 1-6 FOR TRAINING PURPOSES ONLY

 WEIGHT AND CENTER OF GRAVITY LIMITATIONS-600A
Maximum Ramp Weight ........................................................................................... 5525 Ibs

Maximum Takeoff Gross Weight .............................................................................. 5500 lbs

Maximum landing Gross Weight .............................................................................. 5500 Ibs

Fuel (165.5 gals usable) ............................................................................................ 993 lbs

Oil (6gals) ..................................................................................................................... 45 Ibs

Baggage Compartment .............................................................................................. 240 lbs

CENTER OF GRAVITY

Forward ................................................................... 157.66 to 4600 lbs *

.................................................................. 159.58 @5500 lbs (Max Takeoff)*

.................................................................. 159.63 @5525 Ibs (Max Ramp)*

Aft ............................................................................ 167.88 @3400 Ibs *

.................................................................. 167.88 @5500 lbs (Max Takeoff)*

.................................................................. 167.88 @5525 lbs (Max Ramp)*

* Straight line variation between points

FOR TRAINING PURPOSES ONLY Page 1-7

 POWERPLANT LIMITATIONS-601B/601P
Engines.......2 turbocharger equipped Lycoming lO-540-S1A5 or lO-540-P1A5 to incorporate
turbo-superchargers in accordance with STC-SE81WE

Fuel .................................................................... 100/130 or 10OLL Min. Grade Aviation Fuel

Takeoff and Maximum Continuous Power ......... 290 BHP @ 29.5 in. Hg. MAP and 2575 rpm

Maximum Normal Operating Power

(Top of Tachometer Green Arc) .............. 290 BHP @ 29.5 in. Hg. MAP and 2575 rpm

No leaning fuel mixture above 75% power permitted. Refer to Chapter 12 for RPM-Manifold
Pressure Envelope for Continuous Operation.

Maximum Cylinder Head Temperature ......................................................................... 260°C

Maximum Oil Temperature ............................................................................................ 118°C

Oil Pressure
Normal ........................................................................................................... 55-95 psi
Minimum (idling)...................................................................................................25 psi
Maximum (starting) ............................................................................................115 psi

Fuel Pressure

Normal ........................................................................................................... 18-40 psi

Idling ............................................................................................................. 12-18 psi
Minimum (idling)...................................................................................................12 psi
Maximum .............................................................................................................40 psi

Propellers ................ ........................................................2 Hartzell HC-C3YR-2/C8468-8R or

HC-C3YR-2UF/FC8468-8R Full Feathering

Page 1-8 FOR TRAINING PURPOSES ONLY

 WEIGHT AND CENTER OF GRAVITY LIMITATIONS-601B/601P
Maximum Ramp Weight .......................................................................................... 6025 Ibs

Maximum Takeoff Gross Weight.............................................................................. 6000 lbs

All weight in excess of 5900 lbs must be fuel in the wings

Maximum landing Gross Weight .............................................................................. 6000 lbs

Fuel (165.5 gals usable) ........................................................................................... 993 Ibs

Oil (6gals) .................................................................................................................... 45 Ibs

Baggage Compartment .............................................................................................. 240 lbs

CENTER OF GRAVITY

Forward .................................................................. 157.66 to 4600 Ibs *

............................................................ 160.67 @6000 lbs (Max Takeoff)*

............................................................ 160.72 @6025 lbs (Max Ramp)*

Aft .......................................................................... 167.88 @3600 lbs *

............................................................ 167.88 @6000 lbs (Max Takeoff)*

............................................................ 167.88 @6025 lbs (Max Ramp)*

* Straight line variation between points

FOR TRAINING PURPOSES ONLY Page 1-9

 POWERPLANT LIMITATIONS-602P
Engines ............................................ 2 turbocharger equipped Lycoming lO-540-AA1A5

Fuel ............................................................. 100/130 or 100LL Min. Grade Aviation Fuel

Takeoff and Maximum Continuous Power 290 BHP @ 37.0 in. Hg. MAP and 2425 rpm

No leaning fuel mixture above 75% power permitted. Refer to Chapter 12 for RPM-
Manifold Pressure Envelope for Continuous Operation.

Maximum Cylinder Head Temperature ................................................................. 260°C

Maximum Oil Temperature ..................................................................................... 118°C

Oil Pressure

Normal...................................................................................................... 55-95 psi

Minimum (idling) ............................................................................................ 25 psi
Maximum (starting) ..................................................................................... 115 psi

Fuel Pressure

Normal...................................................................................................... 21-40 psi

Idling ........................................................................................................ 12-40 psi
Minimum (idling) ............................................................................................ 12 psi
Maximum....................................................................................................... 40 psi

Propellers.................................................................. 2 Hartzell HC-C3YR-2/C8468-8R or

HC-C3YR-2UF/FC8468-8R Full Feathering

Engine Alternate Air - Alternate induction air must be closed with bleed air on.

Page 1-10 FOR TRAINING PURPOSES ONLY

 WEIGHT AND CENTER OF GRAVITY LIMITATIONS-602P
Maximum Ramp Weight ........................................................................................ 6029 Ibs

Maximum Takeoff Gross Weight ........................................................................... 6000 Ibs

All weight in excess of 5900 Ibs must be fuel in the wings

Maximum landing Gross Weight............................................................................ 6000 Ibs

Fuel (165.5 gals usable) .......................................................................................... 993 lbs

Oil (6gals) .................................................................................................................. 45 lbs

Baggage Compartment ........................................................................................... 240 lbs

CENTER OF GRAVITY

Forward .................................................................157.66 to 4600Ibs *

...........................................................160.67 @6000 lbs (Max Takeoff)*

...........................................................160.73 @6000 lbs (Max Ramp)*

Aft ..........................................................................166.00 @3600 lbs *

...........................................................166.00 @6000 lbs (Max Takeoff)*

...........................................................166.00 @6029 lbs (Max Ramp)*

* Straight line variation between points

FOR TRAINING PURPOSES ONLY Page 1-11

 POWERPLANT LIMITATIONS - 700P

Engines ........................................ 2 Lycoming - LTIO-540-U2A (Left) & TIO-540-U2A (Right)

Fuel ...................................... 100/130 (Green) or 100LL (Blue) Minimum Grade Aviation Fuel

Takeoff & Maximum Continuous Power .............. 350 BHP @ 42 in Hg. MAP and 2500 RPM

Maximum Normal Operating Power

(Top of Tachometer Green Arc) ........................... 350 BHP @ 42 in Hg. MAP and 2500 RPM

No leaning fuel mixture above 75% power permitted. Refer to Chapter 12 for RPM-Manifold
Pressure Envelope for Continuous Operation.

Maximum Cylinder Head Temperature .......................................................................... 260°C

Maximum Oil Temperature ............................................................................................. 118°C

Oil Pressure

Normal ............................................................................................................ 55-95 psi

Minimum (idling) .................................................................................................. 25 psi
Maximum (starting)............................................................................................ 115 psi

Fuel Pressure

Normal ............................................................................................................ 29-65 psi

Idling .............................................................................................................. 12-29 psi
Minimum (idling) .................................................................................................. 12 psi
Maximum ............................................................................................................. 65 psi

Propellers ............................................................. 2 Hartzell HC-C3YR-2LUF/FJC7451(B) or

HC-C3YR-2UF/FC7451(B) Full Feathering

Page 1-12 FOR TRAINING PURPOSES ONLY

 WEIGHT AND CENTER OF GRAVITY LIMITATIONS - 700P

Maximum Ramp Weight ............................................................................................ 6356 lbs

Maximum Takeoff Gross Weight ............................................................................... 6315 lbs

All weight in excess of 6050 lbs must be fuel in the wings

Maximum Landing Gross Weight............................................................................... 6000 lbs

Fuel (165.5 gals usable) ..............................................................................................993 Ibs

Oil (6 gals) ..................................................................................................................... 45 lbs

Baggage Compartment. .............................................................................................. 240 lbs

CENTER OF GRAVITY

Forward ……………………………………. 157 to 5400 lbs

……………………………………. 161.7 @ 6315 lbs (Max. Takeoff)

Aft ……………………………………. 161.7 @ 6356 lbs (Max. Ramp)

…………………………………….. 167.88 @ 6315 lbs (Max. Takeoff)

…………………………………….. 167.88 @ 6356 lbs (Max. Ramp)

FOR TRAINING PURPOSES ONLY Page 1-13

 SYSTEMS DATA SHEET
U.S. IMPERIAL METRIC NAME,
RESERVOIR GALLONS GALLONS LITERS NUMBER
(X 1.000) (X.83268) (3.785) OR TYPE
FUEL
Left Wing Tank 65.00 54.12 246.03 100/130 Octane
Right Wing Tank 65.00 54.12 246.03 Aviation Fuel
Fuselage Tank 43.50 36.22 164.65 or 100 Octane
Low Lead(100LL)
Total Fuel Capacity 173.50 144.47 656.70 per Mil-G-5572
or ASTM D910
Left Wing Tank Usable 62.00 51.63 234.67
Right Wing Tank 62.00 51.63 234.67
Usable
Fuselage Tank Usable 41.50 34.56 157.08

Total Usable Fuel 165.50 137.81 626.42

Aux Fuel Tank Usable 45.00 37.47 170.34 Option #244
Sump Capacity
Left Wing Tank 0.25 0.21 0.95
Right Wing Tank 0.25 0.21 0.95
Fuselage Tank 0.50 0.42 1.90
ALCOHOL 3.00 2.50 11.35 Isopropyl Alcohol
(Anhydrous)
Conforming to
TT-1-735 A(2)

HYDRAULIC
Reservoir 1.75 1.46 6.62 MIL-H-5606A
System 0.25 0.21 0.95 or AeroShell
Fluid 4 (Shell
Total Hydraulic Fluid 2.00 1.66 7.57 Oil Co.)

OIL (ENGINE) See Oil Select-

Per Engine 3.00 2.50 11.35 ion Chart on
Both Engines 6.00 5.00 22.71 Page 5-6

Page 1-14 FOR TRAINING PURPOSES ONLY

 TIME LIMITS

COMPONENT OVERHAUL/REPLACE HOURS AND/OR YEARS

Note – Limits can vary by model, age of part and specific part number. Do not use this list
as an authoritative list for a specific aircraft. Additionally, there may be Part 135
limits which might not be listed.

A. PROPELLER GROUP

1.Propeller (varies by aircraft, age and part) ....................................... 2400 Hours or 7 years

2.Propeller Governor ........................................................................................ At Engine O/H

3.Propeller Governor Screen ............................................................ Engine O/H or whenever

Governor is Removed

B. ENGINE GROUP

1. Engine lO-540-G1B5 ........................................................................................ 1400 Hours

lO-540-K1F5 .............................................................................................. 2000 Hours

lO-540-K1J5 .............................................................................................. 2000 Hours

lO-540-P1A5 ............................................................................................. 1400 Hours

lO-540-S1A5 ............................................................................................. 1800 Hours

lO-540-AA1A5 .......................................................................................... 1800 Hours

TIO-540-J2BD .......................................................................................... 1600 Hours

TIO-540-U2A ............................................................................................ 1800 Hours

2. Turbo-Charger .................................................................................................. 2000 Hours

Actuator .................................................................................................. At Engine O/H

Controller ............................................................................................... At Engine O/H

FOR TRAINING PURPOSES ONLY Page 1-15

3. Engine Isolator Mounts ............................................................................... At Engine O/H

4. Oil Cooler ............................................................................... Replace if Contaminated

5. Fuel Pump .............................................................................................. At Engine O/H

6. Scavenge Pump ...................................................................................... At Engine O/H

7. Magnetos ................................................................................................. At Engine O/H

8. Starter ...................................................................................................... At Engine O/H

9. Alternator ................................................................................................. At Engine O/H

10. Hoses in Engine Compartment .............................................. At Engine O/H or 5 Years

11. Servo Fuel Injector................................................................................... At Engine O/H

12. Induction Filter .............................................................................................. 100 Hours

13. Oil Filter .......................................................................................................... 50 Hours

Note – Owners with turbocharged aircraft might consider 35 hours for Oil Change Limit.

C. HYDRAULIC GROUP

1. Hydraulic Pump .................................................................................... At Engine O/H

2. Actuator, Flap ............................................................................................... 3000 Hours

MLG ................................................................................................... 3000 Hours

MLG Door .......................................................................................... 3000 Hours

NLG ................................................................................................... 3000 Hours

NLG Steering ..................................................................................... 3000 Hours

3. NLG Steering Valve ...................................................................................... 3000 Hours

Page 1-16 FOR TRAINING PURPOSES ONLY

 4. Control Valve, Flap ........................................................................................ 3000 Hours

MLG ................................................................................................... 3000 Hours

MLG Door .......................................................................................... 3000 Hours

5. Hydraulic Fluid .................................................................................................... 3000 Hours

D. BRAKES

1. Master Cylinder .................................................................................................. 5000 Hours

E. PNEUMATIC

1. Pump .............................................................................................................. 1000 Hours

2. Inlet Filter, Engine ............................................................................................. 500 Hours

3. In Line Filter, Cabin ........................................................................................... 500 Hours

F. FUEL

1. Wing Tank Relief Valve ................................................................................... 3000 Hours

2. Fuel Carrying Hose, Wing Root

to Firewall ............................................................................ At Engine O/H or 5 Years

3. Fuel Filler Cap "O" Rings ............................................................................... One (1) Year

G. HEATER

1. Heater .......................................................................... 500 Hours of Heater Operation

2. Combustion Blower Brushes ....................................... 500 Hours of Heater Operation

3. Vent Blower Brushes ................................................... 500 Hours of Heater Operation

4. Fuel Pump ................................................................. 2000 Hours of Heater Operation

FOR TRAINING PURPOSES ONLY Page 1-17

 H. OXYGEN

1. Regulator Assembly ................................................................... 3000 Hours or 5 Years

2. Oxygen Cylinder, 11 Cu. Ft.

(Hydrostatic Test) ............................................................................................ 3 Years

3. Oxygen Cylinder, 115 Cu. Ft.

(Hydrostatic Test) ............................................................................................ 5 Years

Replace ...................................................................... 15 Yrs or 4,380 Pressurizations

I. INSTRUMENTS

1. Altimeter ............................................................................................................. 2 Years

J. WINDSHIELD AND WINDOWS (PRESSURIZED MODELS)

1. Windshield ................................................................................................. 4,860 Hours

2. Windows .................................................................................................. 16,000 Hours

K. Pressurization Controller ................................................................ 3000 Hours or 5 Years

Page 1-18 FOR TRAINING PURPOSES ONLY

FIGURE 1-4: STATION REFERENCE LINES

FOR TRAINING PURPOSES ONLY Page 1-19

 CONTROL LOCK (OPTIONAL on the inboard sides of both rudder
EQUIPMENT) pedals. Loop the "Y" shaped attaching
A control lock is available which, when arms around the control wheel and pull
installed, holds the control surfaces in up on the "T' shaped handle until
locked position. To install the control movement of the control wheel is
lock, proceed as follows: Extend the completely restricted. To remove the
telescoping tube with the welded "J" control lock, loop index finger around the
shaped coupler to its full length. Unfold binding tab lock and pull upward until the
the two attaching arms until they lock attaching arms clear the control wheel.
forming a "Y" shape. Hook the "J" Unlock the "J" shaped coupler from the
shaped coupler around the bolt heads rudder

FIGURE 1-5: CONTROL LOCK

Page 1-20 FOR TRAINING PURPOSES ONLY

 NOSE STRUT EXTENSION

FIGURE 1-6: NOSE STRUT EXTENSION

FOR TRAINING PURPOSES ONLY Page 1-21

 TIRE PRESSURES

AEROSTAR AIRPLANE NOSE GEAR IN- MAIN GEAR INFLATION

MODEL GROSS FLATION P.S.I. PRESSURE P.S.I.*
WEIGHT TIRE SIZE
6.00-6 TIRE SIZE TIRE SIZE TIRE SIZE
7.00-6 8PR 6.50-8 8PR 19.5X6.75X8

600 5,500 40 50 63 63

601 5,700 52 65 65 —

6,000 40 — 70 70
—
601P 5,700 40 65 65

6,000 40 — 70 70

602P 6,000 40 — 70 70

700P 6,300 40 — 73 —

* NOTE: PRESSURES GIVEN ARE FOR UNLOADED CONDITION. ADD 2 P.S.I. FOR LOADED
CONDITION.

STRUT EXTENSION

Nose Landing Gear OAS 5462-5 Ozone 1 - 3 inches

Nose Landing Gear P/N 450500 Weibel 2 - 4 inches

Main Landing Gear 3 - 5 inches (Varies with load condition and outside air temperature.
Consult with your maintenance advisor.)

Page 1-22 FOR TRAINING PURPOSES ONLY

 TOWING

FIGURE 1-7: TOWING

FOR TRAINING PURPOSES ONLY Page 1-23

 TURN TOW LIMITS AND RADIUS

FIGURE 1-8: TURN TOW LIMITS AND RADIUS

Page 1-24 FOR TRAINING PURPOSES ONLY

 TIE DOWN

FIGURE 1-9: TIE DOWN

FOR TRAINING PURPOSES ONLY Page 1-25

 JACKING LOCATIONS

FIGURE 1-10: JACKING LOCATIONS

Page 1-26 FOR TRAINING PURPOSES ONLY

 CHECKLIST

PREFLIGHT
CHECK COCKPIT

Control lock ...........................................................remove and stow

Static source selector ............................................................ normal
Airplane papers ........................................................................check
Emergency exit ...................................................................... secure
Oxygen masks ..........................................................................check
Oxygen system ......................................... proper quantity and flow
Gear handle ...........................................................DOWN, in detent
Flap handle ................................................................................. U P
Magneto switches ..................................................................... OFF
Switches ...............................................................................all OFF
Hydraulic shutoff valve .......................................................... OPEN
Hydraulic pressure ..................................................................check
Aux. hydraulic (if installed) ..................................................... OFF
Brake pedals ............................................................................check

FOR TRAINING PURPOSES ONLY Page 1-27

 Parking brake ........................................................................................... set
WARNING
No braking will occur if handle is pulled
prior to brake application.
Battery ................................................................................................... ON
Gear down lights ....................................................................... 3 green ON
Fuel quantity indicators ........................................................................ check
Trim tabs (elevator and rudder) ........................................................ neutral
Battery .................................................................................................. OFF
NOSE SECTION
Entry door and window ........................................................................ check
Windshield ........................................................................................... check
Static openings (left and
right side) ....................................................................................... clear
Landing lights ...................................................................................... check
Nose gear tire ....................................................................................... check
Nose gear strut ..................................................................................... check
Steering collar, cylinder and lines ....................................................... check
Nose gear squat switch ........................................................................ check
Nose gear doors ................................................................................... check
RIGHT WING
Surface condition (top and bottom) ..................................................... check
Bleed air scoop .................................................................................... clear
Bleed air overboard discharge ............................................................. clear
Main gear tire ...................................................................................... check
Main gear strut ..................................................................................... check
Brake linings and disc ......................................................................... check
Brake lines ........................................................................................... check
Strut door ............................................................................................. check
Wheel well door .................................................................................. check
CAUTION
Do not pull outward on wheel well door, with
or without hydraulic system pressure, as this
will damage main gear door linkage.

Page 1-28 FOR TRAINING PURPOSES ONLY

Main gear actuator .............................................................................. check
Wheel well area and plumbing lines ................................................... check
Piton' static drain valves (if installed) ................................................. drain
Lower engine compartment ................................................................ check
Exhaust stacks (Shake the tailpipes) ................................................... check
Oil level ............................................................................................... check
Oil filler cap ....................................................................................... secure
Propeller and spinner .......................................................................... check
Engine inlets and cowling .................................................................. check
Wing leading edge ............................................................................. check
Nav and strobe light ........................................................................... check
Positive pressure relief valve ................................................................. clear
Wing fuel level and color ................................................................... check
Filler cap "O" ring .............................................................................. check
Filler cap receptacle ........................................................................... check
Filler cap locking tab ............................................................................ lock
CAUTIONS
Wing filler caps that do not form
a proper seal will cause uneven or
reduced fuel feeding and/ or
siphoning from tanks and
prematurely deplete the fuselage
tank.
When opening a wing filler cap
in a warm environment use
caution as the fuel may be under
pressure.

Aileron ................................................................................................ check

Flap ...................................................................................................... check
Flap track ............................................................................................ check
Flap actuator attachment and rollers ................................................. secure
FUSELAGE (RIGHT SIDE)
Fuselage fuel tank vent ........................................................................ clear
Heater intake and exhaust .................................................................... clear

EMP E N NA GE

Dorsal fin intake .................................................................................... clear

Piton/ static boom ports ....................................................................... clear
General condition ................................................................................ check
Elevator free play, rudder and trim tab hinges .................................... check

FOR TRAINING PURPOSES ONLY Page 1-29

 Hinge bolts and actuator rods .......................................... check
Battery ............................................................................. check
Nay and strobe light ........................................................ check
FUSELAGE (LEFT SIDE)
Baggage compartment ..................................................... check
Control lock ....................................................................... stow
Tow bar ............................................................................... stow
ELT .................................................................................. ARM
Hydraulic fluid level ........................................................ check
Empennage (internal) ...................................................... check
Baggage compartment door .............................. close and lock
Fuselage fuel level and color ............................................ check
Filler cap ........................................................................ secure
Fuselage fuel tank vent ..................................................... clear
Fuel sump drains ............................ drain and check for water,
sediment, and proper fuel
Fuel vent system drain (forward) ...................................... clear
Fuselage tank compartment drain (aft) ............................. clear
CAUTION
Any evidence of fuel leaking at the aft
drain may indicate rupture/puncture of
fuselage rubber fuel tank.
Oxygen discharge disc ................................................... check
Heater and hydraulic overboard drains ............................. clear
CAUTION
If fuel leak is observed at heater drain, heater
should not be used.
LEFT WING
Check as for right wing.
NOTE
If night flight is planned, check operation of
all lights, and make sure a flashlight with
fresh batteries is available.

Page 1-30 FOR TRAINING PURPOSES ONLY

 CHAPTER ONE - QUIZ

1. Maximum operating altitude for the 601P and 700P is:

a. 18,000' c. 21,000'

b. 35,000' d. 25,000'

2. Maximum power for all operations in the 601P and 601B is:

a. 28"/2200 c. 31.5"/2700

b. 27"/2300 d. 29.5"/2575

3. It is not permitted to lean the mixture at power above:

a. 55% c. 75%

b. 65% d. Not applicable; fuel mixture may be leaned at any

time.

4. Gross weight is limited to _________ for the 600, and __________ for
the 601, 601P and the 602P without any options.

a. 5500 and 6000 lbs. c. 6000 and 6200 lbs.

b. 5500 and 5700 lbs. d. 5700 and 6000 lbs.

FOR TRAINING PURPOSES ONLY Page 1-31

 5. Adjustment of power after takeoff for climb is (602P):

a. 33"/2400 RPM c. 23.5”/2425 RPM

b. 35"/2300 RPM d. No adjustment required.

6. Blue line on the 602P is:

a. 109 KT c. 117 KT

b. 113 KT d. 120 KT

7. Maximum power for all operations on the 602P is:

a. 28"/2200 RPM c. 37"/2425 RPM

b. 29.5"/2575 RPM d. 40”/2425 RPM

8. Landing gear extension speed on the 600A, 601B, 601P, and 602P is:

a. 174 KIAS c. 156 KIAS

b. 100 KIAS d. 180 KIAS

9. Maximum demonstrated crosswind velocity is:

a. 15 knots c. 12 knots

b. 22 knots d. 18 knots

Page 1-32 FOR TRAINING PURPOSES ONLY

10. Maximum power for all operations in the 700P is:

a. 35"/2500 RPM c. 42"/2500 RPM

b. 29.5"/2575 RPM d. 34"/2700 RPM

11. Blue line on the 700P is:

a. 100 KIAS c. 130 KIAS

b. 113 KIAS d. 116 KIAS

12. Landing gear extension speed for the 700P is:

a. 100 KIAS c. 153 KIAS

b. 170 KIAS d. 160 KIAS

13. Maximum takeoff weight for the 700P is:

a. 6315 Ibs. c. 7215 Ibs.

b. 6000 Ibs. d. 5930 Ibs.

14. VMC on the 700P is:

a. 74 KIAS c. 85 KIAS

b. 90 KIAS d. 80 KIAS

FOR TRAINING PURPOSES ONLY Page 1-33

Page 1-34 FOR TRAINING PURPOSES ONLY
2. HYDRAULICS,
LANDING GEAR &
FLAPS

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 CHAPTER 2
HYDRAULICS, LANDING GEAR & FLAPS

HYDRAULIC SYSTEM ............................................................................ 2-1

PRESSURE REGULATOR...................................................................... 2-1

NOSE WHEEL STEERING ..................................................................... 2-1

AUXILIARY HYDRAULIC PUMP ............................................................. 2-2

LANDING GEAR ..................................................................................... 2-3

SQUAT SWITCH FUNCTIONS ............................................................... 2-3

BRAKE SYSTEM..................................................................................... 2-5

BRAKE SERVICE.................................................................................... 2-6

HYDRAULIC SYSTEM SCHEMATIC ...................................................... 2-7

PRESSURE REGULATOR & RELIEF VALVE......................................... 2-8

HYD. RESERVOIR REGULATOR & RELIEF VALVE .............................. 2-9

HYDRAULIC SYSTEM COMPONENTS LOCATION ............................. 2-10

HYDRAULIC SYSTEM INSTALLATION ................................................ 2-11

MAIN LG & DOOR CONTROL VALVES................................................ 2-12

FOR TRAINING PURPOSES ONLY
LANDING GEAR INDICATION SYSTEM .............................................. 2-13

LANDING GEAR INDICATION .............................................................. 2-14

WIEBEL NLG ASSEMBLY ................................................................... 2-15

WIEBEL NLG ASSEMBLY .................................................................... 2-16

MAIN LANDING GEAR LINKAGE ......................................................... 2-17

NEW MLG TORQUE LINKS .................................................................. 2-18

BRAKE SYSTEM INSTALLATION ........................................................ 2-20

BRAKE RESERVOIR ............................................................................ 2-21

CHAPTER 2 - QUIZ............................................................................... 2-22

FOR TRAINING PURPOSES ONLY

 CHAPTER 2
LIST OF ILLUSTRATIONS
FIGURE 2-1: HYDRAULIC SYSTEM SCHEMATIC ........................... 2-7

FIGURE 2-2: PRESSURE REGULATOR & RELIEF VALVE ............. 2-8

FIGURE 2-3: HYD. RESERVOIR REGULATOR & RELIEF VALVE .. 2-9

FIGURE 2-4: HYDRAULIC SYSTEM COMPONENTS LOCATION ..2-10

FIGURE 2-5: HYDRAULIC SYSTEM INSTALLATION .....................2-11

FIGURE 2-6: MAIN LG & DOOR CONTROL VALVES .....................2-12

FIGURE 2-7: LANDING GEAR INDICATION SYSTEM ....................2-13

FIGURE 2-8: LANDING GEAR INDICATION ...................................2-14

FIGURE 2-9: WIEBEL NLG ASSEMBLY ..........................................2-15

FIGURE 2-10: WIEBEL NLG ASSEMBLY ........................................2-16

FIGURE 2-11: MAIN LANDING GEAR LINKAGE .............................2-17

FIGURE 2-12: NEW MLG TORQUE LINKS .....................................2-18

FIGURE 2-13: OZONE NLG ASSEMBLY .........................................2-19

FIGURE 2-14: BRAKE SYSTEM INSTALLATION ............................2-20

FIGURE 2-15: BRAKE RESERVOIR ................................................2-21

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 HYDRAULIC SYSTEM The nitrogen charge of the accumulator
can be checked while bringing the hydraulic
The hydraulic system provides pressure pressure to zero with the flap handle. The
for operation of the landing gear, main pressure should drop as the flaps move and,
landing gear doors, flaps, and nose wheel at some point, fall to zero. That is the charge
steering. A hydraulic reservoir located just aft in the accumulator. If the is no fall off, the
of the baggage compartment supplies charge is zero. There are two accumulator
hydraulic fluid to the hydraulic pump installed types in use on the Aerostar – an older
on the right engine. An electrically operated bladder type and a newer piston type. Today
shutoff valve is installed in the fluid supply most are the newer type and should be
line to shut off fluid flow to the engine driven charged with dry nitrogen to between 400
pump in the event of an engine fire. It also, and 500 psi. A low charge can be a
facilitates maintenance of the system. The contributor to slow nose landing gear
shutoff valve switch is located on the right retraction.
instrument panel. Operation of the right
engine with the hydraulic valve closed will NOSE WHEEL STEERING
cause damage to the hydraulic pump and the
drive shaft to shear. (See Figure 2.1.) Nose wheel steering is accomplished
with a console and/or glareshield mounted,
PRESSURE REGULATOR split type rocker switch, spring loaded to the
center position.
Hydraulic pressure is controlled by a
pressure regulator for an operating pressure Depressing this rocker switch left or right
of 900 - 1100 psi. The operating limits can electrically energizes the nose wheel
vary by model. A relief valve prevents system steering solenoid and the solenoid shutoff
pressure from exceeding a 1300 psi. An valves simultaneously. The steering
accumulator protects the system from solenoid valve directs hydraulic pressure to
pulsations and provides a limited pressure a combination steering actuator/ shimmy
source, should the pump fail. A direct read- dampener mounted on the nose gear. The
out pressure gauge is located on the right solenoid shutoff valve allows fluid flow to
instrument panel. (See Figure 2.5.) return to the hydraulic reservoir. Steering
rate is controlled by hydraulic flow valves
Hydraulic fluid level is checked with downstream of the steering solenoid valve.
power off and the gear handle in the down Releasing the switch causes the steering
position. Cycle the flap handle until the solenoid and the solenoid shutoff valves to
hydraulic pressure drops to zero. To get an close simultaneously. An orifice allows the
accurate reading, the flaps must be in the full steering to slowly center but retain some
up position. pressure to both sides of the steering
actuator for shimmy dampening.

FOR TRAINING PURPOSES ONLY 2-1

 A centering cam inside the nose gear strut
CAUTION
automatically centers the nose wheel when
the strut fully extends such as: after rotation Always check position of the landing
at takeoff, raising the nose when lowering gear handle prior to starting engines. If
the tail for hangar door clearance, and hydraulic system pressure is low, it is
raising the aircraft on jacks. The centering possible for the gear to be down and
cam starts engaging during approximately locked even though this handle may
the last 2 inches of extension of the strut, at be in the UP position. For aircraft
which point the wheel turning angle equipped with auxiliary hydraulic
becomes continuously smaller as the strut pump, check that handle position is
continues to extend. The split rocker switch DOWN and pump switch is OFF prior
feature is provided as a fail-safe device. The to turning battery switch ON.
steering system will not activate unless
BOTH halves of the switch are depressed
simultaneously. AUXILIARY HYDRAULIC PUMP

CAUTION In the event of failure of the primary,

right engine driven hydraulic system
You should check the nose steering pump, the most Aerostars have an
system by pressing each rocker half optional auxiliary hydraulic pump. This
and side independently during taxi, option should be considered essential. In
the “Four Corners Test”. If the the ARMED position, it will supply
steering system can be actuated with hydraulic system pressure as soon as the
only one-half of the switch, the system pressure drops below 700+/-100 psi on
is defective and must be repaired. the 700P and 600+/-100 psi on all other
The flight should be discontinued. models. The auxiliary pump will run, and
the amber annunciator light will be on, until
the hydraulic system pressure is
The steering system is automatically de- increased to 1000 + 50, - 100 psi on the
energized when the nose landing gear is not 700P and 900 + 50, - 100 psi on all other
in the full down and locked position by the
CAUTION models.
squat switch.
The Aux Hydraulic system should be
If during taxi, the steering system
If hydraulic power is lost, turn off before and after flight to verify the
can be actuated with onlysteering
one-halfcan
function of the primary engine driven
be accomplished by asymmetrical power
of the switch, the system is hydraulic pump. The function of the Aux
and/or brake application.
defective and must be repaired or Hydraulic pump should be verified by
the circuit breaker pulled to cycling the flaps with the right engine off.
electrically disable the nose wheel
steering system.
Page 2-2 FOR TRAINING PURPOSES ONLY
 LANDING GEAR
CAUTION
The hydraulically actuated tricycle
landing gear is fully retractable and is of The gear handle safety lock may also
the air-oil oleo type. Wheel well doors fully become unlocked if the airplane is
enclose the landing gear when in the UP sitting on the ground in an extreme tail-
position and partially enclose the wheel down position which could extend the
wells when the gear is DOWN, to help nose gear strut and allow the squat
protect those areas from water spray, mud switch to actuate the solenoid when
splatter, and melting snow or ice thrown the battery switch is turned ON.
up during taxi, takeoff, and landing.

The landing gear handle, located on

the pilot's lower instrument panel, is The door control
CAUTIONvalves are actuated by
mechanically linked to the landing gear the main landing gear mechanical linkage
control valve under the cabin floor. The gear
and direct system handle safety
pressure lockmain
to the
Selecting UP or DOWN position directs landing gear door actuating cylinders
may also become unlocked if the to hold
hydraulic system pressure to the the wheel well
airplane doorson
is sitting closed when theingear
the ground
appropriate side of the landing gear isaninextreme
either tail-down
the fully position
extendedwhich
or fully
actuating cylinders and to the main retracted position.the nose gear strut
could extend
landing gear door control valves. and SQUAT
allow SWITCH
the squat switch to
FUNCTIONS
On some models, a spring-loaded actuate the solenoid when the
solenoid prevents the gear handle from battery
1. switch is turned ON.
Gear horn
being moved to the gear UP position when 2. Dump valve
the airplane is on the ground. The solenoid
is energized to unlock the handle by a squat 3. Solenoid tab on gear handle
CAUTION
switch mounted on the nose landing gear 4. Nose wheel steering
scissors. The gear handle safety lock
5. Hobbs meter
The squat switch is activated as soon as may also become unlocked if the
the nose gear strut is extended such as airplane is sitting on the ground in
In the event of a hydraulic system
rotation at takeoff, or if the airplane is on an extreme tail-down position which
pressure loss, the landing gear will drop
jacks. Should the solenoid fail, a small tab could extend the nose gear strut
from the full UP position due to gravity and
protruding through the handle slot allows the andfactallow
the thethree
that all squat switch
landing to are
gears
pilot to override the locking feature by actuate the tosolenoid
spring-loaded the DOWNwhen position.
the
pushing the tab to the right as the handle is battery switch
However, is turned
to insure ON.is down and
the gear
activated to the gear UP position. locked, the gear handle must be placed in
the DOWN position.
CAUTION
FOR TRAINING PURPOSES ONLY 2-3
The gear handle safety lock
may also become unlocked if the
airplane is sitting on the ground in
 Four landing gear position lights are gear is not down and locked. This light will
installed on the left instrument panel. A illuminate even if there is a malfunction of
single amber light is located above a cluster the gear horn.
of three green lights. The lights are push-to-
test type with adjustable iris shutters. The The gear horn will also sound if the
amber light illuminates and stays on when all squat switch fails or is misaligned and the
three landing gears are in the full UP gear handle is brought out of the DOWN
position. position.

The three (3) green lights are arranged There are two nose landing gear types.
in a cluster with the nose gear light on top, The Ozone system was used from early on
and the respective main landing gear lights until about 1976 on approximate air frame
below. Each green light will only illuminate numbers 1 to 610. After that the Weibel
when its respective landing gear is in the full system was used. Pilots should know which
DOWN and LOCKED position. Time delay they have. Care should be taken while
for a gear light to illuminate indicates the towing either system as they can be easily
respective landing gear is in a transient damaged. Additionally, the nose wheel
position. should be turned slowly from side to side to
allow fluid movement through an orifice and
The nose landing gear green light is limited to 30° left or right of center.
wired to a switch installed on the gear
handle mechanism; for this light to A nose wheel shimmy or loose feeling
illuminate, it is necessary that the nose on taxi can indicate the collar bolt has been
landing gear be in the down and locked broken (Ozone) or sheer pin sheered
position and the gear handle also be in the (Weibel). Additionally, on the Weibel
full DOWN position. system, the nose gear door can be found
hanging down, indicating a sheered pin.
The gear horn will sound if the battery Pilots should carry spare collar bolts
switch is ON and the gear handle is not in (Ozone) and sheer pins (Weibel) as this is a
the full DOWN position when the airplane is no-go item.
on the ground. This system is activated by
the nose landing gear switch. There should be a slight sag in the nose
landing gear door to allow for proper NLG
On some models, a parallel electric cycling. The main gear doors will sag if
circuit also connects the throttle gear horn hydraulic pressure is zero. Never pull on
switches to a red gear warning light on the gear doors for any reason. Proper gear
annunciator panel which will illuminate if rigging is critical and should only be
either throttle is reduced to below performed by qualified personnel.
approximately. 13 - 15 inches MAP and the

Page 2-4 FOR TRAINING PURPOSES ONLY

 WING FLAPS BRAKE SYSTEM
Fowler type flaps are operated by two The Aerostar incorporates
hydraulic actuating cylinders. The control hydraulically actuated, dual floating
valve for these cylinders is actuated by the caliper, fixed disc brakes. The brake
panel mounted flap selector handle which system is completely independent of the
allows selection of 10°-20°, 30°-45° as
hydraulic system and incorporates
desired.
independent wheel brake systems and a
The wing flap handle on the instrument common brake fluid reservoir. Each
panel is mechanically linked to a control rudder/toe brake pedal has its own brake
valve under the cabin floor, which, in turn master cylinder to generate pressure to
directs fluid to the flap actuating cylinders. A the appropriate wheel brake.
neutral position allows the pilot to stop the
flaps at any intermediate setting. Flow There are two brake systems in use.
control valves are installed in the flap system The Goodyear system and a Cleveland
to provide equal fluid flow to the left and right or 6 puck system. Both provide good
flap actuators, thereby ensuring symmetrical service and braking. The heavier duty
flap extension and retraction. Cleveland system provides better
stopping power with less force and is
A restrictor is also located at each
cylinder's downline port to prevent a rapid
available as Option 246-1 700-6 Wheel
asymmetric condition from occurring, should Brake System.
the downline rupture when the flaps are
Care should be taken to not ride the
extended. Actuation of the flaps results in
minimal trim change. The panel mounted brakes during taxi so the brakes do not
flap position indicator receives electrical overheat. Adjust taxi speed with the
input from a flap position transmitter linked throttle. Do not brake hard on landing
to the left flap actuator unless necessary. This will ensure a long
service life of the brakes.

CAUTION
CAUTION Leaks that may sometimes occur in
brake master cylinders can cause fluid
Failure of potentiometer is a no-go to be dumped overboard in a
item. Flap position will be unknown. No pressurized environment. Always check
flap takeoff permitted in all PA60's, pedal pressure before touchdown, for
except the 700P model. resistance

FOR TRAINING PURPOSES ONLY 2-5

CAUTION
CAUTION Leaks that may sometimes occur
 A parking brake handle, located
outboard below the pilot's instrument
panel, is mechanically linked to the
parking brake valve. To set the parking
brake apply brakes, pull out the parking
brake handle and rotate in either
direction to lock. To release parking
brake, rotate handle in opposite direction
of locking and push handle fully forward.
BRAKE SERVICE

The brake reservoir is located on the

aft bulkhead of the nose avionics
compartment. It is accessible through
the large access cover on the left side of
the nose. The reservoir should be
checked regularly to ensure it is filled to
the full line. Service when required with
(red) hydraulic fluid, MIL-H-5606 only.

There are two reservoir sizes, an

earlier small one and a later larger one.
Soft or spongy brakes which go to the
floor indicate low brake fluid.

Page 2-6 FOR TRAINING PURPOSES ONLY

 HYDRAULIC SYSTEM SCHEMATIC

Figure 2-1: HYDRAULIC SYSTEM SCHEMATIC

FOR TRAINING PURPOSES ONLY 2-7

 PRESSURE REGULATOR & RELIEF VALVE

FIGURE 2-2: PRESSURE REGULATOR & RELIEF VALVE

Page 2-8 FOR TRAINING PURPOSES ONLY

 HYD. RESERVOIR REGULATOR & RELIEF VALVE

FIGURE 2-3: HYD. RESERVOIR REGULATOR & RELIEF VALVE

FOR TRAINING PURPOSES ONLY 2-9

 HYDRAULIC SYSTEM COMPONENTS LOCATION

FIGURE 2-4: HYDRAULIC SYSTEM COMPONENTS LOCATION

Page 2-10 FOR TRAINING PURPOSES ONLY

 HYDRAULIC SYSTEM INSTALLATION

FIGURE 2-5: HYDRAULIC SYSTEM INSTALLATION

FOR TRAINING PURPOSES ONLY 2-11

 MAIN LG & DOOR CONTROL VALVES

Figure 2-6: MAIN LG & DOOR CONTROL VALVES

Page 2-12 FOR TRAINING PURPOSES ONLY

 LANDING GEAR INDICATION SYSTEM

FIGURE 2-7: LANDING GEAR INDICATION SYSTEM

FOR TRAINING PURPOSES ONLY 2-13

 LANDING GEAR INDICATION

FIGURE 2-8: LANDING GEAR INDICATION

Page 2-14 FOR TRAINING PURPOSES ONLY

 WIEBEL NLG ASSEMBLY

FIGURE 2-9: WIEBEL NLG ASSEMBLY

FOR TRAINING PURPOSES ONLY 2-15

 WIEBEL NLG ASSEMBLY

FIGURE 2-10: WIEBEL NLG ASSEMBLY

Page 2-16 FOR TRAINING PURPOSES ONLY

 MAIN LANDING GEAR LINKAGE

FIGURE 2-11: MAIN LANDING GEAR LINKAGE

FOR TRAINING PURPOSES ONLY 2-17

 NEW MLG TORQUE LINKS
These new type of torque links, Kit #765-155V offer heavier metal construction,
plus a means of adjusting toe-in and toe-out for better alignment and tire wear.

FIGURE 2-12: NEW MLG TORQUE LINKS

Page 2-18 FOR TRAINING PURPOSES ONLY

 OZONE NLG ASSEMBLY

FIGURE 2-13: OZONE NLG ASSEMBLY

FOR TRAINING PURPOSES ONLY 2-19

 BRAKE SYSTEM INSTALLATION

FIGURE 2-14: BRAKE SYSTEM INSTALLATION

Page 2-20 FOR TRAINING PURPOSES ONLY

 BRAKE RESERVOIR

FIGURE 2-15: BRAKE RESERVOIR

FOR TRAINING PURPOSES ONLY 2-21

 CHAPTER 2 - QUIZ
1) For normal operations, the hydraulic valve should be:

a) in the open position.

b) in the closed position when using the aux hydraulic pump.

c) closed for landing and takeoff.

d) open only when hydraulic pressure is below 1000 psi.

2) The hydraulic fluid reservoir is located:

a) behind the aft baggage compartment curtain.

b) in the right gear well.

c) in the right forward nose compartment.

d) against the left engine firewall.

3) If the right engine is feathered in an aircraft not equipped with an aux

hydraulic pump:

a) the gear may be retracted once extended with the prop feathered.

b) gear will not free fall when gear down is selected due to trapped
pressure.

c) a split-flap condition is apt to occur.

d) The gear will free fall, but cannot be retracted.

Page 2-22 FOR TRAINING PURPOSES ONLY

4) During taxi, if either half of the nose wheel steering switch
independently produces a response, the:

a) switch is operating normally.

b) hydraulic pressure may be low

c) system is malfunctioning and the flight should be aborted.

d) fail-safe system is effectively providing back-up steering.

5) Should an engine fire occur in the right engine, the hydraulic shutoff

valve should be:

a) open.

b) neutralized.

c) closed.

d) armed.

6) In the event of hydraulic failure evidenced by a slight drop in hydraulic

pressure:

a) the flap handle should immediately be placed in the full down

position.

b) the flap handle should be raised immediately.

c) the flap handle should be placed in the neutral position, preventing

any fluid pressure drop in the system.

d) The gear should not be extended above 124 KIAS.

FOR TRAINING PURPOSES ONLY 2-23

7) To lower the landing gear with partial or no hydraulic pressure, the
landing gear lever should:

a) be placed in the up position, as gear will free fall anyway.

b) be placed in the down position, then cycled up and down.

c) be left in a neutral position

d) Not be touched once three green lights show.

8) The landing gear warning horn will sound when the gear is in the up
position and:

a) a complete loss of hydraulic pressure is experienced.

b) either throttle is retarded below 15" - 13".

c) both throttles are retarded below 18".

d) the amber gear-up light fails to illuminate.

9) The brake system on the Aerostar:

a) is hydraulically actuated using the same fluid reservoir as the gear

and flaps.

b) incorporates electrically actuated, dual floating caliper fixed discs.

c) incorporates hydraulically actuated, dual floating caliper fixed discs.

d) has only one master cylinder.

Page 2-24 FOR TRAINING PURPOSES ONLY

10) The brake system fluid reservoir is located:

a) behind the baggage compartment.

b) Has no reservoir, as the brake system is electrical.

c) in the nose compartment.

d) None of the above.

FOR TRAINING PURPOSES ONLY 2-25

Page 2-26 FOR TRAINING PURPOSES ONLY
3. FLIGHT CONTROLS
FOR TRAINING PURPOSES ONLY
 CHAPTER 3
FLIGHT CONTROLS

PRIMARY CONTROL SYSTEM ........................................................... 3-1

RUDDER/AILERON INTERCONNECT................................................. 3-5

TRIM CONTROL SYSTEM ................................................................... 3-7

PRESSURE BALANCE TUBES ........................................................... 3-8

CHAPTER 3 - QUIZ .............................................................................. 3-9

 CHAPTER 3
LIST OF ILLUSTRATIONS
FIGURE 3-1: PRIMARY CONTROL SYSTEM ............................... 3-1

FIGURE 3-2: BOBWEIGHT & DOWN SPRING.............................. 3-2

FIGURE 3-3: AILERON CONTROL LINKAGE ............................... 3-3

FIGURE 3-4: RUDDER CONTROL LINKAGE ............................... 3-4

FIGURE 3-5: RUDDER AILERON INTERCONNECT .................... 3-5

FIGURE 3-6: RUDDER TORQUE TUBE INSTALLATION ............. 3-6

FIGURE 3-7: TRIM CONTROL SYSTEM ....................................... 3-7

FIGURE 3-8: PRESSURE BALANCE TUBESError! Bookmark not

defined.

FOR TRAINING PURPOSES ONLY

 PRIMARY CONTROL SYSTEM should ever be required after the airplane
leaves the factory.
The Aerostar incorporates dual primary
flight controls utilizing conventional elevator, A prefight walk around should include
aileron and rudder systems. The primary checking the free play between the left and
moveable control surfaces are operated by right elevator control surfaces. Grab each
means of a system of push-pull tubes, torque elevator outside of the trim tab and lift one
tubes and bellcranks. No cables are used side up while holding the other still. There
anywhere in the system. All bearings within should be no more than 1/4 inch of free play.
the system are permanently lubricated and If there is more, the universal joint is worn or
require no servicing, and no adjustments the rivets worn or holes elongated.

FIGURE 3-14-1: PRIMARY CONTROL SYSTEM

FOR TRAINING PURPOSES ONLY Page 3-1

 FIGURE 3-1-2: BOBWEIGHT & DOWN SPRING

Page 3-2 FOR TRAINING PURPOSES ONLY

FIGURE 3-1-3: AILERON CONTROL LINKAGE

FOR TRAINING PURPOSES ONLY Page 3-3

 FIGURE 3-1-4: RUDDER CONTROL LINKAGE

Page 3-4 FOR TRAINING PURPOSES ONLY

 RUDDER/AILERON INTERCONNECT out of harmony. In normal coordinated
flight, the system is inactive.
The ailerons and rudder are
interconnected through a spring system
which is activated only when controls are

FIGURE 3-1-5: RUDDER AILERON INTERCONNECT

FOR TRAINING PURPOSES ONLY Page 3-5

 FIGURE 3-1-6: RUDDER TORQUE TUBE INSTALLATION

Page 3-6 FOR TRAINING PURPOSES ONLY

 TRIM CONTROL SYSTEM for level cruise flight. No readjustment of this
tab should be required after the airplane
The elevator and rudder trim tabs are leaves the factory.
operated by 28V D.C. trim motors which are
actuated by pedestal mounted, spring- An electric aileron trim control system
loaded rocker switches. The left elevator trim called Aero-Trim is available and installed on
tab has an electric motor, the right elevator many Aerostars. It is convenient but should
trim tab is driven by a flex cable not be a substitute for balanced fuel loading
interconnecting the two trim tabs. The aileron and coordinated flight.
trim tab is a fixed type and is factory adjusted

FIGURE 3-1-7: TRIM CONTROL SYSTEM

FOR TRAINING PURPOSES ONLY Page 3-7

 PRESSURE BALANCE TUBES (balance) tubes which also penetrate the
pressurized cabin area, and are sealed with
In pressurized models, the flight control similar boots, are linked by means of a
pushrods are sealed at the point where they bellcrank to the aileron and elevator· control
exit the pressurized cabin area, by means of push rods, which automatically produces a
bellows type boots. This method of sealing counter-balancing force.
would result in additional loads applied to the
control system when the cabin is
pressurized. To offset this load, idler

FIGURE 3-1-8: PRESSURE BALANCE TUBES

Page 3-8 FOR TRAINING PURPOSES ONLY

 CHAPTER 3 - QUIZ
1. The primary moveable control surfaces in the aircraft are operated by:

a. control cables and pulleys.

b. bellcrank-actuated cables.

c. hydraulic pressure.

d. push-pull rods, torque tubes, and bellcranks.

2. A runaway elevator or rudder trim can be deactivated by:

a. depressing the appropriate trim switch in the opposite direction to that of the
malfunction.

b. manually holding pressure against the erratic trim.

c. turning off the battery switch.

d. pulling the alternator and battery circuit breakers.

3. The push-pull rod bearings for the flight control (aileron and rudder) should be
lubricated:

a. each 100 hours of flight time.

b. each 1000 hours of flight time.

c. Bearings within the system are permanently lubricated and require

no servicing.

d. All of the above.

4. The elevator trim system is operated by:

FOR TRAINING PURPOSES ONLY Page 3-9

 a. two 28 DC trim motors.

b. one 28 DC trim motor and manual trim.

c. one 28DC trim motor on left elevator with a flex cable interconnecting two
trim tabs.

d. None of the above.

5. The aileron trim tab is a:

a. system operated by two 24 DC motors in each aileron.

b. fixed type and is factory adjusted for level cruise.
c. fixed tab on the L/H aileron.

d. None of the above

Page 3-10 FOR TRAINING PURPOSES ONLY

4. FUEL SYSTEM

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 CHAPTER 4
FUEL SYSTEM
FUEL TANKS ........................................................................................... 4-1

FUEL VENT EXPANSION SYSTEM ........................................................ 4-2

BOOST PUMPS....................................................................................... 4-3

FUEL SHUTOFF VALVES ....................................................................... 4-3

CROSSFEED SYSTEM ........................................................................... 4-4

FUEL QUANTITY INDICATOR ................................................................ 4-5

LOW FUEL WARNING LIGHT ................................................................. 4-6

FUEL SYSTEM LIMITATIONS ................................................................. 4-6

HEATER FUEL SYSTEM......................................................................... 4-6

CHAPTER 4 - QUIZ ............................................................................... 4-15

FOR TRAINING PURPOSES ONLY

 CHAPTER 4
LIST OF ILLUSTRATIONS

FIGURE 4-1: FUEL SYSTEM NORMAL .............................................. 4-7

FIGURE 4-2: FUEL SYSTEM SINGLE CROSSFEED ......................... 4-8

FIGURE 4-3: FUEL SYSTEM DOUBLE CROSSFEED ........................ 4-9
FIGURE 4-4: WING TANK ................................................................. 4-10

FIGURE 4-5: FUEL SYSTEM COMPONENTS .................................. 4-11

FIGURE 4-6: FUEL CAP .................................................................... 4-12

FIGURE 4-7: DRAIN VALVES & VENT DRAINS ............................... 4-13

FIGURE 4-8: FUEL TANK SELECTOR ............................................. 4-14

FOR TRAINING PURPOSES ONLY

 FUEL TANKS inboard tank rib at approximately mid
chord and the fuselage tank strainer is
Fuel is stored in large area, shallow, located in the center sump. A fuel filter is
integral wet wing tanks located outboard installed in each engine fuel supply line
of the engine nacelle, and a deep between boost pump and engine.
rectangular bladder-type fuselage fuel
tank located between the rear cabin With the aircraft laterally level
bulkhead and the forward bulkhead of (dihedral angle is a nominal 2°), as fuel
the baggage compartment. Total is depleted the common head of
capacity of this interconnected system is atmospheric pressure on all three fuel
173.5 gallons (165.5 gallons usable). tanks will cause them to seek a common
Each wet wing fuel tank has a capacity level. For example, if a flight is begun
of 65 gallons (62 gallons usable when with a full fuselage tank and ten gallons
fueled to 0.6 in. below filler neck). The in each wing tank, the fuel fed to the
fuselage fuel tank has a capacity of 43.5 engines will initially come from the
gallons (41.5 gallons usable). fuselage tank (assuming both fuel
selectors are ON) until such time as its
A multiple sump assembly is installed fuel level reaches the same level (head
below the fuselage fuel tank. The center pressure) as the fuel in the wing tanks.
sump is the low point for the fuselage At that point, each engine will then be fed
tank, and the two wing sumps are the low simultaneously from its respective wing
points of each wet wing tank. Each sump tank, and from the fuselage tank. Once
can be drained by depressing its the ten gallons in each wing tank is
respective drain valve located on the left depleted, all fuel will be fed only from the
lower side of the fuselage, just aft of the fuselage tank. The system is designed
wing. Fuel is fed to the left and right-wing so that under normal operation
sumps through check valve assemblies. conditions, the wing fuel should be
There are two check valves installed in depleted when approximately 12-16
each sump. With the fuel selector in the gallons remains in the fuselage tank.
ON mode, the fuselage tank and wing
tanks feed simultaneously through all It is possible, however, with both fuel
check valves, each wing tank to its selectors in the ON position, to have an
respective engine, with the fuselage tank uneven fuel depletion between left and
feeding to both engines. The check right-wing tanks due to uncoordinated
valves prevent backflow of fuel from one flight especially during prolonged wing
tank to another. A fuel strainer is located low constant heading flight (e.g. heading
at the outlet of each wet wing tank on the or NAV coupled autopilot operation),

FOR TRAINING PURPOSES ONLY Page 4-1

with an unsecured (leaky) wing tank fuel atmosphere on each side of the
filler cap, uneven fueling of the tanks or
uneven engine fuel burn. Premature fuselage. The wing tanks are vented
exhaustion of either wing tank is through dual interconnected lines
undesirable as the engine that was opening into the fuselage tank airspace
obtaining fuel from the exhausted wing and overboard at the bottom of the
tank will now obtain its total fuel supply fuselage. These wing vent lines are
from the fuselage tank. In the event an connected to a float type check valve
uneven fuel depletion between left and located at each wing tip to prevent
right-wing tanks is noted, X-FEED excessive fuel (under expansion
(crossfeed) is provided and must be pressure) from flowing overboard
used to re-establish wing fuel balance. through the vent lines.
The fuselage tank fuel supply is the least
sensitive to aircraft attitude and The airspace between the fuselage
maneuvering and must be available for bladder cell and the aircraft structure is
takeoff, climb, descent, approach, vented to atmosphere on each side of
landing and uncoordinated flight the fuselage, and also has an overboard
maneuvers or engine power loss due to drain located on the bottom.
fuel starvation may occur. A pressure relief valve is located in
An Auxiliary Fuel tank is available as each wing tip housing that allows fuel to
Option #244 from Aerostar Aircraft. It drain overboard if the pressure in that
adds 45 gallons of usable fuel. It is respective tank reaches a preset
installed in the front portion of the pressure due to thermal expansion.
baggage compartment. It adds a fuel There is an upgraded fuel vent
vent and sump drain as well. Its use is system (SB600-126) available to
not automatic as fuel is transferred with address some possible issues with the
a panel activated switch once space in original vent system. It adds a sump
the fuselage tank is available. drain just fore of the other three fuel
sump drains. It is different in that it
should be drained until empty.
FUEL VENT EXPANSION SYSTEM

The three fuel tanks are vented

through a dual, interconnected vent
system. The airspace above the
fuselage tank fuel level is vented to

Page 4-2 FOR TRAINING PURPOSES ONLY

 NOTE uninterrupted fuel supply to the engines
at any other time (takeoff, landing, climb
Observe caution when opening a wing above 10,000 feet), and serves as
fuel filler cap, especially in a warm backup for the engine-driven fuel pump.
environment, as the fuel could be under
pressure. The controlling switch for each pump
is mounted on the instrument panel in
each engine switch grouping. Boost
pumps are to be turned ON at first
If the airplane is going to be parked indication of fluctuating or low (21 psi),
for an extended period in the sun, or if fuel pressure/fuel flow, or climb above
fueled outside on a cold day and brought 10,000 feet. Engine operation, at other
into a warm hangar, it is recommended than idle conditions, in 12 to 21 psi fuel
that wing tanks only be fueled to within pressure range can result in an
one inch from the bottom of the filler unacceptable fuel/air ratio and could
neck, and parked with the airplane result in shorter engine life, engine
laterally level. This will reduce the damage, or engine failure.
amount of fuel that can flow overboard
through the pressure relief valve due to Later models have a high/low fuel
thermal expansion. One might consider boost pump system which operates in a
waiting to fully fill the fuel tanks until just similar manner. Consult the POH for
before the flight on a hot day to limit fuel actual operating instructions as they vary
expansion. by model.

The approximate wing tank usable FUEL SHUTOFF VALVES

fuel quantity when fueled to a depth of
Four fuel shutoff valves are mounted
one inch below the filler neck rim is 60
on the fuel sump assembly. The
gallons and when filled to a depth of 0.6
operation of the valves is controlled by
inch below the filler neck is 62 gallons.
two fuel selector switches (one for each
engine) mounted on the instrument
panel in each engine switch grouping.
BOOST PUMPS Prior to engine start, the valves should
be checked for function by switching
The original system incorporated one from OFF to ON to XFEED to ON,
electric boost pump installed in each allowing time for full operation and
engine fuel supply line to provide fuel listening for proper sounds.
pressure for starting and to insure

FOR TRAINING PURPOSES ONLY Page 4-3

 CROSSFEED SYSTEM engine's fuel supply intake port. Should
a power interruption occur, immediately
The fuel system incorporates a X- re-establish a level coordinated flight
FEED (Crossfeed) supply system to attitude. Power will surge and should
correct fuel imbalance and lateral trim, recover fully within approximately 10
and to utilize fuel from an inoperative seconds after fuel is restored.
engine wing tank for prolonged single
engine operation. Crossfeed is selected Should it be determined or suspected
by rotating either fuel selector switch to that the fuselage tank fuel quantity has
the X-FEED position. Crossfeed been depleted, maximum usable wing
selection allows an engine to draw its fuel is obtained in coordinated flight at a
total fuel directly from the opposite wing level or slightly nose up attitude. Avoid
tank bypassing the sump check valves. nose down descents (up to 22 gallons
unusable in each wing with
A bad O-ring in one or more fuel caps approximately 14° nose down attitude).
can cause uneven fuel consumption as Avoid uncoordinated flight (power
well due to the low air pressure above interruptions and surging can be
the wing during flight. There are two O- experienced with up to 42 gallons in one
rings in each fuel cap which should be wing in uncoordinated flight).
replaced annually.
NOTE
Double X-FEED (Crossfeed) must
not be selected except in an emergency, The fuel selector switches have
when the LOW FUEL warning light is detents at each of the three positions;
illuminated. (This would only apply if however, when changing selection, a
there is fuel remaining in the wings.) The visual verification is required to assure
fuel selector X-FEED position is to be proper positioning. The valves provide
used in level coordinated flight only. a positive means of shutting off fuel
Each operating engine fuel selector must flow to the respective engines in case
be in the ON position for takeoff, climb, of engine fire, and by opening or
descent, approach and landing. closing a certain combination of
valves, it is possible to select different
If the airplane is not in a level fuel sources for either engine.
coordinated flight attitude, engine power
interruptions may occur on one or both
Keep turn and bank indicator as
engines when the fuselage tank is empty
closely centered as possible and avoid
or single or double X-FEED is selected,
rapid throttle movements.
due to unporting of the respective

Page 4-4 FOR TRAINING PURPOSES ONLY

 The X-FEED warning light will even if the actual fuel quantity in the low
illuminate if the landing gear is extended wing is greater.
when one or both of the fuel selector
switches are inadvertently left in the X- Some airplanes are equipped with
FEED position. an optional digital display fuel flow
totalizer system which can be manually
FUEL QUANTITY INDICATOR selected to indicate total fuel used or fuel
remaining. For the system to display fuel
A capacitance type fuel indicating remaining, the pilot must first input his
system is installed. The system is estimated total fuel load and then the
comprised of a probe in each fuel tank, a totalizer electronically subtracts fuel
signal conditioner and an indicator consumed from the initial quantity
incorporating an individual display for entered. Regardless of the system
each of the three tanks (left wing, accuracy as a fuel consumed totalizer, it
fuselage and right wing). The indicator, should never be used as a primary fuel
usually located in the center of the panel, quantity indicator because of the
displays fuel quantity in U.S. gallons. following:
Wing tank fuel quantities above 50 A. The displayed remaining fuel
gallons are ungaugeable. The fuselage quantity on the totalizer is based on
fuel quantity gauge scale has a yellow the initial estimated fuel load.
arc from 0 to 12 gallons. Takeoff is
prohibited with the fuselage tank B. The totalizer only shows estimated
indicated quantity within the yellow arc. total remaining fuel load and not how
the fuel load is distributed between
The fuel quantity system is designed the different fuel tanks.
and calibrated for highest accuracy
when the airplane is in a normal cruise C. The totalizer only subtracts fuel
attitude. For this reason, when reading consumed by the engines and
fuel quantity, the airplane should be in a consequently cannot indicate fuel
laterally and longitudinally level that was mistakenly not added or fuel
coordinated attitude (approximately 2° lost due to possible fuel system
nose up) for the fuel indicator to read leaks.
accurately. The wing fuel tank quantity
readings are extremely sensitive to
airplane attitude and turbulence. During
uncoordinated flight, the low wing may
read a lesser quantity than the high wing,

FOR TRAINING PURPOSES ONLY Page 4-5

 LOW FUEL WARNING LIGHT

A panel mounted LOW FUEL FUEL SYSTEM LIMITATIONS

warning light, activated by a float switch
located in the fuselage tank, is provided Do not add fuel to wing tanks unless
as standard equipment. Takeoff is fuselage tank is full. Caution should be
prohibited with LOW FUEL warning light exercised during fueling. Uneven
illuminated or inoperative. If the low fuel ground or wing conditions can result in
warning light illuminates during flight, an uneven fuel loading. Additionally, as it
immediate landing should be made if fills a wing can drop resulting in possible
possible. fuel spillage.

The LOW FUEL warning light first NOTE

illuminates continuously when 12 gallons
of fuel remain in the fuselage fuel tank If all tanks are to be filled to capacity,
and the light will remain on as fuel is fueling sequence is optional.
depleted until the fuselage fuel tank is However, it is strongly suggested that
again serviced above 12 gallons. In fuselage tank be filled first at all times.
turbulence or during climbs and
descents, intermittent illumination may
occur when the fuselage fuel tank has
slightly more than 12 gallons of fuel
remaining. HEATER FUEL SYSTEM

The LOW FUEL warning system The cabin heater obtains its total fuel
operates independent of the primary fuel supply from the fuselage fuel tank. When
quantity indicating system. Power for the operating, the heater fuel consumption is
LOW FUEL warning light is provided approximately 0.6 gallons per hour.
through the annunciator panel circuit
breaker.

Page 4-6 FOR TRAINING PURPOSES ONLY

 FIGURE 4-1: FUEL SYSTEM NORMAL

FOR TRAINING PURPOSES ONLY Page 4-7

 FIGURE 4-2: FUEL SYSTEM SINGLE CROSSFEED

Page 4-8 FOR TRAINING PURPOSES ONLY

FIGURE 4-3: FUEL SYSTEM DOUBLE CROSSFEED

FOR TRAINING PURPOSES ONLY Page 4-9

 FIGURE 4-4: WING TANK

Page 4-10 FOR TRAINING PURPOSES ONLY

FIGURE 4-5: FUEL SYSTEM COMPONENTS

FOR TRAINING PURPOSES ONLY Page 4-11

 FIGURE 4-6: FUEL CAP

Page 4-12 FOR TRAINING PURPOSES ONLY

FIGURE 4-7: DRAIN VALVES & VENT DRAINS

FOR TRAINING PURPOSES ONLY Page 4-13

 FIGURE 4-8: FUEL TANK SELECTOR

Page 4-14 FOR TRAINING PURPOSES ONLY

 CHAPTER 4 - QUIZ

1) When fueling the aircraft, unless all tanks are to be fueled to capacity:
a) wing tanks must be filled first.
b) fuselage tank must be filled first.
c) the fuselage tank will contain 8.0 gallons of unusable fuel.
d) each wing will contain 8.0 gallons of unusable fuel.

2) Wing filler caps that do not form a proper seal will:

a) be easier to open and close, and should be lobed regularly.
b) cause uneven or reduced feeding and/or siphoning.
c) have no effect on the fuel system.
d) increase fuel flow from the wing tanks.

3) The low fuel warning light is set to illuminate when fuel remaining in the
fuselage tank is 12 gallons or less, and:
a) is a new option.
b) is a no-go item when illuminated or inoperative.
c) will not illuminate when wing tank fuel equals 18 gallons or more.
d) will only Illuminate in straight and level flight.

FOR TRAINING PURPOSES ONLY Page 4-15

4) With X-FEED selected, the engine is obtaining its fuel supply:
a) from the opposite wing tank only.
b) from the fuselage tank only.
c) from both wing tanks.
d) from the opposite wing tank and the fuselage tank simultaneously.

5) When the aircraft is in uncoordinated flight:

a) the new individual fuel gauges will not reflect momentary changes in
wing fuel levels.
b) fuselage fuel indications will tend to be extremely high.
c) due to location of probes, wing tank fuel indications will be
unaffected.
d) uneven fuel depletion can occur between left and right-wing tanks.

6) Uneven fuel depletion from the wing tanks and possible premature
depletion of the fuselage tank are most apt to occur:
a) during prolonged wing-low constant-heading flight.
b) when the aircraft is flown manually over a varied course.
c) whenever the autopilot is engaged, regardless of the position of the
ball in the turn coordinator.
d) during procedure turn on an instrument approach.

Page 4-16 FOR TRAINING PURPOSES ONLY

7) In the event that an uneven fuel depletion between wing tanks is
noted:
a) small amounts of opposite rudder will return lateral trim.
b) the rudder-aileron interconnect will automatically compensate for
deviations in lateral trim, and restore even fuel flow.
c) X-FEED should be used to restore lateral trim.
d) a slight slip will enable the gate valve on the fuselage sump to open
and increase fuel flow from the heavy wing.

8) . If the low fuel warning light illuminates during flight:

a) low MAP/high RPM settings should be used to minimize fuel
consumption.
b) an immediate landing should be made if possible.
c) flight can be safely continued for up to 50 minutes with proper
leaning technique.
d) a skid should be initiated to check the wing tanks for remaining fuel.

FOR TRAINING PURPOSES ONLY Page 4-17

Page 4-18 FOR TRAINING PURPOSES ONLY
5. POWERPLANT

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 CHAPTER 5
POWERPLANT
ENGINE................................................................................................ 5-1

ENGINE CONTROLS ........................................................................... 5-1

AIR INDUCTION SYSTEM ................................................................... 5-1

TURBOCHARGING SYSTEM .............................................................. 5-3

FUEL INJECTION SYSTEM ................................................................. 5-4

FLOW DIVIDER .................................................................................... 5-4

ENGINE OIL SYSTEM ......................................................................... 5-5

IGNITION SYSTEM .............................................................................. 5-5

OIL SELECTION .................................................................................. 5-6

ENGINE INSTRUMENTS ..................................................................... 5-7

PROPELLERS...................................................................................... 5-7

PROPELLER SYNCHRDPHASER ....................................................... 5-7

ENGINE FIRE DETECT LIGHT ............................................................ 5-9

CHAPTER 6 - QUIZ ............................................................................ 5-33

FOR TRAINING PURPOSES ONLY

 CHAPTER 5
LIST OF ILLUSTRATIONS
FIGURE 5-1: INDUCTION SYSTEM 700P ................................... 5-10

FIGURE 5-2: INDUCTION SYSTEM 602P ................................... 5-11

FIGURE 5-3: INDUCTION SYSTEM 601/601P ............................ 5-12

FIGURE 5-4: INDUCTION SYSTEM 601P ................................... 5-13

FIGURE 5-5: INDUCTION SYSTEM 600 ..................................... 5-14

FIGURE 5-6: TURBOCHARGING SYSTEM 700P ....................... 5-15

FIGURE 5-7: TURBOCHARGING SYSTEM 602P ....................... 5-16

FIGURE 5-8: TURBOCHARGING SYSTEM 601/601P ................ 5-17

FIGURE 5-9: AUTOMATIC CONTROLLER ................................. 5-18

FIGURE 5-10: TURBO CONTROLS ............................................ 5-19

FIGURE 5-11: AUTOMATIC TURBO CONTROL ......................... 5-20

FIGURE 5-12: FUEL INJECTION SYSTEM ................................. 5-21

FIGURE 5-13: AIR BLEED NOZZLE ASSY ................................. 5-22

FIGURE 5-14: FUEL INJECTOR INSTALLATON ........................ 5-23

FIGURE 5-15: ENGINE OIL SYSTEM ......................................... 5-24

FIGURE 5-16: POWERPLANT INSTRUMENTS 700P................. 5-25

FOR TRAINING PURPOSES ONLY

FIGURE 5-17: POWERPLANT INSTRUMENTS 602P................. 5-26
FIGURE 5-18: POWERPLANT INSTRUMENTS 601/601P .......... 5-27

FIGURE 5-19: POWERPLANT INSTRUMENTS 600 .................... 5-28

FIGURE 5-20: PROP GOVERNOR ............................................. 5-29

FIGURE 5-21: PROPELLER ASSY ............................................. 5-30

FIGURE 5-22: PROP SYNC ........................................................ 5-31

FIGURE 5-23: FIRE DETECTOR ................................................. 5-32

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 ENGINE cylinder, horizontally opposed, direct drive,
wet sump, fuel injected engines, driving
The numerical designator for an
Hartzell three-bladed, constant speed, full
Aerostar is largely determined by the
feathering propellers. The engine
engines and resultant horsepower. The
installation meets all certification cooling
700P has two 350 horsepower engines.
requirements without the aid of cowl flaps.
The letter at the end designates A for
Cooling air enters the cowling, is directed
normally aspirated, B for turbocharged or P
around the cylinders by baffles, through the
for pressurized. One of the outstanding
accessory section, and is exhausted
features of the Aerostar is that virtually
through exhaust chutes. Two blast tubes,
every option can be added to any airframe.
mounted on the rear bathe, direct cooling
So, a 601P can be upgraded to a 700P for
air to the magnetos.
example.
There are variation in compression
The 700P has two Avco Lycoming TIO-
ratios and boost level of the turbo-charger
540 series, 350 horsepower engines
due to options and upgrades offered by
installed on the airplane. They are six
Machen, Inc which is now Aerostar Aircraft
cylinder, counter rotating, low compression,
Corporation.
horizontally opposed, direct drive,
turbocharged, wet sump, fuel injected ENGINE CONTROLS
engines, driving Hartzell three-bladed,
constant speed, full feathering propellers. All power plant controls are located on
Manually controlled cowl flaps are installed the control pedestal. The lever knobs are
to provide control of engine cooling. shaped to standard configurations, and
Cooling air enters the cowling, is directed the control levers are of different lengths,
around the cylinders by cylinder baffles, so they can be readily identified by touch.
through the accessory section, and is AIR INDUCTION SYSTEM
exhausted through exhaust chutes. Two
blast tubes direct cooling air to the (700P)
magnetos. One blast tube is on the rear
Induction air is directed to the fuel
baffle, and the second is on the intercooler
injection regulator via two filtered
ramp.
turbocharger inlets mounted on the rear
All 600 series have two Avco Lycoming engine baffles which feed compressed
I0-540 series, 290 horsepower engines (turbocharged) air to a common
installed on the airplanes. They are six intercooler mounted on the engine
firewall. The intercooler cools the
FOR TRAINING PURPOSES ONLY Page 5-1
compressed air prior to entering the fuel operation, should the air filter become
injection regulator by drawing free stream blocked.
air from over the top of the engine and
exhausting it through the intercooler tunnel (601, 601P)
exit over the trailing edge of the wing.
These models have an induction
Two manually operated alternate air similar to the 602P, except they
doors are located in the intercooler tunnel aft incorporate a mode door in the
of the intercooler. Each door supplies turbocharger inlet. The purpose of the
warmed air to its respective turbocharger mode door is to allow cool ram air to
inlet downstream of the filter. There is no
bypass the turbocharger in certain flight
need to close the bleed air valve when
alternate air is selected, since the air is conditions. The wire mesh inlet screens
drawn from an uncontaminated source. and alternate air doors are installed only
on airplanes equipped for flight into known
(602P) icing. The alternate air doors on these
models are sliding doors which do not
Induction air is directed through two wire
incorporate the primary air positive shut-off
mesh screens on the rear engine baffles, to
feature. Piper offers a kit to replace these
the turbochargers (where it is compressed),
inlet airboxes with 602P style inlet airboxes
then to a common air filter housing mounted
deleting the mode door and sliding
on the firewall, before entering the fuel
alternate air door. Many 601Ps have
injection regulator. A manually operated
added intercoolers as a valuable
alternate air door is installed on each
improvement.
turbocharger inlet. Should the primary air
inlet screens become restricted, selecting (600)
alternate air will simultaneously open the
inlet to warmed air in the engine accessory This normally aspirated model takes
compartment, and shut off the primary inlet. induction air through inlets on each rear
The corresponding engine bleed air must be engine baffle directly to the filter housing
closed when the manual alternate air doors mounted on the firewall, then to the fuel
are open, due to the possibility of injection regulator. The filter housing
introducing contaminated air into the cabin. incorporates an automatic alternate air
Additionally, an automatic alternate air door door downstream of the filter to allow
is installed on the filter housing, downstream continued engine operation, should the
of the filter, to allow normally aspired engine filter become blocked.

Page 5-2 FOR TRAINING PURPOSES ONLY

 TURBOCHARGING SYSTEM valve that regulates oil pressure within the
actuator. The actuator is mechanically linked
The PA-60-700P turbocharging system
to the waste gate valves located in each
provides engine capability to maintain the
exhaust stack. The pilot gives the controller
takeoff manifold pressure of 42 in. Hg. to
the first input by moving the engine throttle
approximately 16,500 feet while providing
control to the desired manifold pressure. As
bleed air to pressurize the cabin and the
this is being accomplished, the controller
magnetos.
senses a. ratio change between manifold
The PA-60 turbocharging system pressure and compressor discharge
provides engine capability to maintain the pressure. The controller is programmed to
takeoff manifold pressure of 37 in. on the maintain a certain ratio.
602P and 29.5 on the 601P and 601B to
Therefore, the internal diaphragm of the
approximately 20,000 feet while providing controller now moves seeking this ratio, which
bleed air to pressurize the cabin. in turn moves the oil metering valve allowing
oil pressure to reposition the waste gate
The turbochargers are exhaust-gas
valves. As the waste gate valves move toward
driven engine accessories which raise the the closed or open position, more or less
pressure of the induction air delivered to the exhaust gases are diverted to the
engine. There is one turbocharger unit for turbochargers causing the turbines to
each engine exhaust stack. Each unit increase or decrease RPM accordingly. Since
consists of a compressor and a turbine the turbines are directly connected to the
connected by a common shaft; the compressors, the compressor discharge
compressor supplies pressurized air to the pressure will raise or lower until the desired
engine for high altitude operation and to the programmed pressure ratio is obtained. The
actuator is provided with an oil drain line which
cabin for pressurization. The turbine utilizes
returns engine oil to the sump in the event of
the flow of exhaust gases to drive the
leakage around the actuator piston seals. The
compressor. Turbocharging is controlled by actuator is also spring-loaded to move the
means of an automatic turbo control system waste gates to the non-turbocharged mode as
consisting of a controller and an actuator. a fail-safe system.

This slope controller senses the engine Some early systems had both manual and
manifold pressure selected and electric wastegate actuators.
compressor discharge pressure across the
diaphragm, then actuates an oil metering

FOR TRAINING PURPOSES ONLY Page 5-3

 FUEL INJECTION SYSTEM fuel is kept under pressure by the flow
divider to assure positive shutoff of fuel to
The engine-driven fuel pump supplies the nozzles when the injector is placed in
fuel under pressure to the fuel injection idle cutoff.
servo, which meters the correct proportion
of fuel to the flow divider. The flow divider Metered fuel enters the flow divider
then directs the fuel to each of the individual assembly through a fuel line from the
cylinder injection nozzles. injector assembly and flows through the
inside diameter of the flow divider valve
The Bendix RSA-10ED1 fuel injection and through a passage to the lower side
system is based on the principle of of the diaphragm. At idle the fuel pressure
measuring air flow and using the air flow from the injector must, through force
signal in a stem-type regulator to convert against the diaphragm, overcome the flow
the air-force into a fuel-force. This fuel-force divider spring to open the valve and pass
(fuel pressure differential), when applied fuel to the nozzles through ports drilled in
across the fuel metering section (jetting the hollow valve. The fuel is divided
system) makes fuel flow proportional to air equally by ports machined in the valve
flow. Fuel vaporization takes place at the bushing. Since the injector meters and
intake ports. delivers a fixed amount of fuel to the flow
divider, the valve will open only as far as
A fuel vent system provides a common required to pass this amount of fuel to the
reference vent pressure to the fuel flow nozzles. At idle, the valve opening
gauge (NF 0001-0266), fuel pressure required is very small and discharge
gauge, engine-driven fuel pump and nozzle pressure negligible, thus the fuel to
injection nozzles. The vent source is taken individual cylinders is divided at this point
downstream of the turbochargers on all by the flow divider. As fuel flow through
turbocharged models, to ensure proper the injector is increased above idle
vent pressure during normal aspiration or requirements, fuel pressure builds up in
turbocharger operation. the nozzle lines, fully opens the flow
divider valve, and fuel distribution to the
FLOW DIVIDER cylinders becomes a function of the
pressure drop across the discharge
The flow divider is mounted on the upper nozzles.
engine surface and serves to channel fuel
to each nozzle. Metered fuel is delivered
from the fuel injector to the flow divider. The

Page 5-4 FOR TRAINING PURPOSES ONLY

 ENGINE OIL SYSTEM mounted on the nose cowling for
temperature control.
The engine employs a full pressure, wet
sump lubrication system. The sump is filled IGNITION SYSTEM
through a combination dipstick oil filler cap.
Lubricating oil is drawn through the oil The ignition consists of dual magnetos,
sump inlet screen by the engine oil pump high tension harness, spark plugs and a
and directly to the oil cooler and magneto switch. Additionally, a vibrator is
thermostatic bypass valve. When engine oil used to provide an intensified spark for
is cold, the thermostatic bypass valve easier starting at low cranking RPM.
(Vernatherm valve) will open allowing oil to
Each engine is provided with a
flow directly to the full flow oil filter
combination magneto/starter switch.
bypassing the cooler. As the oil warms up,
Moving the switch to the spring loaded
the bypass valve will close, thereby forcing
"START" position grounds the right
more oil to circulate through the cooler prior
magneto, activates the starting vibrator,
to entering the oil fitter. From the oil filter,
retards the left magneto, and engages the
the oil passes through an oil pressure relief
starting motor. When the engine starts,
valve which regulates system oil pressure.
release of the switch allows it to spring
The regulated oil is then routed through the
back to the "BOTH" (magnetos) position,
main oil galleries to the various engine
disengages the starting motor and
bearings and piston oil cooling nozzles,
removes the vibrator from the starting
valve mechanisms, and moving parts.
circuit. The right magneto is
Gravity returns the oil to sump.
simultaneously ungrounded and both
The turbochargers are also lubricated by magnetos will be in full advance.
the regulated oil from the engine system.
The induction type starting vibrators
Oil circulated through the turbochargers is
provide an interrupted D.C. current to the
returned to the sump by a scavenge pump
left magneto high tension coil through the
attached to the hydraulic pump accessory
ignition switch and the "Retard" set of
pad. Oil from the oil pump is also supplied
points. When the engine is cranked to the
directly to the waste gate control system.
retard timing position, the vibrator output
The engine oil system utilizes a drawn is applied to the high-tension coil to
cup type large capacity oil cooler produce the spark to start the engine.

FOR TRAINING PURPOSES ONLY Page 5-5

 OIL SELECTION

Page 5-6 FOR TRAINING PURPOSES ONLY

 ENGINE INSTRUMENTS solenoid valve. For the 602P, an F-8-60Z
is used.
Instrumentation for each engine
consists of: mechanical oil pressure, The synchrophasor system installed in
electrical oil temperature and electrical A/F 0494 and subsequent consists of a
cylinder head temperature presented on a pulse generator driven by the tach drive
3-way combination gauge; mechanical output forward of each engine's tach
fuel pressure gauge; electrical exhaust generator, a computer mounted on the
gas temperature gauge; electrical fuel flow lower left side of the fuselage station
gauge; electric tachometer and a 176.88 bulkhead, a solenoid type control
mechanical manifold pressure gauge. The valve on the right engine propeller
gauges are placarded as to their operating governor, and a synchrophasor switch on
limitations. the console, forward of the engine controls.
In A/F 04550493 equipped with a dual tach
PROPELLERS
installation, the tach generator also
The engines are equipped with Hartzell functions as a pulse generator and no
controllable, three-blade, constant speed, separate pulse generators are installed.
feathering propellers (models vary). The A/F prior to 0455 have a strobe sensor, unit
propellers utilize a combination air spring in place of the right engine pulse generator.
and counterweights on each blade to
PROPELLER SYNCHROPHASER
increase pitch and feather, opposed by oil
pressure regulated by the propeller The synchrophasor system is designed
governor to reduce pitch. When the to provide automatic propeller
propeller control lever is pulled back to the synchronization as well as propeller
limit of its travel, governor oil pressure is phasing. The system will hold
released, allowing the counterweights, synchrophasing throughout all normal
feathering spring and cylinder air charge aircraft maneuvers if the manual RPM and
to feather the blades. throttle control settings are not altered.

On airplanes equipped with a The system consists of two (2) electric

synchrophasor system, the standard F-6- pulse generators which sense engine RPM
35Zpropeller governor on the right engine and compares this information through a
is exchanged for the F-8-45Z propeller computer and signals a solenoid control on
governor with an electrically controlled the right engine governor, thereby

FOR TRAINING PURPOSES ONLY Page 5-7

"slaving" the right engine propeller speed For Takeoff and Landing:
to the left engine.
Check that the synchrophasor
switch is in the MANUAL position.
The system is activated by a two
position (MANUAL and PHASE) toggle For Climb/Cruise:
switch mounted on the console just above
the propeller controls. In the MANUAL Set the throttle controls as desired.
position, the synchrophasor computer is Manually synchronize propeller
not energized, but a small current is controls.
continuously applied to the right engine
governor solenoid to hold it in a mean
Select PHASE position on
travel position. When PHASE is selected,
synchrophasor switch.
the full synchrophasor system becomes
functional. Regardless of switch position,
pilot can manually override the NOTE
synchrophasor system by using the Engine RPM must be within 30 RPM
propeller controls. before switching from MANUAL to
PHASE or system will not synchronize
A panel mounted pull type circuit propellers.
breaker, marked SYNC provides electrical
system protection, and when out, it will
completely deactivate the system. Prior to making power changes, select
NOTE MANUAL position, select desired MAP
and RPM, manually synchronize
If the synchrophasor system becomes propellers and reselect PHASE position.
inoperative, the aircraft can be
operated following basic. Airplane If the synchrophasor system loses
Flight Manual Procedures providing synchronization during the flight, select
the right engine propeller governor is
mechanically readjusted to prevent the MANUAL position and manually
RPM above 2425, and SYNC circuit synchronize propellers. Wait for 45
breaker is pulled to the out position. seconds minimum, then reselect PHASE
position.

For Starting Engines: For all single engine operations, set the
synchrophasor switch to the MANUAL
Set the synchrophasor switch to position.
MANUAL

Page 5-8 FOR TRAINING PURPOSES ONLY

 ENGINE FIRE DETECT LIGHT The system incorporates four heat
sensors (two on each side) mounted on the
The Engine Fire Detect option provides firewall, just behind the tailpipes. The
the pilot with the means to detect engine sensors are normally open and close at
fires. It consists of a temperature approximately 450°F triggering a horn and
sensing circuit in each engine accessory light in the cockpit.
compartment which triggers a warning
horn and indicator light inside the cockpit, NOTE
in the event of excessive temperature level.
The engine fire detect test switch on the Service Bulletin 920 dealing with
copilot's upper panel is used to test the tailpipe inspection and fire detection
annunciator lights and warning horn. When system, must be complied with on all
either L or R position is selected, the models as required.
warning horn and appropriate annunciator
light should activate.

FOR TRAINING PURPOSES ONLY Page 5-9

 FIGURE 5-1: INDUCTION SYSTEM 700P

Page 5-10 FOR TRAINING PURPOSES ONLY

FIGURE 5-2: INDUCTION SYSTEM 602P

FOR TRAINING PURPOSES ONLY Page 5-11

 FIGURE 5-3: INDUCTION SYSTEM 601/601P

Page 5-12 FOR TRAINING PURPOSES ONLY

FIGURE 5-4: INDUCTION SYSTEM 601P

FOR TRAINING PURPOSES ONLY Page 5-13

 FIGURE 5-5: INDUCTION SYSTEM 600

Page 5-14 FOR TRAINING PURPOSES ONLY

FIGURE 5-6: TURBOCHARGING SYSTEM 700P

FOR TRAINING PURPOSES ONLY Page 5-15

 FIGURE 5-7: TURBOCHARGING SYSTEM 602P

Page 5-16 FOR TRAINING PURPOSES ONLY

FIGURE 5-8: TURBOCHARGING SYSTEM 601/601P

FOR TRAINING PURPOSES ONLY Page 5-17

 FIGURE 5-9: AUTOMATIC CONTROLLER

Page 5-18 FOR TRAINING PURPOSES ONLY

FIGURE 5-10: TURBO CONTROLS

FOR TRAINING PURPOSES ONLY Page 5-19

 FIGURE 5-11: AUTOMATIC TURBO CONTROL

Page 5-20 FOR TRAINING PURPOSES ONLY

FIGURE 5-12: FUEL INJECTION SYSTEM

FOR TRAINING PURPOSES ONLY Page 5-21

 FIGURE 5-13: AIR BLEED NOZZLE ASSY

Page 5-22 FOR TRAINING PURPOSES ONLY

FIGURE 5-14: FUEL INJECTOR INSTALLATON

FOR TRAINING PURPOSES ONLY Page 5-23

 FIGURE 5-15: ENGINE OIL SYSTEM

Page 5-24 FOR TRAINING PURPOSES ONLY

FIGURE 5-16: POWERPLANT INSTRUMENTS 700P

FOR TRAINING PURPOSES ONLY Page 5-25

 FIGURE 5-17: POWERPLANT INSTRUMENTS 602P

Page 5-26 FOR TRAINING PURPOSES ONLY

FIGURE 5-18: POWERPLANT INSTRUMENTS 601/601P

FOR TRAINING PURPOSES ONLY Page 5-27

 FIGURE 5-19: POWERPLANT INSTRUMENTS 600

Page 5-28 FOR TRAINING PURPOSES ONLY

FIGURE 5-20: PROP GOVERNOR

FOR TRAINING PURPOSES ONLY Page 5-29

 FIGURE 5-21: PROPELLER ASSY

Page 5-30 FOR TRAINING PURPOSES ONLY

 FIGURE 5-22: PROP SYNC

FOR TRAINING PURPOSES ONLY Page 5-31

 FIGURE 5-23: FIRE DETECTOR

Page 5-32 FOR TRAINING PURPOSES ONLY

 CHAPTER 6 - QUIZ

1. The Aerostar 700P has two Avco Lycoming TIO-540 series rated at:

a. 250 horsepower. c. 290 horsepower.

b. 275 horsepower. d. 350 horsepower.

2. The Aerostar 600A, 601B, 601P and 602P have two Avco Lycoming 10-540 or
TIO-540 series rated at:

a. 250 horsepower. c. 290 horsepower.

b. 275 horsepower. d. 350 horsepower.

3. The turbochargers are driven by:

a. direct drive from engine. c. air.

b. exhaust gas. d. None of the above.

4. Engine fuel system consists of:

a. a carburetor system.

b. a Bendix RSA-10EDI fuel injection system.

c. only a fuel pump with a flow divider.

d. None of the above.

FOR TRAINING PURPOSES ONLY Page 5-33

5. The turbocharging is controlled by means of an automatic turbo
control system consisting of a controller and an actuator.
TRUE FALSE

6. The actuator and waste gate is spring loaded to move the waste gates
to the closed position.

TRUE FALSE

7. The Aerostar has two 3-bladed Hartzell props:

a. that are full feathering.

b. with accumulators for unfeathering.

c. with optional 2-bladed props.

d. None of the above.

8. The optional synchrophasor system on the Aerostar:

a. has a 28-volt motor driven phasing unit.

b. has a solenoid type control valve on the right engine propeller

governor, slaving it to the left engine.

c. has a computer mounted in the nose cone.

d. None of the above.

Page 5-34 FOR TRAINING PURPOSES ONLY

6. ELECTRICAL

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 CHAPTER 6
ELECTRICAL
OVEREVIEW ..................................................................................... 6-1

BATTERY INSTALLATION ................................................................ 6-2

VOLT-AMMETER .............................................................................. 6-2

CIRCUIT BREAKERS........................................................................ 6-3

FUSES .............................................................................................. 6-4

EXTERIOR LIGHTING ...................................................................... 6-4

INTERIOR LIGHTING........................................................................ 6-5

ELECTRICAL DIAGRAMS................................................................. 6-5

CHAPTER 6 - QUIZ ......................................................................... 6-19

FOR TRAINING PURPOSES ONLY

 CHAPTER 6
LIST OF ILLUSTRATIONS

FIGURE 6-1: ELECTRICAL BATTERY (157-189) ....................... 6-6

FIGURE 6-2: ELECTRICAL ALT ON (157-189) .......................... 6-7

FIGURE 6-3: ELECTRICAL EXTERNAL (157-189) .................... 6-8

FIGURE 6-4: ELECTRICAL BATTERY (190-364) ....................... 6-9

FIGURE 6-5: ELECTRICAL ALT ON (190-364) ........................ 6-10

FIGURE 6-6: ELECTRICAL EXTERNAL (190-364) .................. 6-11

FIGURE 6-7: ELECTRICAL BATTERY (365 UP) ...................... 6-12

FIGURE 6-8: ELECTRICAL ALT ON (365 UP) ......................... 6-13

FIGURE 6-9: ELECTRICAL EXTERNAL (365 UP) ................... 6-14

FIGURE 6-10: TAIL BATTERY INSTALLATION ....................... 6-15

FIGURE 6-11: MID BATTERY INSTALLATION ........................ 6-16

FIGURE 6-12: DUAL 12 VOLT BATTERY INSTALLATION ...... 6-17

FIGURE 6-13: VOLT-AMMETER .............................................. 6-18

FOR TRAINING PURPOSES ONLY

 OVEREVIEW

The Aerostar is equipped with a 28V DC Each alternator system is separated

electrical system. Power to operate the from the battery and the other alternator
various circuits and components is provided system by isolation diodes. These diodes
by two self-exciting 70-amp alternators; one prevent reverse flow of current from a
on each engine. Maximum continuous output good alternator or the battery into an
from each is limited to 55 amps, total dual inoperative alternator. Additionally, some
alternator capacity is 110 amps. aftermarket alternator and electric
components are available to improve the
To assist the alternator fields in bringing operation of the Aerostar electrical
the alternators on line Machen has system.
developed a field excitation kit. As
alternators age the field winding units in the National Air Parts, Inc. located in
alternators may lose their ability to excite the Deland, FL. offers 70 and 100 Amp
field automatically. A wire is run from the alternators for the entire Aerostar line.
starter relay to the fuse on the voltage Their alternators are capable of outputting
regulator to assist in exciting the fields within 40 Amps at 800 RPM making them an
the alternator bringing the alternator on line ideal alternator improvement if the aircraft
almost immediately. When the kit is installed, is equipped with an electric JB air
the alternator switches should be turned ON conditioning system because of their high
prior to engine start. draw at low engine RPM. However, a
caution has to be posted that regardless of
The voltage from each alternator is the type of alternators installed the
controlled by its voltage regulator and electrical load should be reduced to assist
overvoltage relay. The voltage regulator the batteries and alternators in supplying
senses the output of the alternator and the necessary loads while on the ground.
automatically adjusts the alternator field Running the Aerostar at over 900 RPM’s
current to increase or decrease the output on the ground invites a lot of brake wear.
voltage. Should one regulator become
inoperative, the overvoltage relay will
NOTE
prevent any overvoltage condition of that
The 700 alternators are limited to 60
alternator by interrupting the field current,
shutting off the alternator. This alternator amps due to better engine baffling.
may be reactivated by turning it OFF (this
resets the relay) and then back ON.

NOTE
The .700 alternators are limited
FOR TRAINING PURPOSES ONLY
to
Page 6-1
60 amps due to better engine
baffling.
 BATTERY INSTALLATION equipment. Prior to turning on any
electrical equipment, check to ensure the
The 700P and several modified models bus voltage does not exceed 30 volts.
of the Aerostar have installed one 24-volt Turn battery switch ON prior to
acid battery, located just aft of the rear disconnecting external power source. It is
baggage compartment, which provides recommended that a single battery
power for engine staffing and is a reserve installation be installed whenever
source of power in the event of dual possible for the aircraft. The actual
alternator failure. A DC external power procedure varies by model, so consult
receptacle, located just behind the access your POH for actual instructions.
door on the underside of the tail, provides a
means for connecting external power to the VOLT-AMMETER
aircraft electrical system. (See Figure 6-3)
The volt-ammeter is located on the
Two 12 volt, lead acid batteries, located copilot's lower panel and reads either
just forward of the tail cone, are connected in voltage or amperage. A three-position
series to provide 24 volts for engine starting amperage selector switch, mounted
and a reserve source of power in the event adjacent to the volt-ammeter, is used to
of dual alternator failure. (See Figure 6-4) A select the circuit to be read off the meter.
DC external power receptacle, located just Total OPERATING EQUIPMENT
behind the access door on the underside of amperage load is displayed when the
the tail, provides a means for connecting switch is in the BUS position.
external power to the aircraft electrical
system. The battery switch must be in the ON The appropriate ALTERNATOR
position prior to connecting external power, amperage load is displayed by moving
then switched OFF after external power unit the switch either left or right. If left and
is turned on. Since this will provide a direct right alternator loads are added, the sum
connection to the main aircraft bus, care may be greater or less than displayed in
should be taken to ensure that all electrical BUS position. If greater, the battery is
switches and radio equipment are turned off being charged; if less, battery is being
before attempting a GPU assisted start. discharged.

The exception to all switches off for the The left and right positions are also
start is that of the battery switch which is on useful in determining load sharing, or
before connecting the external power unit. paralleling. At lower load values (not to
This will protect the individual systems from exceed 55 amps) one alternator may
a poorly regulated external power source carry much more load than the other. This
which can damage the airplane's electrical condition is acceptable if the lower load

Page 6-2 FOR TRAINING PURPOSES ONLY

value alternator has any load indication and speed, and outside air temperature
will carry the load when the higher load value readings.
alternator is turned off. This test is valid only
when both engines are operating above 1800 NOTE
RPM to assure 28V output for each
alternator. Alternators are considered to be Multiple failures may or may not
in parallel when they share load equally illuminate the warning lights;
between 10-15 amps. however, these failures are readily
determined by monitoring the volt-
Depressing the button on the volt-
ammeter, regardless of amperage selector ammeter. If system load exceeds 70
switch position, will cause the meter to amps per alternator, a circuit breaker
display system voltage. The volt-ammeter should also pop, but the warning
circuit is fuse protected. light will not illuminate.

An alternator warning light will illuminate Additionally, there will be no

when the respective alternator fails or is annunciation if there is a total failure of
turned off. Other system malfunctions will NOTE
the electrical system.
illuminate the light, such as:
Multiple failures may or may not
Individual the
illuminate alternator switches
warning are
lights;
A. Engine RPM too low - alternator not on provided to turn
line. however, thesetheir respective
failures system
are readily
ON or OFF and to check alternator circuit
B. Failure of alternator output fuse and/or determined by monitoring the volt-
operation. Should an alternator fail, or an
filter. ammeter. If system load exceeds 70
engine not be running, the respective
C. Overvoltage relay open. amps pershould
alternator alternator, a circuit
be turned OFF.breaker
Since
D. Voltage regulator failure. should also pop, but the warning
the alternators are self-exciting, battery
light willbattery
exciting, not illuminate.
power is not required for
Many new electronic systems have been excitation.
developed for today’s aircraft that mimic
larger glass cockpit instrumentations in CIRCUIT BREAKERS
modern turboprop and turbojet installations. NOTE
These installations combine the function of An equipment circuit breaker panel is
the volt-ammeter, battery status, and Multiple failures may or may not
located on the lower right instrument
paralleling functions that are viewed illuminate
panel. Each ofthethe warning
push-to-reset lights;
type
electrically in a concise and easy readable however, these failures
circuit breakers will pop out when are readily
display. Integrated in these displays are determined
excessive by flows
current monitoring
through the volt-
the circuit
engine and cylinder temperatures, oil it ammeter.
protects. IfAfter.
system load exceeds
allowing 70
the circuit
pressure, oil temperature, engine prop amps per
breaker alternator,
to cool for 1 - 3a circuit
minutes,breaker
it may
should also pop, but the warning
light will not illuminate.

FOR TRAINING PURPOSES ONLY Page 6-3

NOTE
be reset by pushing it in until it clicks. amp circuit breaker mounted externally
Attempting to reset the circuit breaker before on the lower right sub panel to allow the
it has cooled sufficiently will not increase the pilot to reset the avionics buss while in
reset time. Should a circuit breaker pop a flight.
second time, it should be left out until the
cause has been corrected, as a short is EXTERIOR LIGHTING
indicated and damage may occur to the
circuit and its components. Appropriate switches and circuit
breakers on the instrument panel control
all exterior lighting. Combination
NOTE
strobe/navigation lights are located in the
The circuit breakers are not only push to wing tips and on the tail cone. Dual
reset, but also are of the pull to disable taxi/landing lights are recessed in the
type, except for alternator and battery bottom of the nose section. Simultaneous
breakers. operation of both taxi/landing lights for
extended periods while on the ground
should be avoided, as this may cause
The battery and each alternator is overheating and possible deformation of
protected by panelNOTEmounted 70-amp circuit the acrylic lens.
breakers. After 1 to 3 minutes cooling period,
The panel
these circuitmounted
breakers are notmay
breakers onlybepush
reset. Led replacement lamps are available
to reset, but also are of the pull to which greatly reduce power consumption
disable type, except for alternator and and heat generated. Taxi and Landing
battery breakers. lights may be left on indefinitely with led
FUSES lamps installed.

The volt-ammeter circuit is protected by WARNING

six 1-amp fuses mountedNOTE on a plate directly
below the circuit breaker panel. The avionics Strobe lights should not be operated
Theiscircuit
bus breakers
protected by areonenot only push
30-amp fuse when flying through cloud, fog, or haze,
to reset,forward
mounted but alsoof are the ofco-pilot
the pullpanel
to since the reflected light can produce
inaccessible
disable type,in flight.
exceptIn the
for event of a failure
alternator and spatial disorientation.
ofbattery
this fuse (as indicated by simultaneous
breakers.
failure of all radios), the auxiliary radio
master switch may be used to obtain limited
power for the radios. Some Aerostars have
been modified through NOTE field DAR approval to
replace the 30-amp fuse holder with a 30-
The circuit breakers are not only push
to reset, but also are of the pull to
disable type, except for alternator and
battery
Page 6-4 breakers. FOR TRAINING PURPOSES ONLY
 NOTE selection capability. The baggage
compartment is illuminated when the
Aircraft having electrical air- baggage door is opened and the battery
conditioning cannot use A/C during switch is ON.
single engine operation, night flying,
IFR, single alternator or on the ground
unless RPM stays above 1300 RPM.
ELECTRICAL DIAGRAMS

The attached electrical diagrams

are for instructional purposes only and
INTERIOR LIGHTING may not reflect actual circuits on your
aircraft. Very early models may have
The instrument panel is lighted by means undocumented circuit variations.
of red and white lights located under the
Additionally, circuits may have been
glare shield and side panels, and post lights.
modified and documented or not
All red, all white, or any combination thereof,
may be selected by means of rheostats documented. Consult the Aerostar
located on the pilot's lower panel. Full Maintenance Manual for the most
counter-clockwise rotation of the knobs turns accurate diagrams.
the lights off. The avionics equipment, post
lights and some instruments are controlled
by means of a rheostat, also located on the
pilot's lower panel.

The magnetic compass is internally

lighted, with the lighting controlled by the
airplane battery switch. Cabin lighting is
provided by individual passenger seat lights
located in the headliner above each seat.
Each light has a switch for individual control.

The master cabin light switch is located

on the pilot's lower panel. A dual intensity
map light is mounted overhead, between the
pilot and copilot stations. The map light
switch, adjacent to the map light, has a
center OFF position, and BRIGHT or DIM

FOR TRAINING PURPOSES ONLY Page 6-5

 FIGURE 6-1: ELECTRICAL BATTERY (157-189)

Page 6-6 FOR TRAINING PURPOSES ONLY

FIGURE 6-2: ELECTRICAL ALT ON (157-189)

FOR TRAINING PURPOSES ONLY Page 6-7

 FIGURE 6-3: ELECTRICAL EXTERNAL (157-189)

Page 6-8 FOR TRAINING PURPOSES ONLY

FIGURE 6-4: ELECTRICAL BATTERY (190-364)

FOR TRAINING PURPOSES ONLY Page 6-9

 FIGURE 6-5: ELECTRICAL ALT ON (190-364)

Page 6-10 FOR TRAINING PURPOSES ONLY

FIGURE 6-6: ELECTRICAL EXTERNAL (190-364)

FOR TRAINING PURPOSES ONLY Page 6-11

 FIGURE 6-7: ELECTRICAL BATTERY (365 UP)

Page 6-12 FOR TRAINING PURPOSES ONLY

FIGURE 6-8: ELECTRICAL ALT ON (365 UP)

FOR TRAINING PURPOSES ONLY Page 6-13

 FIGURE 6-9: ELECTRICAL EXTERNAL (365 UP)

Page 6-14 FOR TRAINING PURPOSES ONLY

FIGURE 6-10: TAIL BATTERY INSTALLATION

FOR TRAINING PURPOSES ONLY Page 6-15

 FIGURE 6-11: MID BATTERY INSTALLATION

Page 6-16 FOR TRAINING PURPOSES ONLY

FIGURE 6-12: DUAL 12 VOLT BATTERY INSTALLATION

FOR TRAINING PURPOSES ONLY Page 6-17

 FIGURE 6-13: VOLT-AMMETER

Page 6-18 FOR TRAINING PURPOSES ONLY

 CHAPTER 6 - QUIZ

1. If external power is used for starting:

a. battery switch must be in the ON position prior to connecting

external power, then switched OFF after external power unit is
turned on. After engines are started, turn battery master switch
ON prior to disconnecting external power source.
b. alternators should be ON throughout starting operation.

c. battery and alternator switches should be OFF during the

starting operation.

d. none of the above.

2. The aircraft may be operated:

a. with the air conditioner operating, provided that at least one

alternator is operative.

b. IFR at night with the air conditioner operating.

c. with only one alternator operative if the total electrical load is

reduced to 80 amps.

d. with one alternator inoperative should in-flight failure occur,

provided the total electrical load is reduced to 55 amps.

FOR TRAINING PURPOSES ONLY Page 6-19

3. The Aerostar has a 28-volt system and has installed:

a. one 14-volt battery for engine starting and a reserve source of

power.

b. two 12-volt batteries for engine starting and a reserve source of

power.

c. one 24-volt battery for engine starting and a reserve source of

power.

d. none of the above.

4. All of the avionics are protected by individual circuit breakers and in

addition it has:

a. a 30-amp circuit breaker between the power bus and the

avionics bus.

b. a 15-amp in line fuse.

c. a 70-amp circuit breaker.

d. a 30-amp in line fuse.

5. The volt-ammeter will display:

a. voltage or amperage.

b. only voltage.

c. only amperage.

d. only useful in determining alternator load sharing.

Page 6-20 FOR TRAINING PURPOSES ONLY

6. Should you have a total avionics failure during flight, you should:

a. turn your alternate battery switch on.

b. continue your flight without the use of radios.

c. turn all avionics OFF, lift guard on Aux Radio Master, turn
switch to the ON position to obtain limited power for radios.

d. remove and replace 30-amp fuse which is mounted forward of

the co-pilot panel, inaccessible in flight.

7. The Aerostar has 28V DC electrical system. Power to operate the

various circuits and components is:

a. two self-exciting 70-amp alternators: one on each engine.

Maximum continuous output from each is limited to 55 amps.

b. two self-exciting 70-amp alternators, gear driven.

c. two self-exciting 95-amp alternators: one on each engine.

Maximum continuous output from each is limited to 70 amps.
d. two 65-amp alternators.

8. The alternator warning light will illuminate when:

a. the respective alternator fails or is turned OFF.

b. engine RPM is too low.

c. voltage regulator fails.

d. all of the above.

FOR TRAINING PURPOSES ONLY Page 6-21

9. The 700P battery installation incorporates:

a. one 14-volt battery for engine starting, and a reserve source of

power.

b. one 24-volt battery for engine starting, and a reserve source of

power.

c. one 28-volt battery for engine starting, and a reserve source of

power.

d. none of the above.

Page 6-22 FOR TRAINING PURPOSES ONLY

 7. PITOT STATIC,
PNEUMATIC & DEICE

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 CHAPTER 7
PITOT STATIC, PNEUMATIC & DEICE
PITOT-STATIC PRESSURE SYSTEM .......................................... 7-1

PNEUMATIC SYSTEM ................................................................. 7-1

INFLATABLE CABIN DOOR SEAL ............................................... 7-1

GYRO PRESSURE SYSTEM ....................................................... 7-2

WING AND EMPENNAGE DE-ICE SYSTEM ................................ 7-2

NORMAL PROCEDURES ............................................................. 7-3

PROPELLER DEICE SYSTEM ..................................................... 7-4

PROPELLER DEICER OPERATION ............................................ 7-4

WINDSHIELD ALCOHOL DEICE SYSTEM .................................. 7-5

PREFLIGHT CHECK..................................................................... 7-5

ELECTRIC WINDSHIELD SYSTEM............................................. 7-5

PREFLIGHT CHECK..................................................................... 7-6

CHAPTER 7 - QUIZ ...................................................................... 7-7

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 PITOT-STATIC PRESSURE SYSTEM engine-driven dry air pumps and solenoids
operate spring-loaded pressure regulating
A pitot head on the 700P is located on valves, located in the inboard wing bays, a
the left side of the fuselage forward of the manifold with check valves, and an in-line
instrument panel location. A static opening filter. The system can operate fully with one
is located on each side of the forward pump inoperative.
fuselage. Both pitot and static pressures
are transmitted to the airspeed, altimeter, Airborne manufacturing has issued an
and rate of climb instruments, as required, AD requiring engine startup and shutdown
through the pitot-static system lines. Low checks of the manifold check values by
point drains are installed in the nose wheel starting one engine and observing the
well. The pitot head incorporates an check ball on the pneumatic/vacuum
electric heating element, which is activated gauge. If after startup, both check balls on
by a pitot heat switch located in the left the pneumatic/vacuum gauge are sucked
instrument panel switch grouping. inwards then the manifold check value is
Alternate static source is in radar dome. considered inoperative. The same goes for
the other engine check at shutdown.
A pitot-static head is installed on a
boom extending from the leading edge of INFLATABLE CABIN DOOR SEAL
the vertical stabilizer on all 600 series. Both
pitot and static pressures are taken at the The air supply is tapped downstream of
head and transmitted to the airspeed, the in-line filter and fed into a pilot operated
altimeter, and rate of climb instruments, as door seal control valve and subsequently
required, through the pitot-static system into the inflatable seals. The door seal
lines. Low point drains are installed in the control valve is comprised of a solenoid
right wheel well. Optional quick drains are shutoff valve, a check valve (for airplanes
installed just forward of the right wheel well. equipped with optional surface de-ice, the
The pitot-static head incorporates an check valve is replaced with a solenoid
electric heating element, which is activated shutoff valve) and a pressure switch set at
by a pitot head switch located in the left approximately 12 psig. When the seal
instrument panel switch grouping. inflation mode is selected by the pilot, the
Alternate static air is taken from the ports pneumatic system pressure regulating
forward of entry door and low point drains valve is energized by the pressure switch
are in left wheel well. from the door seal control valve and air is
pumped into the seals until the pressure
PNEUMATIC SYSTEM regulating valve is de-energized allowing
excess air to discharge overboard and
The pneumatic system consists of two system pressure to return to normal.

FOR TRAINING PURPOSES ONLY Page 7-1

 A micro-switch wired in series with driven pump fails or drops below
the door seal control valve is mounted approximately 2.5 psig.
at the emergency exit handle. This is to
prevent inflation of the door seal in the WING AND EMPENNAGE DE-ICE
event the emergency exit handle is not SYSTEM
in the fully closed position. The door
seal switch located on the pilot's The wing and empennage deicing
console will show DEFLATE regardless system consists of a fabric reinforced
of modes selected until the emergency rubber sheet with built-in inflation tubes
exit handle has been properly secured. that are bonded to the leading edge of
the surfaces to be protected. The
In addition to the OEM installed door deicers (commonly known as "boots")
seal kit, an optional after-market are pressurized by exhaust air from the
electrical door seal kit is available from engine-driven dry air pumps and are
Aerostar Aircraft Corporation (AAC) in held deflated by suction from an ejector
their kit # 253. The kit allows the pilot to system.
select air to the cabin and emergency
exit door seals via an electric pump Each inflation of the boots is
located on CG station 176. The system physically controlled by the pilot. The
may be turned off in the event of the duration of each inflation cycle is
electric pump failure. The system also controlled by the system and should not
has the capacity to extend the life of the exceed 6 seconds for a properly
dry vacuum pumps installed on each of operating system. Excessive duration of
the engines. inflation cycle may allow ice to form a
bridge over the deicers rendering them
GYRO PRESSURE SYSTEM ineffective. Inflation on each surface
leading edge is simultaneous and
The air from the pneumatic system symmetrical, keeping the disturbance of
in-line filter is routed under the cabin the air flow over all aerodynamic areas
floor to an in-line pressure regulator to a minimum.
located behind the instrument panel
then to the gyros and overboard. A Some do’s and don’ts associated
pressure gauge mounted on the with the use of the boots should be
instrument panel shows the gyro observed for safety and economic
system pressure in inches of mercury. reasons when icing conditions are
The gauge also has L and R red present.
indicators that come into view when the
air supply from either the L or R engine- Do’s:

Page 7-2 FOR TRAINING PURPOSES ONLY

1. Get off the autopilot. You need to Don’ts:
feel the effects of the ice on the
control surfaces. 1. Even though your aircraft is
2. Determine the extent of the ice approved for operations in known
buildup on the airframe. Speed icing conditions that does not mean
and thickness of the forming ice is you should try penetrating icing
criteria for the pilot’s decision to conditions that are greater than light
use the boots. to moderate in buildup.
3. Consider course of actions when ice 2. Don’t keep silent about the
starts to build. Higher is better if conditions you are operating
there is a ceiling you can get above. aircraft. Tell ATC what is happening
Lower is good if temperature is in terms of ice accumulation and
warmer. Watch the surface your plan of action to exit those
temperature; you may be a Popsicle conditions.
all the way to the ground. 3. Do not accept a clearance that will
4. Check all of your anti-ice and de-ice put you into greater icing conditions
equipment on the ground before and request to depart your current
takeoff. Even if you are approved to situation if the ice is building
operate into known icing conditions, greater than your boots can rid the
any component that makes up airframe of the ice.
those systems that is inoperative 4. Do not accept routing or altitudes in
negates the legal use of the known the terminal area that will put you
icing capability. into greater danger with icing.
5. Use the icing programs on the 5. Do not delay in ice filled clouds for
NOAA weather ADDS system. It holding or approach clearances.
provides highly accurate icing Coordinate with ATC your needs to
forecast and potential levels of build “Slam Dunk” the approach if
up during the pilot’s flight planning. necessary.
6. Remember minimum flaps and gear
with ice on the airframe. Increase NORMAL PROCEDURES
airspeed by 15 to 20 KIAS for
approaches and landing in the A. Observe that the red indicators on
Aerostar with ice on the airframe. the gyro pressure gauge are out of view.
Weight and airfoil configuration has This indicates proper operation of the
changed all Vref numbers on the respective engine-driven dry air pumps
aircraft. In effect, you are the test supplying vacuum or air pressure to the
pilot for your aircraft. deicing surfaces. The system will operate
with one dry air pump operating, but puts

FOR TRAINING PURPOSES ONLY Page 7-3

greater pressure on the remaining pump. PROPELLER DEICE SYSTEM
Altitude height also adds additional
pressure when the de-ice boots are The propeller deicing system consists
inflated at higher altitudes. Regardless of of an electrically heated rubber boot
these limitations the use of the de-ice bonded to the leading edge of each
boots should be when airspeed and blade, a slip-ring assembly with a brush
outside air temperature dictate. block assembly to transfer electrical
power to the rotating boots, a timer, an
B. Deicing system control switch: ammeter, and a control switch. Power is
Select (momentary) INFL position. drawn from the aircraft electrical system
through a manual reset, 20-amp circuit
C. Observe amber Wing Deice inflate breaker.
light and full inflation period of no more
than 6 seconds to verify proper operation.

D. Repeat Item (B) and (C) for each PROPELLER DEICER OPERATION
desired Wing Deice inflation cycle.
A. Deicer Control Switch - ON. The
E. Manual Override: In the event the system may be used continuously in flight
system fails to fully inflate or fully deflate if needed.
the deicing surfaces (amber light
remaining ON more than 6 seconds), the B. Observe Deicer Ammeter to verify
pilot can de-energize the system by that needle rests within green arc (14 to 18
actuating the Control Switch (momentary) amps).
to the MAN DEFL position.
C. During single engine or single
alternator operation, monitor aircraft
electrical load when deicer system is in
use.

ALL 600 SERIES

NOTE Cycle is inboard-outboard, starting on

one engine for 30 seconds each phase,
The system will also automatically then to opposite engine for a total of
de-energize after 12 to 16 seconds approximately two minutes.
in the event it fails to fully inflate.

NOTE
Page 7-4 FOR TRAINING PURPOSES ONLY
The system will also automatically
 700P ONLY alcohol. Federal Specification TT-1-735-2.

Cycle is 90 seconds on each engine, B. Check that fluid outlets at

one at a time, or a total of three minutes. windshield are clear of obstruction.

NOTE
NOTE
An ammeter needle flicker will occur
approximately each 30 seconds as the Windshield alcohol deice system must
step switch of the timer operates to not be operated without fluid in the
heat the propeller surfaces in reservoir. Turn system OFF when fluid
sequence. flow stops. Installation of this option
does not constitute approval for flight
into known icing conditions.
WINDSHIELD ALCOHOL DEICE
NOTE
SYSTEM
An ammeter needle flicker will NOTE
The windshield deice system consists
occur approximately each 30
of a reservoir, a pump, supply lines, and ELECTRIC WINDSHIELD SYSTEM
seconds as the step switch of the
dispersal jets located at the pilot's Windshield alcohol deice system
timer operates
windshield. to heat the
The reservoir andpropeller
pump are must
ThenotElectric
be operated without fluid
Windshield in
Anti-Ice
surfaces in sequence.
located in the forward section of the System is comprised of an electrically
the reservoir. Turn system OFF
baggage compartment, left hand side. The heated anti-ice panel installed in front of
when fluid flow stops. Installation of
reservoir contains approximately 3.0 the pilot's windshield, a controller/sensor
gallons of isopropyl alcohol with a duration this maintains
which option does not temperature
a pre-set constitute
NOTE
of approximately 1 hour. approval
including for flight
automatic into known
overheat icinga
protection,
An ammeter needle flicker will pilot operated switch, and a blue indicator
conditions.
After operation of the windshield deice light. The panel may be removed in warm
occur approximately each 30
system, all external surfaces exposed to weather operation while the mounting
secondsalcohol
isopropyl as theshould
step switch of the
be thoroughly bracketry, fairings NOTE
and electrical connector
timer operates
cleansed with a to heat
mild the propeller
soap and water remains without the aircraft. A cap for the
surfaces in sequence.
solution. electrical connector is provided and must
beWindshield alcohol
installed when deice
the panel system
is removed.
PREFLIGHT CHECK must not be operated without fluid in
NOTE the reservoir. Turn system OFF
A. Check fluid level in windshield
deice reservoir. Use only isopropyl
when fluid flow stops. Installation of
An ammeter needle flicker will this option does not constitute
occur approximately each 30 approval for flight into known icing
seconds as the step switch of the
timer operates to heat the propeller conditions.
surfaces in sequence.
FOR TRAINING PURPOSES ONLY Page 7-5
NOTE
 NOTE NOTE
The electric panel is thermostatically It may be necessary to lift the panel
controlled and electrical power will shut and clean between windshield and
off when the panel sensor temperature panel, especially to remove any
reaches approximately 120°F. The moisture that may have accumulated.
advisory light illuminates only when Check the condition and fit of the seal
electrical power is being supplied to the with the panel against the windshield.
panel. Therefore, if the ambient A proper seal fit prevents moisture
temperature is high, it is possible that from entering between the panel and
the panel is already at or above a windshield.
temperature that would prevent the
thermostat allowing electrical power to
flow to the panel. In this condition, the
panel will not become hotter and the
advisory light will not illuminate until the
panel sensor temperature drops to
approximately 100°F.

PREFLIGHT CHECK

Windshield Anti-Ice Switch -------------- ON,

note advisory light illuminates. Check
panel warm to touch.

Windshield Anti-ice - OFF, Advisory light out.

Windshield Panel/Windshield -
CHECKED,

Condition, Proper seal fit and security.

Page 7-6 FOR TRAINING PURPOSES ONLY

 CHAPTER 7 - QUIZ

1. Normal gyro pressure is:

a. 4.0 - 6.0" Hg c. 5.7 - 12.5" Hg

b. 3.8 - 6.0" Hg d. 4.75 - 5.25" Hg

2. The pneumatic system:

a. provides a back-up for the engine-driven fuel pumps

b. provides pressure for the altimeter, airspeed indicator, and VSL

c. supplies bleed air for pressurization

d. supplies pressure for the gyros, door seal, and de-ice boots

3. The pneumatic system uses:

a. two engine-driven oil cooled pumps.

b. one engine-driven oil cooled pump.

c. two engine-driven dry air pumps.

d. None of the above.

4. During flight, if one pneumatic pump becomes inoperative:

a. the cabin pressurization will become inoperative

b. all systems will continue to operate normally, as a manifold with check
valves is installed in the aircraft.

c. the system can operate fully with one pump inoperative.

d. b and c are correct

FOR TRAINING PURPOSES ONLY Page 7-7

5. On the 600, 601 and 602P, the primary static pressure to the altimeter and
rate of climb instruments is taken from:

a. the boom extending from the leading edge of the vertical stabilizer.
b. a port located in the right wheel well.
c. two ports located on each side of the fuselage.
d. All of the above.

6. The pneumatic pump provides air pressure to which ice protection group?

a. Heated windshield. c. The wing deicing system.

b. Heated propeller. d. Wing and empennage.

7. Aerostar with the windshield alcohol de-ice system has a reservoir which
contains approximately 3.0 gallons of isopropyl alcohol, with a duration of:

a. approximately 3 hours.

b. two hours.

c. four hours at FL 220.

d. approximately 1 hour.

8. The propeller de-icer on the Aerostar is electric and when the system is in
operation, you should observe the de-icer ammeter to verify that the needle is:

a. within the green arc 20 - 28 amps.

b. within the green arc 24 - 28 amps.
c.within the green arc 14 - 18 amps.
d. None of the above.

Page 7-8 FOR TRAINING PURPOSES ONLY

9. On the 700P, the primary static pressure to altimeter and rate of climb
instruments is taken from:

a. the boom extending from the leading right edge of the vertical stabilizer.

b. a port located in the right wheel well.

c. two ports located on each side of the fuselage.

d. None of the above.

FOR TRAINING PURPOSES ONLY Page 7-9

FOR TRAINING PURPOSES ONLY
8. ENVIRONMENTAL
SYSTEMS

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 CHAPTER 8
ENVIRONMENTAL SYSTEMS
OVERVIEW ............................................................................................. 8-1

AIR DISTRIBUTION ................................................................................ 8-1

HEATING ................................................................................................ 8-9

HEATER PROTECTION DEVICES ....................................................... 8-12

HEATER OPERATION .......................................................................... 8-15

DEFROST ............................................................................................. 8-16

INFLIGHT HEATER RESTART ............................................................. 8-17

AUXILIARY CABIN HEAT SYSTEM ...................................................... 8-17

AIR CONDITIONING ............................................................................. 8-19

JB AIR/KEITH ELECTRIC AIR CONDITIONING ................................... 8-20

ENGINE DRIVEN AIR CONDITIONING SYSTEM ................................. 8-23

CHAPTER 8 - QUIZ............................................................................... 8-26

FOR TRAINING PURPOSES ONLY

 CHAPTER 8

LIST OF ILLUSTRATIONS
FIGURE 8-1: AIR DISTRIBUTION SCHEMATIC 600/601 ................. 8-2

FIGURE 8-2: AIR DISTRIBUTION SCHEMATIC 601P ...................... 8-3

FIGURE 8-3: AIR DISTRIBUTION SCHEMATIC 601P (cont.) ........... 8-4

FIGURE 8-4: AIR DISTRIBUTION SCHEMATIC 602P/700P ............ 8-5

FIGURE 8-5: AIR DISTRIBUTION SCHEMATIC 602P/700P (cont.) . 8-6

FIGURE 8-6: BLEED AIR SWITCHES .............................................. 8-7

FIGURE 8-7: JANITROL HEATER (601P)......................................... 8-9

FIGURE 8-8: HEATER & BLOWER ASSY 600/601 .........................8-10

FIGURE 8-9: ENVIRONMENTAL CONTROLS.................................8-11

FIGURE 8-11: HEATER DUCT SWITCH..........................................8-12

FIGURE 8-12: C & D HEATER .........................................................8-13

FIGURE 8-13: HEATER ASSEMBLY 601P/602P/700P....................8-14

FIGURE 8-16: AUXILIARY CABIN HEAT SYSTEM .........................8-18

FIGURE 8-17: AIR CONDITIONING SYSTEM SCHEMATIC ...........8-19

FIGURE 8-18: JB/KEITH ELECTRIC A/C SYSTEM .........................8-20

FIGURE 8-19: LAYOUT OF ELECTRIC A/C ....................................8-21

FIGURE 8-20: LAYOUT OF ENGINE DRIVED A/C ..........................8-24

FIGURE 8-21: ENGINE DRIVEN A/C CONDENSER .......................8-25

FOR TRAINING PURPOSES ONLY
 OVERVIEW
Outside air also enters via a dorsal
While all airframes seem similar in vent at the base of the tail. From there
design, there are several variations in the ram air goes through the heater and
cabin environmental systems. These then into floor ducting to adjustable floor
variations are due to pressurization, eyeball vents. The air is split to left and
model, year produced and options right side. The left side feeds two floor
installed. Understanding the systems is vents for the mid and rear passengers.
the key to frustration-free operation and The right side feeds the two vents for the
passenger comfort. right mid and rear passengers plus the
floor vents for the co-pilot and pilot. It
This chapter will cover the variety of also feeds the supply for the defrost
air distribution systems first. Then it will blower.
cover heating and air-conditioning
systems as they are similar for most On the ground, this system does not
aircraft. allow for unassisted airflow. If installed,
the cabin ventilation fan can be turned on
AIR DISTRIBUTION to assist airflow. For air to flow through
NON-PRESSURIZED 600/601 the floor vents, the heater fan must be
turned on and the Air knob pulled out.
The airflow for the non-pressurized
600 and 601 consists of two independent
CAUTION
systems. An NACA scoop inlet in the
right nose section allows air into While, on hot days, Aerostars may be
overhead ducts leading to overhead seen taxiing with the upper clamshell
adjustable eyeball vents for each door open, this is not a safe practice
passenger location. Some models have as a wind gust could cause damage to
a switchable cabin ventilation fan to the door.
assist in air flow on the ground. Some
models have Pilot and co-pilot vents
operated with a control knob for each.

FOR TRAINING PURPOSES ONLY Page 8-1

FIGURE 8-1: AIR DISTRIBUTION SCHEMATIC 600/601

FOR TRAINING PURPOSES ONLY

FIGURE 8-2: AIR DISTRIBUTION SCHEMATIC 601P

FOR TRAINING PURPOSES ONLY Page 8-3

FIGURE 8-3: AIR DISTRIBUTION SCHEMATIC 601P (cont.)

FOR TRAINING PURPOSES ONLY

FIGURE 8-4: AIR DISTRIBUTION SCHEMATIC 602P/700P

FOR TRAINING PURPOSES ONLY Page 8-5

FIGURE 8-5: AIR DISTRIBUTION SCHEMATIC 602P/700P (cont.)

FOR TRAINING PURPOSES ONLY

 PRESSURIZED 601P Bleed air is air pressurized by the
engine turbocharger. Pressurized
Pressurized Aerostar 601P models models of the Aerostar can prevent the
and those which were originally 601P hot bleed air from coming into the cabin
models and subsequently modified, by pressing the bleed air dump valves
receive air into the cabin via a dorsal vent located on the aircraft’s center pedestal.
at the base of the tail and engine bleed See the photo below for Bleed Air shutoff
air when the Bleed Air valves are ON. switches.
No other outside air intake is available.
As in the 600 models, outside air
enters a dorsal vent at the base of the
tail. From there the ram air goes through
the heater and then into floor ducting to
adjustable floor eyeball vents. The air is
split to left and right side. The left side
feeds two floor vents for the mid and rear
passengers. The right side feeds the two
vents for the right mid and rear
passengers plus the floor vents for the
co-pilot and pilot. It also feeds the supply
for the defrost blower.

Most models also have overhead

adjustable eyeball vents which are feed
off the heater duct system as well. Once
the aircraft is pressurized, the dorsal vent
FIGURE 8-6: BLEED AIR SWITCHES
air is no longer available due to a check
valve which prevents pressurized air To keep cool, other common-sense
from going out the dorsal vent tactics can help. Keeping the plane in the
shade, door open and not loading until
On the ground, this system does not ready to depart can make a big
allow for unassisted airflow. For air to difference.
flow through the floor vents, the heater
fan must be turned on and the Air knob
pulled out.

FOR TRAINING PURPOSES ONLY Page 8-7

 CAUTION PRESSURIZED 602P & 700P

Care should be exercised when The air distribution for the 602P and
closing and opening the bleed air 700P models is very similar to the 601P
valves, especially in a 601P model. In models, with the exception of a cabin
flight, closing the bleed air valves ventilation fan which helps circulate
(OFF) can cause manifold pressure to cabin air. There is also a difference in
increase possibly causing an over- the plenum chamber at the back of the
boost. MAP should be monitored and cabin and how bleed air and cabin air are
adjusted, if necessary. It will also routed.
cause the loss of pressurization.
Sufficient time must be allowed for the
valves to fully operate (up to 10
seconds). Short cycling can cause
valve failure.

All pressurized models have a heat

exchanger in the wing root to cool the
bleed air. Some 601P models have a
knob which controls a door in each wing
root which blocks airflow to this heat
exchanger thereby providing hotter
bleed air to the cabin. In some cases,
this door and/or control cable have
become stuck or been disabled. It is
worth knowing if you have this feature
and its condition.

FOR TRAINING PURPOSES ONLY

 HEATING

Aerostar non-pressurized 600 and During continuous operation, the

601 models are heated with a 25,000 heater fuel consumption is
BTU gasoline powered Janitrol or a C&D approximately 0.6 GPH. The heater air
Associates direct replacement heater for supply comes from the inlet at the base
the Janitrol heater. The heater is located of the dorsal fin, and is directed to the
in the fuselage, aft of the baggage blow motor of the heater. When the
compartment, and obtains its fuel supply heater is not operational the air from the
from the airplane’s fuel system main or dorsal fin opening passes through the
header tank. heater is directed to the floor outlets.

FIGURE 8-7: JANITROL HEATER (601P)

FOR TRAINING PURPOSES ONLY Page 8-9

 FIGURE 8-8: HEATER & BLOWER ASSY 600/601

Page 8-10 FOR TRAINING PURPOSES ONLY

 The controls for the heater cabin of the aircraft. The photograph
operation are located on the lower right- below shows the location of the heating
hand side of the Aerostar instrument and defrosting knobs on the instrument
panel. They include heater temperature panel. Additionally, the heater fan and
control knob, defrost temperature knob, start switches are located with the
heater blower switch, and defrost rocker switches on the lower left
blower switch. These controls directly instrument panel.
force heated or ambient air through the

FIGURE 8-9: ENVIRONMENTAL CONTROLS

FOR TRAINING PURPOSES ONLY Page 8-11

 In turbocharged and pressurized Pressurized models not incorporating
models of the Aerostar a 35,000 BTU the butterfly doors or that have had
gasoline powered Janitrol or C&D them removed rely on bleed air heat
heater is employed to heat the aircraft. coming from the engines through the
In addition, pressurized aircraft can use heat exchangers cooling the bleed air to
the bleed air from the engine around 20°F above ambient
turbochargers to heat the cabin. On temperatures.
aircraft serial numbers 157 through 212
butterfly valve assemblies were used to HEATER PROTECTION DEVICES
increase the bleed air heat coming off Heater operations are controlled
of the engines by shutting off the and protected by the duct switch
outside air flowing to the stub wing heat located under the floor around station
exchangers. A lot of these assemblies 176 in the rear of the aircraft. See photo
have been removed from the aircraft on below.
the above listed serial numbers.

FIGURE 8-10: HEATER DUCT SWITCH

Page 8-12 FOR TRAINING PURPOSES ONLY

 The duct switch is a thermal A cycling switch located on the
mechanical device that allows the forward housing of the Janitorial or C&D
heater to cycle between 150 to 250°F. heater assemblies is normally set to
During annual and normal inspection, 250°F maximum for heater operations
the duct switch and the tubing protection. An amber heater fails light
surrounding its location are often HTR FAIL will illuminate when the
damaged due to aging of the ducting heater temperature exceeds the 250°F
material and the location under the floor level. Restart operations of the heater
preventing normal inspection. Failure of can only be attempted after the heater
the mechanical duct switch or heater has cooled below 150°F.
duct tubing will result in no or poor
heater operations.

FIGURE 8-11: C & D HEATER

FOR TRAINING PURPOSES ONLY Page 8-13

 FIGURE 8-12: HEATER ASSEMBLY 601P/602P/700P
The main design of feature at the the whirling flame principle of
heart of the Janitrol heater operation is combustion. Combustion air is ducted
Page 8-14 FOR TRAINING PURPOSES ONLY
from an outside source through a pressurized model Aerostar a
combustion blower motor and enters a convenient checklist is provided.
sealed combustion tube via the
combustion inlet. It is introduced at an Heater Starting:
angle so as to set up a spinning or
1. Open adjustable floor outlets, as
whirling motion inside the combustion
many as possible but a minimum of
chamber. Simultaneously, fuel from the
two.
header tank is delivered to the heater
2. Heater Fan Switch – ON
through a fuel pump and nozzle spray to
3. Cabin Heat Switch – PRESS ON
create a combustible mixture of a fuel to
then release.
air ratio (F/A) of .067.
4. Heater TEMP knob - Pull at least half
This mixture is basically a “lean out preferably full out.
mixture” and if evidence of heavy soot is 5. Floor Outlets- Adjust to desired flow
around the exhaust pipe of the heater 6. Pilot and Co-Pilot’s floor outlets are at
the far end of the heater delivery
system, the F/A should be examined or
system. Turn off other floor heater inlets
fuel pressure switch for maladjustment. on the right side to increase heat to pilot
The F/A mixture is ignited via a high and co-pilot outlets.
voltage spark plug. Combustion gases
travel the length of the combustion tube, 100 hours of heater use or 24
double back over the outside of the months requires a pressure decay test.
combustion tube, bypass the vent Though some of the pressure decay test
airflow through a crossover to an outer criteria can be alleviated with improved
heater transfer area, and then make one heater cores, it is often thought in the
last trip down the length of the heater to maintenance world a good idea to
exit at the exhaust. The heat transfer air conduct a pressure decay test each year
passages are between the combustion before cold weather arrives. The
tube assembly’s layered walls. This vent pressure decay test ensures there are
air enters at the combustion head end of no excessive leaks between the
the heater, exits downstream and is combustion and ventilation sections of
ducted to the aircraft cabin. the heater. This test relates not only to
safe operation of the heater but, more
importantly to the safety of the cabin
HEATER OPERATION occupants.

To safely operate the heater system

in either the pressurized or non-

FOR TRAINING PURPOSES ONLY Page 8-15

 DEFROST

CAUTION Windshield defrost operation is

controlled by the defrost knob and the
Heater shut down operations should be defroster blower switch. Pulling the
accomplished in the air whenever defrost knob opens a butterfly valve to
possible. allow bleed air or ram air to be directed
to the defroster outlet along the bottom
If cold outside ambient temperatures are
encountered and heater needs to
of the windshield. Defrost air
function on the ground, allow a three- temperature is controlled by cabin air
minute cool down period before turning temperature. The defroster blower
off battery. switch activates the blower to provide
maximum defrosting and additional heat
NOTE: Heater operation on the ground capability.
requires the battery switch to be ON.
Failure to monitor battery condition while Unfortunately, this leads to only a
operating Heater or CABIN FAN Switch two-inch defrosting strip from the bottom
will cause excessive battery drain. It is of the windshield upwards. To increase
recommended that pre-heat operations the efficiency of the defrost blower, it is
be conducted with a APU Ground unit. advised to turn on the windshield heat
plate, if installed, and increase the cabin
temperature control to highest setting.

Page 8-16 FOR TRAINING PURPOSES ONLY

 Heater Shut Down: authorized service center before
further use. Continued use is a
1. Heater Fan Switch – OFF safety of flight issue.
2. Fan Switch may be turned 6. After heater has restarted wait five
back ON to allow residual minutes to adjust heater knob.
heat into cabin and to facilitate
cool down. The fan will cycle Note - Not all airframes have a
until the heater is sufficiently heater fail light.
cool if left OFF.
3. Floor outlets – leave open.
4. Allow for adequate cooling
AUXILIARY CABIN HEAT SYSTEM
before shutting off battery
switch. For pressurized aircraft Aerostar
Aircraft Company has recently released
INFLIGHT HEATER RESTART Option # 276 that uses turbocharger
OPERATIONS AFTER HTR FAIL bleed air heat to provide auxiliary heat.
LIGHT ILLUMINATED: This option uses the turbocharger bleed
air through special designed piping to
1. Prior to restart of heater, ensure assist in supplemental heating of the
maximum number of heater floor cabin. The aircraft bleed air heat is
inlets are open. turned on and off through a lever
2. The heater TEMP knob should be, mounted on the cockpit center
as a minimum, half extended. pedestal. The more power the aircraft is
3. HTR FAIL light should have making the greater the heat output in
extinguished. the cabin.
4. Attempt to restart heater using
normal restart procedures listed in The advantages are no heater
the above start procedures. smell, no fuel burn, reduced electrical
5. If the HTR FAIL light illuminates load, greater reliability and no exhaust
again, immediately shut off the stains.
heater and do not attempt to restart
again. Have heater serviced by an

FOR TRAINING PURPOSES ONLY Page 8-17

 FIGURE 8-13: AUXILIARY CABIN HEAT SYSTEM

Page 8-18 FOR TRAINING PURPOSES ONLY

 AIR CONDITIONING an engine driven system supplied by the
Aerostar Aircraft Company as kit number
There are two basic air conditioning 254.
systems approved for the Aerostar. The first
is an electric system produced by JB
Air/Keith of Addison, TX and the other is

FIGURE 8-14: AIR CONDITIONING SYSTEM SCHEMATIC

FOR TRAINING PURPOSES ONLY Page 8-19

 JB AIR/KEITH ELECTRIC AIR pallet located aft of the baggage
CONDITIONING compartment on the port side of the
aircraft The JB/Keith Air Conditioner
The JB/Keith Air Conditioner contains the five major components
installed in Aerostar aircraft consist of found in all automotive and aircraft air
evaporator module mounted in the cabin conditioning systems: compressor,
above the hat shelf and the condenser, receiver-dryer, expansion,
compressor/condenser mounted on a

FIGURE 8-15: JB/KEITH ELECTRIC A/C SYSTEM

Page 8-20 FOR TRAINING PURPOSES ONLY

FIGURE 8-16: LAYOUT OF ELECTRIC A/C

FOR TRAINING PURPOSES ONLY Page 8-21

 valve, and evaporator. The controls extended period of time. It is
for the JB/Keith Air Conditioner are recommended the catch basin be
located on the right side of the cleaned once a month during high
instrument lower panel or on the lower humidity conditions to ensure the
center console. evaporator drain tube remains clear and
free of debris.

The compressor/condenser pallet

consists of a Freon compressor driven
by an electric motor, a condenser coil,
and a vane axial fan which draws
cooling air through the coil. The
compressor control circuit on later
Aerostar models incorporates a load
shedding feature which prevents
operation of the compressor motor and
It is controlled by two switches one condenser fan unless both alternators
labeled AIR COND or A/C, OFF and are operating or power is applied
FAN and another high (HI) or low (LO) through the external power plug. Earlier
fan speed control. models without this capability could
exceed the output of both alternators at
The evaporator module consists of low engine idle and drain the battery
an evaporator coil, a fan, and an during taxi. In the event of an alternator
automatic drain. In the air conditioning failure, while the air conditioner is in
mode (AIR COND), the evaporator operation, the compressor motor and
module fan is automatically activated. condenser fan automatically shut down
The evaporator has a water catch basin to reduce electric load. This capability is
located beneath it with a pneumatic dependent upon the age of the specific
automatic drain attached leading to airframe and STC installation.
outside the pressure vessel of the
aircraft by the port main landing gear Operation of the JB/Keith Air
door Failure to keep this tube open from Conditioning system requires only
debris entering from the drain pan will turning on or off the switch labeled AIR
cause the accumulated moisture and COND. A minimum three-minute wait
water to spill out above the station 176 to re-engage the air conditioning
location and leave a heavy musky odor compressor is required to allow
in the aircraft when secure for an compressor head pressure to diminish.

Page 8-22 FOR TRAINING PURPOSES ONLY

 The compressor/condenser compressed Freon to the condenser
electrical circuit is protected by a 70- located around F.S. 298 in the aft portion
amp circuit breaker located on aft cabin of the Aerostar. The Freon is delivered
bulkhead trim panel near the aircraft under approximately 240 psi of pressure
center line. An 80-amp current limiter to the condenser.
located on the accessory shelf panel
forward of the circuit breaker panel, is The engine driven Vapor Cycle Cooling
installed to provide additional circuit Product (VCCP) is recognized as an
improvement over the electric driven unit in
protection. The evaporator fan is
the Aerostar for the following reasons:
protected by a 10-amp circuit breaker
marked FAN. 1) The engine driven Freon system can
deliver cool air at reasonable engine RPM’s
NOTE: A W&B issue may be incurred of 900-1000, as opposed to the 1300
with the installation of the JB/Keith Air RPM’s required for the electric system. The
Conditioning System. Some single higher engine RPM’s makes taxing the
pilot operations may be adversely Aerostar very difficult and tend to wear
effected. brake pads out very quickly when required
to use the electric air conditioning system
on the ground.
Operation of the electric air
conditioning is not recommended 2) The engine driven air conditioning
during takeoff and landing. Its system has no limitation when in IFR
operation is prohibited during IFR conditions in flight of disabling the air
operations. Operation on the ground conditioner or having both alternators
required idling at 1300 rpm for standard functioning to use the system.
alternators and 1000 rpm for National
3) There is usually a weight reduction
Airparts alternators. between the electric and engine driven
systems of the Aerostar favoring the engine
driven system.
ENGINE DRIVEN AIR CONDITIONING
Operation of the engine driven air
SYSTEM
conditioning system uses the same controls
The major change for the engine and requires the same switching sequence
driven air conditioning system over the to turn on/off of the air conditioning system
as JB/Keith system.
JB/Keith electric system is the
compressor is mounted on the right
engine of the Aerostar and supplies

FOR TRAINING PURPOSES ONLY Page 8-23

 FIGURE 8-17: LAYOUT OF ENGINE DRIVED A/C

Page 8-24 FOR TRAINING PURPOSES ONLY

FIGURE 8-18: ENGINE DRIVEN A/C CONDENSER

FOR TRAINING PURPOSES ONLY Page 8-25

 CHAPTER 8 - QUIZ

1. The PA-60-600A heating system has a:

a. 25,000 BTU gasoline powered Janitrol heater.
b. 35,000 BTU gasoline powered Janitrol heater.
c. 45,000 BTU gasoline powered Janitrol heater.
d. heat muff on engine exhaust to provide heat for cabin.

2. The PA-60-601B, 601P, and 602P heating system have a:

a. 25,000 BTU gasoline powered Janitrol heater.
b. 35,000 BTU gasoline powered Janitrol heater.
c. 45,000 BTU gasoline powered Janitrol heater.
d. heat muff on engine exhaust to provide heat for cabin.

3. The fuel consumption during continuous operation is:

a. 1.5 GPH c. 1.0 GPH
b. 1.6 GPH d. 0.6 GPH

Page 8-26 FOR TRAINING PURPOSES ONLY

4. When the Janitrol heater overheats:
a. the overheat switch turns off the heater.
b. the heater fail light will illuminate.
c. the heater has exceeded the maximum safe operating
temperature.
d. All of the above.

5. When the "HEATER FAIL" illuminates:

a. the light will stay on until the temperature drops to a safe limit.
b. you will not be able to restart the heater.
c. you may restart if you reset the overheat switch mounted on the
heater.
d. None of the above.

6. The air conditioning condenser is located:

a. behind the baggage compartment.
b. just behind the rear seat.
c. in the nose compartment.
d. None of the above.

7. The compressor/condenser or electric circuit is protected by:

a. 30-amp circuit breaker. c. 60-amp circuit breaker.
b. 40-amp circuit breaker. d. 70-amp circuit breaker.

Page 8-27 FOR TRAINING PURPOSES ONLY

Page 8-28 FOR TRAINING PURPOSES ONLY
9. PRESSURIZATION &
OXYGEN SYSTEMS

FOR TRAINING PURPOSES ONLY

Page 9-2 FOR TRAINING PURPOSES ONLY
 CHAPTER 9
PRESSURIZATION & OXYGEN SYSTEMS
PRESSURIZATION ................................................................................. 9-1

CABIN PRESSURIZATION SYSTEM ..................................................... 9-4

CONTROLLER ........................................................................................ 9-5

BLEED AIR SYSTEM .............................................................................. 9-6

PRESSURIZATION PROCEDURES ....................................................... 9-8

FAILURE OF AUTOMATIC SELECTION AND RATE CONTROL ......... 9-15

PRESSURIZATION SAFETY FEATURES ............................................ 9-15

SAMPLE PROBLEM ............................................................................. 9-17

OXYGEN SYSTEM ............................................................................... 9-22

OPERATING TIPS ................................................................................ 9-29

CHAPTER 9 - QUIZ .............................................................................. 9-30

FOR TRAINING PURPOSES ONLY Page 9-3

 CHAPTER 9
LIST OF ILLUSTRATIONS
FIGURE 9-1: PRESSURIZATION CHART .............................................. 9-2

FIGURE 9-2: DIFFERENTIAL PRESSURE CHART ............................... 9-3

FIGURE 9-3: CABIN PRESSURE SCHEMATIC ..................................... 9-7

FIGURE 9-4: PRESSURIZATION SYSTEM SCHEMATIC (cont.) ........... 9-9

FIGURE 9-5: PRESSURIZATION SYSTEM COMPONENTS ............... 9-10

FIGURE 9-6: PRESSURIZATION SYSTEM CONTROLS ..................... 9-11

FIGURE 9-7: OUTFLOW AND SAFETY VALVES ................................ 9-12

FIGURE 9-8: OXYGEN SYSTEM ......................................................... 9-13

FIGURE 9-9: MINIMUM DURATION IN HOURS & MINUTES .............. 9-14

FIGURE 9-10: CABIN ALT VS AIRCRAFT ALT/MAP 601P .................. 9-16

FIGURE 9-11: CABIN ALT VS AIRCRAFT ALT/MAP 602P .................. 9-18

FIGURE 9-12: CABIN ALT VS AIRCRAFT ALT/MAP 601P .................. 9-20

FIGURE 9-13: OXYGEN CYLINDER .................................................... 9-24

FIGURE 9-14: OXYGEN DURATION CHART ...................................... 9-25

FIGURE 9-15: CAPACITY VS OXYGEN PRESSURE .......................... 9-26

FIGURE 9-16: OXYGEN REQUIREMENT VS ALTITUDE .................... 9-27

Page 9-4 FOR TRAINING PURPOSES ONLY

 PRESSURIZATION The NOAA standard atmospheric chart
displayed below shows the effect of
Pressurization of the Aerostar began pressurization in both the Aerostar or for any
with the 601P series and continued through pressurized aircraft by just applying simple
the 602P and 702P models of the aircraft. math. Take sea level psi 14.7 and subtract
Standard 5,000 Ft or Sea Level controllers the aircraft’s pressure differential from the
are used. Aerostar Aircraft Corporation also sea level psi, then look at the atmospheric
provides a 5.5 psi differential controller table below and see where the new cabin
through Options #262 and #264. psi is. That is the maximum altitude the
aircraft can hold sea level pressure. See
Pressurization of the airplane cabin is example below of how the system works.
an accepted method of protecting
occupants against the effects of hypoxia. 14.7 Sea Level psi
Within the pressurized cockpit of the
Aerostar occupants can be transported - 4.25 Aerostar Delta ”P”
comfortably and safely for long periods of
time since sea level cabin altitude can be 10.45 Atmospheric psi
maintained up to 12,400 feet with the 5.5 psi
system or 9,100 feet with the 4.25 psi
system. Thinking about it the other way, at
25,000 feet the cabin altitude can be kept at A check of the standard atmospheric
table shows 10.45 psi atmospheric pressure
7,900 feet with the 5.5 psi system or 11,000
equals just over 9,100 MSL. Thus, a sea
feet with the 4.25 psi system where the use
level cabin with a 4.25 psi differential could
of oxygen is not required. Part of the flight
be held up to an altitude of 9,100 MSL.
crew’s responsibilities is to be aware of
accidental loss of cabin pressure at altitude Variance from standard temperature
and how to deal with such abnormal and humidity can affect pressurization
situations. performance. Obviously, the aircraft and
pressurization system must be performing
optimally to achieve this result.

FOR TRAINING PURPOSES ONLY Page 9-1

 Altitude Above Sea Absolute Barometer Absolute Atmospheric
Level Pressure
feet meters inches mm Hg psia kg/cm2 kPa
Hg
01) 0 29.92 760.0 14.696 1.0333 101.33
500 153 29.38 746.3 14.43 1.015 99.49
1,000 305 28.86 733.0 14.16 0.996 97.63
1,500 458 28.33 719.6 13.91 0.978 95.91
2,000 610 27.82 706.6 13.66 0.960 94.19
2,500 763 27.32 693.9 13.41 0.943 92.46
3,000 915 26.82 681.2 13.17 0.926 90.81
3,500 1,068 26.33 668.8 12.93 0.909 89.15
4,000 1,220 25.84 656.3 12.69 0.892 87.49
4,500 1,373 25.37 644.4 12.46 0.876 85.91
5,000 1,526 24.90 632.5 12.23 0.86 84.33
6,000 1,831 23.99 609.3 11.78 0.828 81.22
7,000 2,136 23.10 586.7 11.34 0.797 78.19
8,000 2,441 22.23 564.6 10.91 0.767 75.22
9,000 2,746 21.39 543.3 10.5 0.738 72.40
10,000 3,050 20.58 522.7 10.1 0.71 69.64
15,000 4,577 16.89 429.0 8.29 0.583 57.16
20,000 6,102 13.76 349.5 6.76 0.475 46.61
25,000 7,628 11.12 282.4 5.46 0.384 37.65
30,000 9,153 8.903 226.1 4.37 0.307 30.13
35,000 10,679 7.06 179.3 3.47 0.244 23.93
40,000 12,204 5.558 141.2 2.73 0.192 18.82

FIGURE 9-1: PRESSURIZATION CHART

Page 9-2 FOR TRAINING PURPOSES ONLY

 A succinct definition of aircraft Ambient Pressure - the pressure in
pressurization is a sealed cabin capable the area immediately surrounding the
of containing air under pressure, in the airplane
case of the Aerostar 4.25 psi or 5.5 psi
differential. The pressurized air is Cabin Altitude - used to express
supplied from the engine turbocharger cabin pressure in terms of equivalent
via “bleed air” through a sonic nozzle altitude above sea level
(flow limiter) into the cabin and released
Differential Pressure - the difference
in a controlled manner from a device
in pressure between the pressure acting
called the outflow valve.
outside the aircraft versus the pressure
Terms used in aircraft pressurization contained inside of the aircraft. It is the
that are common and essential to difference between cabin and
understanding how the aircraft functions atmospheric pressure. The differential is
while pressurized. commonly known as the aircraft’s Delta
“P”.
Aircraft Altitude - the actual height
above sea level at which the airplane is
flying

FIGURE 9-2: DIFFERENTIAL PRESSURE CHART

FOR TRAINING PURPOSES ONLY Page 9-3

 CABIN PRESSURIZATION SYSTEM exceeded. This differential pressure is
determined by the structural strength of
The cabin control system provides the cabin and often by the relationship of
cabin pressurization regulation, pressure the cabin to the probable areas of rupture,
relief, vacuum relief, and the means for such as window areas and doors.
selecting the desired cabin altitude or Aerostars equipped with the 4.25 psi
differential. In addition, dumping of the controllers are tested to 8.5 psi differential
cabin pressure is a function of the and 5.5 psi equipped Aerostars are tested
pressure control system. A cabin pressure to 11 psi differential.
regulator, an outflow valve, and a safety
valve are used to accomplish these The cabin air pressure safety valve is
functions. a combination pressure relief, vacuum
relief, and dump valve. The pressure relief
Another important component of the valve prevents cabin pressure from
pressurization system is the cabin door exceeding the 4.25 or 5.5 psi differential
and emergency exit seal system which is pressure. The vacuum relief prevents
inflated by pneumatic pressure from ambient pressure from exceeding cabin
engine driven pumps or an optional pressure by allowing external air to enter
electric motor driving pump. the cabin through the pressurization relief
value of the outflow valve. An electric
The cabin pressure regulator
dump switch located on the center
controls cabin pressure to a selected
pedestal of the cockpit energizes a
value and limits cabin pressure to a preset
solenoid that opens the aircraft’s safety
differential range, 4.25 psi in the standard
valve, causing the cabin air to dump to the
Aerostar. When the airplane reaches the
atmosphere. Bleed air switches also
altitude at which the difference between
located on the cockpit pedestal, can block
the pressure inside and outside the cabin
the turbocharger bleed air from entering
is equal to the highest differential pressure
the cabin (601P) or dump overboard
for which the fuselage structure is
(602P and 700P).
designed, a further increase in airplane
altitude will result in a corresponding The Aerostar may not be landed
increase in the cabin altitude. Differential while pressurized, so the nose landing
control is used to prevent the maximum gear squat switch energizes the safety
differential pressure, for which the valve, dumping cabin pressure.
fuselage was designed, from being

Page 9-4 FOR TRAINING PURPOSES ONLY

 CONTROLLER

The cabin pressurization controller

consists of a cabin altitude controller and
cabin rate controller. The standard
controller, mostly found on early model
601P Aerostar, starts to control the cabin
atmosphere at 5,000’ MSL. On later
601P, 602P and 700P models a sea level
controller is installed to start controlling
pressurization at sea level. The 702P
and a specially modified 601P and 602P
have option to have installed a 5.5 psi
controller.
when the pressurization differential of
The cabin pressurization controls
the cabin exceeds the maximum
maintain the desired differential pressure
allowable value depending on model.
by increasing or decreasing the air flow
Both altitude and rate controller along
out of the cabin through the pressure
with the outflow and safety valve are
regulating or outflow valve mounted on
manufactured by Duke Aircraft
the left aft cabin bulkhead, which
Manufacturing. Thus, the term Duke
exhausts through the aft fuselage. The
Controllers is generally used to define
cabin altitude control located on the
the pressurization equipment installed in
pressurization console, allows cabin
the Aerostar. Aerostar Aircraft
altitude selection up to the maximum
Corporation can work on Duke
differential. The rate controller allows the
Controllers for Aerostars.
cabin to be controlled up to 1,000 FPM
up or down with the rate controller A pressure switch located under the
normally set to around the 12 o’clock instrument panel provides the pilot with a
position or 500 FPM. visual warning light when the cabin
approaches an altitude of 12,000’ plus or
A safety valve installed on the right
minus 100’ MSL. This light warns the
aft bulkhead of the fuselage is designed
pilot that the pressurized cabin is
to back up the outflow valve from over
climbing above 12,000’ MSL and
pressuring by automatically opening
appropriate action should be taken by
the pilot to reduce the cabin altitude or go
on supplemental oxygen.
FOR TRAINING PURPOSES ONLY Page 9-5
 BLEED AIR SYSTEM The air entering the cabin is ducted to
a common plenum located on the aft
The bleed air system provides the air cabin bulkhead. From the plenum, air is
required for ventilation and cabin distributed forward to the cabin overhead
pressurization. Compressor discharge ventilation outlets and aft through the
air or bleed air from each engine heater. Pressurized air passing through
turbocharger is routed from the manifold a leaking heater and/or heater ducting
air box mounted on the engine and hoses can be a common source of
compartment aft firewall, through a sonic pressurization loss. Leaving the heater,
nozzle or flow limiter, and then through a air returns to the cabin and is distributed
two position electrically operated diverter through the floor outlets. The heater
valve assembly “bleed air valve” ducts are comprised of ABS material and
mounted within the inboard wing leading over the years tend to crack where the
edge. The air continues to pass through tubing passes through the floor around
a heat exchanger that drops the “bleed F.S. 176. Again, this limits the
air“ temp from 350 °F to within 20 °F of distribution of pressurized and heated air
ambient air. Passing through a one way into the cabin. Inspection of this area
flowing check valve, the “bleed air” during maintenance operations can
enters the cabin. eliminate these problems before they
become a major problem.

Electrically operated, motor driven,

two position diverter valves are located
in each wing root and are controlled by
the AIR ON/AIR OFF annunciator type
switches located on the pressurization
console. These valves are left open to
cabin, AIR ON, position for all normal
flight conditions, both pressurized and
unpressurized. These valves are to be
closed (601P) or overboard (602P and
700P), AIR OFF, (closed to cabin) for
emergency conditions such as cabin air
contamination, or to assist cabin cooling
on ground or during low level flight.

Page 9-6 FOR TRAINING PURPOSES ONLY

FIGURE 9-3: CABIN PRESSURE SCHEMATIC

FOR TRAINING PURPOSES ONLY Page 9-7

PRESSURIZATION PROCEDURES It is not necessary to place the controller
higher than the flying altitude since the
Normal Operations: safety valve has a slight safety margin of
4.35 psi compared to the maximum
After Engine Start – NORMAL/DUMP outflow setting of 4.25 psi.
switch shows green over red.
Upon reaching the desired altitude,
Left and right Bleed Air ON check cabin altitude and pressure
differential to match the desired altitude
Door Seal - Inflate
and pressurization differential set.
Pressurization rate controller – 12 o’clock
When descending, turn the rate
position.
controller to full increase and turn the
Pressurization altitude controller - Select outside altitude controller knob counter
an altitude 1,000 FT above the departure clockwise to 1000 feet over the arrival
airfield. field altitude.

After take-off cabin rate is equal to Prior to landing, ensure that the cabin
aircraft rate. differential needle is showing “0”.

When above the set cabin altitude of Some pilots set the controller to more
departure field plus 1,000 feet, confirm than 1,000 over field elevation to
the cabin rate indicator is at zero. minimize pressurization loss when
retarding the throttles for descent speed
During climb, set controller to reduction.
intermediate or final altitude. Carefully,
move the outside ring of the altitude The small inner knob travels with the
pressurization in a clock wise manner outer ring and is not moved
when increasing cabin. Set either the independently during normal operation.
cabin altitude (top window) at lower flight CAUTION
levels or flight level (lower window). If
you set the lower controller window to the Do not remove the control knob and
flight level, you get the maximum ring assembly from the controller for
differential available. For example, any reason such as cleaning or
setting the lower window of the controller maintenance. It should only be
to 25 and flying at FL250 will yield the removed by a repair facility as it is
maximum cabin differential of 4.25 for a very difficult to properly install. .
cabin altitude of about 11,000 feet.

Page 9-8 FOR TRAINING PURPOSES ONLY

.
FIGURE 9-4: PRESSURIZATION SYSTEM SCHEMATIC (cont.)

FOR TRAINING PURPOSES ONLY Page 9-9

 FIGURE 9-5: PRESSURIZATION SYSTEM COMPONENTS

Page 9-10 FOR TRAINING PURPOSES ONLY

FIGURE 9-6: PRESSURIZATION SYSTEM CONTROLS

FOR TRAINING PURPOSES ONLY Page 9-11

 FIGURE 9-7: OUTFLOW AND SAFETY VALVES

Page 9-12 FOR TRAINING PURPOSES ONLY

FIGURE 9-8: OXYGEN SYSTEM

FOR TRAINING PURPOSES ONLY Page 9-13

 Note 1 – Cylinder capacity 11 cu. Ft. (325 liters at 70°F and 760 MM Hg) charged to
1800 psi

FIGURE 9-9: MINIMUM DURATION IN HOURS & MINUTES

Page 9-14 FOR TRAINING PURPOSES ONLY

 FAILURE OF AUTOMATIC PRESSURIZATION SAFETY
SELECTION AND RATE CONTROL FEATURES
Should there be no automatic cabin Should the pressure regulating valve
pressurization changes following the fail to maintain differential pressure, a
procedures, you may manually change safety valve will automatically open when
cabin altitude by carefully rotating the inner cabin pressure reaches 4.35 +/- .10 psi.
knob until the desired altitude is under the This valve may be electrically opened by
index at top of the knob. The knob should the pilot by pressing the guarded NORMAL/
be rotated slowly, as the cabin altitude will DUMP switch on the pressurization console
change as rapidly as the knob selection is to the DUMP position. This will allow the
made. Familiarity with the pressurization cabin to depressurize rapidly, and should
system will aid in developing one's own be used for this purpose only when an
techniques. The following are only a few emergency occurs. A squat switch located
tips for improved passenger comfort. on the nose gear electrically opens the
safety valve when weight is on the nose
Plan the flight. gear to prevent the aircraft from remaining
pressurized after landing.
Try to plan the cabin climb rate around
500 to 600 FPM.

During the climb phase, it is better for

the cabin to reach its cruise altitude before,
rather than after the airplane.

FOR TRAINING PURPOSES ONLY Page 9-15

 FIGURE 9-10: CABIN ALT VS AIRCRAFT ALT/MAP 601P

Page 9-16 FOR TRAINING PURPOSES ONLY

 SAMPLE PROBLEM
To determine minimum cabin altitude that may be selected:

Read airplane altitude, 15,000 ft. (point A).

Read horizontally right to controller line (point B).

Read vertically down to base for minimum cabin altitude, 3900 ft. (point C) that
could be selected (based on maximum differential pressure of 4.25 psi). Any
higher cabin altitude may be selected, resulting in a lower displayed differential
pressure, and a lower required minimum MAP.

To determine minimum MAP required for selected cabin altitude:

Select cabin altitude at or above minimum found in above procedures, 5000 ft.
(point D). Minimum would be 3900 ft.

Read vertically up to MAP line (point E).

Read horizontally right to side for required minimum MAP, to maintain the
selected cabin altitude 20.4 in-Hg (point F). If the minimum cabin altitude of
3900 ft. had been selected, the corresponding minimum MAP would be 22.4
in-Hg.

NOTE

All selected cabin altitudes above 5200 ft. can be obtained with a
minimum of 20.0 in-Hg MAP and 2200 RPM, independent of
airplane altitude

FOR TRAINING PURPOSES ONLY Page 9-17

 FIGURE 9-11: CABIN ALT VS AIRCRAFT ALT/MAP 602P

Page 9-18 FOR TRAINING PURPOSES ONLY

1. What is the minimum cabin altitude that can be maintained when the aircraft is
at 16,000 feet? ____________

A sea level cabin can be maintained up to feet with approximately

inches MAP.

A 3,000 ft. cabin can be maintained with ______ inches MAP

With the aircraft at approximately 12,000 ft. a ______ ft. cabin can be maintained
and will require approximately ______ inches MAP.

Using the previous 602p graph, please fill in the closest

answer to each question. Assume standard temperatures
and a sea level controller.

FOR TRAINING PURPOSES ONLY Page 9-19

 FIGURE 9-12: CABIN ALT VS AIRCRAFT ALT/MAP 601P

Page 9-20 FOR TRAINING PURPOSES ONLY

1. What is the minimum cabin altitude that can be maintained when the
aircraft is at 16,000 feet? ____________

A sea level cabin can be maintained up to feet with approximately

inches MAP.

A 3,000 ft. cabin can be maintained with ______ inches MAP

With the aircraft at approximately 12,000 ft. a ______ ft. cabin can be
maintained and will require approximately ______ inches MAP.

Using the previous 601p graph, please fill in the closest answer to
each question. Assume standard temperatures and a sea level
controller.

FOR TRAINING PURPOSES ONLY Page 9-21

 OXYGEN SYSTEM system with proper Scott SC bayonet type
fittings for the oxygen outlets. The oxygen
The oxygen system on the Aerostar required warning light, located in the
pressurized models will not normally be annunciator panel, will illuminate should the
utilized, since cabin altitude should not cabin altitude exceed 12,000 +/- 500 feet.
exceed 11,075 feet, with the airplane
service ceiling of 25,000 feet for the 4.25 The oxygen system filler valve is
psi controllers. mounted on the forward door frame of the
baggage compartment. It is recommended
Most Aerostars have an oxygen that oxygen masks be carried for all
storage cylinder with an 11 cubic ft. passengers and pilot, and that all personnel
capacity. It should be kept fully serviced be familiar with the oxygen masks' usage
when flying in a pressurized condition (see Emergency Descent procedure). See
above 12,000 feet airplane altitude to Oxygen Duration chart and Capacity vs.
assure adequate oxygen for crew and Oxygen Pressure to determine oxygen
passengers for emergency descent in the duration for a specific flight condition.
case of pressurization system failure and
contamination. The storage cylinder in the aft fuselage
supplies high pressure oxygen to the
WARNING regulator assembly located on the right side
of the cabin interior, just below the copilot's
Smoking is not permitted when side window. The regulator assembly,
oxygen is in use. All oil, grease, consisting of supply gauge, altitude gauge,
soap, lipstick, lip balm or other fatty and altitude adjusting valve, supplies low
pressure oxygen to the crew and passenger
material which constitute a fire
outlets.
hazard, must be kept away from
oxygen under pressure. Oxygen to the outlets is controlled by the
altitude adjusting valve. This valve regulates
oxygen pressure and flow rate available at
The oxygen system consists of the the system outlets according to the airplane
storage cylinderWARNING
mentioned previously, with altitude. It also serves as the oxygen system
pressure relief valve, recharging filler valve, shut-off valve when the system is not in use.
anSmoking
altitude is compensating
not permitted regulator
when The flow indicator depicts oxygen flow in
oxygen and
assembly, is in
six use. Alloutlet
system oil, ports
grease,
- one terms of airplane altitude and the pressure
at soap,
each crew andlippassenger
lipstick, station.
balm or other Any
fatty gauge indicates the amount of oxygen
constant
material which constitute a firethis
flow mask may be used with pressure remaining in the cylinder.
hazard, must be kept away from
oxygen under pressure.
Page 9-22 FOR TRAINING PURPOSES ONLY

WARNING
 The cabin outlets incorporate a spring- The oxygen controller located on the
loaded check valve which stops the flow of right-side co-pilot panel allows the pilot to
oxygen from the outlet when the mask is set an altitude that the controller will
disconnected. The oxygen storage cylinder maintain with the appropriate oxygen flow
pressure relief valve is incorporated into the from the masks located throughout the
oxygen dump outlet as a system protection
cabin. The supply gauge on the oxygen
factor. If cylinder pressure should exceed
controller tells the pilot what the oxygen
2700 psi through thermal expansion or
overcharging, a safety outlet disk in the level oxygen bottle has within.
cylinder valve assembly will rupture and
Normal charge of the 11 cubic foot
blow the overpressure visual indicating disk
mounted on the lower left fuselage skin aft
bottle is 1800 psi. Normal charge of the
of the wing trailing edge. Oxygen supply will 115 cubic foot tank is 1,850 psi. Masks
flow overboard through the dump outlet. have a Scott SC bayonet plug used to
attach to the oxygen outlet port. The pilot
Inspect masks frequently to keep in mask normally has a microphone located
proper working order. Keep a mask within the mask. Two pilots under normal
accessible to each occupied seat. breathing consumption at FL 200 would
Disconnect masks when not in use. have 50 minutes of oxygen available to
Check supply gauge in cabin.
them with the standard system.

Convert to percent of capacity.

Read duration from Oxygen Duration

Chart and multiply by percent of capacity.

This will give oxygen duration with a

partially charged system.

The standard Aerostar oxygen tank

has an 11 cubic foot emergency bottle
located in the aft baggage area at station
204 with a filler port located on the
baggage door left jamb. Option #119 is
for a larger 115 cubic foot tank in the
same location.

FOR TRAINING PURPOSES ONLY Page 9-23

 FIGURE 9-13: OXYGEN CYLINDER

Page 9-24 FOR TRAINING PURPOSES ONLY

FIGURE 9-14: OXYGEN DURATION CHART

FOR TRAINING PURPOSES ONLY Page 9-25

 FIGURE 9-15: CAPACITY VS OXYGEN PRESSURE

Page 9-26 FOR TRAINING PURPOSES ONLY

FIGURE 9-16: OXYGEN REQUIREMENT VS ALTITUDE

FOR TRAINING PURPOSES ONLY Page 9-27

 FEET REACTION
35,000 Pressurized oxygen system required regardless of oxygen flow.
33,000 Pure oxygen barely adequate. 15 seconds of clear consciousness
without supplemental oxygen.
30,000 Unconsciousness in two minutes without supplemental oxygen.
28,000 Immediate 100 percent loss of coordination without supplemental
oxygen.
25,000 Hypoxia rate increases rapidly. Usually less than five minutes of
consciousness without supplemental oxygen.
20,000 Unconsciousness can occur in as little as five to seven minutes at
20,000 feet without supplemental oxygen.
18,000 This is the half-way point in the earth's atmosphere, and the
pressure is reduced to 7.34 psi and oxygen saturation in the body
is only 75%. Without supplemental oxygen, hypoxia is almost
immediately apparent and efficiency deteriorates quickly and
drastically. Unconsciousness can occur if supplemental oxygen is
not used.
10,000 Fatigue, drowsiness and sharp headaches can occur with
increasing quickness if flights are made without supplemental
oxygen at this and higher altitudes.
8,000 Over prolonged flights, there are measurable changes in blood
pressure and respiration. Mild hypoxia can result. It is generally
assumed that the normal, healthy individual is unlikely to need
supplementary oxygen at and below this altitude.
5,000 No supplemental oxygen is required below 5,000 feet. Oxygen
saturation at this altitude is 95%. Use of supplemental oxygen at
and above 5,000 feet for night flying will benefit pilot, particularly
towards end of flight. Smoking reduces visual acuity and service
attitude of the individual

Page 9-28 FOR TRAINING PURPOSES ONLY

 OPERATING TIPS

Pilots who fly above 10,000 feet should be

aware of the need for special physiological
training. Appropriate training is available at
approximately twenty-three Air Force Bases
throughout the United States for a small fee.
The training is free at the NASA Center in
Houston and at the FAA Aeronautical Center
in Oklahoma.

Forms to be completed (Physiological

Training Application and Agreement) for
application for the training course may be
obtained by writing to the following address:

Chief of Physiological Training, AAC-143

FAA Aeronautical Center
P.O. Box 25082
Oklahoma City, Oklahoma 73125

It is recommended that all pilots who plan to

fly above 10,000 feet take this training before
flying this high, and then take refresher
training every two or three years.

In an effort to avoid accidents, pilots should

obtain and study the safety regulated
information made available in FAA
publications such as regulations, advisory
circulars, Aviation News, AIM, and safety
aids.

FOR TRAINING PURPOSES ONLY Page 9-29

 CHAPTER 9 - QUIZ

1. In a standard 601P or 602P, should the differential pressure rise above 4.35 psi:

a. the cabin door should be unlatched.

b. the emergency exit will automatically open.
c. the safety valve will automatically release excess pressure.
d. a warning light will appear on the annunciator panel.

2. If loss of pressurization is experienced when the aircraft is above 21,000':

a. altitude should be maintained for approximately 3 to 5 minutes to allow

equalization between cabin pressure and outside pressure.
b. an immediate descent should be initiated, and the use of oxygen begun
immediately.
c. bleed air should be manually turned off immediately.
d. all cabin ventilation outlets should be fully opened.

3. The standard pressurization system with the sea level controller installed will:

a. permit pressurization on the ground as soon as the door seal is inflated.

b. make a sea level cabin possible up to 9,100', providing 19" MAP is
maintained.
c. maintain a cabin altitude of approximately 3,500' if the aircraft is at 14,000'
at normal cruise power settings.
d. sustain a sea level cabin if the aircraft is at 18,000' with a MAP setting of
20".

Page 9-30 FOR TRAINING PURPOSES ONLY

4. Cabin pressurization of 1,000' may be maintained at 10,000' with power
settings of: (602P)

a. 18" MAP/2,000 RPM. c. 15" MAP/2,300 RPM.

b. 22" MAP/2,000 RPM. d. None of the above.

FOR TRAINING PURPOSES ONLY Page 9-31

FOR TRAINING PURPOSES ONLY
10. WEIGHT &
BALANCE

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 CHAPTER 10
WEIGHT & BALANCE
GENERAL .......................................................................................... 10-1

WEIGHT AND CENTER OF GRAVITY LIMITATIONS-600A .............. 10-4

WEIGHT AND CENTER OF GRAVITY LIMITATIONS-601B/601P ..... 10-5

WEIGHT AND CENTER OF GRAVITY LIMITATIONS-602P .............. 10-6

WEIGHT AND CENTER OF GRAVITY LIMITATIONS - 700P ............ 10-7

SAMPLE PROBLEM......................................................................... 10-11

CHAPTER 10 - QUIZ ........................................................................ 10-15

FOR TRAINING PURPOSES ONLY

 CHAPTER 10
LIST OF ILLUSTRATIONS

FIGURE 10-1: LOADING STATIONS DIAGRAM ......................... 10-3

FIGURE 10-2: 700P LOADING CHART ....................................... 10-8

FIGURE 10-3: LOADING TABLE ................................................. 10-9

FIGURE 10-4: LOADING TABLE (cont.) .................................... 10-10

FIGURE 10-5: WEIGHT AND BALANCE ENVELOPE (601P) ... 10-12

FIGURE 10-6: WEIGHT AND BALANCE ENVELOPE (602P) ... 10-14

FOR TRAINING PURPOSES ONLY

 GENERAL readily available. However, the pilot
must ensure the correct information is
In order to achieve the performance loaded for their use to be meaningful.
and flying characteristics which are
Loading outside the envelope carries
designed into the airplane, it must be
consequences for any aircraft. An
flown with the weight and center of
overloaded airplane will not take off, climb
gravity (C.G.) position within the
or cruise as well as a properly loaded one.
approved operating range (envelope).
The heavier the airplane is loaded, the
Although the airplane offers a flexibility
less climb performance it will have.
of loading, it cannot be flown with the
maximum number of adult passengers, Center of gravity is a determining
full fuel tanks and maximum baggage. factor in flight characteristics. If the C.G.
is too far forward in any airplane, it may
Additionally, single pilot operations
be difficult to rotate for takeoff or landing,
with baggage compartment loading may
or properly trim for approach to landing. If
shift the C.G. beyond the aft limit. With
the C.G. is too far aft, the airplane may
this loading flexibility comes
rotate prematurely on takeoff or tend to
responsibility. The pilot must ensure the
pitch up during climb. Longitudinal
airplane is loaded within the loading
stability will be reduced. This can lead to
envelope prior to departure and that the
inadvertent stalls and even spins; and
airplane will remain within the loading
spin recovery may become more difficult
envelope until landing.
or even impossible as the center of
The various Aerostar models have gravity moves aft of the approved limit.
gross weights from 5,500 lbs to 6,315
lbs. Additionally, a Gross Weight CAUTION
Increase Option is available from the Some combinations of optional
manufacturer which increases the equipment, particularly with electric air
maximum gross weight to 6,850 lbs. conditioning, may require additional
Today there are many tools to assist weight in the cabin when operating with
the pilot making it very easy to check light cabin load, such as pilot only, to
weight and balance. Spreadsheets, cell prevent the C.G. from being aft of the
phone apps, iPad apps, etc. all are approved limit.

FOR TRAINING PURPOSES ONLY 10-1

 A properly loaded airplane, however, within allowable limits. Check calculations
will perform as intended. Before the prior to adding fuel to insure against
airplane is delivered, it is weighed, and a improper loading. Following this is the
basic empty weight and C.G. location is method for computing takeoff and landing
computed (basic empty weight consists weight and C.G. This is required by FAR
of the standard empty weight of the 91.103 for proper preflight planning of the
airplane plus the optional equipment). flight. Pilots must show the aircraft will be
Using the basic empty weight and C.G. within the published W&B envelope of any
location, the pilot can easily determine particular aircraft.
the weight and C.G. position for the Aircraft modified by Aerostar Aircraft
loaded airplane by computing the total Corporation often have W&B tables
weight and moment and then published that differ from the original
determining whether they are within the aircraft manufacturer. These new W&B
approved envelope. tables take precedent to older OEM
The basic empty weight and C.G. published tables.
location are recorded in the Weight and Aircraft operated on a FAA Part 135
Balance Data Form and the Weight and certificate require the aircraft to be
Balance Record. The current values reweighed every three years or if a major
should always be used. Whenever new airframe modification is performed on the
equipment is added or any modification aircraft. It is recommended that an aircraft
work is done, the mechanic responsible be reweighed after ten years regardless of
for the work is required to compute a new the equipment installed to ensure that the
basic empty weight and C.G. position and aircraft shows the proper empty weight
to write these in the Aircraft Log Book and and CG limitations for its current
the Weight and Balance Record. The configuration. Like human beings as we
owner should make sure that it is done. age the aircraft tends to pick up weight
A weight and balance calculation is with the addition of new equipment and
necessary in determining how much fuel debris left within the aircraft as it used on
or baggage can be loaded so as to keep a routine basis.
.

Page 10-2 FOR TRAINING PURPOSES ONLY

FIGURE 10-1: LOADING STATIONS DIAGRAM

FOR TRAINING PURPOSES ONLY 10-3

 WEIGHT AND CENTER OF GRAVITY LIMITATIONS-600A
Maximum Ramp Weight .......................................................................................... 5525 Ibs

Maximum Takeoff Gross Weight ............................................................................. 5500 lbs

Maximum landing Gross Weight .............................................................................. 5500 Ibs

Fuel (165.5 gals usable) ........................................................................................... 993 lbs

Oil (6gals) .................................................................................................................... 45 Ibs

Baggage Compartment ............................................................................................. 240 lbs

CENTER OF GRAVITY

Forward ................................................................... 157.66 to 4600 lbs *

.................................................................. 159.58 @5500 lbs (Max Takeoff)*

.................................................................. 159.63 @5525 Ibs (Max Ramp)*

Aft ............................................................................ 167.88 @3400 Ibs *

.................................................................. 167.88 @5500 lbs (Max Takeoff)*

.................................................................. 167.88 @5525 lbs (Max Ramp)*

* Straight line variation between points

Page 10-4 FOR TRAINING PURPOSES ONLY

 WEIGHT AND CENTER OF GRAVITY LIMITATIONS-601B/601P
Maximum Ramp Weight ...........................................................................................6025 Ibs

Maximum Takeoff Gross Weight .............................................................................. 6000 lbs

All weight in excess of 5900 lbs must be fuel in the wings

Maximum landing Gross Weight .............................................................................. 6000 lbs

Fuel (165.5 gals usable) ............................................................................................993 Ibs

Oil (6gals) .....................................................................................................................45 Ibs

Baggage Compartment .............................................................................................. 240 lbs

CENTER OF GRAVITY

Forward ................................................................... 157.66 to 4600 Ibs *

............................................................ 160.67 @6000 lbs (Max Takeoff)*

............................................................ 160.72 @6025 lbs (Max Ramp)*

Aft .......................................................................... 167.88 @3600 lbs *

............................................................ 167.88 @6000 lbs (Max Takeoff)*

............................................................ 167.88 @6025 lbs (Max Ramp)*

* Straight line variation between points

FOR TRAINING PURPOSES ONLY 10-5

 WEIGHT AND CENTER OF GRAVITY LIMITATIONS-602P
Maximum Ramp Weight ........................................................................................ 6029 Ibs

Maximum Takeoff Gross Weight ........................................................................... 6000 Ibs

All weight in excess of 5900 Ibs must be fuel in the wings

Maximum landing Gross Weight ........................................................................... 6000 Ibs

Fuel (165.5 gals usable) .......................................................................................... 993 lbs

Oil (6gals) .................................................................................................................. 45 lbs

Baggage Compartment ........................................................................................... 240 lbs

CENTER OF GRAVITY

Forward ................................................................. 157.66 to 4600Ibs *

.......................................................... 160.67 @6000 lbs (Max Takeoff)*

.......................................................... 160.73 @6000 lbs (Max Ramp)*

Aft .......................................................................... 166.00 @3600 lbs *

.......................................................... 166.00 @6000 lbs (Max Takeoff)*

.......................................................... 166.00 @6029 lbs (Max Ramp)*

* Straight line variation between points

Page 10-6 FOR TRAINING PURPOSES ONLY

 WEIGHT AND CENTER OF GRAVITY LIMITATIONS - 700P

Maximum Ramp Weight ............................................................................................ 6356 lbs

Maximum Takeoff Gross Weight ............................................................................... 6315 lbs

All weight in excess of 6050 lbs must be fuel in the wings

Maximum Landing Gross Weight .............................................................................. 6000 lbs

Fuel (165.5 gals usable) ............................................................................................. 993 Ibs

Oil (6 gals) .................................................................................................................... 45 lbs

Baggage Compartment. .............................................................................................. 240 lbs

CENTER OF GRAVITY

Forward ……………………………………. 157 to 5400 lbs

……………………………………. 161.7 @ 6315 lbs (Max. Takeoff)

Aft ……………………………………. 161.7 @ 6356 lbs (Max. Ramp)

…………………………………….. 167.88 @ 6315 lbs (Max. Takeoff)

…………………………………….. 167.88 @ 6356 lbs (Max. Ramp)

FOR TRAINING PURPOSES ONLY 10-7

 FIGURE 10-2: 700P LOADING CHART

Page 10-8 FOR TRAINING PURPOSES ONLY

 OCCUPANTS
Weight Pilot-Copilot Each front passenger Each rear passenger
(Ibs) Arm 96 in Arm 132 in. Arm 165 in.
Moment 1000 lb. in.
90 8.64 11.88 14.85
.
100 9.60 13.20 16.50
110 10.56 14.52 18.15
120 11.52 15.84 19.80
130 12.48 17.16 21.45
140 13.44 18.48 23.10
150 14.40 19.80 24.75
160 15.36 21.12 26.40
170 16.32 22.44 28.05
180 17.28 23.76 29.70
190 18.24 25.08 31.35
200 19.20 26.40 33.00
210 20.16 27.72 34.65
220 21.12 29.04 36.30
230 22.08 30.36 37.95

WING FUEL (@ 6.0 Ibs/gal)

GALLONS WEIGHT MOMENT 1000 GALLONS WEIGHT MOMENT
(lbs) lb.-in.(lbs) 1000lb-in.
5 30 5.10 70 420 71.40
10 60 10.20 75 450 76.50
15 90 15.30 80 480 81.60
20 120 20.40 85 510 86.70
25 150 25.50 90 540 91.80
30 180 30.60 95 570 96.90
35 210 35.70 100 600 102.00
40 240 40.80 105 630 107.00
45 270 45.90 110 660 112.20
50 300 51.00 115 690 117.30
55 330 56.10 120 720 122.40
60 360 61.20 125 750 127.50
65 390 66.30 130. 780 132.60

FIGURE 10-3: LOADING TABLE

FOR TRAINING PURPOSES ONLY 10-9

 FUSELAGE FUEL (@ 6.0 lbs/gal)
GALLONS WEIGHT MOMENT GALLONS WEIGHT MOMENT
(lbs) 1000 lb.-in.(lbs) 1000 lb.-in.
5 30 6.39 30 180 38.34
10 60 12.78 35 210 44.73
15 90 19.17 40 240 51.12
20 120 25.56 41.5 249 53.04
25 150. 31.95

BAGGAGE (Arm 250.0 in.)

GALLONS MOMENT WEIGHT MOMENT

(lbs) 1000 lb.-in (lbs) 1000 lb.-in.

10 2.50 140 35.00

20 5.00 150 37.50
30 7.50 160 40.00
40 10.00 170 42.50
50 12.50 180 45.00
60 15.00 190 47.50
70 17.50 200 50.00
80 20.00 210 52.50
90 22.50 220 55.00
100 25.00 230 57.50
110 27.50 240 60.00
120 30.00
130 32.50

FIGURE 10-4: LOADING TABLE (cont.)

Page 10-10 FOR TRAINING PURPOSES ONLY

 SAMPLE PROBLEM
Consider an airplane with a licensed empty weight of 4145 lbs, a moment of
678,930 lb.-in., 24 qts of oil, a pilot, a copilot, two front seat passengers, two rear seat
passengers, full fuel in the fuselage tank (41.5 gals) and fuel in the wing tanks (97.2
gals). The datum for the moments is FS 0.00.

SOLUTION

Find the corresponding weights and moments for each loaded item from the
appropriate Loading Table, and enter them on the computation guide below. After
computation, enter Points I and II into the Center of Gravity Weight and Moment
Envelope. You will notice Point II falls outside of the forward CG limit. Therefore, the
loading must be rearranged.

ITEM WEIGH MOMENT

T
Aircraft licensed empty weight and moment (from 4145 678.93
aircraft W & B report)
Pilot (arm 96.0 in.) 170 16.32
Copilot (arm 96.0 in.) 170 16.32
Front seat passengers (arm 132 in.) 340 44.88
Rear seat passengers (arm 165 in.) 340 56.10
Baggage (maximum 240 lbs) ---- ----
Wing fuel (97.2 gals) 583 99.11
Fuselage fuel (41.5 gals) 249 53.04
Point I most rearward CG location (takeoff weight) 6000 965.34

Subtract fuel listed above

Wing 97.2 gals. -583 -98.26
Fuselage 41.5 gals -249 -53.04
Add minimum fuel reserve (24.6 gals) +146 +31.52
Point II most forward CG location (landing weight) 5311 844.92

Note: Takeoff weight must not exceed 6000 lbs gross weight.

FOR TRAINING PURPOSES ONLY 10-11

 FIGURE 10-5: WEIGHT AND BALANCE ENVELOPE (601P)
Page 10-12 FOR TRAINING PURPOSES ONLY
 Using the following tables and Center of Gravity Weight and Moment
Envelope, fill in the moments and determine whether or not the aircraft will be
within limitations for both takeoff and landing.

Takeoff C.G. and gross weight: _________lbs and __________”.

Landing C.G. and gross weight: _________lbs and __________”.

The aircraft is/is not within limits for takeoff. (Circle one)
The aircraft is/is not within limits for landing (Circle one)

ITEM WEIGHT MOMENT

Aircraft licensed empty weight and moment 4160 681.37
(from aircraft W & B report)
Pilot (arm 96.0 in.) 170
Copilot (arm 96.0 in.) 170
Center seat passengers (arm 132 in.) 240
Rear seat passengers (arm 165 in.) 350
Baggage (maximum 240 lbs ) 0
Wing fuel (110 gals) 660 112.20
Fuselage fuel (41.5 gals) -249 53.04
Point I most rearward GG location (takeoff
weight)

Subtract fuel listed above

Wing 110 gals. -660 -112.20
Fuselage 41.5 gals -249 -53.04
Add minimum fuel reserve (25.0 gals) +150 +30.66
Point II most forward GG location (landing
weight)

Note: Takeoff weight must not exceed 6000 lbs gross weight.

FOR TRAINING PURPOSES ONLY 10-13

 FIGURE 10-6: WEIGHT AND BALANCE ENVELOPE (602P)

Page 10-14 FOR TRAINING PURPOSES ONLY

 CHAPTER 10 - QUIZ
1. Maximum Landing and Takeoff Weight is limited to ______ for the 600, and
_______ for the 601, 601P, and 602P.
a. 5500 and 6000 lbs. c. 6000 and 6200 lbs.
b. 5500 and 5700 lbs. d. 5700 and 6000 lbs.

2. All weight in the 601B, 601P, and 602P in excess of _____ lbs. must be fuel in
the wings.

a . 5500 c . 4000
b . 5900 d . 4400

3. lf the aircraft is within gross weight and C.G. and loaded properly:
a. as fuel is burned, a rapid rearward movement of the C.G. may occur prior
to landing.
b. a flight of at least 15 minutes is required to lower the full gross takeoff
weight to a legal landing gross weight.
c. in planning the landing C.G., care must be taken to use the average weight
of 170 lbs. per passenger rather than actual weights.
d. C.G. will not move appreciably during burn off, or out of the C.G. envelope.

4. Maximum allowable weight in the baggage compartment is:

a. 200 lbs" c. 390 lbs.
b. 240 lbs. d. 350 lbs.

FOR TRAINING PURPOSES ONLY 10-15

Page 10-16 FOR TRAINING PURPOSES ONLY
11. EMERGENCY
PROCEDURES
FOR TRAINING PURPOSES ONLY
 CHAPTER 11
EMERGENCY PROCEDURES
ENGINE INOPERATIVE PROCEDURES .............................................. 11-1

ENGINE FIRE ON GROUND................................................................. 11-8

ENGINE FIRE IN FLIGHT ..................................................................... 11-9

ENGINE ROUGHNESS/DECREASING MANIFOLD PRESSURE ....... 11-10

ENGINE OVERHEAT .......................................................................... 11-11

LOSS OF OIL PRESSURE .................................................................. 11-11

ELECTRICAL SYSTEM MALFUNCTIONS .......................................... 11-12

HYDRAULIC SYSTEM MALFUNCTIONS ........................................... 11-17

FUEL SYSTEM MALFUNCTIONS ....................................................... 11-23

PRESSURIZATION SYSTEM MALFUNCTION ................................... 11-25

CABIN AIR CONTAMINATION ............................................................ 11-25

TURBULENT AIR OPERATION .......................................................... 11-27

LOSS OF ELEVATOR CONTROL IN FLIGHT..................................... 11-27

RUNAWAY TRIM ................................................................................ 11-28

SPIN RECOVERY ............................................................................... 11-29

EMERGENCY DESCENT ................................................................... 11-30

GEAR UP LANDING ........................................................................... 11-31

BRAKE SYSTEM FAILURE ................................................................. 11-32

EMERGENCY EXIT ............................................................................ 11-32

UNSAFE DOOR INDICATION ............................................................. 11-33

OPEN DOOR ...................................................................................... 11-33

COMBUSTION HEATER OVERHEAT ................................................ 11-34

LOSS OF ALTITUDE DURING STALLS.............................................. 11-34

FOR TRAINING PURPOSES ONLY

 ENGINE INOPERATIVE PROCEDURES

DETECTING DEAD ENGINE

Loss of thrust.

Nose of aircraft will yaw in direction of dead engine (with coordinated controls).

ENGINE SECURING PROCEDURE (feathering procedure)

Throttle ........................................................................................................CLOSE

Prop Control ............................................................... FEATHER (1000 RPM min.)

Mixture ................................................................................................... idle cut-off

Boost pump ......................................................................................................OFF

Fuel selector ....................................................................................................OFF

Magneto switch ................................................................................................OFF

Cowl flap ............................................................. closed on inoperative engine, as

required on operative engine (700P & Superstar I)

Alternator .........................................................................................................OFF

Bleed air ............................................................................................. press to OFF

Aux. hydraulic ............................................................................................ ARMED

Prop sync (if installed…………. ............................................................... MANUAL

Electrical load ............................................................................................ reduced

Trim .......................................................................................... as required (30 to 5° bank

toward operative engine -ball 1/2 to 1 out)

Crossfeed (level coordinated

flight only) ....................................................................................................... as required

FOR TRAINING PURPOSES ONLY Page 11-1

ENGINE FAILURE DURING TAKEOFF (Before lift-off)

If sufficient runway remains for a safe stop:

Throttles ................................................................................... CLOSE immediately

Brakes ..................................................................................................... as required

If insufficient runway remains for a safe stop:

Throttles ................................................................................... CLOSE immediately

Brakes ................................................................. maximum (while runway remains)

Mixtures .................................................................................................... idle cut-off

Fuel selectors .....................................................................................................OFF

Magneto switches ...............................................................................................OFF

Battery ................................................................................................................OFF

Directional control .................................................................. maintain, maneuver to

avoid obstacles

Crew and passengers ................................................................................ evacuate

Page 11-2 FOR TRAINING PURPOSES ONLY

ENGINE FAILURE DURING TAKEOFF (After lift-off)

If sufficient landing area remains for a safe stop:

Throttles ................................................................................................... CLOSE

Gear ................................................................................................check DOWN

Flaps ................................................................................................... full DOWN

Airspeed .................................................................................. establish 95 KIAS

Brakes...................................................................... as required after touchdown

WARNING

Negative climb performance may result from engine failure, occurring after
lift-off and before the landing gear and flaps have been retracted, the failed
engine propeller feathered and the VYSE speed obtained. One engine
inoperative climb performance is also affected by aircraft weight, density
altitude and other ambient conditions. Refer to One Engine Inoperative
Climb Chart, for clean configuration climb performance.

If insufficient landing area remains for a safe stop, and the decision is made to abort
the takeoff:

Throttles .............................................................................. CLOSE immediately

Gear ........................................................................... DOWN (terrain permitting)

Flaps ................................................................................................... full DOWN

Airspeed ................................................................................................ 95 KIAS

Mixtures ............................................................................................. idle cut-off

Fuel selectors ............................................................................................... OFF

Magneto switches ....................................................................................... OFF

Battery .......................................................................................................... OFF

FOR TRAINING PURPOSES ONLY Page 11-3
 Land avoiding obstacles.

Crew and passengers ............................................................................ evacuate

If insufficient landing area remains for a safe stop, and the decision is made to
continue the takeoff:

Lateral/directional control .................................................................. maintain

Airspeed .................................................................... accelerate to 101 KIAS

Mixture controls ................................................................................ full RICH

Prop controls .......................................................................... full FORWARD

Throttles ....................................................................................... max. power

Aux. hydraulic ............................................................................................ ON

Gear .......................................................................................................... UP

Flaps ...........................................................................................(in steps) UP

Inoperative engine ..................................................................................... determine

Prop control (inoperative engine) ...........................................................FEATHER

Airspeed ........................................................................... VYSE after all obstacles

have been cleared
Trim ...................................................................................................... as required

Climb………. straight ahead (avoiding obstacles and attain sufficient altitude to

execute One Engine Inoperative Landing Procedure)

Inoperative engine.......................... secure (Refer to Engine Securing Procedure)

Land as soon as practical at nearest suitable airport.

Page 11-4 FOR TRAINING PURPOSES ONLY

CROSSFEED (X-FEED) WITH INOPERATIVE ENGINE

CAUTION
Fuel system limitations outlined in Chapter 1 must be adhered to for
crossfeed_ operation. When either X-FEED selector is in the X-FEED
position, the selected engine is obtaining its total fuel supply from the
opposite wing fuel tank. Frequently monitor selected wing fuel tank quantity.

Level coordinated flight ............................................................................. maintain

Fuel selector (operative engine) ………………………………………... X-FEED

Fuel quantity (selected wing tank) .............................................monitor frequently

After utilizing required fuel from inoperative engine wing fuel tank and prior to initiating
descent, continue as follows:

Fuel Selector (operative engine) ....................................................................... ON

FOR TRAINING PURPOSES ONLY Page 11-5

ONE ENGINE INOPERATIVE LANDING

Inoperative engine secure………………. ... (Refer to Engine Securing Procedure)

Altimeter ............................................................................................................ set

Seat belts/harnesses.................................................................................... secure

Boost pump (operative engine) ......................................................................... ON

Mixture (operative engine) ....................................................................... full RICH

Fuel selector (operative engine) ....................................................................... ON

X-FEED annunciator light ................................................................................. out

Prop control (operative engine) ...................................................... full FORWARD

Flaps…………………………...... 20° DOWN, do not extend more than 20° flaps

Airspeed ..........................................................................maintain VYSE minimum

Throttle (operative engine) ................................................................... as required

When landing is assured:

Gear .................................................................................................. DOWN

Gear down lights ........................................................................ 3 green ON

Airspeed (approach)

Flaps UP ....................................................................................... 111 KIAS

Flaps 20° DOWN........................................................................... 104 KIAS

Throttle (operative engine) ........................................ retard slowly and flare

for landing
Directional control ................... maintain as power is reduced (airplane will
yaw into operative engine)

Braking ....................................................................................... as required

Page 11-6 FOR TRAINING PURPOSES ONLY

ONE ENGINE INOPERATIVE GO-AROUND

WARNING
Under certain combinations of aircraft weight, configuration, ambient
conditions, and airspeed, a go-around attempt may result in negative climb
performance.

Avoid if possible, but if necessary:

Airspeed ........................................................................maintain climb speed

Best angle .............................................................................................. VXSE

Best rate ................................................................................................ VYSE

Mixture (operating engine) ................................................................ full RICH

Prop control (operating engine) .............................................. full FORWARD

Throttle (operating engine) ........................................................... max. power

Auxiliary hydraulic .............................................................................. ARMED

Gear ........................................................................................................... UP

Flaps ........................................................................................... (in steps) UP

Trim............................................................................................... as required

Cowl flap (operating engine) (700P only) ..................................... as required

FOR TRAINING PURPOSES ONLY Page 11-7

 ENGINE FIRE ON GROUND
(Engine start, taxi and takeoff with sufficient distance remaining to stop)

Fire warning annunciator light and horn will activate (if installed).

If airborne after takeoff and sufficient distance remains to land and stop the
airplane, execute "Engine Failure During Takeoff (After lift-off)" procedures and
continue as follows:

Throttles .............................................................................................. CLOSE

Brakes .................................................................................................. as required

Mixtures .................................................................................................. idle cut-off

Fuel selectors .................................................................................................. OFF

Boost pumps ................................................................................................... OFF

Magneto switches ........................................................................................... OFF

Hydraulic shutoff valve (right engine

fire only) ..................................................................................................... CLOSE

Bleed air (both).................................................................................. press to OFF

Cabin door seal .........................................................lift guard, press to DEFLATE

Alternators ....................................................................................................... OFF

Radio ......................................................................................... call for assistance

Battery ............................................................................................................ OFF

Crew and passengers .............................................................................. evacuate

External fire extinguishers ..............................................................use as required

Page 11-8 FOR TRAINING PURPOSES ONLY

 ENGINE FIRE IN FLIGHT

Fire warning annunciator light and horn will activate (if installed).

Engine with fire . ...................................secure (Refer to Engine Securing

Procedure)

Cowl flap... ............................................................................................... open

Hydraulic shutoff valve (right engine

fire only) ................................................................................................ CLOSE

If fire persists:

Airspeed ......................................................increase in attempt to blow out fire

Radio .............................................................notify ground personnel at airport

of intended landing

Land at nearest suitable airport following "One Engine Inoperative Landing"

procedures.

After landing, continue as follows:

Operating engine:

Mixture .............................................................................................. idle cut-off

Fuel selector............................................................................................... OFF

Boost pump ................................................................................................ OFF

Magneto switch .......................................................................................... OFF

Alternator.................................................................................................... OFF

Cabin door seal ....................................................lift guard, press to DEFLATE

Battery ........................................................................................................ OFF

Crew and passengers ......................................................................... evacuate

External fire extinguishers .........................................................use as required

FOR TRAINING PURPOSES ONLY Page 11-9
 ENGINE ROUGHNESS/DECREASING MANIFOLD PRESSURE

Conduct each step as an individual action item for affected engine until cause can be
determined.
ENGINE ROUGHNESS

Boost pump ....................................................................................................... ON

Engine instruments ......................................................................................... check

Fuel selector (with X-FEED selected) ................................................................ ON

Mixture control ................................................................. adjust as required (within

permissible limits)

Magnetos .................................................................... check (not above 65% BHP)

DECREASING MANIFOLD PRESSURE

Prop control (cruise flight)........................................................... select higher RPM

Bleed air/Alternate air .......................................................... press OFF/pull OPEN

(except 700P)

CAUTION

Should it become necessary to turn OFF both bleed air switches, the cabin will
depressurize at an uncontrolled rate.

Increase or decrease altitude to depart from induction icing conditions.

Page 11-10 FOR TRAINING PURPOSES ONLY

 ENGINE OVERHEAT

Boost pump ............................................................................................... ON

Mixture .................................................................................................... enrich

Power .................................................................................................... reduce

Cowl flap (700P only) ............................................................................... open

Airspeed ............................................................. increase (if altitude permits)

LOSS OF OIL PRESSURE

Engine .................................... secure (Refer to Engine Securing Procedures)

PROPELLER/GOVERNOR MALFUNCTIONS

RPM OVERSPEED

Throttle ..................................................................................... decrease MAP

Airspeed ............................................................. reduce as feasible until RPM

is at or below red line
If prop speed cannot be kept below red line:
Prop control……………………………………………………………Feather
CAUTION
If propeller will not feather, do not shut down engine.

Engine …………… secure (Refer to Engine Securing Procedure) if prop will feather

FOR TRAINING PURPOSES ONLY Page 11-11

 ELECTRICAL SYSTEM MALFUNCTIONS

ELECTRICAL FIRE

CAUTION

If pressurized, the following procedures will result in an immediate loss of

pressurization and the cabin altitude will rise at an uncontrolled rate until
approximately equal to the airplane's altitude. All electrically powered systems,
including annunciator lights, will be inoperative while battery and alternators are
off.

If an electrical fire occurs at an altitude where supplemental oxygen is required, conduct

"Emergency Descent" procedure. Use supplemental oxygen only if flames and heat are
not present.

Flashlight (at night) ........................................................................................ locate

Battery ................................................................................................................OFF

Alternators (both) ...............................................................................................OFF

Circuit breakers .................................................................................. check and pull

All electrical switches .........................................................................................OFF

Bleed air (both) .............................................................................. press to OFF

Dump valve ................................................................ lift guard, press to DUMP

Battery........................................................................................................... ON

Alternators..................................................................................................... ON

Circuit breaker and switch for each unit (one at a time) ............................... ON

Page 11-12 FOR TRAINING PURPOSES ONLY

 NOTE

Bleed air and dump valve switches will be electrically deactivated, but
depressing switches will position them such that they will activate to
above positions when electrical power is restored.

Circuit breaker and switch for failed unit .............................................................OFF

Prior to re-pressurizing cabin, allow cabin to purge of smoke and fumes. Select and
obtain a cabin altitude on cabin altitude control equal to or higher than flight altitude.

Dump valve ............................................................ lift guard, press to NORMAL

Bleed air (both) ................................................................................press to ON

SINGLE ALTERNATOR FAILURE

Failed alternator .................................................................................. determine

NOTE
The appropriate alternator warning light should illuminate, however, certain
multiple failures may not annunciate. These failures may be determined by
monitoring the voltammeter.

Failed alternator ........................................................................................OFF

Electrical load .............................................................. reduce below 55 amps

Circuit breaker (failed alternator) .................................................................. IN

If circuit breaker was IN, or resets satisfactorily:

Failed alternator ......................................................................................... ON

Volt-ammeter .......................................................................................... check

FOR TRAINING PURPOSES ONLY Page 11-13

 Electrical load ................................................................. increase as required

If circuit breaker will not reset, or if alternator will not re-excite:

Failed alternator ........................................................................................OFF

Electrical load ................................................... maintain at minimum required

(below 55 amps (60 amps for 700P))
DUAL ALTERNATOR FAILURE (Battery power remains)

NOTE

The alternator warning lights should illuminate, however, certain multiple

failures may not annunciate. These failures may be determined by monitoring
the volt-ammeter.
Alternators (both) ......................................................................................OFF

Electrical load ....................................................................................... reduce

Alternator circuit breakers (both) ................................................................ IN

If alternator circuit breakers were IN, or if either resets satisfactorily, continue as

follows for alternators) with circuit breaker(s) IN:

Alternators (one at a time) .......................................................................... ON

Volt-ammeter .......................................................................................... check

If one or both alternators re-excite:

Electrical load ............................................................. increase as appropriate

If neither circuit breaker resets or if neither alternator re-excites, continue as follows:

Electrical load ..................................... minimum (only battery power remains)

Land as soon as practical.

Page 11-14 FOR TRAINING PURPOSES ONLY

COMPLETE ELECTRICAL FAILURE
NOTE

There will be no warning light annunciations with a complete electrical failure and,
if pressurized, the cabin will depressurize.

Flashlight (at night) ..................................................................................... locate

Electrical load ...................................... reduce by turning OFF all high amperage

electrical equipment, including radio master

Alternators (both) ........................................................................................... OFF

Battery (BATT) circuit breaker ....................................................................... reset

If battery circuit breaker fails to reset:

Alternator circuit breakers ............................................................. reset one only

Alternator with circuit breaker IN ..................................................................... ON

After one alternator is re-excited, leave other alternator OFF and continue as follows:

Electrical load ....................................................................increase only as required

Land as soon as practical.

If battery circuit breaker resets:

Battery ................................................................................................... check ON

Nonessential avionics ..................................................................................... OFF

Radio master ................................................................................ ON as required

Alternator circuit breakers .............................................................. reset one only

FOR TRAINING PURPOSES ONLY Page 11-15

RADIO MASTER SWITCH/RELAY FAILURE

Avionics (controlled by radio master) ....................................................... all OFF

Auxiliary radio master (AUX RADIO) ............................................. Lift guard, ON

Avionics (controlled by radio master) .................................. ON only as required

CAUTION
The auxiliary radio master switch has a maximum rating of 15 amps.
Amperage above this value could also fail this switch.

LOSS OF ELECTRICAL POWER TO SYNCHROPHASER (If installed)

Prop control……………………….……………………………manually set

CAUTION
The auxiliary radio master switch has a maximum rating of 15 amps.
Amperage above this value could also fail this switch.

Page 11-16 FOR TRAINING PURPOSES ONLY

 HYDRAULIC SYSTEM MALFUNCTIONS

EMERGENCY GEAR EXTENSION (Loss of hydraulic system pressure)

Airspeed ......................................................................establish below 130 KIAS

Gear handle .............................................................................................. DOWN

Gear down lights: ............................................................................... 3 green ON

NOTE

Flap extension is not possible without hydraulic system pressure. If flaps are
desired, they must be extended with remaining hydraulic system pressure prior
to extending landing gear. Place flap handle in NEUTRAL position after flap
extension. Nose wheel steering will be inoperative.

WARNING

Unless flap handle is returned to NEUTRAL, flaps will retract when landing gear
is emergency extended.

FOR TRAINING PURPOSES ONLY Page 11-17

EMERGENCY GEAR EXTENSION (With hydraulic system pressure)

NOTE

The following procedures will cause the hydraulic pump drive shaft to
shear.

Aux. hydraulic ......................................................................................... OFF

Airspeed ................................................................ establish below 130 KIAS

Gear handle ................................................................ select DOWN position

Hydraulic shutoff valve ....................................................................... CLOSE

Flap handle. .............................................. …cycle DOWN, UP, DOWN, etc.

depleting hydraulic pressure

Gear down lights ......................................................................... 3 green ON

Make flaps UP landing.

Airspeed (approach)......................................................................... 111 KIAS

Taxi .................................................................................... avoid as feasible

CAUTION
No hydraulic downlock will exist for landing gear.

NOTE
The nose wheel steering will be inoperative.

Page 11-18 FOR TRAINING PURPOSES ONLY

 ASYMMETRICAL FLAP CONDITION

The indication of an asymmetrical flap condition is a rolling tendency towards the

least extended flap.

Flaps extended (Regardless of flap setting):

Flap handle .........................................select NEUTRAL, if rolling tendency

increases, select UP

Flaps in transit (Extending or retracting):

Flap handle .........................................select NEUTRAL, if rolling tendency

reverses, select UP For either of the above conditions, continue as follows:

Lateral control ................................................. maintain with opposite aileron

Airspeed ........................................................ decrease as required to reduce

asymmetric force

Flap handle .................................................. select NEUTRAL after regaining

lateral control

Airspeed ................................................................ establish up to 130 KIAS if

lateral control allows

Land as soon as practical, using normal procedures, except maintain an approach

speed commensurate with least extended flap setting.

FOR TRAINING PURPOSES ONLY Page 11-19

HYDRAULIC PRESSURE LOSS (Above 500 psi)

A partial loss of hydraulic system pressure is probably caused by a failure of the right
engine driven hydraulic pump or loss of accumulator charge.

Flap handle ............................................................................ select NEUTRAL

Aux. hydraulic ........................................................................................... ARM

Hydraulic Pressure ............................................................................... monitor

If hydraulic pressure does not stabilize at or above 500 psi, continue with procedures
given for "Hydraulic Pressure Loss (Below 500 psi)".

If hydraulic pressure stabilizes at or above 500 psi, continue as follows:

Land as soon as practical at nearest suitable airport, following normal "Before

Landing" procedures, except as follows:

Flaps .......................................................................... as desired, return handle

to NEUTRAL

WARNING
Unless flap handle is returned to NEUTRAL, flaps will retract when landing
gear is emergency extended.
NOTE
Reduction of hydraulic pressure below approximately 450 psi, by actuating
flaps prematurely, may result in landing gear beginning to free-fall extend

Gear ........................................................................................................DOWN

CAUTION

Less than normal hydraulic downlock will exist for landing gear

Page 11-20 FOR TRAINING PURPOSES ONLY

HYDRAULIC PRESSURE LOSS (Below 500 psi)

Continuously decreasing or totally depleted hydraulic system pressure indication is

probably caused by a system failure rather than a failure of the right engine driven
hydraulic pump.

Flap handle ....................................................... immediately select NEUTRAL

Aux. hydraulic……………………………. ARM, if pressure does not

stabilize at 900 to 1050 psi, turn

NOTE
If the failure is the right engine driven hydraulic pump, the aux. hydraulic
pump will increase and stabilize pressure at 900 to 1050 psi

aux. hydraulic OFF

If hydraulic pressure stabilized at 900 to 1050 psi by means of the auxiliary hydraulic
pump, continue with Hydraulic Pressure Loss (Above 500 psi)".

If auxiliary hydraulic pump activation did not stabilize hydraulic pressure at 900 to
1050 psi, continue as follows:

Airspeed……………………………………. establish at or below 153 KIAS

CAUTION

As the hydraulic pressure decreases below approximately 450 psi, the landing
gear will start to free-fall extend.
Land as soon as practical at nearest suitable airport, following normal "Before
Landing" procedures, except as follows:

Flaps ................................................................ as desired/available – return

handle to NEUTRAL

FOR TRAINING PURPOSES ONLY Page 11-21

 NOTE

Flaps may or may not extend, depending on extent and nature of hydraulic
pressure loss. If flap extension occurs, the landing gear will not remain retracted.

WARNING

Unless flap handle is returned to NEUTRAL, flaps will retract when landing gear
is emergency extended.

Gear handle .......................................................................................... DOWN

Airspeed (approach)

Flaps UP .............................................................................................111 KIAS

Flaps 20° DOWN ................................................................................104 KIAS

Flaps FULL DOWN .............................................................................95 KIAS

Taxi ......................................................................use differential power/brakes

as nose wheel steering will
be inoperative

CAUTION
No hydraulic downlock will exist for landing gear.

Page 11-22 FOR TRAINING PURPOSES ONLY

 FUEL SYSTEM MALFUNCTIONS

FUEL PUMP FAILURE IN FLIGHT (Engine driven) Affected engine:

Boost pump ..................................................................................................ON

Mixture ...............................................................................................full RICH

NOTE
If fuel starvation occurs before boost pump is turned ON, the engine will stop
running. Engine will restart within a few seconds after boost pump is turned
ON. Retard throttle to idle position until fuel pressure is restored to normal,
before advancing power.

After engine regains normal power:

Mixture ............................................................................... reset as required

NOTE
If both engine driven fuel pump and boost pump fail, the engine will be
inoperative. Perform "Engine Securing Procedure (Feathering Procedure)" and
conduct "One Engine Inoperative Landing" procedure at nearest suitable
airport.

FOR TRAINING PURPOSES ONLY Page 11-23

LOW FUEL WARNING LIGHT ILLUMINATED (12 gallons or less in fuselage tank)

WARNING

Do not use X-FEED for descent and landing.

CAUTION

When the low fuel warning light first illuminates continuously, there is a maximum
of 12 gallons usable fuel remaining in the fuselage tank. THERE MUST BE FUEL
IN THE FUSELAGE TANK TO ENSURE AN UNINTERRUPTED ENGINE FUEL
SUPPLY.

If an immediate landing is feasible or fuel does not remain in both wing tanks, proceed
as follows:

Boost pumps (both) ............................................................................................. ON

Fuel selectors (both) ............................................................................................ ON

Execute a landing at nearest suitable area with fuel remaining.

If an immediate landing is not feasible and fuel remains in both wing tanks, proceed as
follows:

Level coordinated flight ................................................................................ maintain

Boost pumps (both) ............................................................................................. ON

Power..............................................................................reduce to maximum range

Wing fuel quantities (both) ........................................................................ determine

Fuel selectors (both) ................................................................................. X-FEED

At first indication of fuel pressure drop and/or prior to initiating descent, continue as
follows:

Fuel selectors (both) ..........................................................................................ON

Page 11-24 FOR TRAINING PURPOSES ONLY
Execute a landing at nearest suitable landing area with fuel remaining.

PRESSURIZATION SYSTEM MALFUNCTION

DIFFERENTIAL PRESSURE ABOVE 4.45 psi OR STRUCTURAL FAILURE OCCURS

OR APPEARS IMMINENT.

Dump valve ...................................................................lift guard, press to DUMP

Descent ........................................................................................................ initiate

NOTE
If cabin does not completely depressurize, lift guard on cabin door seal
switch and press to DEFLATE.

Land as soon as possible if actual or imminent structural failure is suspected.

CABIN AIR CONTAMINATION

CAUTION

If pressurized, the following procedures will result in an immediate loss of

pressurization and the cabin altitude will rise at an uncontrolled rate until equal
to airplane's altitude.
Bleed air (both) ................................................................................. press to OFF

Dump valve ...................................................................lift guard, press to DUMP

Descent…………………………………………. initiate to altitude not requiring

supplemental oxygen

FOR TRAINING PURPOSES ONLY Page 11-25

Continue flight unpressurized unless the offending engine is determined, in which case,
continue as follows:

Cabin altitude control……………………………. select and obtain a cabin

altitude equal to or higher
than flight altitude

Dump valve ............................................................... lift guard, press to NORMAL

Bleed air (good engine) ...................................................................... press to ON

Cabin altitude control ................................................ select desired cabin altitude

Cabin rate control ................................................................... select desired rate

Page 11-26 FOR TRAINING PURPOSES ONLY

 TURBULENT AIR OPERATION

Airspeed .................................................................................. reduce to Va or less

Fly attitude (autopilot altitude hold OFF) and avoid abrupt maneuvers.

Seat belts/harness .................................................................................. on/secure

LOSS OF ELEVATOR CONTROL IN FLIGHT

Perform normal "Before Landing" procedures, except as follows:

Pitch changes...................................................................... use elevator trim (short

inputs) and engine power

Landing gear ................................................................................................ DOWN

Landing approach ........................................... establish a long straight-in

approach with approx. 500
FPM rate of descent

Flaps…………………………………………….... 20° DOWN maximum, at least

500 ft. above runway

Approach speed………………………………. maintain 110 KIAS minimum

Landing………………………………………touch down slightly longer than normal,

maintaining rate of descent at or
below 500 FPM, do not flare with
trim

Throttles ..............................................................................CLOSED at touchdown

FOR TRAINING PURPOSES ONLY Page 11-27

 RUNAWAY TRIM

ELEVATOR TRIM RUNAWAY

This procedure addresses standard (non-autopilot) airplane configuration.

For airplane with elevator trim disconnect switch:

Elevator trim switch ............................................................... to opposite position

Elevator trim disconnect switch .....................................................................OFF

Elevator trim circuit breaker ............................................ disengage, do not reset

Power.................................................................................... change if necessary

RUDDER TRIM RUNAWAY

Rudder trim switch ..................................................................... press in opposite

direction of runaway

Rudder trim circuit breaker .............................................. disengage, do not reset

Power..................................................................................... change if necessary

Page 11-28 FOR TRAINING PURPOSES ONLY

 SPIN RECOVERY

Intentional spins are not permitted in this category airplane. Spin flight tests have not been
conducted, however, should a spin inadvertently occur, the following procedures are
recommended.

Throttles ................................................................................CLOSE immediately

Elevator…………………………………………………. forward briskly with

ailerons NEUTRAL

Rudder ........................................................................... full deflection opposite to

direction of rotation until rotation stops
Elevator control (after
rotation stops) ........................................................... apply smooth constant back
pressure to recover from
resultant dive

CAUTION

Do not exceed positive G limits.

Power...........................................................................advance as required after

dive recovery

FOR TRAINING PURPOSES ONLY Page 11-29

 EMERGENCY DESCENT

CAUTION

If pressurized, the following procedures will result in an immediate loss

of pressurization and the cabin altitude will rise at an uncontrolled rate
until approximately equal to the airplane's altitude.

EMERGENCY DESCENT DURING NON-TURBULENT CONDITIONS

Fuel selectors (both) ...................................................................................... ON

Throttles .......................................................................................... full CLOSED

Prop controls ...............................................................................full FORWARD

Airspeed ................................................................................................215 KIAS

ATC...............................................................................................................advise

After reaching desired safe altitude, continue as follows:

Throttles .................................................................. advance slowly to 15 in. MAP

Prop controls ...............................................................................select 2000 RPM

Cabin altitude control ........................................... select and obtain a cabin

altitude equal to or higher
than flight altitude

Engine temperatures/pressures ..............................................................NORMAL

Prop controls ....................................................................................set as desired

Throttles ............................................................................................set as desired

Mixtures ...........................................................................................set as desired

Page 11-30 FOR TRAINING PURPOSES ONLY

 GEAR UP LANDING

Radio ............................................................................... inform ground personnel

Fuel .................................................................................. burn Goff (if time allows)

Passengers ...................................................................................................... brief

Cabin baggage ................................................................................................stow

Normal landing checklist .......................................................................... complete

Gear……………………………………………………………………………… UP

NOTES

Pull landing gear warning horn circuit breaker to silence gear horn, if
desired.

Crossfeed annunciator circuitry will be disabled with landing gear

retracted; verify both fuel selectors are in the ON position.

Bleed air (both)……………………………………………………… press to OFF

Cabin door seal…………………………………. lift guard, press to DEFLATE

Electrical load ………………………………………………. reduce to minimum

Alternators (both)……………………………………………………………. OFF

Make a normal approach with FULL DOWN flaps.

Boost pumps (on short final) ………………………………………………. OFF

When over runway and landing is assured:

Prop controls (simultaneously

and rapidly) ……………………………………………………………… FEATHER

Mixtures…………………………………………………………………. idle cut-off

FOR TRAINING PURPOSES ONLY Page 11-31

Touch down at minimum safe airspeed and level attitude.

Fuel selectors…………………………………………………………………. OFF

Hydraulic shutoff valve………………………………………………………. OFF

Battery…………………………………………………………………………. OFF

Crew and passengers .............................................................................. evacuate

BRAKE SYSTEM FAILURE

(One-wheel braking)

Braking (landing roll out)................................................ minimum and intermittent

Directional control (landing roll out) ............................... maintain with rudder on

failed brake side

Directional control (taxi)…………………………… maintain with rudder and

nose wheel steering

EMERGENCY EXIT

Exit (adjacent to right rear

passenger station) ........................................................................................ locate

Exit handle cover ........................................................................................ remove

Handle ..................................................................................................... pull down

Emergency exit ......................................................................................... push out

Page 11-32 FOR TRAINING PURPOSES ONLY

 UNSAFE DOOR INDICATION

Door seal .......................................................................................... do not deflate

Cabin ............................................................................. immediately depressurize

Airspeed ....................................................................................... reduce to VYSE

Land as practical.

OPEN DOOR
(Upper cabin only)

Airspeed .................................................................................. REDUCE to VYSE

Land as soon as practical.

WARNING

Do not attempt to manually hold door closed in flight due to the possibility
of injury caused by air loads or propeller in the event the door opens.

FOR TRAINING PURPOSES ONLY Page 11-33

 COMBUSTION HEATER OVERHEAT
(Heater failure illuminated)

Unit will automatically shut off.

One restart may be attempted.

LOSS OF ALTITUDE DURING STALLS

The loss of altitude during a power-off stall with the gear and flaps up or down may be
as much as 650 feet.

The loss of altitude during a power-on stall may be as much as 500 feet.

The loss of altitude during one engine inoperative stalls may be as much as 400 feet.
The pitch angle may be as much as 25° below level.

Above 20,000 feet, the loss of altitude in power-on stalls may be as much as 900 feet.

Page 11-34 FOR TRAINING PURPOSES ONLY

12. PERFORMANCE
& FLIGHT PROFILE

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 CHAPTER 12
PERFORMANCE & FLIGHT PROFILE
PERFORMANCE & FLIGHT PROFILE ............................................... 12-1

PERFORMANCE CHARTS ................................................................ 12-2

CHAPTER 12 – QUIZ ....................................................................... 12-31

FOR TRAINING PURPOSES ONLY

 CHAPTER 12
LIST OF ILLUSTRATIONS
FIGURE 12-1: 700P T/O GROUND ROLL ................................... 12-2

FIGURE 12-2: 602P T/O DISTANCE OVER 50’ .......................... 12-3

FIGURE 12-3: 602P T/O DISTANCE OVER 50’ 20° FLAPS ........ 12-4

FIGURE 12-4: 601P T/O GROUND ROLL FLAPS UP ................. 12-5

FIGURE 12-5: 601P T/O GROUND ROLL 20° FLAPS ................. 12-6

FIGURE 12-6: 600 T/O GROUND ROLL FLAPS UP ................... 12-7

FIGURE 12-7: 600 T/O GROUND ROLL 20° FLAPS ................... 12-8

FIGURE 12-8: 700P ACCELERATE/STOP DISTANCE ................ 12-9

FIGURE 12-9: 602P ACCELERATE/STOP FLAPS UP .............. 12-10

FIGURE 12-10: 602P ACCELERATE/STOP 20° FLAPS ........... 12-11

FIGURE 12-11: 601P ACCELERATE/STOP FLAPS UP ............ 12-12

FIGURE 12-12: 601P ACCELERATE/STOP 20° FLAPS ........... 12-13

FIGURE 12-13: 600 ACCELERATE/STOP FLAPS UP .............. 12-14

FIGURE 12-14: 600 ACCERATE/STOP 20° FLAPS .................. 12-15

FIGURE 12-15: 700P ONE ENGINE INOP CLIMB .................... 12-16

FIGURE 12-16: 602P ONE ENGINE INOP CLIMB .................... 12-17

FOR TRAINING PURPOSES ONLY

FIGURE 12-17: 601P ONE ENGINE INOP CLIMB .................... 12-18

FIGURE 12-18: 600 ONE ENGINE INOP CLIMB ....................... 12-19

FIGURE 12-19: 700P LANDING DISTANCE OVER 50’ ............. 12-20

FIGURE 12-20: 602P LANDING DISTANCE OVER 50’ ............. 12-21

FIGURE 12-21: 602P LANDING DIST OVER 50’ NO FLAPS .... 12-22

FIGURE 12-22: 601P LANDING GROUND ROLL FLAPS UP ... 12-23

FIGURE 12-23: 601P LANDING GROUND ROLL 45° FLAPS ... 12-24

FIGURE 12-24: 600 LANDING GROUND ROLL FLAPS UP ...... 12-25

FIGURE 12-27: 600 LANDING GROUND ROLL 45° FLAPS ..... 12-26

FIGURE 12-25: 602P POWER & CRUISE PERFORMANCE .... 12-27

FIGURE 12-26: 601P CRUISE PERFORMANCE, BEST PWR .. 12-28

FIGURE 12-28: 700P POWER SETTING TABLE ...................... 12-29

FIGURE 12-29: 600 CRUISE PERFORMANCE, BEST PWR .... 12-30

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 PERFORMANCE & FLIGHT especially during the takeoff portion of the
PROFILE flight. The old saying is that a twin engine
aircraft loses fifty per cent of its engines but
As in Chapter 10 Weight and Balance of eighty per cent of its performance during
this manual, FAA Part 91.103 requires all single engine operations.
aircraft to compute takeoff and landing
distance for all flights to include the Pilots using this manual should conduct
calculation for Density Altitude and its effect a few sample performance calculations
on the performance of the aircraft. Included from the charts contained herein. It is
in this chapter are a variety of OEM charts required that pilots use their actual
that show performance of different model of performance charts for their respective
stock Aerostar aircraft. Aircraft modified by aircraft in order to get an accurate capability
aftermarket suppliers will have recomputed for their aircraft for the conditions they are
performance charts when applicable. In the operating for that specific flight.
absence of recomputed data,
owner/operators will refer back to the Many of the aircraft options and AD’s
original OEM performance charts knowing listed in this chapter have been deleted,
that upgraded aircraft will equal or exceed superseded, or modified by the OEM or
published data in the applicable aircraft aftermarket producers of STC’s for the
POH. aircraft. It is important that all data used in
the performance or operation of your aircraft
Many considerations have to be is current and applicable to your aircraft.
factored into the use of any OEM or
aftermarket performance chart to include
age of the airframe, hours on the engine
and propellers, and the ability of the pilot
flying the aircraft. It behooves all pilots to
use the published performance chart
conservatively in all of their calculations.

Remember when calculating takeoff

performance in a twin engine aircraft, often
it is not what the aircraft will do on both
engine operating, but what the aircraft is
capable of on a single engine operation.
Terrain, aircraft weight, and aircraft
configuration all have impact on the takeoff
situation the pilot finds him/her operating

FOR TRAINING PURPOSES ONLY Page 12-1

1

PERFORMANCE CHARTS

FIGURE 12-1: 700P T/O GROUND ROLL

Page 12-2 FOR TRAINING PURPOSES ONLY

FIGURE 12-2: 602P T/O DISTANCE OVER 50’

FOR TRAINING PURPOSES ONLY Page 12-3

 FIGURE 12-3: 602P T/O DISTANCE OVER 50’ 20° FLAPS

Page 12-4 FOR TRAINING PURPOSES ONLY

FIGURE 12-4: 601P T/O GROUND ROLL FLAPS UP

FOR TRAINING PURPOSES ONLY Page 12-5

 FIGURE 12-5: 601P T/O GROUND ROLL 20° FLAPS

Page 12-6 FOR TRAINING PURPOSES ONLY

FIGURE 12-6: 600 T/O GROUND ROLL FLAPS UP

FOR TRAINING PURPOSES ONLY Page 12-7

 FIGURE 12-7: 600 T/O GROUND ROLL 20° FLAPS

Page 12-8 FOR TRAINING PURPOSES ONLY

FIGURE 12-8: 700P ACCELERATE/STOP DISTANCE

FOR TRAINING PURPOSES ONLY Page 12-9

 FIGURE 12-9: 602P ACCELERATE/STOP FLAPS UP

Page 12-10 FOR TRAINING PURPOSES ONLY

FIGURE 12-10: 602P ACCELERATE/STOP 20° FLAPS

FOR TRAINING PURPOSES ONLY Page 12-11

 FIGURE 12-11: 601P ACCELERATE/STOP FLAPS UP

Page 12-12 FOR TRAINING PURPOSES ONLY

FIGURE 12-12: 601P ACCELERATE/STOP 20° FLAPS

FOR TRAINING PURPOSES ONLY Page 12-13

 FIGURE 12-13: 600 ACCELERATE/STOP FLAPS UP

Page 12-14 FOR TRAINING PURPOSES ONLY

FIGURE 12-14: 600 ACCERATE/STOP 20° FLAPS

FOR TRAINING PURPOSES ONLY Page 12-15

 FIGURE 12-15: 700P ONE ENGINE INOP CLIMB

Page 12-16 FOR TRAINING PURPOSES ONLY

FIGURE 12-16: 602P ONE ENGINE INOP CLIMB

FOR TRAINING PURPOSES ONLY Page 12-17

 FIGURE 12-17: 601P ONE ENGINE INOP CLIMB

Page 12-18 FOR TRAINING PURPOSES ONLY

FIGURE 12-18: 600 ONE ENGINE INOP CLIMB

FOR TRAINING PURPOSES ONLY Page 12-19

 FIGURE 12-19: 700P LANDING DISTANCE OVER 50’

Page 12-20 FOR TRAINING PURPOSES ONLY

FIGURE 12-20: 602P LANDING DISTANCE OVER 50’

FOR TRAINING PURPOSES ONLY Page 12-21

 FIGURE 12-21: 602P LANDING DIST OVER 50’ NO FLAPS

Page 12-22 FOR TRAINING PURPOSES ONLY

FIGURE 12-22: 601P LANDING GROUND ROLL FLAPS UP

FOR TRAINING PURPOSES ONLY Page 12-23

 FIGURE 12-23: 601P LANDING GROUND ROLL 45° FLAPS

Page 12-24 FOR TRAINING PURPOSES ONLY

FIGURE 12-24: 600 LANDING GROUND ROLL FLAPS UP

FOR TRAINING PURPOSES ONLY Page 12-25

 FIGURE 12-25: 600 LANDING GROUND ROLL 45° FLAPS

Page 12-26 FOR TRAINING PURPOSES ONLY

FIGURE 12-26: 602P POWER SETTING & CRUISE PERFORMANCE

FOR TRAINING PURPOSES ONLY Page 12-27

 FIGURE 12-27: 601P CRUISE PERFORMANCE, BEST POWER

Page 12-28 FOR TRAINING PURPOSES ONLY

FIGURE 12-28: 700P POWER SETTING TABLE

FOR TRAINING PURPOSES ONLY Page 12-29

 FIGURE 12-29: 600 CRUISE PERFORMANCE, BEST POWER

Page 12-30 FOR TRAINING PURPOSES ONLY

 CHAPTER 12 – QUIZ

1. Leaning procedures on all PA-60 model aircraft are:

a. the same on all aircraft.
b. peak EGT or 2650° and enrich 200°.
c. different between the 602P and 602P.
d. None of the above.

2. For a flight at 20,000' in the 602P using 28" MAP and 2400 RPM, the leaning
procedures for best power would be:
a. peak EGT or 1650° and enrich 200°.
b. peak EGT or 1650°.
c. lean until engine becomes rough running.
d. None of the above.

3. For a flight at 20,000' in the 602P using 30" MAP and 2000 RPM, the leaning
procedures would be:
a. peak EGT or 2650° and enrich 200°.
b. peak EGT.
c. lean until engine becomes rough running.
d. None of the above.

FOR TRAINING PURPOSES ONLY Page 12-31

4. The takeoff ground roll for the 601P would be _______ft. under the following
conditions:
0° flaps a. 2000
20°C b. 2650
1500 pressure altitude c. 3200
6000 lbs. aircraft weight d. 3750
10 KT headwind

5. The accelerated stop for the 602P would be ________ft. under the following
conditions:
0° flaps a. 3750
30°C b. 5200
1000 pressure altitude c. 4600
6000 lbs. aircraft weight d. 2000
5 KT headwind

Page 12-32 FOR TRAINING PURPOSES ONLY

13. AVIONICS &
AUTOPILOTS

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 CHAPTER 13
AVIONICS & AUTOPILOTS
DISPLAYS ............................................................................................ 13-1

ADS-B ................................................................................................... 13-4

NAVIGATION ........................................................................................ 13-4

GRAPHIC ENGINE MONITORS ........................................................... 13-5

WEATHER ............................................................................................ 13-7

AUTOPILOTS ....................................................................................... 13-8

ELECTRONIC FLIGHT BAG ................................................................13-11

OTHER CONSIDERATIONS ...............................................................13-12

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 DISPLAYS navigational data, weather data, traffic,
terrain, external sources such as infra-red,
Not long ago, a modern cockpit in a and control many autopilots.
general aviation airplane was a Flight
Director, HSI, and MFD. The last ten years The number of options and variations
has seen this portion of the industry change can be overwhelming whether evaluating
dramatically. The two normally installed an existing panel or investigating a possible
products for Aerostars which qualify as glass upgrade. The first thing to remember is the
navigational devices are the Garmin G500 FAA publishes an approved model list STC
and G600 and the Aspen Pro and Evolution for each type of airframe. Also, there is a
series. The basic components are a Primary list of avionic accessories the PFD/MFD is
Flight Display (PFD) and a Multi-Function approved to operate. Any deviation from
Display (MFD). Options such as Synthetic this approved list requires individual
Vision, Altitude Preselect, and Electronic approval by a FSDO avionics inspector.
Charts provide an amazing degree of Normally a FAA Designated Electronic
customization and functionality. Designee is going to be required in this
approval process along with the individual
These displays combined with other FAA approved avionics facility. All of this
equipment, also known an Electronic can be quite expensive, because the
Instrument Flight Systems (EFIS) were aircraft owner is taking upon himself the
previously found only in much larger airline responsibility of complying with all
and business jets. They have revolutionized applicable FAA rules, regulations, and STC
the 12,500 pounds and under General requirements.
Aviation industry. The major advantage of
the glass cockpit over legacy or “Steam It behooves the aircraft owner to obtain
Gauges” is that all the information is the services of a qualified and experienced
displayed on the PFD/MFD with much less avionics shop when considering a major
interpretation and scan technique. The idea avionics installation job. Shops with
of looking around an ill organized cockpit for electronic CAD/CAM, laser panel cutting,
data such as DME, Wind Vectors, Slip Data, and the latest diagnostic equipment should
Turn Rates, Altitudes, Headings, etc. is be sought out for the installation. Many
regressive. owners and even CFI’s are not aware that,
during the approval testing of the new
Additionally, when combined with installed avionics equipment, inadvertent
advanced navigation equipment, situational non-compliance with the applicable FAR’s
awareness is improved tremendously. or STC’s may place the testing pilot in
Add, satellite or ADS-B weather and pilots jeopardy with the local FAA FSDO. Under
have everything they need for a safe flight. these circumstances the NASA reporting
The can display synthetic vision, system or the plea of ignorance may still
FOR TRAINING PURPOSES ONLY Page 13-1
incur the offending pilot or instructor a FAA with outstanding performance creates a
violation and its corresponding penalties. remarkable transportation machine.
This warning is not meant to deter owners
from upgrading their equipment, but to use While this chapter deals with updating
diligence during the process. instrument panels, it is worth mentioning
that new equipment does not necessarily
That said, the Aerostar is truly an add utility. And, eventually, the new
exceptional platform for advanced becomes old.
avionics. Combining advanced systems

Dual Garmin G600s, GTN750/650 and EDM960

Why are the Garmin G500 and G600 below 6,000 lbs GW. The G600 was
listed as two configurations? Garmin approved for Class III multi-engine aircraft
certified the G500 for Class I and II aircraft, and singles weighing 6,000 to 12,500 lbs
piston singles and multi-engine aircraft GW. The Aerostar was initially STC’d for
Page 13-2 FOR TRAINING PURPOSES ONLY
only the G600, but eventually was added to and Aspen PFD’s is getting rid of the
the G500. The G500 or G600 has great pneumatic attitude indicator. They both use
resolution and capabilities. While it does an electronic heading reference systems
interface with competitor’s equipment, it is at (AHRS) which is significantly more reliable
its best in an all Garmin installation. than mechanical pump, gyro systems.

One of the advantages of both Garmin

Aerostar Aspen Evolution 1000

The Aspen Avionics Evolution 1000 PFD.
It is available for Class II & III aircraft
available in the Evolution series from the
1000 to the 2500. Aspen Avionics has an
outstanding history of working with the
manufacturers of other equipment.

FOR TRAINING PURPOSES ONLY Page 13-3

 ADS-B your MFD. For Garmin, there is the GDL-
88 and for Aspen Avionics the ATX
The cornerstone of the FAA’s 100/200G. Both of these units are remote
NexGen update of the National Airspace boxes which allow for the aircraft owner to
System (NAS) is Automatic Dependent receive weather and traffic into their
Surveillance–Broadcast known as ADS-B. aircraft to be displayed on a variety of
There is ADS-B in (receiving) out compatible displays with the G-500/600
(broadcasting). ADS-B out will be and Evolution 1000 as primary
mandatory for all aircraft flying in the NAS candidates. Each pilot or owner needs to
Class A through E airspace starting on contact his or her avionics shop to
January 1, 2020. The carrot offered to determine the options that best fit their
install an ADS-B system is that with ADS- individual needs.
B in, you can receive traffic and weather
for no additional cost from ground based
stations.

There is a myriad of products to meet

the FAA mandate. These boxes are
known as ADS-B compliant equipment for
certified aircraft. Many solutions are
transponder replacements such as
Garmin’s GTX-33es or GTX-335. Bendix Aspen ATX 100/200G
King has the KT74. L-3 has the NGT-9000
Lynx. A new player is the Stratus ESG As time grows closer to the January
1090ES. Some of these have reception 1, 2020 compliance date, manufactures
and display capabilities and some do not. will be pushed to deliverer in adequate
Careful evaluation is necessary. numbers the equipment to make aircraft
ADS-B compliant. This is not to say that
better and cheaper equipment will not be
available in the future, but considering the
large number of aircraft that need
upgrading to comply with ADS-B, the
adverse of this rule may take effect and
the GA industry will see a rapid rise in
Lynx NGT-9000 price to the end users to comply with
ADS-B by January 1, 2020.
Also requiring careful consideration is
the ability to display weather and traffic on NAVIGATION

Page 13-4 FOR TRAINING PURPOSES ONLY

 The Garmin GNS530/430 series has GTN750 can do that as well freeing the
been the dominant player in the panel space. Keep in mind that many of
navigation receiver market for many these options require an unlock card
years. Its run has truly been remarkable. specific to the receiver and they can be
It is likely that many owners will continue expensive.
to use them for many years. Garmin is
likely to provide maintenance support for Also, the GTN series can control
a long time. However, new features and remote transponder and intercom boxes
updates will not be added. It may not be for a cleaner panel. It does come at a
worth upgrading by itself, but as part of a higher price and locks you into that
major panel redo, it should be manufacturer’s equipment.
considered.
Whatever system you choose, the
There are several paths for replacing databases must be keep current. A
the GNS or older nav equipment. prudent pilot will have a good plan for
Avidyne has the IFD540 and IFD440 doing so and be organized. Good
which are drop in replacements for the labeling and a SD Card wallet can help.
GNS530 and 430. This saves Garmin has bundles which can reduce
considerably on the installation costs. the cost of updates. Additionally, there
is the choice of FAA (free) verses
Garmin is likely to continue to Jeppesen Charts (not free).
dominate the market especially for those
going the G500/G600 route. The GTN
750 and 650 are very capable, have GRAPHIC ENGINE MONITORS
touchscreens and, obviously, interface
well. It does not reuse any of the GNS A graphic engine monitor can be one of
installation however. The size is the most important and cost-effective
different so the panel will need to be instruments in the panel. The information
modified or arranged differently. This provided can save repair costs and even
can make for an expensive upgrade. save the engine. No pilot should even think
about LOP operations without one.
In the past, many upgrades included
a MFD such as the Avidyne EX600 for Another great feature of most engine
displaying onboard radar, traffic, monitors, it the ability to record and
download data. The data can be uploaded
Stormscope, terrain, and nav data. The
onto the Savvy Aviator website or into a

FOR TRAINING PURPOSES ONLY Page 13-5

program like EGView. Then it can be means you can remove the old steam
analyzed to determine any anomalies or gauges. JP Instruments has the
problems with the engine or operator. EDM960 Twin which is considered to be
the strongest contender in the market.
There are several options for single
instrument monitors. JP Instruments makes Flightline Systems offers the AuRACLE
several with the EDM760 being installed in CRM2120.
many Aerostars. The upgraded display of
the EDM790 uses the same sensors but
requires more panel space.

JP Instruments EDM790 Insight G4 Twin

Insight Avionics made the GEM1200 When considering an upgrade to the

which was one of the first engine monitors instrument panel and the elimination of
for general aviation. Today the G4 Twin is primary flight instruments, one must first
their Aerostar offering. consider what instruments are required.
Some aircraft have a Minimum
Electronics International offers Equipment List (MEL). Those pieces
several instruments STC’d for the
cannot just be eliminated. They can only
Aerostar,
be removed it the equipment you are
There are also systems which can considering is approved as Primary for
replace all the engine instruments that use. If it is not, you must leave the
cleaning up the panel and providing a original gauges.
modern appearance. They are certified
For example, the G4 Twin is
as a primary flight instruments which
approved for Primary for CHT, EGT and

Page 13-6 FOR TRAINING PURPOSES ONLY

TIT. If you install it, you may remove the will be covered in another section.
original gauges. It is not always easy to
find this information. Again, a For Garmin, the GDL-69 is used to
knowledgeable installer can prove download SiriusXM weather to in-panel
invaluable. certified equipment. The GDL-69A
downloads SiriusXM audio as well. As
WEATHER mentioned before, the GDL-88 is the
certified ADS-B receiver.
The amount of weather data
available in the cockpit today is nothing NEXRAD, keeping in mind its time
short of amazing. A call to Flight Watch delay limitations, provides good
can get you a great deal of information, information for strategic moves such how
but a picture is worth a thousand words. far to do an end run on that line of
There are also a great number of options thunderstorm. On-board radar provides
to sort through. good tactical information such as 20° left
or 20° right. On-board radar requires
NEXRAD is an essential weather user knowledge and operation garner
service for weather flying. It is available useful information. Garmin has their
from SiriusXM Aviation Weather or ADS- digital radar the GWX-70. There are
B receivers properly equipped. SiriusXM handful of other supported analog radars
requires a paid subscription, but some installed such as the Bendix King RDR-
pilots prefer the quality and amount of 2000 which can be displayed and
data you can receive such as lightning controlled by the Garmin GTS receivers,
and echo tops. It also has the benefit of with a fee of course.
immediate reception whereas ADS-B is
not available in some locations and at Stormscope is still valuable if
some altitudes. installed. It provides lightning strike
data. You might not install a new one,
With the proper equipment, both but it can provide valuable data. The
provide METARS, Winds Aloft, PIREPS, WX500 is now owned by L3 and is most
TFRs, and more. The caveat is the right commonly installed.
equipment. Careful planning must be
used to avoid surprises. Many of the
same features can be obtained with
portable devices, but not onto certified
in-panel equipment. Portable options

FOR TRAINING PURPOSES ONLY Page 13-7

 AUTOPILOTS uses electric only trim. Therefore, a
certified pitch trim adapter is necessary
The Aerostar was designed and to property interface with the autopilot.
manufactured well before digital
autopilots existed. Analog autopilots did In all cases careful consideration
and still do a fine job when working should be given to ensure all the
properly. Today, their repair and necessary equipment and connections
maintenance can be problematic as are installed. Also, features may not
fewer shops can work on them and parts work as intended or at all. Again, a
can be hard to find. It can be frustrating knowledgeable installer can be
for an owner to put money into 30 or 40- invaluable. Additionally, a discussion
year-old technology. with Aerostar Aircraft Corporation
should be undertaken in the planning
There is also the problem of stages to avoid unnecessary mistakes
interoperability of older and newer and confusion.
equipment. It is up to the owner and
ultimately pilot to ensure the aircraft is Finally, new options may be
modified in a way which maintains its available which were not at the time of
functionality and certification. Working this publication or unknown to the writer.
with a reputable and certified shop will Things change fast in the world of
go a long way towards that end. autopilots and avionics.

This section will provide an overview Bendix FS810

of the certified options. The Aerostar
performs better with attitude based
autopilots and most of the higher end
and certified autopilots are rate based.
Replacing an autopilot is a major
undertaking. Installation times and
costs tend to increase greatly as the
work is being performed. Much of the
airplane is opened up and major issues
can be found. It should not be
undertaken lightly. The Bendix FS810 was originally
installed in a large number of Aerostars.
It is important to note the Aerostar It is an attitude based autopilot with

Page 13-8 FOR TRAINING PURPOSES ONLY

several components which are quite
heavy and bulky. When working
properly, it does a fine job of flying the Century 41
airplane. There are still quite a few
810’s in use today. The FS810 is very
limited in its ability to interface with
modern equipment. The FS810 does
not have vertical speed or altitude
preselect. There is no manufacturer
support but several shops still work on
them.

Century III/IV

The Century 4100 autopilot is digital

attitude base and perform well when
working properly. The Century IV has a
long history as a proven and reliable
autopilot. The manufacturer is still in
business and supports all models. It
The Century III and IV autopilots are does not have altitude preselect or
analog attitude base and perform well vertical speed control, just pitch hold and
when working properly. The Century IV altitude hold. It interfaces with glass
has a long history as a proven and panels but care should be exercised to
reliable autopilot. The manufacturer is make sure all the costs, equipment and
still in business and supports all models. features are understood.
They do not have altitude preselect or
vertical speed control, just pitch hold and
altitude hold. While certain models
interface with glass panels, there have
been problems. Care should be
exercised to make sure all the costs,
equipment and features are understood.

FOR TRAINING PURPOSES ONLY Page 13-9

 S-TEC 55X King KFC-225

The S-TEC 55x is made by S-TEC The King KFC-225 is a digital,

now Genesys Aerosystems. It is an attitude based autopilot. It flies the
analog, rate based autopilot with vertical Aerostar exceptionally well. While it has
speed and altitude preselect. The been around for a while, it is still
reviews are mixed with the Aerostar and available for installation from Aerostar
some installations have had problems Aircraft who owns the STC. There have
with the servos, but others have not. been some reliability issues reported,
There is still manufacturer support. The but installation could play a part in those
S-TEC has interface capabilities with reports. The servos are the same robust
PDF displays such as the G500 and servos on the KFC-200. It has vertical
Aspen. In most cases, with the right speed and altitude preselect. It has a
equipment, it will provide full robust power on self-test and good
functionality. audio alerting including voice alerts.

King KFC-200 As it is a digital autopilot, it interfaces

well with modern PFDs such as the
Garmin G500 and the Aspen Evolution.
One item to note is the control of altitude
preselect and vertical speed will remain
with the KFC-225 and not the PFD. This
can be frustrating if not anticipated.
The analog King KFC-200 was Also, there is a quirk which requires pilot
installed in many of the later Aerostar interaction just before the FAF on GPS
models. It is an attitude based autopilot LPV approaches in order to
with vertical speed and altitude automatically capture the glide slope.
preselect. The system is robust This is only for GPS LPV approaches.
including the servos and a good
performer. With proper equipment and
installation, it can interface well with
modern glass panels. Care should be
taken, however as early, unmodified
versions, may require costly upgrades to
do so.

Page 13-10 FOR TRAINING PURPOSES ONLY

 ELECTRONIC FLIGHT BAG Garmin allows communication
between certified panel equipment and
For charts and flight planning, it is portable devices via their Flightstream
hard to beat a tablet with an Internet products. Flight plans can be uploaded
connection. The information provided and traffic and weather data can be
concerning this subject changes downloaded. Interestingly, SiriusXM
constantly. A good pilot will stay traffic and weather cannot be
informed and find solutions which work downloaded to Foreflight. This means
for him or her. that only Garmin Pilot can display ADS-
B traffic from a Garmin GDL-88.
The most common Electronic Flight
Bag (EFB) is the Apple iPad. For One of the other great uses for the
software Foreflight is the most common iPad or other tablet is to keep handy all
solution. Garmin Pilot is a close second the equipment manuals, operator
with more features being added each manuals, flight manuals, FARs, AIMs,
day. Plus, Pilot can be run on Android service manuals, parts lists, etc. You
devices. can even scan your aircraft logs and
keep them handy while keeping the
Garmin has several dedicated
originals in a safe place. The weight
solutions in the form of tablets.
savings can be considerable, not to
With an EFB and a database mention much greater convenience.
subscription the days of dealing with Bear in mind, the files need to actually
paper charts is over. You still need a be downloaded to the device, not just
backup and many pilots print those. But, linked.
if you have in-panel charts with a G500
The FAA has produced Advisory
or GTN750, your iPad can be your
Circular AC No. 120-76C to help clarify
backup.
the acceptable use of EFB’s. You can
ADS-B weather and traffic can be read it and decide if it helps. It seems to
downloaded while in the air using the indicate that, for an aircraft like the
Stratus receiver or the GDL-39. Garmin Aerostar, they are perfectly acceptable
has a new portable receiver the GDL-52 as a paper replacement. But you much
which can receive both ADS-B and determine that it does not interfere and
SiriusXM. Most portable solutions also will be reliable. Plus, you should have a
download AHRS and GPS data to the backup and it should not be free to fly
tablet. around in turbulence. Every pilot should
read this for yourself and determine its

FOR TRAINING PURPOSES ONLY Page 13-11

applicability. at separating pilots to from their AMU’s.
For the uninformed an AMU is short for
An EFB can have weight & balance Aviation Monetary Unit equal to $1,000.
applications, pilot logbook applications, Each pilot and owner will have to
weather, tracking, cloud height, the list determine their desire to replace
is practically unlimited. perfectly good equipment to have a
great panel. On the other hand, it is
hard to place a value on situational
OTHER CONSIDERATIONS awareness, weather awareness and
safety.
Traffic alerting is an important tool,
especially in busy airspace. ADS-B has
made it easy and affordable. ADS-B
provides Traffic Information System or
TIS data. Of course, standalone TAS
and TCAS systems such as the Avidyne
TAS 620 still have a place and can be
displayed on most MFDs.

Terrain and obstacle information has

become built into every new system.
Even Garmin 430s provide alerting for
obstacles. New EFIS systems take
terrain awareness to a new level with
synthetic vision.

If upgrading a panel, you may want

to consider adding a certified USB
charging port. This can provide
convenience as well as safety in the
event of a low battery situation.

With backup attitude displays, angle

of attack indicators, etc. there is almost
no limit to the number of ways you can
spend money on your panel.
Manufacturers have become very good

Page 13-12 FOR TRAINING PURPOSES ONLY

14. APPENDIX

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 CHAPTER 14
APPENDIX
PRODUCTION DETAILS .................................................................... 14-1

CHANGES BY SERIAL NUMBER ...................................................... 14-2

AEROSTAR AIRCRAFT OPTIONS .................................................... 14-4

AIRWORTHINESS DIRECTIVES ..................................................... 14-34

SERVICE BULLETINS ..................................................................... 14-37

CONTACTS ...................................................................................... 14-55

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
 PRODUCTION DETAILS

FOR TRAINING PURPOSES ONLY Page 14-1

 CHANGES BY SERIAL NUMBER

SN 130 and up Double window installation standard.

SN 144 and up Tach generator moved to aft nacelle.
SN 150 and up New fuel quantity gauge system.
Control monitor on station 176 panel.
SN 157 1st "P" model @ 5700 lb. gross weight.
Pneumatic gyros standard.
SN 173 and up Replaced Goodyear brakes with Cleveland.
SN 190 and up Pneumatic gyros installed as standard 600/601.
SN 213 and up First long wing 601P-6000 lb. gross weight.
Change to wide deck engines, "A" after serial number.
SN 266 and up First fuel flow transducer system.
SN 329 and up First A/C fuel pump on 600's (10540 K1,15).
SN 342 and up First long wing, hydraulic gate-6000 lb. gross weight 601-B.
SN 344 and up New piston type accumulator, Hydrodine.
SN 356 and up 1977 model year change. Landing gear down lock system.
Lamar voltage regulators. Split nose cowls. EGT system.
Flap speed increases. Annunciator panel for "P" models.
Auto reset on heater (light on instrument panel).
SN Up to 454 Hartzell tach synchrophaser. Right hand strobe sensor
for tach on right. Left hand pulse generator.
Large computer. A/N tach. Old style generator.
SN 455-493 Aerosonic synchrophaser (combination Aerosonic
tach and Hartzell synchrophaser). Small tach generators.
Small computers (prop synchrophaser solid state).
SN 494 and up New synchrophaser system. A/N tach. Large A/N
generators (Hartzell System). Small computer.
SN 456 and up 1978 model year change. First cigarette lighter - optional.
Down deflectors on exhaust pipes. New cabin blower system.
601 new waste gates.
SN 457 and up New turbos and gates 601P.
SN 500 and up New type low fuel probe system - separate probe 12 gal.

Page 14-2 FOR TRAINING PURPOSES ONLY

SN 561 and up 1979 model year change. New Piper SN. First standard
Piper paint scheme.
SN 605 and up Aux hydraulic CB/Relay replacement.
SN 611 and up New Wiebel nose landing gear.
SN 630 and up New glare shield.
SN 645 and up 3rd tach generator cover (access to fuel line probe and plug).
SN 675 and up New factory gauges installed.

FOR TRAINING PURPOSES ONLY Page 14-3

 AEROSTAR AIRCRAFT OPTIONS

Page 14-4 FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY Page 14-5
Page 14-6 FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY Page 14-7
Page 14-8 FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY Page 14-9
Page 14-10 FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY Page 14-11
Page 14-12 FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY Page 14-13
Page 14-14 FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY Page 14-15
Page 14-16 FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY Page 14-17
Page 14-18 FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY Page 14-19
Page 14-20 FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY Page 14-21
Page 14-22 FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY Page 14-23
Page 14-24 FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY Page 14-25
Page 14-26 FOR TRAINING PURPOSES ONLY
AEROSTAR AIRCRAFT PRICELIST
(as of October 20, 2016)

FOR TRAINING PURPOSES ONLY Page 14-27

Page 14-28 FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY Page 14-29
Page 14-30 FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY Page 14-31
Page 14-32 FOR TRAINING PURPOSES ONLY
 OTHER OPTIONS
PowerPac Spoilers www.powerpacspoilers.com

Deluxe Aerostar Window Shade Kit www.plastech.com

Pilot & Co-Pilot Side Window Bezel Kit www.plastech.com

EZ Glide Seat Anchors jpwhitcomb@aol.com

National Airparts Alternators www.nationalairparts.com/

Skytech Starters skytec.aero/
GAMI Fuel Injectors www.gami.com/gamijectors

Door struts and cables www.theflightshop.com/

FOR TRAINING PURPOSES ONLY Page 14-33

 AIRWORTHINESS DIRECTIVES
Description Mfg Comment

Recurring -

AD1976-07-12 Bendix Mag Bendix Ground check by pilot

AD1979-01-05 Fuel Cap Insp AAC Opt 156-1 Low Fuel light, O-rings replaced, tabs
tensioned

AD1979-08-05 Engine Nacelle Fire AAC SB600-80 Not recurr if SB600-80 Kit Installed
(Drain Tubes)

AD1980-02-09 R1 AAC Superseded by 1992-11-08

AD1988-21-05 Exhaust System Comp AAC

AD1989-25-05 AAC Superseded by 1990-01-02

AD1990-01-02 Fire Prevention AAC Kit 765- a) Kit 765-158 installed, b)

158 STC#SA4976NM

AD1993-13-08 C Torque Links AAC Kit 765- SB746C Kit 765-155 rev G installed
155

AD1995-23-11 Horiz Stabilizer Flanges AAC See SB 600-130 Visual Inspection

AD1998-18-12 Engine Driven Fuel Pump Superseded by 2003-14-03

AD1998-24-29 Wing Spar Cracks AAC See SB600-132 Visual Inspection

AD2002-26-01 Lyc Fuel Line Lycoming Superseded by AD2007-14-07

AD2003-14-03 Engine Driven Fuel Pump Lycoming SB529B & AAC SB600-118

AD2003-22-01 Aux Transfer Pump AAC Only if you have Aux Fuel Tank

AD2004-21-05 Janitrol Heater Combust Janaero Pressure decay testing

AD2004-25-16 Janitrol Fuel Valve Janaero

AD2005-18-20 Goodrich De-Icing B.F. Replace boots that fail daily visual
"FASTprop" Goodrich check

Page 14-34 FOR TRAINING PURPOSES ONLY

AD2006-12-07 ECI cylinder assemblies ECI

AD2008-14-07 Lyc Fuel Line Lycoming Superseded by AD2011-26-04

AD2011-26-04 Fuel Injection Line Lycoming Superseded by AD2015-19-07

AD2015-02-07 Prop Governor Set Screw Lycoming

AD2015-19-07 Fuel Injector Lines Lycoming Lycoming SB342G

Non-Recurring

AD1970-23-04 Wing Flap Tracks AAC

AD1970-23-05 Fuel Pressure Indicators AAC

AD1970-25-09 Microphone Jack AAC

AD1971-02-05 Cabin Door Lock Pins AAC

AD1971-05-06 Main Landing Gear AAC

AD1971-10-02 Overvoltage Relay AAC

Ground

AD1971-17-07 Wing Flap Attach Rib AAC

AD1974-25-02 Alt Load Placard AAC

AD1977-26-04 R AAC Superseded by 1979-01-05

AD1978-18-05 Wing Fuel Tank Indicator AAC

AD1979-18-10 Cabin Door Latching AAC

Mech

AD1980-12-08 R1 AAC Superseded by 1980-19-14

AD1980-12-14 Engine Fire AAC SB600-83

AD1980-17-04 Fuel Flow Transducers AAC Aerosonic transducers

AD1980-18-03 Fuel Pressure System AAC Yellow markings added

FOR TRAINING PURPOSES ONLY Page 14-35

AD1980-19-14 Horiz/Vert Stabilizer AAC SB600-
88A Kit

AD1983-14-07 R3 Loss of Control - Stall AAC SB-73 Kit per STC SA2143MN

AD1987-07-09 Exhaust Components AAC

AD1987-21-01 Fuel Filler Openings AAC Restrictors on all 3 fuel ports

AD1988-25-02 Engine Fluid Hoses AAC 764-951

Kit

AD1989-03-04 Cabin Door AAC Insp, install placards, install door ajar kit

AD1991-23-16 Manifold Pressure AAC for 700P aircraft

Operations

AD1992-11-08 AAC Superseded by 1993-13-08

AD1992-13-01 AAC Superseded by 1994-15-13

AD1994-15-13 Nose Landing Gear AAC for Weibel MFG for NLG

AD1998-04-23 Limitations - Icing AAC add to flight manual

AD2001-08-10 MLG Lower Brace Assbly AAC SB600-

134A

AD2001-10-09 Honeywell KC 225 Auto Honeywel KFC225 AutoPilot mods 1-2 only
Flight Control l

AD2002-24-07 Scavenge Pump Failure AAC New Rajay pump p/n 3001110-002

AD2005-01-19 Mode S Transponders Garmin Upgrade software on some Garmin

transponders

AD2017-16-11 Connecting Rod Bushings Lycoming Lycoming SB632B

Note – As of September 27, 2017. Check with FAA and manufacturers for most
current list.

Page 14-36 FOR TRAINING PURPOSES ONLY

 SERVICE BULLETINS

Item Description By Comment

SB 600-1 Janitrol Heater Fitting Modification SUPERSEDED BY 60-0002 thru 60-0018
SL600-1R1
SB 600-2 Hydraulic System Modification OBSOLETE 60-0002 thru 60-0015
SB 600-3 Nose Gear Retract Linkage 60-0002 thru 60-0018
Modification 61-0003 thru 61-0009
SB 600- Janitrol Heater Fitting Modification 60-0002 thru 60-0018
1R1 61-0001 thru 61-0013
SB 600-4 Modification of Right and Left-Wing Center Flap Tracks 60-0002 thru 60-0018
61-0002 thru 61-0007
SB 600-5 Replacement of Cabin Floor Access 60-0002 thru 60-0019
Door 61-0002 thru 61-0015
SB 600- Installation of Modified Nose Wheel OBSOLETE 60-0018, 60-0019,
6 Strut Collar 61-0002, 61-0003,
Assembly 61-0010 thru 61-0013,
61-0015
SB 600-7 Magneto Switch Modification 60-0002 thru 60-0004,
60-0006 thru 60-0023,
61-0002 thru 61-0015
SB 600-8 Modification of Magneto “P” Leads All 600 and 601 Aerostars with
and ADF Loop ADF Operation Limitations Placard
Antenna Cable Connector
SB 600-9 Modified Induction Airbox 61-0001 thru 61-0034
Installation
SB 600- Brake Master Cylinder Modification 60-0002 thru 60-0026,
10 61-0002 thru 61-0016,
61-0019 thru 61-0023
SB 600- Addition of Aft Oil Cooler Spacers 60-0001 thru 60-0026
11
SB 600- Replacement of Landing Gear Control Valve 60-0001 thru 60-0029,
13 61-0001 thru 61-0028
SB 600- Installation of Elevator Trim Tab Control Split Switch 60-0001 thru 60-0028
14
SB 600- Replacing and Safetying 61-0002 thru 61-0034
12 Turbocharger Rotary
Actuator Bolts
SB 600- Wing Rivet Inspection and Repair 60-0002 thru 60-0026,
15 61-0002 thru 61-0024

FOR TRAINING PURPOSES ONLY Page 14-37

SB 600- Main Landing Gear Lug Retaining Pin Installation 60-0002 thru 60-0031,
16 60-0033 thru 60-0037,
61-0002 thru 61-0033,
61-0035, 61-0036
SB 600- Oxygen System Modification 61-0002 thru 61-0059
17
SB 600- Installation of Wire Bundle Cover in 60-0001 thru 60-0056,
18 Right Main 61-0001 thru 61-0070
Landing Gear Wheel Well
SB 600- Replacing Nose Gear Bushing Block Screws 60-0002 thru 60-0056,
19 61-0002 thru 61-0070
SB 600- Replacing Oxygen System 61-0002 thru 61-0175
20 Overpressure
Discharge Lines
SB 600- Flap Operating Limitations and Flap SUPERSEDED BY All Aerostar Models 600 and 601
22 Track SB600-22A
Inspection
SB 600- Flap Operating Limitations and Flap REFERENCE AD 70- 60-0001 thru 60-0056,
22A Track 23-04 61-0001 thru 61-0070
Inspection
SB 600- Rework of the Fuel Pressure Gage REFERENCE AD 60-0001 thru 60-0056,
28 Vent Line 70-23-05 61-0001 thru 61-0070
SB 600- Relocation of Mike Jack, Earphone REFERENCE AD 70- 61-0001 thru 61-0070,
26 Jack, 25-09 Model 600: All Aircraft equipped with
and Cabin Air Vent Controls the Aerostar Model 601 oxygen
system.
SB 600- Modification of Wing to Flap REFERENCE AD 71- 60-0001 thru 60-0056,
23 Attaching Structure 17-07 61-0001 thru 61-0070
SB 600- Rework of the Alternator, Starter and REFERENCE AD 71- 60-0001 thru 60-0056,
24 Main Power 10-02 61-0001 thru 61-0070
Distribution Circuitry
SB 600- Replacement of the Main Landing REFERENCE AD 71- 60-0001 thru 60-0056,
21 Gear 05-06 61-0001 thru 61-0070
Sidebrace Assemblies
SB 600- Inspection and Rework of Nose 60-0001 thru 60-0056,
25 Landing Gear 61-0001 thru 61-0070
Trunnion Support Structure
SB 600- Modification of the Nose Landing 60-0001 thru 60-0056,
27 Gear 61-0001 thru 61-0070
Steering System

Page 14-38 FOR TRAINING PURPOSES ONLY

SB 600- Inspection and Replacement of the 61-0001 thru 61-0070
30 Turbocharger
Support Brackets and Wastegate
Warning Light
Switch
SB 600- Corrosion Detection and Corrective SUPERSEDED BY 60-0001 thru 60-0056,
31 Action SB902 61-0001 thru 61-0070

SB 600- Inspection for Cracks in the Flap All Model 600/601 Series Aircraft
32 Track
SB 600- Inspection and Modification of 60-0001 thru 60-0056,
29 Throttle and Mixture 61-0001 thru 61-0070
Control Attachment at Engine
Mounts
SB 600- Additional Insulation for Battery 60-0001 thru 60-0056,
36 Mounting Clips, 61-0001 thru 61-0070
Inspection of Breaker Wiring and
Starting Vibrator
Cover Rework
SB 600- Nose Landing Gear Steering Cylinder REVISED 60-0001 thru 60-0056,
34 Retaining Bolt 61-0001 thru 61-0070
SB 600- Nose Landing Gear Steering Cylinder Retaining Bolt 60-0001 thru 60-0017,
34R1 61-0003 thru 61-0009
SB 600- Modification of Main Cabin Door Latch Installation 60-0001 thru 60-0056,
35 61-0001 thru 61-0070
SB 600- Engine 3-Way Gage 60-0001 thru 60-0056,
37 60-XXXX-057 thru 60-XXXX-065,
61-0001 thru 61-0070,
61-XXXX-071 thru 61-XXXX-080
SB 600- Main Landing Gear Piston Assy. Inspection 60-0001-XXX thru 60-0056-XXX,
38 60-XXXX-057 thru 60-XXX-064,
61-0001-XXX thru 61-0070-XXX,
61-XXXX-071 thru 61-XXXX-075
SB 600- Turbocharger Clamps 61-0001 thru 61-0070
33
SB 600- Engine Oil Line Inspection 61-0001-XXX thru 61-0070-XXX,
39 61-XXXX-071 thru 61-XXXX-081
SB 600- Insolation Diode Overheat - 70 Amp Alternator 60-XXXX-064 thru 60-XXXX-073,
40 61-XXXX-076 thru 61-XXXX-083,
61P-XXXX-001 Only

FOR TRAINING PURPOSES ONLY Page 14-39

SB 600- Improved Hinge for Alternate Air 60-0001-XXX thru 60-0056-XXX,
41 Door in Air 60-XXXX-057 thru 60-XXXX-077
Induction Filter Housing
SB 600- Aileron Bellcrank Bolt Inspection 60-0001-XXX thru 60-0056-XXX,
42 60-XXXX-057 thru 60-XXXX-070,
61-0001-XXX thru 61-0070-XXX,
61-XXXX-071 thru 61-XXXX-084
SB 600- Cabin/Fuselage Drain Ports 61P-XXXX-001 thru 61P-XXXX-010
44
SB 600- Engine Exhaust System Balance Tube 61-0001-XXX thru 61-0070-XXX,
43 Inspection and Support Installation 61-XXXX-071 thru 61-XXXX-085,
61P-XXXX-001 thru 61P-XXXX-006
SB 600- Inboard Flap Track Support REVISED 60-0001-XXX thru 60-0056-XXX,
45 60-XXXX-057 thru 60-XXXX-087,
61-0001-XXX thru 61-0070-XXX,
61-XXXX-071 thru 61-XXXX-090,
61P-XXXX-001 thru 61P-XXXX-014
SB 600- Inboard Flap Track Support 60-0001-XXX thru 60-0056-XXX,
45R1 60-XXXX-057 thru 60-XXXX-087,
61-0001-XXX thru 61-0070-XXX,
61-XXXX-071 thru 61-XXXX-090,
61P-XXXX-001 thru 61P-XXXX-014
SB 600- Remote Circuit Breaker Relays ITEM 1 & 2:
46 60-0001-XXX thru 60-0056-XXX,
61-0001-XXX thru 61-0070-XXX,
60-XXXX-057 thru 60-XXXX-085,
61-XXXX-071 thru 61-XXXX-087,
62-0001-13,
61P-XXXX-001 thru 61P-XXXX-062
ITEM 1 ONLY:
60-XXXX-086 thru 60-XXX-0107,
61-XXXX-088 thru 61-XXX-0106,
61P-XXXX-013 thru 61P-XXXX-062

Page 14-40 FOR TRAINING PURPOSES ONLY

SB 600- Pilot Seat-Back Rest Attach Bolt 60-0130-057 thru 60-0285-108,
48 61-0132-071 thru 61-0281-107,
61P-0157-001 thru 61P-0284-066,
Also the following individual aircraft:
60-0047-108 61-0059-112
60-0048-109 61-0063-117
60-0050-111 61-0064-119
60-0051-115 61-0065-121
60-0053-120 61-0066-122
60-0054-123 61-0068-126
61-0069-127 61-0070-129
SB 600- Replacement of Cleveland Main 60-XXXX-075 thru 60-XXX-0110,
47 Wheel Assembly 60-XXXX-085 thru 60-XXX-0107,
Bolts and Nuts 61P-XXXX-001 thru 61P-XXXX-071
SB 600- Chafing of Oil Cooler Hose 61P-XXXX-022 thru 61P-XXX-077,
49 61P-XXX-001 thru 61P-XXX-022
with gross Weight Increase
Modification, Option #93
SB 600- Inspection of 920025-729 Oxygen Line Installation 61-XXXX-071 thru 61-XXXX-103, and
50 62-0001-013,
61P-XXX-001 thru 61P-XXX-058,
Model 600 equipped with oxygen
system installed prior to release date
of this Service Bulletin.
SB 600- Fuel Selector Switch Knob The following Serial Numbers
52 manufactured prior to 1973:
60-0001-XXX thru 60-0056-XXX,
61-0001-XXX thru 61-0070-XXX
The following Serial Numbers
manufactured in 1973 and subsequent:
60-XXXX-057 thru 60-XXXX-129,
61-XXXX-071 thru 61-XXXX-0113, and
62-XXXX-013,
61P-XXXX-001 thru 61P-XXX-11
SB 600- Center Fuel Tank, Fuel Probe Gasket 60-0284-107 thru 60-0310-115,
53 61-0307-109,
61P-0283-065 thru 61P-0315-085
With the following exceptions:
61P-0288-068; 61P-0291-070
61P-0300-076; 61P-0313-083;
61P-0314-084

FOR TRAINING PURPOSES ONLY Page 14-41

SB 600- Aileron Outboard Hinge Bolt PART I
56 Inspection A/C Manufactured prior to 1973:
60-0001-003 thru 60-0056-128,
61-0001-004 thru 61-0070-129
A/C Manufactured since 1973:
60-0130-057 thru 60-0329-121,
61-0132-071 thru 61-0327-110,
62-0001-013,
61P-0157-001 thru 61P-0330-094
PART II
All models 600, 601, and 601P
Aerostars
SB 600- Alternator Field Circuit Protection PART I
54 Applicable to the following A/C:
a) A/C manufactured prior to 1973:
60-0001-003 thru 60-0056-128,
61-0001-004 thru 61-070-0129
b) A/C manufactured since 1973:
60-0130-057 thru 60-0189-085,
61-0132-071 thru 61-0186-087, and
62-0001-013,
61P-0157-001 thru 61P-0183-012
NOTE: Aircraft equipped with OECO
20218
voltage regulators (which already
incorporate
circuit protection) are not affected by
this
Service Bulletin.
PART II
Applicable to the following A/C:
60-0190-086 thru 60-0355-127,
61-0191-088 thru 61-0352-114,
61P-0192-013 thru 61P-0354-10
SB 600- Emergency Exit Door Rigging All 601P S/N’s
55 61P-0157-001 thru 61P-0330-094

Page 14-42 FOR TRAINING PURPOSES ONLY

SB 600- Pilot and Copilot Seat Rework 60-0130-057 thru 60-0329-121,
51 61-0132-071 thru 61-0327-110,
61P-0157-001 thru 61P-0330-094,
and the following individual A/C:
60-0047-108 61-0059-112
60-0048-109 61-0063-117
60-0050-111 61-0064-119
60-0051-115 61-0065-121
60-0053-120 61-0066-122
60-0054-123 61-0068-126
61-0069-127 61-0070-129

SB 600- Propeller Dome Charging Pressure All Aerostar Models, Airframe

57 Decal Sequence Number 0311 thru 0348
ONLY, and all A/C which have
incorporated Hartzell Service Letter No.
91A (equipped with Hartzell HC-C3YR-
2UF/FC 8468-8R Propellers).

SB 600- Isolation Diode 70 Amp. Alternator SUPERSEDED BY Applies only to Aerostars equipped
58 Installation SB600-58R1 with 70 Amp. Alternators: 1. Airframe
Sequence No. 0001 thru 0189, if
modified per STC SA2336WE or STC
SA2367WE 2. Airframe Sequence No.
0190 thru 0385.

SB 600- NLG Drag Brace Trunnion and REVISED All Aerostar Models 600, 601, and 601P
59 Actuator Bracket Fastener up to and including Airframe Sequence
Replacement No. 0355.
SB 600- Starting System Wiring Revision PART I All Aerostar Models 600, 601,
60 and 601P up to and including Airframe
Sequence No. 0189. PART II All
Aerostar Models 600, 601, and 601P,
with Airframe Sequence No. 0190 thru
0385 NOTE: Aircraft with Starting
Wiring System Modified per SB600-24
are not affected by this Service
Bulletin.

SB 600- Main Cabin Door - Rod Fitting All Aerostar Models 600 and 601 up to
61 Inspection and including Airframe Sequence No.
0375.
SB 600- Fuel Injector Attach Hardware All Aerostar Models up to and including
62 Inspection Airframe Sequence No. 0385
FOR TRAINING PURPOSES ONLY Page 14-43
SB 600- Century IV Autopilot NSD-360 All Aerostar Models from Airframe
63 Compass System Sequence No. 0240 up to and including
0368 equipped with Edo-Aire Mitchell
Century IV Autopilot. All other
Aerostars field retrofitted with the
Century IV Autopilot are also affected
regardless of Airframe Sequence
Number.

SB 600- Bendix FCS810 Flight Director ‘V’ Bar All Aerostar Models Equipped with
64 Power Source Bendix FCS810 Autopilot up to and
including Airframe Sequence Number
0407.
SB 600- Inspection of Pilot’s Brake Lines All Aerostar Models from Airframe
65 Sequence No. 0356 thru 0407.
SB 600- Aerosonic Encoding Altimeters All Aerostar Models equipped with
67 factory installed Aerosonic Encoding
Altimeters, up to and including
Airframe Sequence Number 0256, and
all aircraft field retrofitted with
Aerosonic Encoding Altimeters.

SB 600- Seat Inspection/Rework All Aerostar models up to and including

66 airframe Sequence Number 0435.

SB 600- Cleveland Brake Disc Assembly All Aerostar Models from Airframe
68 Inspection Sequence No. 0171 up to and including
0455 and earlier Aerostars if equipped
with Cleveland Wheels and Brakes per
Option No. 78.
SB 600- Seat Retainer Revision All Aerostar Models prior to Airframe
69 Sequence No. 0266.
SB 600- Flight Manual Revisions and X-Feed REFERENCE AD 77- All Aerostar Models up to and including
70 Placard 26-04 Airframe Sequence Number 0474.

Page 14-44 FOR TRAINING PURPOSES ONLY

SB 600- Low Fuel Warning REFERENCE AD 77- All Aerostar Models up to and including
71 26-04 Airframe Sequence Number 0474.
PART I affects A.S. No. 0001-0255
which are not equipped with a Low
Fuel Warning Light per SL600-40 (TSA
Opt. No. 16-1) PART II affects A.S. No.
0256-0474 which are equipped with a
Low Fuel Warning Light adjusted to 17
+/-1 gallons of fuel remaining in
fuselage tank.

SB 600- NLG Drag Brace Trunnion and All Aerostar Models up to and including
59R1 Actuator Bracket Fastener Airframe Sequence Number 0385 as
Replacement noted in instructions. AIRCRAFT IN
COMPLIANCE WITH PREVIOUS RELEASE
OF THIS SERVICE BULLETIN DATED
JANUARY 19, 1977, ARE NOT AFFECTED
BY THIS REVISION.

SB 600- Wing Tank Fuel Sumps All Aerostar Models up to and including
72 Airframe Sequence Number 0485.

SB 600- Addition of Drain/ Ventilation Tubes All Aerostar Models 600, 601, and 601P
80 to Engine Nacelle Firewall up to and including Airframe Sequence
No. 0659.
SB 600- Outboard Aileron Hinge Bolt All Piper Aerostar Models up to and
73 Installation including Airframe Sequence Number
0499.
SB 600- Isolation Diode 70 Amp. Alternator Aerostars equipped with 70 Amp.
58R1 Installation Alternators: 1. Airframe Sequence
Number 0001 thru 0189, if modified
per STC SA2336WE or STC SA2367WE.
2. Airframe Sequence Number 0190
thru 0448.

FOR TRAINING PURPOSES ONLY Page 14-45

SB 600- Main Cabin Door Placards SUPERSEDED BY All Aerostar Models 600, 601, and 601P
74 SB908 up to and including Airframe Sequence
Number 0545.
PART I All unpressurized airplanes
equipped with small “D” ring handle
which rotates counter-clockwise to
lock Model 600: 600-0001-003 thru
60-0056-128; 60-0130-057 thru
60-0304-113; except 60-0278-106.
Model 601: 61-0001-004 thru 61-0070-
129, except 61-0023-052, 61-0034-067,
and 61-0060-113; 61-0132-071 thru
61-0301-108; 62-0001-013
PART II
All pressurized airplanes. Model 601P:
61P-0157-001 thru 61P-0545-233; 61-
0023-052, 61-0034-067 and 61-0060-
113.
PART III
All pressurized airplanes equipped with
large “D” ring handle which rotates
clockwise to lock.
Model 600: 60-0278-106; 60-0309-114
thru 60-0543-174
Model 601: 61-0307-109 thru 61-0537-
133; 62-0001-013
SB 600- Main Landing Gear Scissors Assy. SUPERSEDED BY All Aerostar Models 600, 601, and 601P
75 Inspection and SB746C up
Rework to and including Airframe Sequence
Number
0554.
SB 600- Fuel Quantity Indicator Selector All Aerostar Model 600, 601, and 601P
76 Switch Installation with Airframe Sequence Numbers 0150
through 0520.
SB 600- Fuel Filler Cap Security All Aerostar Models 600, 601, and
77 601P.
SB 600- Fuel Line Between Fuel Pump and REFERENCE AD 78- All Aerostar Models 600 up to and
78 Fuel Injector 23-08 including Airframe Sequence Number
0322. All Aerostar Models 601 and
601P up to and including Airframe
Sequence Number 0507.

Page 14-46 FOR TRAINING PURPOSES ONLY

SB 630 Collins VIR-350 and VIR-351 SUPERSEDED BY
Navigation Receiver SB630A
Modification
SB 600- Main Landing Gear Torque Link SUPERSEDED BY All Aerostar Models 600, 601, and 601P
75R1 Inspection SB746C up to and including Airframe Seq.
Number 0554, IF equipped with 0.13
inch radius torque links (P/N 400076-
501).
SB 600- Airplane Flight Manual Revisions/ All Aerostar Models 600, 601, and 601P
79 Supplement and Fuel System which do not have the placards
Placards specified in this Service Bulletin and/or
have not received Flight Manual
Revisions or Flight Manual Supplement
dated December 5, 1978.

SB 600- Nose Landing Gear Support Structure SUPERSEDED BY Aerostar Models 600A, 601B, and 601P
82 Inspection/ Modification SB600-82A Airframe Sequence No. 0611 through
0714.
SB 600- Three-Tank Fuel Quality Indicator REFERENCE AD 79- All Aerostar Models 600, 601, 601P
81 01-05 Airframe Sequence No. 0001 through
0674.
SB 600- Nose Landing Gear Support Structure Aerostar Models 600A, 601B, and 601P
82A Inspection/ Modification Airframe Sequence No. 0611 through
0714.
SB 600- Nacelle Fairing Modification All Aerostar Models 600, 601, and 601P
83 up to and including Airframe Sequence
No. 0799.
SB 630A Collins VIR-350 and VIR-351
Navigation Receiver
Modification
SB 677 Publications for Aircraft Operations
SB 600- Horizontal and Vertical Stabilizer SUPERSEDED BY All Aerostar Models 600, 601 and 601P
88 Attach Fitting SB600-88A up to
Inspection and Attachment Hardware and including Airframe Sequence No.
Replacement 0807.
SB 600- Engine Three-Way Gauge Aerostar Models 600, 601, and 601P.
84 Inspection/Modification Airframe Sequence Numbers 0600
through 0732, Inclusive.
SB 600- Engine Wiring Harness Installation All Aerostar Models 600, 601, and 601P
85 up to and including Airframe Sequence
No. 0714.

FOR TRAINING PURPOSES ONLY Page 14-47

SB 600- Bendix Starter Vibrator Cover All Aerostar Models 600, 601, and 601P
86 Replacement up to and including Airframe Sequence
No. 0824.
SB 600- Horizontal and Vertical Stabilizer All Aerostar Models 600, 601 and 601P
88A Attach Fitting up to
Inspection and Attachment Hardware and including Airframe Sequence No.
Replacement 0807.
SB 720 Required Changes to Engine
Operation, Maintenance and
Inspection Procedures. Modification
to Manifold Fuel Nozzle Vent.
SB 600- King Autopilot (KFC-200) Wiring Aerostar Models 600, 601, and 601P
87 Rework and Modification with both King KFC-200 Autopilot and
Dual Control Wheel accessories
installed. Airframe Sequence Numbers
0339 through 0761, inclusive.

SB 743 Flap Position Transmitter Arm

Security
SB 750 Propeller Control Cable Installation
SB 755 Ignition Harness Routing
Modification
SB 756 Air Induction System Modification
SB 761 Turbocharger System oil Supply Hose
Replacement
SB 757 Alternate Air Door Replacement
SB 770 Airworthiness Directive 83-14-07 REFERENCE AD 83-
14-07
SB 798 ‘Turbo’ Marking Removal
SB 797A Fuel Port Restrictor Installation SUPERSEDED BY All Aerostar 600, 601, 601P, 602P and
SB797B 700P Models
SB 815 Turbocharger Oil Supply Hose
Security
SB 818 Engine Exhaust System Inspection
SB 805 *TRW Hartzel Propeller Products SUPERSEDED BY
Service Bulletin No. 142B (“O” Ring SB805A
Deterioration)
SB 805A *TRW Hartzel Propeller Products
Service Bulletin No. 142B (“O” Ring
Deterioration)
SB 832 Oil Separator Assembly Replacement
SB 746A Main Landing Gear Torque Link SUPERSEDED BY
Replacement SB746C
Page 14-48 FOR TRAINING PURPOSES ONLY
SB 855 Use of Automobile Gasoline in Piper
Aircraft
SB 797B Fuel Port Restrictor Installation All Aerostar 600, 601, 601P, 602P and
700P Models
SB 880 Elevator Down Spring Attach Point SUPERSEDED BY PA-60-600 Aerostar 600 60-0001-003
Modification SB880A thru 60-0933-8161263 PA-60-601
Aerostar 601 61-0001-004 thru 61-
0880-8162157 PA-60-601P Aerostar
601P 61P-0157-001 thru 61P-0860-
8163455 PA-60-602P Aerostar 602P
62P-0750-8165001 thru 60-8365021
PA-60-700P Aerostar 700P 60-8423001
thru 60-8423025
SB 884 Lock Wiring of V-Band Couplings
SB 880A Elevator Down Spring Attach Point Modification PA-60-600 Aerostar 600
60-0001-003 thru 60-0933-8161263
PA-60-601 Aerostar 601
61-0001-004 thru 61-0880-8162157
PA-60-601P Aerostar 601P
61P-0157-001 thru 61P-0860-8163455
PA-60-602P Aerostar 602P
62P-0750-8165001 thru 60-8365021
PA-60-700P Aerostar 700P
60-8423001 thru 60-8423025

SB 902 Corrosion Detection and Corrective Action PA-60-600 Aerostar 600

60-0001 thru 60-0056
PA-60-601 Aerostar 601
61-0001 thru 61-0070, 62-0001-013
SB 903 Structure Corrosion Inspection PA-60-600 Aerostar 600
60-0130-057 thru 60-0941-8161263
PA-60-601 Aerostar 601
61-0132-071 thru 61-0880-8162157

FOR TRAINING PURPOSES ONLY Page 14-49

SB 908 Aerostar Cabin Door Inspection and Refinement INSTRUCTION I
60-0001-003 thru 60-0933-8161262
61-0001-004 thru 61-0880-8162157
and 62-0001-013
61P-0157-001 thru 61P-0860-8163455
62P-0750-8165001 thru 62P-0932-
8165055, and 60-8265001 thru 60-
8365021
INSTRUCTION II
60-0001-003 thru 60-0056-128
60-0130-057 thru 60-0543-174
61-0001-004 thru 61-0531-133 and
62-0001-013
61P-0157-001 thru 61P-0545-233
61-0023-052, 61-0034-067 and 61-
0060-113
INSTRUCTION III
60-0001-003 thru 60-0933-8161262
61-0001-004 thru 61-0880-8162157
and 62-0001-0130
61P-0157-001 thru 61P-0860-8163455
62P-0750-8165001 thru 62P-0932-
8165055, and
60-8265001 thru 60-8365021
60-8423001 thru 60-8423018
INSTRUCTION IV
60-0001-003 THRU 60-0933-8161262
61-0001-004 THRU 61-0880-8162157
SB 918 Induction Airbox and Upper Deck Reference Hose 61-0001-004 thru 61-0880-8162157
and 62-0001-013
61P-0157-001 thru 61P-0860-8163455
62P-0750-8165001 thru 62P-0932-
8165055
and 60-8265001 thru 60-8365021
60-8423001 thru 60-8423025

SB 920 Engine Tailpipe Inspection and REVISED 60-0001-003 thru 60-0933-8161262 61-
Addition of Fire Detection System 0001-004 thru 61-0880-8162157 and
62-0001-013

Page 14-50 FOR TRAINING PURPOSES ONLY

SB 926 Hartzell Service Bulletin No. 165, 61-0001-004 thru 61-0880-8162157
Inspection for and 62-0001-013
Cracks in Certain Three Blade “Y” 61P-0157-001 thru 61P-0860-8163455
Shank Aluminum 62P-0750-8165001 thru 62P-0932-
Propeller Hubs 8165055
and 60-8265001 thru 60-8365021
60-8423001 thru 60-8423025

SB 942 Forward Wing Spar Lower Cap Inspection Procedure 60-0001-003 thru 60-0933-8161262
61-0001-004 thru 61-0880-8162157
and 62-0001-013
61P-0157-001 thru 61P-0860-8163455
62P-0750-8165001 thru 62P-0932-
8165055
and 60-8265001 thru 60-8365021
60-8423001 thru 60-8423025

SB 898 Loss of Power in High Altitude Icing SUPERSEDED BY Aerostar 700P 60-8423001 through
Conditions. SB898A 60-8423025
Addition of Alternate Air Cable
Locking Clips and
Conversion of the Engine Fuel
Injector Servo to add
an Automatic Mixture Control.
SB 898A Loss of Power in High Altitude Icing Aerostar 700P 60-8423001 through
Conditions. 60-8423025
Addition of Alternate Air Cable
Locking Clips and
Conversion of the Engine Fuel
Injector Servo to add
an Automatic Mixture Control.
SB 950 Turbocharger Clamp Life Limit SUPERSEDED BY 61-0001-004 thru 61-0880-8162157
SB600-119 and
62-0001-013
61P-0157-001 thru 61P-0860-8163455
62P-0750-8165001 thru 62P-0932-
8165055
and
60-8265001 thru 60-8365021
60-8423001 thru 60-8423025
SB 600- Installation of New Restricted Fuel REFERENCE AD All Aerostar Models 601, 601P, 602P,
118 Pump Vent 91-08-07 and 700P.
Fittings in Engine Driven Fuel Pumps

FOR TRAINING PURPOSES ONLY Page 14-51

SB 746B Main landing Gear Torque Link SUPERSEDED BY All Aerostar Models
Replacement SB746C
SB 600- Turbocharger Clamp Life Limit and Replacement All turbocharged Aerostar Models 601,
119 601P, 602P and 700P

SB 600- Replacement of Throttle, Prop, and All Aerostars up to and including

120 Mixture Control Airframe
Cables Sequence Number 0933.
SB 600- Nose Gear Drag Brace Spring and Aerostar 600’s with Option #199
121 Piston Replacement 60-0001-003 thru 60-0608-7961195
Aerostar 600 60-0614-7961196 thru
60-0933-8164262
Aerostar 601’s with Option #199
61-0001-004 thru 61-0605-7962136
Aerostar 601 61-0611-7962137 thru
61-0880-8162157
Aerostar 601P’s with Option #199
61P-0157-001 thru 61P-0610-7963274
Aerostar 601P 61P-0612-7963275 thru
61P-0859-8163455
Aerostar 602P 62P-0750-8165001 thru
60-8365021
Aerostar 700P 60-8423001 thru 60-
8423025

SB 600- Nose Gear Lower Drag Brace Link REFERENCE AD 92- Aerostar 600’s with Option #199 60-
128 Assembly Replacement 13-01 0001-003 thru 60-0608-7961195
Aerostar 600 60-0614-7961196 thru
60-0933-8164262 Aerostar 601’s with
Option #199 61-0001-004 thru 61-
0605-7962136 Aerostar 601 61-0611-
7962137 thru 61-0880-8162157
Aerostar 601P’s with Option #199 61P-
0157-001 thru 61P-0610-7963274
Aerostar 601P 61P-0612-7963275 thru
61P-0859-8163455 Aerostar 602P 62P-
0750-8165001 thru 60-8365021
Aerostar 700P 60-8423001 thru 60-
8423025

Page 14-52 FOR TRAINING PURPOSES ONLY

SB 920A Engine Tailpipe Inspection and 61P-0157-001 thru 61P-0860-8163455
Addition of Fire Detection System 62P-0750-8165001 thru 62P-0932-
8165055 and 60-8265001 thru 60-
8365021 60-8423001 thru 60-8423025
SB 600- Inspection and Limits for Wear in All Aerostar Models
122 600050 Series
Control System Pushrods
SB 600- Inspection of Front Exhaust Manifold Assemblies All Turbocharged Aerostar Models 601,
123 601P, 602P, and 700P
SB 746C Main Landing Gear Torque Link REFERENCE AD 93- All Aerostar Models
Replacement 13-08
SB 600- Replacement of Existing Fuel and Oil All Aerostar Models except those
124 Hoses Behind the Firewalls With Fire already equipped with fireproof type
Resistant Hoses fuel and oil pressure sense hoses and
fireproof type main fuel hoses installed
in accordance with the following STC’s:
SA980NW, SA1658NM, or SA2612NM.

SB 600- Addition of Fuel Spillage Placards All Aerostar Models

125
SB 600- Alteration of Existing Wing Fuel Tank All Aerostar Models produced before
126 Vent System 1992
SB 600- Installation of Wastegate Actuator Oil Aerostar 601’s with Option #196 61-
127 Filters 0001-004 thru 61-0334-111 Aerostar
601 61-0342-112 thru 61-0880-
8162157 Aerostar 601P 61P-0157-001
thru 61P-0860-8163455 Aerostar 602P
62P-0750-8165001 thru 60-8365021
Aerostar 700P 60-8423001 thru 60-
8423025
SB 600- Replacement of Turbocharger Oil SUPERSEDED BY All Aerostar Models 601, 601P, 602P,
129 Supply Relief/Shut Off Valve Part SB600-129A and 700P
Number 532A-2MP-21 or 520A-2MP-
21, Piper Code Number 491-917, and
outlet fitting.
SB 600- Replacement of Turbocharger Oil All Aerostar Models 601, 601P, 602P,
129A Supply Relief Valves and Outlet and 700P
Fittings
SB 600- Inspection of Fuselage Horizontal REFERENCE All Aerostar Models with Airframe
130 Stabilizer Attach Fittings AD1995-23-11 Numbers 0001 thru 0849
SB 600- Inspection of Turbocharger Oil SUPERSEDED BY SB600-131A
131 Scavenge Pump
FOR TRAINING PURPOSES ONLY Page 14-53
SB 600- Inspection of 55% Upper Spar Cap REFERENCE
132 AD1998-24-29
SB 600- Replacement of Turbocharger Oil All Turbocharged Aerostar Models;
131A Scavenge Pumps 601, 601P, 602P, 700P
SB 600- Improved Attachment of Wing SUPERSEDED BY SB600-133R1
133 Aileron Bellcrank Bracket
SB 600- Improved Attachment of Wing All Aerostar Models
133R1 Aileron Bellcrank Bracket
SB 600- Main Landing Gear Lower Side Brace SUPERSEDED BY SB600-134A
134
SB 600- Possible Corrosion - Wing Fuel Pipe All
135 Assembly
SB 600- Main Landing Gear Lower Side Brace All Aerostar PA-60 Models of All Serial
134A Numbers Thru Airframe 1026 (Aircraft
Manufactured Prior to 1985)
SB 600- Wing Attach Fittings All Aerostar PA-60 Models of All Serial
136 Numbers Thru Airframe 1026 (Aircraft
Manufactured Prior to 1985)
SB 600- Nose Landing Gear Support Structure All Aerostar PA-60 Models of All Serial
137 Inspection Numbers Thru Airframe 1026 (Aircraft
Manufactured Prior to 1985)
SB 632 Lycoming - Identification of SUPERSEDED BY
Connecting Rods SB632B
with Non-Conforming Small End
Bushings
SB 632B Lycoming - Identification of Certain engines bought or overhauled
Connecting Rods from 2015-2017. Also covers overhaul
with Non-Conforming Small End kits and rod assemblies
Bushings

Note- This list is as of September 27, 2017. A complete list of Service Bullitens and
Service Letters is availbable from Aerostar Aircraft Corporation.

Page 14-54 FOR TRAINING PURPOSES ONLY

 CONTACTS

Aerostar Owners Association

2608 W Kenosha, #704
Broken Arrow, OK 74012
Phone: 918-258-2346
Email: info@aerostar-owners.com
Web: www.aerostar-owners.com

Aerostar Aircraft Corporation

2265 W. Aerostar Way, Coeur d'Alene Airport
Hayden Lake, Idaho 83835-9742
Phone: 800-442-4242
Email: info@aerostaraircraft.com
Web: www.aerostaraircraft.com

FOR TRAINING PURPOSES ONLY Page 14-55