Poh Piper Navajo Pa31 (CC-KKG)

PHO Piper Navajo PA31

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Poh Piper Navajo Pa31 (CC-KKG)

PHO Piper Navajo PA31

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RobertoCárcamo

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NAVAJO PA-31 PILOT’S DUPLICATE OPERATING AND FAA APPROVED AIRPLANE FLIGHT MANUAL SemALNo.31-8112074__Remartno, CO WH hr vias mon ‘TATIONS PASI, NAVAJO o TOONS PAS NAVI. O ‘CENTER OF GRAVITY LIMITS (GEAR EXTENDED) O Forward Rearward oO = 8 eich ‘Atot oO Pounds Dat - Max, Ramp Wei ioe ‘Mee keg ako Bie as o mas ae 4 seless 1200 138 ie} NOTES ° aren oO Datum line is located 137 inches ahead of the O° twng main spar centerine. o MANEUVER LIMITS oO Rep eee 9 ‘LIGHT LOAD FACTOR LIMITS (MANEUVERS) o 1 sive Load Factor (Maximum) ° | Negative Lond Fac (Maxima) (No Inverted Mancovers Ap Positive Lond Factor ape dow) (Maximum) samo" {OWL FLAPS LIMITATIONS Wl flaps are provided to allow control of engine tempertures. The ps should be open during ground operations and in elimbs, in no ‘ould the cylinder head temperature be allowed to exceed SOU*F othe erature to exceed 245°R, LK 1206 ISSUED: SEPTEMBER 18, 1979PIPER AIRCRAFT CORPORATION SECTION? PA-31, NAVAJO LIMITATIONS 2.21 MINIMUM CREW ‘The minimum crew for operating this airplane is one pilot unless the typeof operation air tex, for example - see FAR’s) requires a copilot, ‘2.23 MAXIMUM OPERATING ALTITUDE - 24,000 feet 225 ‘TYPES OF OPERATION LIMITS ‘The Federal Aviation Regulations make the operator of an aircraft ‘esponsible for insuring that sufficient and proper instruments and ‘equipment are installed, operating, and calibrated forthe type of fight being undertaken, These regutatons (or example, see FAR 91,3(¢), 91.25, 91.33, 91.97 and 91,170) also specify the minimum instruments and equipment Which must be available forthe various types of Might such as VER, IFR, night, commercial air tax, high akituce, icing and so on. I is recommended that pilos of this sreaft make themselves familar with these regulations in order to avoid violating them, While the regulations list minimam insteuments and equipment, experienced pilots realize that the minimum practical instruments and equipment depends on the pilor’s capability, ‘weather, terain the Might plan, fies to be used, whether ight is during aylight or night, a high or low akitude, for hte oF not, in icing conditons ‘00, and so on. Pols are cautioned to consider al fectrs in determining ‘whether they have all the required equipment for making & particular Might. \When properiy equipped this a ‘oc TFR, and in known ling, lane may be flown day oF night, VER ‘The cerificating regulations of the FAA for this airplane require the manufecturer to specify in the Pilot's Operating Handbook the types of ‘operation for which the airplane is equipped. "The equipment installed inthis airraft has been substantiated to 2,000 feet. ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JULY 7, 1980 27oN? PIPER AIRCRAFT CORPORATION TATIONS: A-SI, NAVAJO ‘hen this airplane was licensed it contained the properly installed ‘eat listed in the Weight and Balance Section of this Handbook and, are was stisfactry forthe types af operation Iadcated below by an )— Day VER, NL Night VER nd night IFR after adequ ravigetion radio has been install DL Day and night FR communication and Iman FAA approved oe )__. Known icing after deicing and icing equipment listed on & following page for operation in known Icing conditions hes been installed in accordance with Piper drawings ot in an AA approved manner. 1 Known icing. Deratora ace wamed that if any ofthe equipment listed as having been td at time of licensing is changed, not operating, ot aot properly ‘ned and calibrated, the alplane may notte properly equipped forall adits noted above. Iti the responsibilty ofthe pilot to determine se the ltck of a piece of equipment limits the conditions under which he be alzplane. AIRCRAFT cATIONNO. SERIAL NO. ‘mers desiring to make changes or eddtions to the equipment must hese modifications done in an FAA-approved manner. All PA-3t ‘ate licensed equipped for day and night VFR flight, end for IER cpt when there may be insufficient communications of navigation ‘quipment installed. « performance, handling qualities and steture of the stplane are ed for instrument ight. RT LK-1206 ISSUED: SEPTEMBER 18, 1979 ‘REVISED: JUNE 22, 1984 C 9 DNNNNO OOOO OOOO OOOO OOOCOOO' 1000 ) 200PIPER AIRCRAFT CORPORATION SECTION 2 PASI, NAVAJO LIMITATIONS If an owner ofan airplane which is approved for VER flight only desires tw extend his operations to TER, he should have radio equipment installed in accordance with Piper-approved drawings or other FAA-approved data {data approved by the aviation agency of the country of registration). The ‘owner should insure thatthe radio equipment Is adequate forthe ground facilities to be used, is of sufficiently high quality and relist, i propey functioning, adjusted and calibrated, and that it is compatible with previously mstalled equipment before authorizing it to be flown under Instrument conditions. ‘This aispane is approved for day and night VFR and IFR Night when al ofthe following conditions have been met the required equipment or AA-approved equivalent is installed either originally by Piper or in an FAA-approved manner, is fonctoning properly, and is calibrated in eccor- ance with Federal Aviation Regulations; end adequate radio communic tions and navigation equipment is installed in the same manner as indicated ve. I he sla is approved fo nih FR, bat ot proved fr Hh ditions when licensed, i willbe necessary for an owner to tc eghpmen ted ts scalon as eles for High i eg condos if he desires to operate in icing conditions, If tis equipment is properly installed in accordance with Piper-approved drawings and all the other equipment required for night IFR flight is installed in an FAA-approved ‘manner, is adequate for the ground facilites to be used, is of sufficient quality, properly, and is calibrated in accordance with the FFAR's the airplane is approved for IFR fightin known icing conditions. IF ant-icing and deicing equipment is not installed in accordance with Piper drawings, FAA. approval or approval ofthe aviation agency ofthe country of registry must be obsained in order to legally conduct flight in icing conditions. Flight through any icing condition i prohibited if any ofthe ant-icing for deicing equipment is missing or aot functioning. high alte Aight and that special electron equipment Is ‘gules for Tight sbove specified altiode, FAR 135 places special requirements on air taxi and comme ‘operators. ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JUNE 22, 1984 29T0N2 PIPER AIRCRAFT CORPORATION TATIONS PASI, NAVAJO. PASAY | aecordance withthe FARY's, this airplane is ot properly equipped for ition of ight indicated if any ofthe equpment listed below is not fy fatale functioning, properly manclncd and calorete ling to the FAR's. The pilot is responsibie for assuring compliance he latest ammendments to FAR 91 concerning required equipment, ) Day VFR (1) Airepesd indicator @) Abimews' Q) Magnetic direction indicator @ Tachometer each engine (@) Oil preasare gauge = es engine © Sul warning indieator (1) OFl temperature gauge ~ each engine @) Manitolé pressure guage - cach engine (©) Fuel gauges (10) Foe pressure indicator «each engi (UD) Exhaust gas temperature gongs - ich engine (12) Landing gearpositon indicator (13) Seatbels- each occupant (18) Emergency loaioreanmiter 15) Above 12,500 feet = transponder with automatic altitude (06) Strerseschengae 1 Night VER 1) All equipment required for Day VFR @) Position tights Q) Strobe lighis or rotating beacon (4) Alteator «each engine (5) Instrument tights (6; Lending light if for hire er Lic1206 ISSUED: SEPTEMBER 18, 1979 REVISED: FEBRUARY 20, 1981 Qeoo¢ C0000000000000 DOODDDDDNVDONNNNNOPIPER AIRCRAFT CORPORATION SECTION? PASI, NAVAJO LIMITATIONS (©) Day IER (1) ll equipment required for Day VER (2) Two-way radio for cormmanication G) Suitable and adequate navigation radio equipment (@ Gyroscopie rte of trm indicator (5) Bank indicator (©) Clock with sweep second hand (Sensitive alimeter adjustable for barometric pressure (8) Altemators - each engine (9) Gyroscopic bank and (10) Gyroscopie direction Indicator (11) Free sir temperature indicator (@) Nigh FR (1) All equipment required for Day and Night VER {@) Alleguipment required for Day IFR (c) Flight in Positive Control Areas 0) Transponder (0 Known teing For fightin known icing conditions the fellowisg equipment ‘ust be installed in accordance with Piper drawings or in a FAA, approved manner: (1) All equipment required fr Night IFR @) Pneumatic wing and empennage boots (including inboard wing boots) {@) Electrothermal propeller boots @) Pilot side heated windshield (6) Heated piot () lee detection ight (1) Heated stall warning ransmiver (®) Non-icing heater air inlet (8) Heater combustion air alternate source (10) Forward heater UD) lee shields (12) Prop control deicer boot (13) ‘A's B" paeomati system ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 -yon? PIPER AIRCRAFT CORPORATION ‘TATIONS PA, NAVAJO. ‘The following equipment is required and is normally part of the standard airplane: () Alterate stati systems @ Elevator batance boot (G) Direct vision window 8) Flight with Third and/or Fourth Seats in the Aft Pacing Position (1) When the third and/or fourth seats are installed inthe af. faciog poston, 10 inch mlm heh eae must te installed, NOISELEVEL be corected Noise level ofthis aicraft is 75.4 dB(A) determi ‘num Normal Operating Power of 2400 RDM and 39.5 2d pressure, © determination har been made by the Federal A\ istration that the nolse levels of this airplane are or table or unacceptable fer operation at, into or out of, any airport. he above statement not withstanding, the nose level stated above his ‘erifed by and epproved by the Federal Aviation Administration level test flights concucted in accordance with FAR 36. ards: Aircraft Type and Airworthiness Certification”. The aireraft is in compliance with all FAR 36 noise standards applicable to this RR LK 206 ISSUED: SEPTEMBER 18, 1979 REVISED: JULY 7, 180 DOOODOODODNDNVNOONNNOPIPER AIRCRAFT CORPORATION SECTION? PAS, NAVAJO LIMITATIONS ‘THIS PAGE INTENTIONALLY LEFT BLANK. ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 23‘TION? PIPER AIRCRAFT CORPORATION TATIONS Asi, NAVAJO PLACARDS ‘top right side of instrument pane!: THIS AIRCRAFT MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS. NO ACROBATIC MANEUVERS (INCLUDING SPINS) ‘APPROVED. FOR TYPES OF OPERATION SEE PILOT'S OPERATING HANDBOOK n top left side of instrument pane: MINIMUM CONTROL SPEED texas MAXIMUM SP. LG-RET129KIAS EXTEND 1S6 IAS DESIGN MANEUVERING SPEED 19 KAS, ‘SEE PILOT'S OPERATING HANDBOOK FOR ADDITIONAL SPEEDS dn oor between pilot and copilot seats: EMERGENCY GEAR EXTENSION REMOVE COVER EXTENSION INSTRUCTIONS ON REVERSS SIDE Dn underside of emergency geer extension door: EMERGENCY GEAR EXTENSION 1. PLACE GEAR SELECTOR HANDLE IN DOWN POSITION 2. PULL EMERGENCY PUMP HANDLE OUT ASFAR AS POSSIBLE 3, PUMP HANDLE UP AND DOWN UNTIL ALL 3 GREEN LIGHTS COME ON. ‘CONTINUE PUMPING UNTIL PRESSURE BUILDS UP AND SELECTOR HANDLE [RETURNS TO NEUTRAL. ORT: LK-1206 ISSUED; SEPTEMBER 18, 1979 REVISED: JULY 7, 1980 OOO POODDODDCOODADDONDGD ODO OGDOGO OOOO OOO C00O0PIPER AIRCRAFT CORPORATION SECTION? PASI, NAVAJO LIMITATIONS ‘On fuel system console: (2) On right end of fuel system control console: RIGHT FIREWALL FUEL SHUT OFF (®) On both ends of fuel system control console: one (©) On left end of fut sytem contro console: LEFT FIREWALL FUEL SHUT OFF (€) On the fuel control console for outboard tank: LEVEL FLIGHT ONLY ‘On window post between the second and third window on the right side of cab: EMERGENCY EXIT RELEASE REMOVE COVER PULL HANDLE DOWN PUSH EMERGENCY EXIT OUT ‘Attop of emergency exit window on moulding: EMERGENCY EXIT ‘On forward baggage compartment door: BAGGAGE CAPACITY 150 LBS MAX SEE LOADING SCHEDULE, SEPTEMBER 18, 1979 REPORT: LK:1206 REVISED: SEPTEMBER 1S, 1980 2s.ON? PIPER AIRCRAFT CORPORATION TATIONS: A-SI, NAVAJO 'n rear bulkhead in rear baggage compartment ‘MAXIMUM BAGGAGE 200 LBS: ‘SEE LOADING SCHEDULE TURN OFF ANTI-COLLISION LIGHTS WHEN TAXIING IN VICINITY OF OTHER AIRCRAFT OR DURING FLIGHT THROUGH CLOUD, FOG OR HAZE. STANDARD POSITION LIGHTS TO BE TURNED ON FOR ALL NIGHT OPERATIONS. ‘window moulding adjacent third and four passenger seats: TIREMENTS FOR OCCUPANCY OF AFT FACING SEAT |, SEAT HEADREST (10” MIN HT) INSTALLED. 2 SEAT BACK BOLTED IN UPRIGHT POSITION. ‘pilot's door window moulding (when pilot's door is installed): OPEN DOOR cLossD ‘CLOSE DOOR PRIOR TO STARTING ENGINES ‘THEET Lock PULLTO UNLOCK PRIOR TO FLIGHT ISSUED: SEPTEMBER 18, 1979 eo00000000 °oPIPER AIRCRAFT CORPORATION SECTION? PASS, NAVAJO LIMITATIONS ‘On lower left instrument panel (When windshield wiper is installed) WINDSHIELD WIPER DO NOT OPERATE ABOVE 126 KIAS ‘OR ON DRY WINDSHIELD (On inside of nacelle locker doors: BAGGAGE CAPACITY 150 LBS. MAX. ‘SEE LOADING SCHEDULE DO NOT EXCEED 1OLBS/SQ. FT. FLOOR LOADING OR 100 LBS. DIFF. BETWEEN LOCKERS ISSUED: SEPTEMBER 18, 1979 ‘REPORT: LK-1206 REVISED: JUNE 12, 1980 a7Ton2 PIPER AIRCRAFT CORPORATION TATIONS PAsSI, NAVAJO 1 top center of aft bin panel (cargo loading placard): RT LKa206 ISSUED: SRPTEMRER 18, 1979COO0GOOD0000000000 OVCO0D0NPO000 DO O¢ 3g ‘TABLE OF CONTENTS SECTIONS EMERGENCY PROCEDURES Pa Ne 41 33 33 3 3 xa a8 38 i xo Engine Fie in Fight... 33 Elteircal Fit. 39 Crosseed, 39 Coming Out of Crostead (One Alternator Inoperative Light On. ret ‘Two AlterraorIropecaive Lights On. ae Propalie/Governo Malfenctions ——— Emergensy Gear Extension Ermergeney Exlneonnn Gear Up Landing Flap Sysiem Malfunction ing Pred). eglehie reo el (Below 83 KAS Engine Fai Daring (BKIAS or above). er sie B16 REPORT: LK-1206 3TABLE OF CONTENTS (cont) SECTION’ (ont) ‘Engine Failue Dacing Shor Field Takeoft Engine Failure Ducig Clb. Engine Failure During Flight AS). Ele Fre Dc Fl (Above 76 KIA), ie Lots of Ol Pest cnnnmnonsnnnrnrvon Rough Air Operation Engine Fie on Ground) 2 2 28 23 23 RRSRRG 2 oo0000000000000000000000C ooo0o0o0ePIPER AIRCRAFT CORPORATION SRCTIONS PASSI, NAVAJO EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES: 34 GENERAL ‘The recommended procedures for coping with various types of ‘emergencies and critical situations are proviced in this section. All of the required (FAA regulations) emergency procedures and those necesstry for the operation of the airplane as determined by the operating and design features ofthe airplane are presente. Emergency procedures associated with those optional systems and ‘equipment which require handbook supplements are provided in Section 9 (Supplements). ‘The first portion of this section consists of an abbrovited emergency checklist which supplies an action sequence for ertcal situations with Tite emphasis on the operation of systems, ‘The remainder ofthe section presents amplified emergency procedures containing additional information to provide the pl with a more complete ‘understanding of te procedures. “These procedures are suggested as a cours of action for coping with the pentcular condition described, bot are not a substitute for sound judgment ‘and common sense. Plots should familiarize thmaclves with the ‘given in this section and be prepared to take appropriate action should an emergency aise, ‘Most basic emergency procedures, such as power off landings. ore @ ‘normal part of pilot waning, Although these emergencies are discussed here, this information is not intended to replace such traning, but only to provide 8 source of reference and review, and to provide information on procedures wiih are not the samme for all aircraft. I is suggested that the plot review Handard emergency procedures periodically to remain proficient in them. ISSUED: SEPTEMBER 18,1979 REPORT: LK-1206 REVISED: SEPTEMBER 15, 1980, 3PIPER AIRCRAFT CORPORATION ION3 XGENCY PROCEDURES PASI, NAVAJO ‘THIS PAGE INTENTIONALLY LEFT BLANK 2 LK-1206 ISSUED: SEPTEMBER 18, 1979 oO oO oo Oo oo000000 oo00000000PIPER AIRCRAFT CORPORATION SECTIONS EMERGENCY PROCEDURES 33 EMERGENCY CHECKLIST SPEEDS ENGINE INOPERATIVE PROCEDURES, ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) Segue svc com oe Ere lingo ; nahn “Si ten) tert oi ‘om Prop. Syne. Electrica lead Crossfeed ENGINE FAILURE DURING NORMAL TAKEOFF (BELOW 83 KIAS) 1 sje emai fr asf stop: Stop strsight ahead 4 insalfie rany remains for ste top Taroules.. Brakes weno Mixture Master sii Fuel selects. Magneto switches OFF ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: FEBRUARY 20, 1981 33TION3 PIPER AIRCRAFT CORPORATION ERGENCY PROCEDURES 'PA-31, NAVAJO PR NAVA Nore ‘Maintain directional control and maneuver to avoid obstacles. MINE FAILURE DURING NORMAL TAKEOFF (g21KIAS era) WARNINGS [Negative climb performance may result from ‘an engine fallure occurring afte lift-off and ntl the gear has been retracted, the filed engine propeller has been feathered and the ov fap on the filed engine is closed. Refer {0 “Single Engine Climb” chart, Figure 5-21, for clean configuration positive climb per: formance. Certain combinations of aircraft weight, configuration, ainbient conditions and airspeeds will resolt in negative climb performance. (Refer to specific chart in Performance Section.) RT LK1206 ISSUED: SEPTEMBER 18, 1979 REVISED: JUNE 22, 1984IDOODDDVDDDODNQVVA( DODDOOVVDODVVD ONO PODNOOO0O PIPER AIRCRAFT CORPORATION SECTION 3 PAI, NAVAJO. EMERGENCY PROCEDURES [ENGINE FAILURE DURING SHORT FIELD TAKEOFF I ‘(Below 91 KIAS) 1f sufficient runway remains fora safe stop: 1 insufficient cunvisy remains fora safe stop: =O FAILURE DURING SHORT ELD TAKEO “(OL KIAS oF above) 1 suTiient runway remains fora safe stop: Depending on terrain, it may be advisable (o land withthe gear retscted, Mixtures san Master switch ‘ISSUED: FEBRUARY 20, 1981, REPORT: LK.1206 ‘REVISED: JUNE 22, 1984 sola11ONS PIPER AIRCRAFT CORPORATION RGENCY PROCEDURES PAS, NAVAJO ‘fficient runway remains, the terrain ahead is unsuitable for a safe 1g andthe decision is made Wo coatiewe the akeof: ional conto. * (operating engine), er cootol (inoperative engine). ‘ng gear (in level or climbing fight. avoiding obstacles “iVobstctes have been cleared thee accomplish WARNINGS Negative climb performance may result from an engine failure oceurring after lift-off and until the gear and flaps have been retracted, the failed engine propelier has teen feathered and the cow! flap on the failed engine I closed. Refer to “Single Engine Climb” chart, Figure 5-21, for clean configuration positive elim Performance, Certain combinations of alreraft weight, configuration, ambient conditions and airspeeds will result in negative climb performance. (Refer to specific chart in Performance Section) IRE LK1206 ISSUED: FEBRUARY 20, 1981 REVISED: JUNE 22, 1984CODD DOCOOPNDDDD OOOO ODADQO0D000CCNO( oo PIPER AIRCRAFT CORPORATION SECTIONS PACS, NAVAIO. EMERGENCY PROCEDURES ENGINE FAILURE DURING CLIMB Land as soon as practical at nearest suitable airport. ENGINE FAILURE DURING FLIGHT Rudder ), akitude permits, a restart may be atempied. ‘Throttle (both engi If eestart falls or alttode does not permit: nop en. Top. eng. ‘Securing Procedure Cow! flap (operative end) . required ENGINE FAILURE DURING FLIGHT ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 38RE LK-1206 PIPER AIRCRAFT CORPORATION PAB, NAVAIO ISSUED: SEPTEMBER 18, 1979 Oo fe} Oo oO oO 1) ° O° Oo oO oO Oo oO ,00000 O©000000000 0000PIPER AIRCRAFT CORPORATION SECTION 3 PA-31, NAVAJO EMERGENCY PROCEDURES ‘When landings ass (airplane will yaw in irection of operative engine) SINGLE ENGINE GO-AROUND (Not possible from a full fap postion unless suicent altitude is available to ‘aise flaps ina descent.) Landing gear Cow! gps on operative engine Teles AIR START (UNFEATHERING PROCEDURE) Propeller. Misture ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 37cTION3 PIPER AIRCRAFT CORPORATION AERGENCY PROCEDURES PA-31, NAVAJO. _ann, een PS NAVAIO. ‘GINE ROUGHNESS raency fuel pumps. WARNING 1 either the right oF left fuel flow warning light juminates and the fuel gauge Indicates fuel Inthe corresponding inboard will indicate a malfunction of the Mapper intoard tank. Immediately select the outboard ‘or select erossfeed to avoid fuel low intertoption, SINE OVERHEAT bd ‘reece nes i perm) to manuevering speed or sighly less (6500 Ibs, 159 KIAS). ‘tude and avoid abrupt manuevers ‘belt and shoulder harness = tighten, iS OF OIL PRESSURE JGH AIR OPERATION ORT: LK-1206 ISSUED: SEPTEMBER 18, 1979 REVISED; JANUARY 10, 2006 e0o¢ CODDDDDDODODODDDDDDD OD OGOOCCOONNO yDODODDOCOODKVOOGOSCHOHDODOGODODDDDDOQ00O( PIPER AIRCRAFT CORPORATION SECTION3 A-31, NAVAJO EMERGENCY PROCEDURES ENGINE FIRE ON GROUND (Eaj sulfcient distance remaining (o stop) ne start, (ask and takeoft with ‘Misture if fire persists) External fie extinguisher 1 ire continves, shut down both engines and ‘evacuate. I fire is on the ground, it may be possible to x avaye ENGINE FIRE INFLIGHT Fire wal fel shutoff nn . Tirole ne Propet ers ER Misture Tnoperative engine Land as son as possible. BLECTRICAL FIRE asl 88 Alleiecuieal switches. Master sWiICh ovornoonen (CB and oniteh for each uni (one ata cme) (CB and switch for failed ‘CROSSTEED Foe selector (inop. eng) level flight... Emergensy fuel pump Gnop. eng.) Crossteed Fuel selector (op. eng.) Emergency fue! pump (op. eng). ISSUED: SEPTEMBER 18, 1979 KEPORT LK-1206 | ED: JANUARY 10,2005 30TONS PIPER AIRCRAFT CORPORATION AGENCY PROCEDURES PAS NAVA (NG OUT OF CRossFEED )RTO LANDING) > Sd of mas ic. flight goes ou. femins lk or alt. CB has tipped: 2. Side of master switch zal load. Tights ay on: switch (bat ses). {or C8 swithes ‘TS EK1206 ISSUED: SEPTEMBER 18,1979 o00000¢ DOOCOODODOODDD DO OO ODO ND OOOOCO0OKPIPER AIRCRAFT CORPORATION SECTIONS ACSI, NAVAJO EMERGENCY PROCEDURES PROPELLER/GOVERNOR MALFUNCTIONS RPM UNDERSPEED Power. Minute. . If prop. moves i feather: Mixture Propeller will move to feather if engine oll peessure is lost. RPM OVERSPEED. Power Airspeed. Prop contol (iprop speed -op will not feather, do not shut down engine. Engine nm EMERGENCY GEAR EXTENSION Alpe L186 IAS Gen eleion Dow Ee. perc Enid, far vender Ener nds ge od sleoricuns fo ease ISSUED: SEPTEMBER 18, 1979 REPORT LK-1206 aLPIPER AIRCRAFT CORPORATION PAI, NAVAJO. NoTE 1 nowe gear isnot extended, the lodig i will not be functioning, ne Uh L106 ISSUED: SEPTEMBER 18, 1979 CVDDDDDNDDNONDNONDNO OOO OK O000000000000PIPER AIRCRAFT CORPORATION SECTIONS A-SI, NAVAJO. EMERGENCY PROCEDURES FLAP SYSTEM MALTUNCTION ANNUNCIATOR LIGHT ON steposition slightly “replace amplifier pri to next fight sncheok for spi fps “pul lap mator CB and {flaps do not mov Ue ftaps ae spit. Tand in this one If flaps are not spi. pall and reset, the et CO I flaps stil do nat oper ‘ioe Cod ed inthis condition FLAPS FAIL TO RESPOND TO FLAP SELECTOR (WITH FLAP INDICATOR POINTING TO OFF) Flap COMO! CB senna sovoneall and reset indicator remains “OFF” enwnssnsrcsmnsrvnonsensnrrnon® 1p operative and ‘aps cannot be repositioned for lending or go-around ‘Windieator shows fap position use Teliowing checitist FLAPS FAIL TO RESPOND TO FLAP SELECTOR (WITH FLAP INDICATOR POINTING TO FLAP POSITION) Flap test switch. fannuneitor falls light. stnnnnsninsannnsnnnePASR eons f OHO “ANNUNCIATOR LIGHT ON checklist 1 annunciator lights. Tf aps Fil 10 85086 warn snny ens damage ISSUED: SEPTEMBER 18, 1979 REPORT: LK.1206 343,TrON 3 GENCY PROCEDURES PIPER AIRCRAFT CORPORATION PASS, NAVAJO “THIS PAGE INTENTIONALLY LEFT BLANK RT LK.1205 ISSUED: SEPTEMBER 18, 1979 DPoOOCOCONDNONCON OC NOOOOOONON NO ANCONA NOOCOOCNOOON0N0CPIPER AIRCRAFT CORPORATION ‘SECTION3 PASI, NAVAJO EMERGENCY PROCEDURES 35. AMPLIFIED EMERGENCY PROCEDURES (GENERAL) ‘The following paragraphs are presented to supply additional Information for the purpose of providing the pilot with a more complete understanding ofthe recommended course of ection ani probable cause of an emergency situation, 37 ENGINE INOPERATIVE PROCEDURES ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) ‘The engine securing procedure should slays be accomplished sequential order according othe nature ofthe engine isiure (ke, practice, ‘engine failure during takeoff, engine (allure during lime, etc), Begin the securing procedure by closing the wot of the inoperative engine and moving its propeller contol to FEATHER (lly af) before the bropelier speed drops below 1000 rpm. The inoperative engine mixture contol should be moved fully af to the IDLE CUT-OFF position. CLOSE its cow! flape to reduce drag and turn OFF the magneto switch, the ‘emergency fuel pump swich and the fuel selector. Tura OFF the alternator ireuit breaker switch of the inoperative engixe. The propeller Synchrophaser (i installed) should be OFF. Complete te procedure by reducing he cecal loud and considering the use ofthe fuel crossfeed if the feel qunty dictates ENGINE FAILURE DURING NORMAL TAKEOFF (Below 83 KIAS) ‘A proflight determination of runway length and computation of acceleratelsop distance will ald in determining the best course of action the event of an engine failure during takeoff. If engine failure occurs while suffieient runway remains for a deceleration and a safe stop, cut power immediately and stop straight ahead. fan engine failure occurs before an airspeed of 13 KIAS is attained, and there is not adequate runway remaining for deceleration and sty immeditely raed the throttle and mixture levers Cully aft and brakes as required, Turn OFF the master switch, the fuel selectors, and the magneto switches. During these procedures, maintain directional control and ‘maneuver to avoid obstacles if necessary. REPORT: LK-1206 38TIONS PIPER AIRCRAFT CORPORATION 'ERGENCY PROCEDURES PAL, NAVAJO ee PA NAVAS. GINE FAILURE DURING NORMAL TAKEOFF (83 KIAS or shove) ‘tan engine fits during takeoff at an airspeed of 83 KIAS or above, the { must decide whether to abort following th preceding procedures or 19 ie the takeofT and climb on a single engine. The pls decision must taxed on a personal jadgmeny, taking into consideration such fecios ining runway, obsticles, the typeof terain beyond the runway, density tide, Weight and loeding, weather, other associated conditions, sirplane Auton, aircraft configuration and the pilot's own profici¢ncy and wi. WARNINGS [Negative climb performance may re fan engine feilure occurring after the gear has been retracted, the failed gine propeller has been feathered and cow! fap on the falled engine ie closed, Refer o “Single Engine Climb" chert, Figure 5-21, for clean configuration postive climb per: Certain combinations of sirraft weight, configuration, ambient conditions and airspeeds will result in negative climb performance, (Refer to specific chart in Performance Section) takeoff is continued the airplane will tend 10 tum inthe direction of ‘operative engine, since one engine wil be inoperative andthe other at ‘mum power. Rudder pedal force on the side ofthe opereting engine will cessary to malncain directional control, If rotation for takeoff hes 1 or the aircraft is just airborne, maintain the takeoff etitude. If ‘me, the airraft may'skip along the runway or stile back to the run- Do not force the aircraft off the ground or raise the gear, but ‘we fo maintain maximum power on the operating engine and the i diectionally aligned with the runway. Once the affected engine 1s ified and its power loss verified, feather lis propeller. The drag tion resulting from feathering the windmilling propeller will provide + of ctimb increment which will allow the aircraft to accelerate to and irborne at the 50 foot barter airspeed (89 KIAS), If the rnaintain level flight or a poskive rate of elim, retract the lending gear. ‘ain 89 KIAS unil clear of obstacles and close the cowl flap on the ORT: LK-1206 ISSUED: SEPTEMBER 18, 1979 REVISED: JUNE 22, 1984PIPER AIRCRAFT CORPORATION SECTIONS PA-31, NAVAJO EMERGENCY PROCEDURES inoperative engine. When above all obstacles accelerate to the best single ‘engine rate of climb speed (94 KIAS). Trim as necessary and close the com! ‘Maps onthe operating engine as much as possible without exceeding engine temperause limits. After o climb has been established, complete the “Engine ‘Securing Procedure” onthe inoperative engin. ENGINE FAILURE DURING SHORT FIELD TAKEOFF (BELOW 91 KIAS) Should an engine failure occur prior to reaching the barrier speed (91 KIAS), the takeoff should be aborted. Ifthe failure occurs while the Alreraft is still on the ground and suficient runway or suitable overrun ‘remains, retard the throttles and apply braking as necessary. If insufficient ‘anway of suitable overrun exists, retard the throtiles, apply braking 2s required, pull the mixtures to idle cut-off, tur the master switch, fuel selectors, magneto switches off and steer the aircraft lo avold obstacles. Should the engine failure occur efter the sirerat is airborne, lower the rose 10 maintain sirspeed, retard the throttles and land on the remaining runway, the runway overrun or the most suitable area straight abeud avoiding obstocls. Ifthe landing cannot be accomplished on the rem runway or overrun prior to touchdown, pull mixtures to idle cut-off, tum the master switch, fuel selectors and magneto switches tothe aff position. ENGINE FAILURE DURING SHORT FIELD TAKEOFF (OLKIAS or above) ‘Should an engin failure occur atthe bartier speed of 91 KIAS or above, the decision to abort or continue the takeoff willbe based on several factors including altitude, areraft weight, suitable landing areas, pilot proficiency ‘and ambient conditions. The two most important considerations; however, are the akltude gained prior (o the engine failure and the availability of suitable laeding areas ahead of the aireraft atthe time of the failure, The pilot's decision must be based on 8 personal judgement, taking into consid- jon such factors as remaining runway, obstacles, the type of terrain yond the runway, density altitude, weight and loading, weather, other sociated conditions, slrplane condition, elxplane configuration and the pilot's own proficiency and capability. Should a suitable landing area (remaining runway, averrun or an sea relatively free of obstructions) be acsessible from the point where the engine failure occurs, the takeoff should be immediately aboried and 3 power-off landing should he accomplished within that are. ISSUED: FEBRUARY 20, 1981 REPORT: LK-1206 REVISED: JUNE 22, 1984 3-160cTION 3 PIPER AIRCRAFT CORPORATION JERGENCY PROCEDURES PA-31, NAVAJO fa suitable landing area isnot avaiable and suficien altitude has been ined, the pilot may elect to continue the takeoff, Should the decision be {e fo continue the takeof itis ofthe utmes Importance to realize that aircraft will have negative single engine elimb performance until the in- srative engine's propeller has been feathered and the gear and flaps have retracted. As altitude may be lost during gear ano Map retraction, the ision to continue the takeoff should primarily be based on the alitude ted priori the falur, Figh testshave indieated thet as much es 100 feet 9 be lost during gear end flap retraction. The altitude loss i a dificult Table to quantify end is primarily predicted on pilot proficiency, however ali weight and amblent conditions mus alo be cotsidered, Prior to Sof he plot shoudahnystevew the performance tion ‘odetemine {adequate single engine climb performance exists for the lakeolf weight | associated ambient conditions ‘Should the decision be made to abort rhe takeoff, the throttles should osed, the landing gear extended (terrain permitting}, the flaps extended imum airspeed of 89 KLAS should be msi ted. If posible, plan and in an area {tee of obstructions. Prior to touchdown, position the ture controls to idle cutoff and turn the master switch, fuel selectors ragneto switches off ‘Should the decision be made to continue the takeoff, maintain direc: val control, identify and then feather the inoperative engine. In level or ‘bing Might. retract the landing gear. Apply * of bunk into the operating ine and retract the flaps incrementally (recommend 3-5" increment). {ntain 91 KIAS until all obstacles have been cleared and then accelerate 4 KIAS, Completetheenginesecuring procedures and land atthe nearest able airport. WARNING [Negative climb performance may result from fan engine fave occurring afer it off and ‘nt the gear and flaps heve been retracted, the faite engine propeller has been feathered snd the cow flap onthe failed engines eosed, Refer to "Single Engine Climb” chart, Figure 5:21, for clean configuration postive elm performance, PORT: LK-1206 ISSUED: FEBRUARY 20, 1981 . REVISED: JUNE 22, 1984 DOOODNOVONVONGD ONO OGCODODDO ADNAN OOOO000000¢PIPER AIRCRAFT CORPORATION SECTION 3 A-SI, NAVASO. EMERGENCY PROCEDURES WARNING Certain combinations of aircraft weight, configuration, ambient conditions and airspeeds will result in negative climb performance. (Refer :0 specific chart in Performance Section) ENGINE FAILURE DURING CLIMB It engine failure occurs during climb, minimum airspeed of 94 KIAS should be maintained Since one engine wil be inoperative and the other will bbe at maximum power, the airplane will have a tendency to turn in the siretion of the inopentive engine. Rudder pedal force on the side oF the ‘opernting engine will b necessary to maintain directions control. Afer the affected engine has bezn identified and power loss verified, complete the “Engine Securing Procedures.” Continue a straight ahead climb until, sutTigientalcade (minimum of 1000 feet above ground elevation to execute a "Single Engine Landing” procedure at the nearest 5 alrpart. During climbs, the best single-engine rae of climb speed of 94 KIAS is recommended; however, in high ambient temperatures, airspeed may be Increased to 103 KIAS if necessary for improved cooling Normally, cylinder hhead temperatures can be maintained within limits through cow! flap ‘adjustments, Climb rat wil be reduced by approximately 50 FPM. ISSUED: SEPTEMBER 18, 1979 ‘REPORT: LK-1206 REVISED: JUNE 22, 1986 34710N3 PIPER AIRCRAFT CORPORATION 2GENCY PROCEDURES PA-d, NAVAJO. \NEPAILURE DURING FLIGHT (Below 76 KIAS) voald an engine fil during light at an airspeed below 76 KIAS, apply towards the operative engine to maintan directional control, The les should be retarded to stop the yaw force produced by the ative engine. Lower the nose of the sirciaft to accelerate sbove 76 ant ines ine power cn he pea npn she aged excess fer an sespeed above 76 KIAS hs been etblished, en engine restart t may be made ifettude permits. Ifthe restart has failed, or alitade ot peri, the engine should be secured. Move the gropelle control of aperative engine to FEATHER and complete the "Engine Securing tre.” Adj the trim toa 5* bank into the operating engine, The cow! 1 the operative engine should be adjusted as required to maintain temperature within allowable limits, AE FAILURE DURING FLIGHT (Above 76 KIAS) fan engine fails at an aitspeed sbove 76 KIAS during fight, begin tive response by identifying the inoperative engine, The operative should be adjusted as required afer the loss of power has been 4. Attain and maiaiain an alrspeed of 94 KIAS. Once the inoperative thas been identified and the operating engine edjusted properly, an restart may be attempted if altitude permits. lor tw securing the inoperative engine, check to make sue the fue ow :agine is sufficient. I the fuel flow is defen, turn ON the emergency imp. Check the fuel quanty onthe inoperative engine sie and switch ‘selector othe other tank if a suficient supply is indieated. Check the ‘sure and oil temperature and insure fat the magneto switches are ‘he engine fils wo stat it shouldbe seeured using the “Engine Securing RT LK1206 ISSUED: SEPTEMBER 18, 1979 REVISED: FEBRUARY 20, 1981PIPER AIRCRAFT CORPORATION SECTION 3 PA-31, NAVAJO EMERGENCY PROCEDURES Ater the inaperative engine has been secured, the operative engine can be adjusted. Power should be maintained as required and the mixture cont} should be adjusted for power. Check the fuel supply and arn ON the emergency fuel pump if necessary. The cow! flaps on the opertive engine should be adjusted as required to maiatain engine temperatures within allowable limits, Adjust the trim toa 5® ban into the operating engine. The leeuical load should be decreased toa required minimum, Land as soon as racial atthe neneet slate aio. SINGLE ENGINE LANDING ‘a single-engine landing is necessary, a check should be performed to determine whether or not the hydraulic pump is functioning for normal gear ‘extention. This check is accomplished by placing the landing geet contr the UP position with the gear reacted. Tf the hydraulic pump is fanctioning, pressure will tum the contol to the neutral postion ‘This cheee should be performed before entering the traffic patiem so that there will be time {0 pump the gear down with the hand pump if necessary. ‘The “Engine Securing Procedure” should be complete on the inoperative engine. Fasten the seat belts and shoulder harnesses and select the FAN position of the heater switch. The operative engine emergency pump should be ON and the mixture RICH. Advance the propeller conto) (operative engine) full forward. Check to ensure thatthe fuel selector is ON ‘he main (inboard) tank on the same side asthe operating engine, The fuel rossfeed valve should be OFF. The cow! flaps on the operaive engine should be adjusted as required, Maintain an airspeed of 104 KIAS oF above and an ‘normal nti a tanding is assured. When a landing is assured, extend the gear and Maps, Slowly retard the power onthe operative engine and flare out the Airpline for a normal landing. Trim as necessary as power Is reduced, The Aipline wll tend to yaw toward the operative engine. ISSUED: SEPTEMBER 18, 1569 REPORT: LK-1206 REVISED: FEBRUARY 2, 1981 3ona. PIPER AIRCRAFT CORPORATION GENCY PROCEDURES PAS, NAVAJO 3 ENGINE GO-AROUND ingle engine gosroud shouldbe avoided if all posible. A from fal ap potion is ot posable sles sient lide fs €tovaise eps ina descent final approach speed above 94 KIAS sce the aoplan in the best coafiguration shoo a go-round be ° execute a single engine go-around, advance mixture, propeller, and controls fully forward for maximum power on the operating engine. flaps and landing geat. Maintain the sirspeed at or above 94 KIAS. srlm and cowl flops as requied. WARNING ‘A go-sround should not be attempted after the airspeed is decreased below the best single ‘engine angle of climb speed (90 KIAS).. ‘ing climbs, the best single engine rte of climb epeed of 94 KIAS is tended; however, in high ambient temperatures, airspeed may be to 103 KIAS if necessary for improved cooling. Normally, cylinder mperatures ean be maintained within limits through cow! flap ms. Climb rte will be reduced by approximately SO FPM. ‘ART (UNFEATHERING PROCEDURE) ‘ON the fuel elector ofthe inoperative engine side, turn ON the 3e-aad open the tole 1/2 inch; Move dhe propeller cont one irre and open the mixture contol, fll forward, Engage the sate 1 propeller i unfeahered, Av the RPM passes 1000 coming out Of pall the proplir contol back tothe low RPM position to prevent ‘ei ped. ine eine sea btren 1800 and 200) cistecng 00 REM hs ow poe ting ast be heal ine i warmed op and oi pressure and temperature are sable is Ten the slicnator OW and check the engine ferment The * synchrophatr i itll) ean then be med ON { LK-1206 ISSUED; SEPTEMBER 18, 1979 [REVISED: JUNE 22, 1984° "PER AIRCRAFT CORPORATION sections SAAS EMERGENCY PROCEDUMES Gesu amcor mocemens {}9 ENGINE ROUGHNESS tam engin far trans eric the cate may b fu] ow rap ft cana gt arena pln po Woops eeu he entency ol pumps ON Sens he ng lumens ors he cate cs deeited Adjust mids ooh or moxium snag he tees eho eas Signe cognac nay esi Open te sro si cna lohed inkcton son acer: epineSead epee a Cah oreo nen col faa aan 1 he pole enh fe som slg ane an conning ay sank fe Sgro wi ect Shy at opens poy, 2 waRwine © If either the right or left fuel Now warning light 5 iMtominates and the fuel gauge indicates fel ening in the corespondingtnbowd tank, his ‘lines moni ofthe spp orn the inboard tank. immediatly sels he oubouré unk } ‘oe tlet erased av fa! flow itrugon. O.ar exore overeat © Aine engine temperatures become excessive, open the cowl Maps. Enriching the mixture and reducing power wil teo reduce englae Cemperaure. If a more rapid reduction of engine temperatare is desired, Crores the alrpeed by eaubliahing shallow de. (Cass Loss oF ont PRESSURE Loss of oil pressure could be caused by a fully pump, ol exhaustion, ‘or aienk. A loss of oil pressure indication could be the result of a faulty Gauge. tn any event, continued operation of the engine could recut in a _Cfitioasemerseny sation o sve engine damage ~ Complete the “Engine Securing Procedure" (paragraph 3.7) on the O vamine. IK engine oil is deptted, the engine will seize and if fenthering is not Qaitiated before 1000 RPM is reached, propeller will not feather oO oO OSSUED: SEPTEMBER 18, 1979 REPORT LK-1206 CJEVISED: JANUARY 10, 2005, 32 Oo oO oO deo10N3. PIPER AIRCRAFT CORPORATION (GENCY PROCEDURES Ach, NAVAIO UGH AIR OPERATION conditions of extreme turbulence, slow the siplane 10 maneuvering ‘slightly les, Maneuvering speed wl decease with the weight ofthe ‘0g, 159 KIAS at 6500 bs, 15] KIAS at $400 Ibs. A reduction ia sil ease the stress to which the eitplane i subjected by turbulence, Fly © and avoid ebrupt maneuvers. Fasien seat belts and shoulder 'e8 a8 a precaution against buffeting and lurching. When flying. in 2 turbulence or strong vertical currents and using the sutoptot, the “hold should not be used. NGINEFIRE ON GROUND (Engine start, ‘a/ and takeoff with suficlent distance rematning to stop) £ frst step to extinguish the fire is 1 move the fire > OFR. Next, turn OFF the emergency Fuel pump. This will stop the uel to the burning engine, The brakes should be used as required, the throtle and se the radio to cell for assistance. ‘he fire persists, move the mixture control to IDLE CUT-OFF, shut he engines and evacuate: the fe should be entingished by en ‘means, he fire is onthe ground near the atplane, it may be posible to tax to NGINEFIREIN FLIGHT ‘engin fre cceuts in flight, postion the fre wall el shutoff valve tulty engine to off. Then, close the trot, feather the propeller, and ‘mixture con to idle Cubott, Use the Kagine Securing Procedure. ph 3.7) to complete the engine shutdown. Land assoon as possible. eR LK1206 ISSUED: SEPTEMBER 19, 1979 [REVISED: DECEMBER 18, 1990 ceoooooNgoeoaCooCONOOONOOOOOOOOOCOOO00000(PIPER AIRCRAFT CORPORATION SECTIONS PASI, NAVAJO. EMERGENCY PROCEDURES 321 ELECTRICAL FIRE ‘The presence of smoke in the cabin or the distinctive odor af smoldering insulation are indications of an electrical fire. The fist sep in ‘coping with an electrical fie isto turn the master switch OFF, During night fig be sure that a flashlight is in hand before tuning off the master switch. Check for open circuit breakers; then pall all circuit Breakers, and turn OFF allelectrical switches and avionics switches, Return the maser switch to ON and, one wait at atime, tum ON the lecrical switches and press in the circuit breakers for the individual units ‘required for light. When the effected unit is Tocated, pull ts elcult breaker and turn its switch OFF. The failed unit should be left OFF for the remainder of the flight. 323 CROSSFEED (Crossfeed should be employed only when necestary to extend range during single-engine operation or when necessary to operate the combustion heater after the right engine has been shutdown in Might (Refer to paragraph 7.38) Crossfeed must be OFF for takeoffs and landings ‘To setivate the crossfeed system, place the fuel selecor valve of the inoperative engine side on either of the tanks on that side containing sulficient fuel quantity, Tum ON the emergency fuel pump of the inoperative engine. ‘Tum ON the erossfeed valve located atthe base of the control pedestal. ‘Then, on the side of the operating engine, ten OFF the fuel selector, end ‘um OFF the emergency fuel pump. 3.25 COMING OUT OF CROSSFEED (PRIOR TO LANDING) To return to normal operation during a single-engine lending when the fap drive stops automaticaly and the “Mp” annunclaor lights “fference between the Maps reaches five depres, If this occurs, no ontrol of the fleps is provided and the remainder of the fight the landing and go-around if necessary. must be planned without the flaps. Asymmetric faps may usually be identified by @ nency, depending oa the lft characteristics of the flaps a the where they fal. LAP" annuaciator warning without asymmetric flaps can be filed amplifier. in ths case, the flight may be continued withthe «that, in the event of asymmetric Maps, no further annunctator vill exist. The amplifier should be replaced prior to the next fight. ‘= ofthe flaps to move without an asymmetric condition can be ‘a wipped fap contol circuit breaker or flap motor creat breaker suit breaker panel on the left wall ofthe cockpit IF neither circuit S tripped, a feult exists in the flap drive and further effort to the flaps should be carefully considered so as not to compound nm lp malfunction should occur and the flap control circuit breaker > motor circu breaker isnot tipped, proceed accordingly to the 'y Procedure Checklist on page 3-13, caution Do not reset a tripped flap motor circuit breaker if a split ap condition exits, PLKARG ISSUED: SEPTEMBER. 18, 1979‘TABLE OF CONTENTS SECTION 4 NORMAL PROCEDURES Paragraph Page No. age 4 a 45 47 Amplified Normal Procedares (Genera 45. Prehight Check. 411 Before Starting Engines. 413 Engine Stato 435 a7 a9 REPORT: LK-1206LK1206 CODDDDDODDDADDODDDDDD ODD GCODOOOQDO0000(PIPER AIRCRAFT CORPORATION SECTION 4 PAB, NAVAJO NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES 4.1 GENERAL ‘This section describes the recommended procedures (> he conduct of ‘normal opertions for PA-31 Navajo aitplanc. All ofthe required (FAA ‘egulations) procedures and those necessary forthe operation ofthe airplane. determined by the operating and design features ofthe aiplane ate resend Normal procedures associated with those optioral systems and equipment which require handbook supplements are presented in Section S (Supplements). ‘These provedares are provided as a source of reference and review and ‘o supply information on procedures which are notte same fo all aircraft. Pilots shoud familiarize themselves withthe procedures given inthis section inorder to become proficient inthe normal operations of the airplane. ‘The first portion ofthis section isa short form checklist which supplies an action sequence for normal procedures with little emphasis on the ‘opertion of the systems. ‘The remainder ofthe section is devoted to amplified normal procedures ‘whica provide detailed information and explanations ofthe procedttes and ‘how io perform them. This portion ofthe section is not intended for use as an in-flight reference due to the lenghly explanations, The short form check shouldbe used in ight. “The pilot should use the full Maximum Continuows Power rating ofthe ‘engire when safety consieations so dictate, ISSUED: SEPTEMBER 18, 179 REPORT: LK-1206 REVISED: SEPTEMBER 1S, 1980 at4 PIPER AIRCRAFT CORPORATION -PROCEDURES PAs, NAVAJO PEEDS FOR SAFE OPERATION lowing airspeeds are those which are significant 10 the operation lane. These figures are for sandard airplanes flown a gross weight ance for ‘conditions at sea level, For additional airspeed information fie airplane may vary from published figures {upon the equipment instlled, the condition of the enj ‘nd equipment, atmospheric conditions and piloting technique, ver Exceed Speed 236 KIAS ‘aximum Strctural Cruising Speed 188 KIAS, ign Maneuvering Speed TS9RIAS, laximum Flaps Extended Speed 25° Flaps iaxras, Fall Flaps (40%) 140 KIAS. um Gear Exiended Speed 156 IAS {aximum Gear Operating Speed Extend 1S6KIAS 19 KIAS ssi Clinb Speed ‘0* Flaps 94 KIAS tx Angle of Climb Speed BOKIAS nal Approach Speed 100 KIAS tentional One Engine Inopertive Speed SOKIAS ‘axinum Demonstrated Crosswind 20 RTS LK-1006 ISSUED: SEPTEMBER 18, 1979- REVISED: SEPTEMBER 15, 1990-PIPER AIRCRAFT CORPORATION SECTION4 PASI, NAVAJO NORMAL PROCEDURES WALK-AROUND Figure 41 45 NORMAL PROCEDURES CHECK LIST PREFLIGHT CHECK. Emergency WindOW von ‘Oxygen pressu ‘Oxygen masks en ‘place ISSUED: SEPTEMBER 18, 1979 REPORT LK-1206 REVISED: JUNE22, 1984 43UTION: Check thet the four srews securing the nose ‘are presen and secure. A screw deiver may be needed to ‘Check that the six (three per side) side cowling eners are present and secure. Check for both the proper met ofthe pant stripes on the cowling ad fastener and ‘he exesion ofthe locking pin indicator inthe fastener slot. IRNING: Failure to Insure the presence and seoutty of + bowl and cow/ side fasteners may result in inflight cowl ation and joss of areaft contol, eft wing (3 fuel drain). uk1206 ISSUED: SEPTEMBER 18, 179, "REVISED: MARCH 17, 1994PIPER AIRCRAFT CORPORATION SECTION PASI, NAVAJO FUSELAGE (RIGHT SIDE) WARNING ‘No braking wil occur if handle is pled pi brake application. Parking brake Contos. Alternator CB switches ‘vionies switches Master switch. Cov fas Gear lights, ‘Anauoeiator por ‘Alternator inop.lighis Pneumatic source malt Door Fue! flow lights, Biergency fuel pumps Prop syn. : ISSUED: SEPTEMBER 18, 1979 REPORTS: LK-1206 REVISED: MARCH 17, 1984 484 PIPER AIRCRAFT CORPORATION PROCEDURES PAB, NAVAJO. vedo imag a START START ‘itch off when using APU.) sooremsnnansnPepeat fst 10 sepa tra ‘Spaeumatie malt. ight -OUT™PIPER AIRCRAFT CORPORATION PAL, NAVAJO. smsnihooked ae checked ENGINE RUN-UP WARNING No braking ill occur if handle is pulled prior to brake application. ‘Alterator output. ‘Alternator Inope igs ‘Annunciator pene lights on ISSUED: SEPTEMBER 18, 1979 REVISED: DECEMBER 18, 1990‘4 PIPER AIRCRAFT CORPORATION “PROCEDURES PAs, NAVAJO and 15 for ahr eld tbat fcnnnnonnnveesbattiee speed (89 KIAS) LK-1206 ISSUED: SEPTEMBER 18, 1979 REVISED: DECEMBER 18, 1990PIPER AIRCRAFT CORPORATION SECTIONS A-SI, NAVAJO NORMAL PROCEDURES: SHORT FIELD TAKEOFF “Hest Single Engine Rate of Climb Speed (GAKIAS) cums Maximum Normal Operating Power (when safely clear of obsaces oti Mixture 8 GPH min, 475° CHT max 1s0° ET max) Cov aps. Sear ais adn a ct belts tnd no sting sign Onyeen CRUISE soc39,5* MP, 2400 RPM Emerge fuel pumps nen Fuel selectors. a as amin, 1350° BOT. serena NBOARD “as equited OFF tot and windshield heat, as required ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: DECEMBER 18, 1990 49NA PIPER AIRCRAFT CORPORATION \L PROCEDURES 'PA-31, NAVAJO AS max 0255) AS max. 40") i vel pumps. Fite (i wed) ern $ LK1206 ISSUED: SEPTEMBER 18, 1979. REVISED: FEBRUARY 20, 1981PIPER AIRCRAFT CORPORATION SECTIONS PAS, NAVAJO NORMAL PROCEDURES SHUTDOWN WARNING [No braking will occur if handle is pulled prior to brake application. Electrical equipment Moar (Isteng sare ISSUED: FEBRUARY 20, 1981 REPORT: LK-1206 REVISED: DECEMBER 18, 1990 4.1004a PIPER AIRCRAFT CORPORATION LPROCEDURES PAB, NAVAJO ‘THIS PAGE INTENTIONALLY LEFT BLANK 11K 1206 ISSUZD: FEBRUARY 20, 1981 o000c DPOONDONNCONODCOONGCOOOOCNOOOCO0000000PIPER AIRCRAFT CORPORATION SECTION 4 PASI, NAVAJO. NORMAL PROCEDURES 47 AMPLIFIED NORMAL PROCEDURES (GENERAL) ‘The following paragraphs ere provided 1o suply detsiled information and explanations ofthe normal procedures necessary for operation of the alrplane. 49 PREFLIGHT CHECK ‘The slrplane should be given « thorough preflight and walk-around ‘check, The preflight should include a determination of the airplane's ‘opermtional status, a check that necessary papers are onboard and in order, and a computation of weight and C.G. limits, takeoff distance, and in-ight performance. Baggage should be weighed, stowed, ad ted down. A weather briefing forthe intended Might path should be obtained, and other Factors ‘elatng oa safe Night shouldbe checked before akeof. cocxerr Upon entering the cockpit, release the controls if they have been secared, After ensuring that magaeio switches, electrical switzhes and flap switch are OFF and that mixture levers are ir IDLE CUT-OFF, turn the ‘master switeh ON, Check that the fuel quantity gauges are operating and that there is sufiient fuel forthe flight. Fuel quantity gauges indicate the amount of fue in the tanks selected on the fuel selector valves. Chock thatthe three green gear postion lights illuminate, Set all trim controls to neutral and fully open the cow! Naps. Turn OFF the master switch, White still inside the airplane, check thatthe emergency window is secure and that an oxygen mask is present and operational and properly stowed if installed. Check the oxygen pressure gauge on the lower left instrument pane! to ascertain thatthe oxygen supply is sufficient. Check that the oxygen contol knob is pushed into the OFF position, ‘A complete walk-around check should be routinely performed during och preflight. A set pattern shouldbe established, starting at the cabin door tnd proceeding forward, completely aroued the airplane, and terminating ‘upon return tothe eabin door. ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JUNE 22, 1984 aadNa PIPER AIRCRAFT CORPORATION LPROCEDURES Pad, NAVAJO NO ‘ed first along the tralling edge ofthe left wing, checking the wings, arfaces, and hinges for damage and operational interference. The 4 control surfaces should be free of ice, snow, frost, or other us substances. Static wicks should be in place and in good ‘The fuel supply should be checked visually, and Fuel caps securely Fuel venis should be clear of obstructions. If surface dejeing is ‘the boots should be free from defects and flat agninst the wing Uf tie-downs and chocks have been employed, they should be before Might. The wing tip and lights should show no signs of ve underside ofthe left wing are four fuel drains which should be “ained during the preflight check to allow the removal of any ‘cumulation of moisture or sediment in the fost system, and t0 "octane by checking the color. Pushing up onthe arm of each fuel «fora few seconds should allow sufficient fuel to flow to allow the °f contaminants, Collecting drained (vel in clear container and it visually is recommended, nding gear should be examined, The strut should he inflated to ‘ut 3.25 inches of piston tbe when supporting an emp alzplane {uel tanks and full ofl and operating fluids. The condition of 15 of the strut, the gear docrs, the brakes, the gear micro switch, 1d appear sound, and fitings, attachments, screws, hinges, etc, "secure. The tire should be inflated to 60 psi, and should be for breaks, cuts, bruises, cracks, and excessive west. "engine nacelle access panels should be secure. The engine cow! ‘wheel wells, and nacelle intakes should be clear of debs, bied (Oil quantity an be checked through the access door on the top of + The ol filer must be replaced securely. vropeller blades and spinner should be checked for nicks, cracks, er defects. There shouldbe no indication of leakage of ol, fuel, lids inthe area ofthe wing or on or about the nacelle and landing tard of the nacelle, the gear micro should be clean snd Intact, and ot fillet should show no signs of sizes, LK-1206 ISSUED; SEPTEMBER 18, 1979 REVISED: JUNE 22, 1986PIPER AIRCRAFT CORPORATION ‘SECTIONS PASI, NAVAJO. NORMAL PROCEDURES NOSE SECTION Continue from the feft wing forward sround the nose section of the ‘icone. Al access plates should be secure, and the general condition of the ‘nose section should appear sound. Baggage should be securely stowed and the baggage compartment door completely closed and locked. Battery venis ‘nd heater inlets and outlets should be open and clea, The nose gear should ‘be checked inthe same manner as the main gear, with a proper stut piston {ube exposure of about 3.25 inches, and a proper ire inflation of 42 ps. No ‘eakage of hydraulic or brake fluid should be present. ICs chock has been ‘employed, i should be removed. Landing and ti lights should be clegn and inact. I ptot tube covers have been installed, they must be removed, and the pilot head opening checked and ensured clear of insecs, drt, or other ‘obstructions. When pitot heat operation isto be checked, the master switch ‘and ptot heat switzh must be turned on, and the pitot head found hot to ‘ouch. Be careful, as the pitot tube gets extremely hot. ‘The windshield and pitt and copilot side windows should be clesn and the windshield wipers in ood condition. RIGHT WING Continuing aft and around the right wing, the same checks and procedures as performed on the left wing should be completed in reverse ‘order. There are three fuel valves which must be drtined under the right ‘The right sileron includes a tr tb which must be checked. FUSELAGE (RIGHT SIDE) Check the generat condition of the right side of the fuselage. The ‘emergency exit window should be secure and flush with te fuselage skin, and all side windows should be clean and without defecis. Antennas and ‘ables should be in place and securely attached. The openings in the static pads should be clean and unobstructed. EMPENNAGE All surfaces of the empennage should be examined for damage and ‘operational interference, Fairings and access covers should be attached and ‘in good condition. Deicer bots shouldbe in good condition and fat against the surface. The elevator and rudder should be free and in good condition. REPORT: LK-1206 413NA PIPER AIRCRAFT CORPORATION LPROCEDURES Fas31, NAVAJO trim contols set new, all rim tabs should be neutral, Check the ofthe tabs, and ensure that all hinges and push rods are secure and condition, If the tail has been tied down, remove the tie-down rope, Oe (@LEFTSIDE) eles ofthe slags teste opeing shouldbe cea side ‘elms and sound, an abi door aac a ngs at IF ight Tigh i antptd, before completing te wall around {aT Stree etn emer 3 mat BON 1 all occupants are boarded, the pilot should check that all cabit Droperly closed and latched. The door support cables should be necessary, 20 that they wil not inerere with the closing of SORE STARTING ENGINES preflight interior and exterior checks have been completed and te has been determined ready for ight, the cabin door should be- Ind all occupants seated. Check thatthe aft baggage compartment "bin cargo azea if itis loaded are secure and thal e-downs are used ‘exsary, Passengers should be briefed on the use of seatbelt and tamesies, the emergency exit, supplementary oxygen, ventilation seat adjustment, comfort farlites, tc. The pilot should advise the + when smoking is prohibited and caution them ageinst handling ‘equipment, door handles, end the emergency exit [t may be {0 inform passengers of sounds or sensations which may not be them, but which are wssociated with normal fight. All seats "adjusted and tecured in position and seat belts and shoulder properly fastened. te parking brake by frst depressing and holding the toe brake ‘then pulling ou the parking brake handle WARNING [No braking wilt occur If handle is puted prior tobrake application. + L106PIPER AIRCRAFT CORPORATION SECTIONS A-SI, NAVAIO. NORMAL PROCEDURES ‘Check chat control levers move smoothly, and adjust the friction ‘controls desired. Fuel selectors should beset on the inboard tank postion, ‘the crossed turned OFF, and the Fuel fire wall shutoffs checked open. ‘Check that the manual alternate alr conteols on the lower instrument panel are pushed in and OFF. All circuit breakers should be IN'and ‘alternator circuit breaker switches ON, All other eletrical switches and alt ‘avionics switches should be OFF, Check that all radio switches, light Switches, and the pitot heat switch are OFF to avoid an electrical overloed ‘when the starter is engaged. The alternate static souce control under the left sid of the instrument panel should be OFF, and the mixture controls should ‘be inthe IDLE CUT-OFF position. ‘Tum ON the master switch, Thee green gear lights should iluminete, ‘The allemator inoperative lighs and pneumatic source malfunction li should come on and remain on until the engines ae started. The door ajar lights on the overhead panel should both be out. Check that beth cov flaps ‘are oper, Check the function of the fuel flow warning Highs by using the Dressctodest feature. Check the annunciator panel by sing the press-totet ‘switch. Before starting the engines, turn ON the seatbelt and no smoking sigs, and check that passengers comply. 413 ENGINE START NORMAL START fan external auxiliary power unit (APU) is used for starting, the ‘master switch and all avionics switches should be OFF until both engines are running and the power unit is removed. When an APU is used, itis ‘recommended tha the right engine be started firs. Open the throtle of the first engine to be started about 1/2 inch, advance the propeller control forward, and tun the magneto switches ON Advance the mixture contol to RICH and turn ON the emergency fuel pump to prime the engine unl fuel ‘ow of 6 gallons per hour is indicated, then pull the minture control at IDLE CUT-OFF. Visuelly confirm that the propeller area le clear, ind ‘engage the starer, When the engine starts, advance the mixture control slowly toward the RICH position. Adjust the throttle as necessary to ‘maintain a speed below 1000 RPM. Check the oll pressure gauge for an indication. Normally there should be an indication of oil pressure within 30, seconds. In cold weather it may tke a few seconds longer. I after allowing sufficient time there is no oil pressure, shut down the engine unt the cause is ‘determined and remedied. Check the fuel pressure gauge, ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JUNE22, 1984 45“4 PIPER AIRCRAFT CORPORATION = PROCEDURES 'PA-31, NAVAJO. £40 see tha the alternator inoperative ight and the pneumatic bo light for the running engine are extinguished, To check the the bydraulic pump of the frst engine stared, place the gear :ver in the DOWN position. If uhe pump is functioning properly, ver wil automatically reura to neutral, the second engine following the same procedure, The hydeaulle ck should be eliminated from the sterting procedures for the Be, When bot engine a rening, ll warning igh should b= er engines are still warm from previous operation, the mixture old remaln in . Ubrotle 1/2 Inch, and advance the propelier contol, Tarn ON the ‘witch and the emergency fuel pump. Do not prime! Engage the hea te eapna art, svance to mintureconyol. Lear ie "fuel pump on for approximately 3 mxlontes to purge the te and proceed att & Normal Str (see above). TART engine is Mooded (by overpriming, for example), the mixtore "pulled to IDLE CUT-OFF. Afier tarning ON the magneto tdvance the thoule to the folly OPEN position and engage the Ivance the mixture coatrol only afer he engine has started, and ‘hott lever to 1000 RPM. ‘ORE TAXING ‘APU has been used for star, it sbould he disconnected and te ite turned ON. ‘and heater may be tumed on as desired. Set gyros and clocks as Set the altimeter to field elevation. Tum ON and check electric (ON the avionics maser switch, Check the autopilot (see Section ‘™OFE. Cheek the fuel selectors in all poston, he same ns that fuel waming lights should not iominate. Check the radios, sm as desired, Release the parking brake by frst depressing and ve toe brake pedals and then pushing in on the parking brake K-06 ‘ISSUED: SEPTEMBER 18, 1979 REVISED: JUNE 22, 1984PIPER AIRCRAFT CORPORATION SECTION 4 PASI, NAVAJO NORMAL PROCEDURES 47 TAXTING While taxing, apply the brakes to determine their effectiveness. Check the fight instruments to see that they te functioning 49 ENGINE RUN-UP. WARNING No braking will oceur if handle is pulled pei (o brake application. Set the parking brake. Advance mixture and progeller controls, and ‘open the cow! flaps. Check engine instruments to see tha they are functional and that readings are within limitations. (See Section 2.) The engines are equipped with a dynamic counterweight system and ‘us be operated accordingly. Use smooth steady moversents of the throttle contols, and avoid rapid opening and closing. Set the thotiles to an engine speed of 1500 RPM. Retard the propeller controls aft to check feathering; however, do not allow a drop of more than S00 RPM, Check that the gyro ‘presiure gauge i reading within the green are, ‘Cheek alternator output by pressing fist one and then the other ‘momentary push bution located on ether side of the ammeter, Altemttor ‘alpat readings should be approximately equal, Advance the trotles until engine speed reaches 2300 RPM. Check the ‘magnetos on each engine by turning OFF, then ON, each of the four magneto switches in tun, The normal drop when a magneto is tured off is about 99 RPM. The maximum allowable drop is 175 RPM. The meximurn differential verween the magaetos on one engine is 50 RPM, After checking ‘one magneto, do not check the next until the englne speed reuirs to 2300 RPM. Operation of an engine on one magneto shouldbe kept toa minimum, 3xercize the propeller levers through their cange to check their ‘penton. Response should be normal. Do not allow speed to drop more ‘han 300 RPM. Retard the throttles 10 600-650 RPM to check idling. Set the throttles at 4000 RPM; recheck the Might instruments, and reset them iF necessary. Set the cesred amount of ition onthe engine control levers. ISSUED: SEPTEMBER 14, 1979 REPORT: LK-1206 REVISED: DECEMBER 18, 1990 417wn PIPER AIRCRAFT CORPORATION \L PROCEDURES PA-31, NAVAJO. "FORE TAKEOFF belt and no smoking signs should be ON for takeoff. Inboard fuel 'at be used for takeoff; therefore ensure that both fuel selectors ace ‘board tank positions and thatthe fuel quantity is sufficient, Cheek {is in OFF postion. ‘k thatthe mixture and propeller controls are full forward, Check flaps for proper operation, Extend wing flaps 15°, Visually confirm ‘and left wing flaps are equally exteried. Retact the flaps. After begin to move, pres and hold the fap tet switch The Maps should the FLAP annunciavor should inlaminats, Relesse the flap test ‘he annunciator should extinguish and the flaps retract £0 O° {Maps are at O° for a normal takeoff or 15° fora dirt field lakeoft "be sure that the propeller synchrophaser, autpilo, and surface 'e OFF if intalled, Set im for takeot. vec alternator oviptt. Tur pitot, propeller, and windshield heat sessary, Set avionics as required. Set the direction indicator If ‘and set the transponder as required. Make cern that controls and that all engine instruments are reading within limits. Turn 'y fuel pamps ON for takeoff and release the parkig brake. Check ning lights are illuminated, Do not takeoff i fuel low warning, minted :OFF L «holding the brakes with the mixture and propelter levers full sdvance the Urotles slowly to a manifold pressure of 30 inches of then continue to advance the throtles ata normal rate and release 5. Do no allow manifold pressure to exceed 46 inches. Use smooth, roile movements, and ayoid rapid opening and closing, Propeller ‘wkeoff should be 2575 RPM, 2nglnes are adjusted to provide 40 inches Hg, manifold pressure at ie in standard temperature at sea level. Depeading upon altitude erature it is possible (o reach higher (up to 46 inches) or lower pressures, YEK-1206 ISSUED: SEPTEMBER 10, 1979 REVISED: JUNE 22, 1984PIPER AIRCRAFT CORPORATION SECTIONS NORMAL PROCEDURES: Each engine density controller i set to produce rated takeoff power for that engine. The takeoff power manifold pressure for each engine will not necessarily be the same. However, Ifthe spread in manifold pressure exceeds 1.3 inches during full rote climb, she density controller settings should be checked and serviced, AL 8) KIAS, rotate the sreaft and allow i to fly off. Maintain a pitch ssitade which wil resutt in acceleration of the aircraft to 89 KIAS at $0 feet, [Before the airspeed exceeds 129 KIAS, retract the landing geae. Continve 10 accelerate othe desired climb alrspeed. ‘SHORT FELD ‘The inital segment of the short field takeoff procedure is identical to the normal procedure except thatthe brakes shall be beld unlit has been determined that each engine is operating normally at meximum continuous power, Aer it has been determined that each engine is operating normally ‘at maximum continuous power, release the brakes, neuralize the elevator ‘control and initiate the takeo? rll. Maintain directional contol with the nose whee! steering system only. Avoid makiag stering Inputs withthe brakes as this may result in inereasing the takeofT ground rll distance. ALTE KIAS, rotate the aireraft to achieve an attude that will result in an inital climb airspeed of 91 KIAS, Msiniain'91 KIAS until the barier has ‘been cleared, After the barier has been cleared, retract the Lending gear, the ‘aps and accelerate to 94 KIAS (best single engine rae of climb), 424 CLIMB ‘When clearance above obstacles and terrain permits reduce to maxi ‘wum nornal operating power by serting the dhottes 10 39:5 Inches Hg. ‘manifold pressure and the propellers to 2400 RPM, Lean the mixture 0.0 ‘minimum fue low of 28 gallons per hour at a maximum exhaust gas temp ature of 1450°F and maximum cylieder head temperature of 475°P. Adjust the cov! flaps and mixture as necessary (o maintain engine temperature ‘within Tits. ‘Tum the emergency fuel pumps off one ata time, and check the fuel ‘gauges and warning lights. At power soltings above 75%, maintain the ‘mixture controls in the full tick position except with maximum normal ‘operating power seting when the mixture may be leaned as stated In the Preceding paragraph. ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: FEBRUARY 20, 1981 19ana PIPER AIRCRAFT CORPORATION ALPROCEDURES PAH, NAVAJO. ‘ough the maximum approved operating altitude for this airplane is ‘et, under standard atmospheric conditions and at maximum gross he multi-engine service eeiing and absolute ceiling are 26,300 feet (0 fet, respectively. WISE, ing cruise, i is recommended that when the airplane is fosded vo a 1'C.G. fuel from the outboard ranks be used first, This will tend 10 © €.G. forward with fuel burnoff. Outboard tanks should be used ‘oordinated level flight only. If outboard tanks are used during Aescenis or prolonged uncoordinated level flight, power loss may nif there is appreciable fue remaining. ‘e Inboard tanks must be used for landing, be sure to retain sufficient ‘he inboard tanks for normal descent and landing in addition to fuel for a possible go-arcund. It may be necessary to im ON the cy fuel pumps during eruse to stabilize fuel pressure, cruising speed of the Navajo is determined by many factors, ag power setting, altitude, temperature, load and equipment 4. Refer to Section 5 - Performance - for power settings and ance under various conditions. [Lycoming engines on this siplane canbe cruised at any power level ) BHP to 170 BHP. An engine speed of 2500 RPM, may be uted for ‘cruise and performance, while a lower engine speed down to 2200 \y be used for more economical cruising conditions. (Refer to the ‘ting Table in Section 5 = Performance = for recommended power ing power changes, move the throttles slowly to the desired power wail a few seconds for the system to stabilize, and then make nts, if necessary, after leaning the engines. Always return the to full rich before increasing power, To increase power, always RPM (propeller contro} before increasing manifold pressure sovtr, To decrease power, lveys decrease manfola pressure ‘maximum service life fom the engines, mainiaa cylinder head lures below 435°P during high performance cruise operation and. 30°F for economy cruise power, thigh altitudes the cylinder head Te LK-1206 ISSUED: SEPTEMBER 18, 1979 REVISED: FEBRUARY 20,1981PIPER AIRCRAFT CORPORATION ‘SECTIONS PA-31, NAVAJO. NORMAL PROCEDURES temperatures can be maintained within normal Timits through careful leaning and proper adjustment ofthe col flaps. [t may be necessary at high altiudss to enrich the mixture, with partial cow! fap, to maintain normal (emperaturs. ao nate the engines above 75% power. Never exceed 1650°F ECT, Refer to Paragraph 4.37 for Leaning Procedures. uel flow warning lights indicate an impending fuel ow interruption which could result in power loss. Any time fuel pressure drops below 25 psi the emergency fuel pump should be turned ON. During crise, propellers should be synchronized a5 close as possible. ‘The contol levers ean be secured in their settings by use ofthe fiction knob fm the righ side ofthe contol pedestal. During Might, monitor fuel gauges 427 DESCENT Dring power reduction for descent, be sure BGT is maintained at ‘minimum of 13S0°, Throttling back at high altitudes (above 15,000 feet) ‘without first checking thatthe mixture has been so leaned could result in engine power lass. ‘Set fuel seleciors on INBOARD tanks and set power as required for descent, Adjust cov flaps as necessery to maintain engine temperatures within ims. Ataltindes below 10,000 (et, wen OFF the oxygen system. The pilot ‘eat and windshield heat may be used as required. 429 BEFORE LANDING ‘When preparing for landing, tm ON seat belt and no smoking signs ‘nd ensure that all occupants comply. Turn ON emergency fuel pumps, and ‘set mixare controls 0 fall RICH. Ifa propeller synetirophuser sysem Is installed, wr it OFF. ‘Set the propeller controls to 2400 RPM. Landing gear may be lowered ‘at arspeeds below 156 KIAS. Determine landing gear extension by checking the gear postion lights. Secondary indications of gear extension are the ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JUNE 22, 1984 4at{the selector lever toa neutral position and the appearance of the tr ln the gear miroron the inboard sige of he let navele. sls the toe brakes to determine if there is sufficient pressure for baking and make sure that the parking brake isnot sel. Should ceze-up (caused by icing of the brake assembly during filght) be +f, iis recommended that maximum brake pressure be applied limes to “break-up” possible loz accumulation. The autopilot and " synchrophaser should be OFF for landing. snd the wing Maps as required, The maximum spect for up o 25° of snsion is 174 KIAS; the maximum speed for 40° fap extension Is s ‘ing lights should be turned on as required, Radar should be OFF mg. \LKED LANDING balked landing situation, st props full forward and spply power ‘ed, set the aps to 15° and revact the landing ger. Flaps should 15° unit obstacles are cleared. A minimum airspeed of 94 KIAS atnined. ‘Before Landing checklist should be completed before all landings: fer go-arouads or balked landings are n0 exception. ‘TER LANDING (CLEAR OF RUNWAY) ‘ne aiplane i taxied clear of the acive runway, cowl laps should pened, ving flaps shouldbe flly retracted and tim set to neutral, ‘gency fuel pumps and siobe lights shouldbe tuned OFF. bbe necessary to use emergency fuel pups during ground | when the ouside air temperate is above 75° neater I in use, place the heater switch in the FAN position for a es to allow the heater 10 cool down before tuming it off, This ‘own period is only necessary during ground operation, not when 1s armed off in ight. with the propelter controls full forward. Unnecessary radio and | equipment may be shut down. Be LK206 ISSUED: SEPTEMBER 18, 1979 ‘REVISED: JUNE 22, 1984PIPER AIRCRAFT CORPORATION SECTIONS PASI, NAVAJO NORMAL PROCEDURES 435 SHUTDOWN WARNING No braking will occur if handle is pled prior to brake application, Ater the airplane Is taxied to & stop, set the parking brake. Ifthe semperature is below freezing and the Geakes are We, they should not be suit there iso possibilty ofthe brakes being frozen. Turn OFF avionics and the autopilot APIFD maser switch. The heater switch may be turned OFF after ithas cooled down. Tum OFF all other electrieal equipment. Retard the throttle levers to idle power before checking magneto grounding. Tur both magnetes on one engine OFF, then immediately back ON. An engine will stop briefly if magnetes ae grounded. During this check, do not allow engines to come toa complete stop. ‘Advance the throtles to 1000 RPM to check the battery, With both engines tusning 1000 RPM and all electrical equipment off, ifthe ammeter shows a battery charge rate in excess of 25 amps, the battery has low charge In this case, do not stop engines until curent drops below 25 amps or there may not be sufficient battery current for starting. Leave throtles at 1000 RPM. Since one engine's hydraulic pump was tested at star, the other should be tested at shutdown. Place the mixture contra of the fist engine started in IDLE CUT-OFF. When the engine has Hoppe place the gear celector handle DOWN. Ifthe hydraulic pump on the running engine is functioning, the selector will return to neural. After this check, place the mixture control of the second engine in IDLE CUT-OFF. ‘Switch magnetos OFF, and, lest, tur te airplane master switch OFF. For mooring instructions refer to Paragreph 8.9. 437 LEANING PROCEDURES When Teaning below best power is permitted (refer to Maximum Manifold Pressure Vs. Altitude graph in Section 5 - Performance), the ted at peak EGT of on the lean side of peak EGT as 1 operation results without exceeding any engine limitations during steady state or transient conditions. BEST POWER ‘To lean the mixture to best power, proceed as follows: (2) Lean the mixture slowly uni EGT has stabilized at peak. ISSUED: SEPTEMBER 16, 1979 REPORT: LK-1206 ‘REVISED: DECEMBER 18, 1990 4ON4 PIPER AIRCRAFT CORPORATION AL PROCEDURES Ass, NAVAJO NOTE Do not exceed 1650°F EGT, Enrich the minure 125°, thigh power setting if 1650°F is reached before peak EGT, refer ‘to Lycoming Operator's Manwal for correct procedure. conomy. a lean the mixture to best economy, procead a8 follows: ‘Lean the mixtore slowly until EGT has sublized at peak, NOTE ‘Do not exceed 1650°F EGT, NDE OFPEAK an the mixture onthe lean side of peak, proceed as follows: ‘A the desired power sting lean the mixture siowly until ET has ‘sabilized at pea. NOTE Do not exceed 1650°F EGT, If peak EGT is 1650°F or ies, continue to lean until a maximum of | ‘50° reduction in EGT is obttined. Readjust manifold pressure as ‘necessary to malalain the desired power setting If 1650°F EGT is reached before peak EGT is obtained, lean according tothe following (1) With the mixture leaned to 1650°F, reduce manifold pressure until EGT is reduced approximately 75°. (2) Lean the mixture slowly until peak EGT Is obtained ‘@) Lean the mixture additionally mil $0°-100° on the lean side of peak is obtained, Do not lean into engine roughness, (@) Slowly increase manifold pressure to the desired power setting without permitting EGT to exceed 1650°F. (S) Carefully adjust the mixture until EGT is 1625° to 16S0"F, BLK.1206 ISSUED; SEPTEMBER 18, 1979PIPER AIRCRAFT CORPORATION SECTION PA-31, NAVAJO. NORMAL PROCEDURES a —____NORMAIL PROCEDURES NOTE, Enriching the mixture will inecease the EGT ‘when operating on the lean side of peak EGT., (6) Before enriching the mixture, reduce the manifold Dressure as instep (I) lo prevent exceeding 1650°F EGT. 4439 \Wates INTENTIONAL ONE ENGINE INOPERATIVE SPEED ‘Vsst is a speed selected by the nreraft manufacturer asa training aid for pilots inthe handling of multi-engine aircraft. {isthe minimum speed far Inicationally rendering one engine inoperative in light. This minimum speed provides the margin the manufacturer recommends for use when intentionally performing engine inoperative maneuvers during, Wain {the panicular airplane, ‘The intationsl one engine inoperative sped, se, forthe PA3 is 90) 441 Vaca - AIR MINIMUM CONTROL SPEED utc i the minimum Might speed a which a twinengne srplane is directionally controllable as determined tn sccordence with Peder Aviation Regulaions Airplane cerieation conditions include one engiee becoming inoperative and windmling; nt more than aS bank award he ‘operative engine; landing gear up; aps up; and most rearward center of savly, (Mea forthe PA-31 as been devermined io be 76 KIAS,” ‘The Vitca demonstration, which may be requited for the FAA Aight ‘eat forthe multi-engine rating, approaches an uncontrolled flight condition with power reduced on one engine. The demonstration and al intentional ‘one engine operations shovld not be performed at an altitude of less than 15000 feet above the ground. The recommended procedure for Vien ‘demonstration is to reduce the power to idle on the simulated inoperative engine at of above the intentional one engine inoperaive speed, Vsse and slow down at approximately one knot per second unil the FAA Required Demonstration Speed, Vaca or stall warning is obtained. ISSUED: SEPTEMBER 18, 1979 REPORT 1K.1206 REVISED: JULY 7, 1980 425aNd PIPER AIRCRAFT CORPORATION AL PROCEDURES PAB, NAVAJO. 1 minimum speed selected by the manufacturer for intentionally Bone engine Inoperative in Might for pile trning. forthe PA.31 1s 90 KIAS, 'EMONSTRATION Landing Gear up Flaps uP Airspeed ator bore 90 KIAS (V, Propeller Consols HIGH ‘Throsle (Simuleed taoperaive Enginey IDLE ‘Throttle (Other Engine) ‘MAX ALLOWABLE. Altspeed reduce approximately 1 knot per second unl either Vgcg or STALL WA is obstined caurions Use eudder to maintain directions! cortol (ending) and allerons to maintain 5" bank Towa pera cage Cra aie, [A the fist ign of eter Vey or stall waning Grnien may be evidenced'by: Inabity to ainitin ‘heading or lateral” atltade, terodyaane sal! bude, oF sll warning Por) iromediatly Inia resovery reduce power © ‘idle on the operative engine, and immediswly fowerthe nose to regain Vase ‘One engine inoperative stalls are not recom= mended. er no circumstances should an atempt be made to fly ata speed Thaca With only one engine operating. AR L106 ISSUED: SEPTEMBER 18, 1979PIPER AIRCRAFT CORPORATION ‘SECTIONS PASI, NAVAJO NORMAL PROCEDURES 443 SIMULATED SINGLE ENGINE ZERO THRUST “To approximate single engine fight conditions without intentionally rendering an engine inopertive, use the following power setings 1 simulate zero thrust (feathered) consitions. Minaure conto (nop. engine) sce eh Propeller contol (nop. engine) nrnmenne-high RPM. ‘Tarot (inop, engine von ust achieve RPM listed below ZERO THRUST KTAS RPM 20 1600 90 1800 100 2000 0 2200 120 2400 2s 2500 Straight line variation between points. ISSUED: SEPTEMBER 18, 1979 REPORT: LK.1206 REVISED: FEBRUARY 28, 1980, 4a7\C0gdgDNDNO OOO NOOO ON OO COON O COO NO NCON00COF BLANK PAGE‘TADLE OF CONTENTS SECTIONS PERFORMANCE REPORT: LK-1206DODD OODODQDDDODDDOD ODD DGODOONADNG000000PIPER AIRCRAFT CORPORATION SECTIONS PAL, NAVAIO. PERFORMANCE et _ PERFORMANCE SECTIONS PERFORMANCE 5.1 GENERAL, ‘All ofthe required (FAA regulations) and complementary performance {informatica applicable to the Navajo is provided inthis section, Performance information associated with those optional systems and ‘equipment which require handbook supplements Is provided by Section 9 (Supplements). ‘The plot should use the full Maximum Continuous Power rating of the engine when safety considerations so dictate, 53 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING ‘The performance information in this section is based on measured Flight Test Data corrected to 1,C.A.O, standard day conditions and analytically expanded for the various parameters of weight, silitude, temperature, ete. ‘The performance charts are unfactored and do not make any allowance for varying degrees of pilot proficiency or mechanial deterioration of the airplane, This performance can, however, be duplicated by following the stated procedures in a properly maintained airplane, Ertects of conditions not considered on the chars, such as the effect of x somo grass runway surface on takeoff and landing performance, of the fect of winds aloft on cruise and range performance, must be evaluated by the pilot. Endurance can be grossly affecied by Improper leaning procedures, ‘and inflight fuel flow and quantity checks are recommended, ISSUED: SEPTEMBER 18, 1979 REPORT LK-1206,ONS: PIPER AIRCRAFT CORPORATION RMANCE_ PAc3I, NAVAJO MEMBER! To get chor performance, follow the chart procedures. information provided in item 5.5 (Flight Planning Example) ‘a detailed Might plan using the performance charts in this section. art includes is own example to show how it is used. IGHT PLANNING EXAMPLE, + following Flight Planning Example illustrates the correct ‘on of pertinent data presented inthis section of the manoal, ‘Associated Conditions Certain basic information must be gathered when planning a Aight, This information includes departure and destination airport, conditions, en route conditions, raft conditions. ‘Such factors a3 weather, the status of the runway, the distance of the flight, the number of passengers, etc., must be determined, ‘Assume, for example, the following conditions: (1) Departure Aiepont Conditions Sue wre coe ait ie wn mosieae fe coms SSE oem a oes wer Setting a, om po vee apt ecareaeeae _ ea ai = fase eee fe (A) Aitecaft Configuration ‘Basie Welght (assumed for example) Fuel Tank (ota eapac) a Oecupants » 64 1701. ech Bagense ‘3501, RT LK-1206 ISSUED: SEPTEMBER 18, 1979PIPER AIRCRAFT CORPORATION SECTIONS PAI, NAVAJO PERFORMANCE (©) Aireraft Loading lane weight and center of gravity may be determined by utilizing the information given in Seetion 6 (Weight and ‘Bolance) of this handbook. ‘The basic empty weight for the airplane as licensed at the factory has been entered in Figure 6-7. 1f any alterations to the airplane affecting weight and balance have been made, reference tc the aircraft logbook, Weight and Balance Record (Figure 6-9) or latest FAA Major Repair or Alteration Form should be made tc ‘determine the current basic empty weight ofthe airplane, Use the Weight and Balance Loading Chart (Figure 6-15) and the Weight, Moment and C.G. Limit graph (Figure 6-17) tc deseine te tal weight ofthe span andthe center of gravity positon ‘Afver proper utilization ofthe information provided, assume thatthe following weights have been determined for considertios in the Flight Planning Example: (1) Basic Weight (essured for exemple) 4000 bs. (@) Occupants 6 at 170 Ibs each) 1020 ibs, G) Baggee 350 bs (4) Fst (187 ga. at 6 tose) zs. (3) Ramp Weight (tal of above) G92 os. (© Landing Weight (akeot? weight ‘mins iter h), Total Fuel Required) 5975 To, ‘The landing weight cannot be determined until the weight of the fuel 10 be tsed hus been established, Romp weight is below the approved maximum of 6536 Its. Determine thet weight and balance calculations have shown the ‘C.G. postion tebe within the approved limits. ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JUNE 22, 1984 83ONS PIPER AIRCRAFT CORPORATION RMANCE PASM, NAVAJO ‘Takeoft Distance ‘After determining the azerft loading, al aspects of ukeofl ‘must be considered. Conditions of the depanure airport and takeoff weight should be applied to te appropriate Takeo!! Distance graph to determine the length of runway necessary, ‘Takeoff condos for the Fight Plennig Example ae ited Q) Wind 15 kis. at 360° @) Angle between Filght Path and Wind 360° -300" = 60" (@) Head Wind Component (from Wind oeponent Graphs Figs 33), Bk, (® Ouside ais Temperature i ) Pressure Abide 2000 Using the Nonmal Takeoff over SO Feet graph (Fgute 5-14) the tel duanet we a folowe oe "Toa Disunce| 22308. Ground Rat 1650 ft Chim Entering the example conditions ofthe departure airport and the erusealtitad into the Time, Foel and Distance to Climb graph (Figure 5-25) ylelds the following: (1) Time to Climb 81-15 = 66minues @ Poel to Climb 410-99 = 38.01bs, G) Distance to Climb 15.030 = 12.0 naut miles NOTE ‘Teste of winds bot must be cone by the pilot whea computing climb, cruise, ‘escent performance, Descent Emiering the cruise and destination aisport conditions into the Time, Distance and Fuel to Descend graph (Figure 5-43) yields the following: (D) Time to Descend 10-2 = 8 minmes @) Distance w Descend ——+30.0-3.5 = 26.5 nau miles (@) Fuel to Dascand 170-40 = 130 bs BLK1206 ISSUED: SEPTEMBER 18, 1979 ‘REVISED: SUNE 22, 1984PIPER AIRCRAFT CORPORATION SECTION $ PA3I, NAVAJO PERFORMANCE (© Cruise ‘Subiracting the previously calculated distance to climb and distance to descend figures from the total en route distance yields the tial cruise distance, For example: Cruise in route Distance - Climb Distance - Descent Distance 500 12.0-26.5, = 461.5 naut. miles From the True Airspeed Vs. Pressure Aliuude Grophs (Figure 5.27 and 5.29) for 200 BHP, Best Economy Mixture, the cruse iespeeds are 175 kts at 6506 Ibs, and 180 kis at 5500 Ib, “The average cruise weight is estimated a: “Average Cruise Weight 1 Takeot? Wt - Couise Dis i Cruse Airspeed at 6500 be. x2 + 6492 S008 164 15x2 = 6258 ibs, Interpolating these values for 6258 Ibs, (peliminary cruise weight), the emuise speed is 176 kts Fuel Flow is. 273 gallonthour (164 Ibe Jn). ¢ and fuel may be calculated by the following Cruise Time = Cruise Distance/Cruse speed 2 4615/76 = 2.622 hours or 157 minutes Cruise Fuel = Fuel Flow x Cruise Time 2164x2634 = 430s, ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206, 3sons PIPER AIRCRAFT CORPORATION )RMANCE PA-3I, NAVAJO ‘The previous dats can be uted to calculate an average cruise ‘weight inthe following manner: “Average Cruise Weight ‘Takeoff We -Ramp Fuel - Climb Fuel - Cruise Fuel 2 newns6sta = 6203 Ibs, If the average cruise weight was found to be significantly Aiffecent from the estimated cruise weight, the cruise airspeed ‘would be changed to coincide with this weight by interpolating between the appropriate two aircraft weights. For example, had the average cruise weight been found tobe 5700 Ibs, dhen the cruise speed would be corrected to 179 kts, ‘Total Fight Time ‘The tual light time is determined by adding the time to clin, cruise time, and time to descend. The following flight time is required for this Flight Planning Example: ‘Tal Flight Time ‘= Time to Climb + Cruice Time + Time to Descend = 66+158+80 21726 minus ‘Toul Fuel Required Determine the total fvel required by adding foel for taxi and lakeoff, fuel to climb, cruise fuel, and fuel to descend. When the {otal fuel (In pousds) is determined, dividing this value by 6 ‘os.gel. will give the tua fel in gallons to be used forthe fight. ‘Total fuel calculations forthe Flight Planning Example are shown ‘below "Total Fuel Required ‘= Fuel for taxi and takeoft + Fuel to Climb + ‘Cruise Fal + Fuel to Descend = 364 3844924 13 +519 ibs. (86.5 gallons) TE LK-1206 ISSUED: SEPTEMBER 18, 1979PIPER AIRCRAFT CORPORATION SECTIONS ‘PAA, NAVAIO PERFORMANCE @ Landing Distance ubtracting the total fuel required from the ikeoff weight of the airplane gives the landing weigh: ‘Landing Weight = Takeoft Wei = 6492-519 = 5973 Ibs. Total Fuel Re Destination airport conditions applied to the Wind Component graph (Pgate 5-13) gives the folowing hendwind ‘component fo the Flight Planning Example: “The angle between the flight path and wind is 30° 270" or 60°, “Therefore, the Headwind Component is 5 kts. From the Landing Distance over $0 Feet griph (Figure 5-47), with the destination airport conditions, the distances required for Janding for the Flight Planning Example areas flows (1) Tota Distance 030 f. (2) Ground Rott 620 ft ISSUED; SEPTEMBER 16, 1979 REPORT: LK-1206 ‘REVISED: JULY 7, 1980 STONS PIPER AIRCRAFT CORPORATION DRMANCE 'PA-31, NAVAJO ‘THIS PAGE INTENTIONALLY LEFT BLANK = oO oO oO Oo oO Oo ° ° oO oO Ts LK-1206 ISSUED; SEPTEMBER (8, 1979PIPER AIRCRAFT CORPORATION SECTIONS 1AVAIO. PERFORMANCE 52) PERFORMANCE GRAPHS Figur No. 543 LIST OF FIGURES Page No. ‘Temperature Conversion nnn sa ‘Airspeed Calibraen- Normal System. 512 ‘Airspeed Calibraien - Aliemete System. 53 ‘Alsmeter Calibration - Normal System. ‘Alimeter Calibration - Alternate Syste ‘Short Field Acceleae/Stop Distance ‘Cleveland Heary Duty Brakes) wn Mal-Engine Climb ‘(Maximum Nomnal Operating Power). Single Engine Cint Single Engine Service Celing.. ‘Time, Foe, and Distance to Climb “OMaxiowm Nosnal Operating Power. ‘True Airspeed Vs. Pressure Alte - 6500 Lb, “True Airspeed Vs: Pressure Altde - 6000 Lb. ‘ive Airspeed Vs. Pressure Alitule - 5500 Lb. (Cruse Performance ~230 BHP - 2400 RPM weno ‘Cruise Performance - 200 BHP - 2300 RPM.. (Cruse Performance -170 BHP- 2200 RPM... Cruse Performance ~ 149 BHP - 2200 RPM, ower Seuing Tate. ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JUNE 22, 1988 53PIPER AIRCRAFT CORPORATION 'PA-3I, NAVAJO BLING ISSUED: SEPTEMBER 18,1979 REVISED: JUNE 22,1984 IOOODODOSCNODADDNOOCODDODD DGD ODNDCONOSCOOOO000CPIPER AIRCRAFT CORPORATION SECTIONS PASI NAVAIO PERFORMANCE 40 100 80 20 80 co 20 60 80 10 40 FAHRENHEIT o ceLsius pecrees |? DEGREES 20 +10 10 ° 20 10 20 20 -30 “40 40 “TEMPERATURE CONVERSION Pigue ISSUED: SEPTEMBER 18,1979 REPORT LK-1206 REVISED: JULY 7, 1980 siOns PIPER AIRCRAFT CORPORATION )RMANCE Ad, NAVAJO DRMANCE OO PASSLNAVATO. PA-31 SPEED CALIBRATION (wovcaTeD Amnareeo — ira, ‘MRSPEED CALIBRATION - NORMAL SYSTEM Figure 5.3 YLK-1206 ISSUED: SEPTEMBER’18, 1979 REVISED: JULY 7, 1980PIPER AIRCRAFT CORPORATION SECTIONS PA-3I, NAVAJO PERFORMANCE PA-31 "AIRSPEED CALIBRATION ALTERNATE SYSTEM motcaTeD AinareuD — a8, AIRSPEED CALIBRATION - ALTERNATE SYSTEM Figure 5.5 ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JULY 7, 1980 53PIPER AIRCRAFT CORPORATION PAI, NAVAJO. ALUIMELEN GAUIBHALIUN > oyeaTeD AnerezD — re. “as—Wouseuwos waunmuTy ALTIMETER CALIBRATION - NORMAL SYSTEM Figure 5.7 RLK1206 ASSUED: SEPTEMBER 18, 1979 REVISED: JULY 7, 1980PIPER AIRCRAFT CORPORATION SECTIONS ‘PASI, NAVAJO PERFORMANCE 2 2 : : wis 35 * 2 is i< ALTERNATE SY: ‘woicateo AinaPeED — Ks. cr us wousauvoa wane ALTIMETER CALIBRATION - ALTERNATE SYSTEM Figure 59 ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JULY 7, 1980 S15ONS PIPER AIRCRAFT CORPORATION JRMANCE PA, NAVAJO. —$—____ PASI NAVAJO 3 LKa206 ISSUED: SEPTEMBER 16,1979 REVISED: JULY 7, 1980.PIPER AIRCRAFT CORPORATION SECTIONS PASI, NAVAJO PERFORMANCE eADwaNo COMPONENT: KTS z ‘chosswino component — «re WIND COMPONENTS Figure 5.13 ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JULY 7, 1980 sa7ons PIPER AIRCRAFT CORPORATION )RMANCE, PAS, NAVAJO ud ponvima soawve INORMAL TAKEOFF DISTANCE OVER 80 FT; ISSUED: SEPTEMBER 18, 1979 REVISED: FEBRUARY 20, 1981,Hi OTe wow ces Le oe ov : =! } | § gon z 5 te-Wd PIPER AIRCRAFT CORPORATION acetates |ZONVISIC dOLS/31V¥31309V JVWHON NORMAL ACCELERATESSTOP DISTANCE Figure 515 19, REPORT: LK-1206 ISSUED: SEPTEMBER 18, 1979 REVISED: FEBRUARY 20, 1981IONS ‘PIPER AIRCRAFT CORPORATION ‘ORMANCE, 31, NAVAJO. ‘aa nowsia gois/asyusa20¥ INORMAL ACCELERATE/STOP DISTANCE: oursox ain Tewe. —-e ‘NORMAL ACCELERATE. STOP DISTANCE (CLEVELAND HEAVY DUTY RAKES) DLK206 ISSUED: JULY 7, 1980 ‘REVISED: FEBRUARY 20, 1981,SECTIONS PERFORMANCE. PIPER AIRCRAFT CORPORATION PA-31, NAVAIO. “4a = S90 adorns “a= wages stn an, wan wy 3910190 scans Toa earn tas 8 HAAO 39 1G 440-3NVL Le-vd 4 LHOHS: ‘SHORT FIELD TAKEOFF DISTANCE OVER 50 FEET Figure 5-17 5b REPORT: LK1206 ISSUED; JULY 7, 1980 ‘REVISED: AUGUST 3, 19817 il 4 uf ‘SHORT FIELD ACCELERATE - STOP DISTANCE Figure 5-18, Ts LK-1206 ISSUED: FEBRUARY 20, 1981PIPER AIRCRAFT CORPORATION SECTIONS Resa eee v4 i g “ta - sonvisia wo1s - a:venaooy i dit | PA-31 E < Oe ae Qo BS eb E 5 2 5 ‘SHORT FIELD ACCELERATE. STOP DISTANCE (CLEVELAND HEAVY DUTY BRAKES) Pigure 519) ISSUED: FEBRUARY 20, 1981 REPORT: LK-1206 REVISED: JUNE 22, 1984 $194ons PIPER AIRCRAFT CORPORATION DRMANCE Asst, NAVAJO. ‘ed = ano 20 aa mULIrSWwOINE LUMB ‘OurmDe Asn To. — +6 “ad~ nonustty avnenud ‘esr cums pare areem — mAs ‘MULTI-ENGINE CLIMB (MAXIMUM NORMAL OPERATING POWER) Figure 5.20, a L-1206 ISSUED: SEPTEMBER 18,1979 REVISED: JUNE 22,1984PIPER AIRCRAFT CORPORATION SECTIONS PAH, NAVAJO PERFORMANCE mad anro oni - 3 8 esd 5 ix ine f le a a 8 i SINGLEENGINE CLIMB Figur $21 ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 SanONS PIPER AIRCRAFT CORPORATION 'RMANCE PA-31, NAVAJO. PRMANCE PASI, NAVAJO. ‘SINGLE ENGINE SERVICE CEILING Figure 5.23 BLK-1206 ISSUED: SEPTEMBER 18, 1979 REVISED: FEBRUARY 28, 1980SECTIONS PERFORMANCE, PIPER AIRCRAFT CORPORATION PASI, NAVAJO sens yng @ sera 21 ga sme ow tor mons Se named DOL 3ONVASIO ONY 13 “Wd ‘TIME, FUEL AND DISTANCE TO CLIMB (MAXIMUM NORMAL OPERATING POWER) Figure 5-25, REPORT: LK-1206 ISSUED: SEPTEMBER 18, 1979 53ons PIPER AIRCRAFT CORPORATION DRMANCE PASI, NAVAJO RAN PAS NAVA. fee eas ‘TRUE aimaraeo — xre, RUE AIRSPEED YS, PRESSURE ALTITUDE - 6500 LB, Figure 5:27, LK-1206 ISSUED: SEPTEMBER 18, 1979 REVISED: JUNE 22, 1984PIPER AIRCRAFT CORPORATION SECTIONS PASI, NAVATO PERFORMANCE, PA-31 TRUE AIRSPEED VS. PRESSURE ALTITUDE ‘Ean AND rare neraacTEO Fare cuoseD sranonne bay, ale Pama ace: $00 Ba en Power 120 ‘esimoene 10) ons pessune ALRTUE-FT. ‘nut amareeo «78, ‘TRUE AIRSPEED VS, PRESSURE ALTITUDE 6000 LB. Figure 5.28 ISSUED: AUGUST 3, 1981 REPORT; LK-1206 [REVISED: JUNE 22, 1984 Sadaons PIPER AIRCRAFT CORPORATION )RMANCE Act, NAVAJO ‘THIS PAGE INTENTIONALLY LEFT BLANK TE LK1206 ISSUED: AUGUST3,1981 CODDODOCOODODODOONDOOOC JOOODOODODOONOOOOOPIPER AIRCRAFT CORPORATION SECTIONS PAH, NAVAJO PERFORMANCE, EED Vs. PRESSUR| err tate 17.500 ‘1 at Par 250 Ton tapane 109 se tee ee = Tae AmRaPEED — ere, ‘TRUE AIRSPEED VS. PRESSURE ALTITUDE - $500 LB. Figure 5.29 ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JUNE 22, 1988 5.25tons PIPER AIRCRAFT CORPORATION DRMANCE PASI, NAVAJO UISE PERFORMANCR-230 BHP .2400 RPM (Approx. 75%) igure 5-30 I LK.1206 ISSUED: AUGUST3, 1981PIPER AIRCRAFT CORPORATION SECTIONS PAL, NAVAJO. PERFORMANCE Gaie Tae Angel (CRUISE PERFORMANCE - 200 BHP -2300 RPM (Approx. 65%) Figure 5.31 ISSUED: AUGUST 3, 1981 REPORT: LK-1206 5256tons PIPER AIRCRAFT CORPORATION ORMANCE PA-3t, NAVAJO. ‘Goi Tre Ape Ri “a : 3 Ha] eaaa -aeag|oay ‘UISE PERFORMANCE - 170 BHP -2200 RPM Approx. 85%) Figure 5.32. MM LK.1206 ISSUED: AUGUST 3, 1981eee Ee festa ree BST al ay 2293 |eaas |ssae al e393 ages |aave 4 ty gaga|ssaz|ages is Te Ape aj aesa|aags|aaas 4 aay e293 |ages|lasve Fat ow PHT! "ana Banat ana! anal ama anak amt sam; ama 2201 ‘CRUISE PERFORMANCE 140 BHP - 2200 RPM (Approx. 45%) igure 533, ISSUED: AUGUST:3, 1981 REPORT: LK-1206 ‘25d‘ons PIPER AIRCRAFT CORPORATION DRMANCE PAB, NAVAIO Baa | *RBNSEEEEE |] HE ELEEPEEEEE £ al azaanagagze g t|Raaaaaanena dun] aaaaaaaaaa E al asaaanaazaa RaRARARAAAR fal paanzazzaaa ARRAARARRRS — z Ra 2 Mou Ym Opeaig Pes 260 RI 395 OL. 1870 peo ano 1S ET 28 GP ‘se pie na npr 05° od eget 57 rma wn ih Are 1.0 fet 8 ti is 1 i Hide i ‘ epg GER) aaagaraai is Hen E alaagazaaz if i if | 4h li POWER SETTING TABLE nes Ty LK-1206 ISSUED: SEPTEMBER 18, 1979PSPER AIRCRAFT CORPORATION SECTIONS PA-31, NAVAJO. PERFORMANCE. Prescune ammuoe —. (RANGE — NAUTICAL MLE (ERO WAND) RANGE PROFILE Figure 536, ISSUED: SEPTEMBER 18, 1979, ‘REPORT: LK-1206 REVISED: JUNE 22, 1984 saons PIPER AIRCRAFT CORPORATION YRMANCE, PASE, NAVAJO PA-31 ENDURANCE PROFILE ganoano oxy sues taam tor ont ams ENDURANCE PROFILE Figure 5.37, Te LK-1206 ISSUED: SEPTEMBER 18, 1979 REVISED: JUNE 22, 1984PIPER AIRCRAFT CORPORATION SECTIONS A-SI, NAVAJO PERFORMANCE, MANIFOLD PRESSURE — HO. ABS. [iruus nian ve stay omen sunt Pom Lianne stow sen : ‘ PRESSURE ALTITUDE — FEET = 1000 MAXIMUM MANIFOLD PRESSURE VS, ALTITUDE Figure 538 ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: AUGUST 3, 1981 $29ONS PIPER ATRCRAFT CORPORATION )RMANCE PA-31 'UEL FLOW Vs. PERCENT RATED POWER ‘AVEO LYCOMING MODEL T0.840-A3C oe ee Pencenr naTED POWER FUEL FLOW VS, PERCENT RATED POWER Figure 5.39 BLK-206 ISSUED: SEPTEMBER 18, 1979 REVISED: AUGUST 3, 1981PIPER AIRCRAFT CORPORATION SECTIONS PASI, NAVAJO. PERFORMANCE PA-31 HOLDING TIME FUEL REQUIRED - ss, HOLDING TIME Figure $41 ISSUED: SEPTEMBER 18, 1979 REPORT: LK1206 831ONS PIPER AIRCRAFT CORPORATION RMANCE, PA-d, NAVAJO. ‘POWER To MACTAIN 1000 Frat RATE OF DESCENT AT 190 AS "Gean ano ‘TIME, FUEL AND DISTANCE TO DESCEND Figue 543 TH LK-1206 ISSUED: SEPTEMBER 18, 1979. REVISED: FEBRUARY 28, 1980.PIPER AIRCRART CORPORATION SECTIONS PASILNAVAIO PERFORMANCE, was ~ ena 40 ava go! a8 D LANDING CLINI : £ 3, i 3 | i E i g 3 6 3 5 re fh eee 4 : Gi pis [ALKED LANDING CLIMB PERFORMANCE Fue 545, ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 533ONS PIPER AIRCRAFT CORPORATION DRMANCE PA-3t, NAVAJO. “us —roWwso oman WHO ETS. BARRIER FT. PAVELLEVEL DRY RUNWAY, QEAR EXTENDED, Flare cout Powen ares tte ‘Arenauen sreeb too ses "NoMa praca” LANDING DISTANCE OVER 60 FT. “Surmot nn Tear —SECTIONS PERFORMANCE. PIPER AIRCRAFT CORPORATION PAs3I, NAVAIO Soa voter ion Sant Sat sarvue Aina aavaK ani24319 {13 0S BIA JONVASIC ONIGNYT. LE-Wd LANDING DISTANCE OVER 50 FEET (CLEVELAND HEAVY DUTY BRAKES) Figure 5.49 REPORT: LK-1206 ISSUED: SEPTEMBER 18, 1979ONS PIPER AIRCRAFT CORPORATION JRMANCE PA-d1, NAVAJO vom irs. BARRIER — FT, OVER 50 FT. woowr — 138, ‘Pave, vee. ony, RUNAAY, GEAR EXTENDED. Fars cot "UE owe vats Aorngncn svt ana ‘SHOHT FIELD LANDING DISTANCE se 20 0 wri, te Seordnee t00 are OS ‘Oursoe am Teme — oe fesse I ‘one ‘SHORT FIELD LANDING DISTANCE OVER 0 FEET Figure $51 ( LKe1206 ISSUED: SEPTEMBER 18, 1979PIPER AIRCRAFT CORPORATION SECTIONS PAI, NAVAJO PERFORMANCE, “ews oman A crtreetoaetonnts © ee ee us 3 z 2 ia Oe: = 8. ie Ss 9 jae le io Fa i SHORT FIELD LANDING DISTANCE OVER 50 FEET (CLEVELAND HEAVY DUTY BRAKES) Figure $-53, ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 ‘REVISED: FEBRUARY 28, 1980 S37IOOVDNGDONDNDDONONONDNAD NOD ONO NDO NNN NDOCOONNCOE BLANK PAGE‘TABLE OF CONTENTS SECTION 6 WEIGHT AND BALANCE Parsgrgh n No. i 61 Gener 64 63 Airplane Weighing Procedures. 62 63 wes 83 : 8. 69 Weight and Balrce Determination fo Fightoxs- 6:10 6:11 Weigh and Bence Visual Plots... en 6.13 Instruction for Using Pitt sewn 67 613 Cargo Loading. 620 617 —-Byulpment Litton 625 (3 Ropar Aes 625 o 62 © 629 ® 630 © 622 © 637 (@) Engine and Engine Aseesarce ‘Optional Exuipmen). 63 (0) Propels and Propeller Accesories ‘Optional Equipment). (0) Landing Gear and Brakes (Optional Equipment 639 (© Blecrcal Equipment (Optional Equipe’. "60 (8) _Tasruments (Optional Equipe enn 642 4) Avtopits (Optional Equipment). (x) Rath Eauipment (Optional Equipment. Miscellaneous (Opional uipment REPORT: LKA1206 6hOCODDDDNODND DADO DNDN NOOO NO OOO CNN NOON NOOO O€ BLANK PAGE.PIPER AIRCRAFT CORPORATION SECTION 6 PASI, NAVAIO WEIGHT AND TALANCE, SECTIONG WEIGHT AND BALANCE, 61 GENERAL In order to achieve the performance and fying characteristics which ae designed into the airplane, it must be lown with tbe weight and center of mn within the approved operating range (envelope). lane offers a Nexibility of loading it eannot be flown with the maximum number of adult passengers, full fae! tanks and maximum baggage. With this londing fexbility comes responaibiliy, The pilot must the airplane is londed within the loading eavelope before ng carties consequences for any aircraft. An overloaded isplane will not take off, climb or cruise as well ns a properly losded on ‘The heavier the airplane is loeded, the les climb performance it will have, Center of gravity isa determining fector in Right characerstcs. I the CG. isto» far forward in any airplane, it may be difficult to rotate for takeoff of landing. If the C.G, is too far aft the airplane may rotate Prematurely on takeoff of tend to pitch up during climb. Longitudinal Stability wil be reduced. This can Tead to inadvertent stalls and even spins; ‘and spin rezovery becomes more difficult asthe cener of gravity moves aft af the approved limit. ‘A poy lone spine However, wil perform as intade, Bere the apa ened weighed abd abi ety eight tnd CG iron conn ee wigs be an enpy ‘eight of espns lt eploa gument, Using be oe ‘ge snd€6 enon eps can nly decmine wap nd Poston fr the lied ple by comping eeu weight tnd moment thd then ering whether thy are wit the approved envelopes ISSUED: SEPTEMBER 18, 1979 REPORT Li.1286 REVISED: JUNE.22, 1986 eLION 6 PIPER AIRCRAFT CORPORATION SHT AND BALANCE. iAVASO hae basic empty weight and CG, locator ate recorded in the Weight ‘lance Data Form (Figure 6-7) and the eight and Balance Record 8 69). The ewrrent values should always be used. Whenever new ment is added or any modification werk is done, the mechanic ‘Wible for the work is required to compute new basic emply weight 2G. position and to write these inthe Aircraft Log Book and the ‘Wand Balance Record, The owner should make sure tha it (s done weight and balance calculation is necessary in determining how mauch baggage can be loaded so as to keep within allowable limits. Cheek tions peor t adding fuel to insure agunst improper loud he following pages are forms used in weighing an airplane in ction and in computing basic empty weight, CG, postion, and useful [Note that the useful load inclides usabe fuel, baggage, cargo and agers. Following this is the method for computing takeoff weight and IRPLANE WEIGHING PROCEDURES 1 the time of lensing, Piper Aircraft Corporation provides each re with the basic empty weight and center of gravity locaton. This S supplied by Figure 6-7, he removal oF addition of equipment or airplane modifications can the basic empty weight and center of gravity. The following is & ing procedure to determine this basic empty weight and center of y location: ) Preparation the sitplane equipment inthe proper location inthe airplane. (2) Remove excessive dirt, grease, moisture, foreign items such as rags and tools from the alspane before weighing (@) Defue airplane. Then open allfuel drains nti all remain ing fuel is drained. Operate eagine on each tank until all tundrainable fuel is used ang engine stops. (4) Fill full eapacity with oil and operating Muids. DRT: LK-1206 ISSUED: SEPTEMBER 18, 1979 REVISED: JUNE 22, 1984 CDDDDDGIODVDOSC OOOO OOO00¢ PODDDDCNINNNN 2.000PIPER AIRCRAFT CORPORATION SECTION 6 PAI, NAVAIO WEIGHT AND BALANCE (5) Place pilot and copilot sets in center positon on the seat tracks, Pu flaps in the fully retracted position and al contol surfaces inthe neutral position, Tow ber should he inthe proper location and all enrance nd baggage doors closed (6) Weigh the airplane inside a closed bung to prevent errors in eale readings due to wind. () Leveling (1) With sirpane on scales, block main gear ole pistons inthe fully extended position, (2) Level airplane (refer to Figure 6-3) deflating nose wheel tie, to cener bubble on level. (©) Weighing Airplane lane level and brakes released, record the weight le. Deduct the tate, if any, fom each reading. AIRPLANE AS WEIGHED ‘(ncloding ful oi and operating fluid but no fuel) Wit the ai ‘shown on each ‘Seale Net ‘Scale Position and Symbol Reading | Ture | Weight ‘Nose Wheel ~ Right Main Wheel (R) Left Main Wheel (L) ‘Weight (as Weighei) (1) —— WEIGHING FORM Figure 61 ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 63ONG PIPER AIRCRAFT CORPORATION IT AND BALANCE, PASI, NAVAJO Center of Gravity (1) The following geometry applies to the PA-31 sirplane when it is level. Refer (o Leveling paragraph 6.3 (b), LEVELING PROVISIONS Lenogo roy sit oF uNELIOS Wa ihenat Cee acwossTwo coms ‘areas LEVELING DIAGRAM Figure 63 @ CG, Arm of airplane as weighed = (137 +15) - 093.6140) = T Inches Aft of Datura Ts LK-1206 ISSUED: SEPTEMBER 18, 1979PIPER AIRCRAFT CORPORATION SECTION 6 Pasi, NAVAJO WEIGHT AND BALANCE, (© Basic Empty Wei are Weight x laches Aft =Moment Tem (Us) of Datum) (a-Lbs) Weighc as Weighed) nasabie Foal 7 gal) Br 10 | 3865 Basie Bray Weight BASIC EMPTY WEIGHT Figure 65 65 WEIGHT AND BALANCE DATA RECORD ‘The Basic Empty Weight, Center of Gravity Location and Useful Lond listed in Figure 6-7 are forthe aiplane as licensed atthe factory. These figures apply only to the specific airplane serial number and regisration umber shown, ‘The basie empty weight of the airplane as licensed at the factory has been entered in the Weight and Balance Record (igure 6-9). This frm is provided to present the curent status ofthe airplane basic empty weight and 1 complete history of previous modifications. Any change (0 the permanently installed equipment or modification which affects weight or ‘moment most be entered in the Weight and Balance Record, ISSUED: SEPTEMBER 18 1979 REPORT: LK-1206 REVISED: JUNE 22, 1984 65‘ONG PIPER AIRCRAFT CORPORATION HT AND BALANCE, PAS, NAVAJO MODEL, PA-31 NAVAJO Airplane Serial Number__31-8112074 Registrasion Number Date AIRPLANE BASIC EMPTY WEIGHT CG. Arm Weight x (Inches Aft = Momen Tem (Lbs) of Datum)” (nLbe) Empty Weight ‘TEquipment Gr eppeadi) ‘ny Weiaht sandacd empty welgh includes ful oil capacity, full operating Maide 7 gallons of unusable fue. PLANE USEFUL LOAD - NORMAL CATEGORY OPERATION ax, Ramp Weight)- (Basic Empty Weight) = Useful Load 361bs)-(Ibad= Ibs, 1S BASIC EMPTY WEIGHT, C.. AND USEFUL LOAD ARE. HE AIRPLANE AS LICENSED AT THE FACTORY, REFER "PROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS BEEN MADE, WEIGHT AND BALANCE DATA FORM. Figure 6-7 5 LK1206 ISSUED: SEPTEMBER 18, 1979 ‘REVISED: JUNE 22, 1984PIPER AIRCRAFT CORPORATION SECTION 6 PACS, NAVAJO. WEIGHT AND BALANCE Moment 1100) ie fF a] am | Moment 1100) a) Weight Change JResicraion Number 3 we | ay PonDY ‘or Modification Description of Article ‘AS Hcensed ‘ON wan PASI Dae ‘WEIGHT AND BALANCE RECORD Figure 69 ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JUNE 22, 1984 67ons PIPER AIRCRAFT CORPORATION AT AND BALANCE A-SI, NAVAJO “Moment 1100) Ane cy Weight Change we a) il Description of Anite or Modification ‘WEIGHT AND BALANCE RECORD (cont) Figure 6-9 (cont) A LK1206 ISSUED: SEPTEMBER 16, 1979 eo00gN0NOONONONOOCNOOOOCPIPER AIRCRAFT CORPORATION SECTION 6 PASI, NAVAJO WEIGHT AND BALANCE 6.7 GENERAL LOADING RECOMMENDATIONS (a) When earying 1 to 5 occupants in forward sets, rear baggage may be requied to bring the lotded aieplane's C.G. within allowable Ast (©) When carrying more than $ oceupants, fuel andlor baggage may Ihe tobe rediced. (©) When cerying 6 occupants, distribute load between front and ‘ear baggage compartments (@) When carrying 7 or 8 occupants, load forward baggage compartment frst and locate heaviest occupants forward, (©) When carrying 8 occupants, forward baggage may be required to bring the loaded urplane'sC.G, (D) Observe 2er0 fuel weight limitations. NOTE, ‘These general loading recommendations suggest normal proper loading procedures. The charts, graphs, instructions, and plower should be checked to assure tht the airplane Is within the allowable weight vs. center of gravity envelope. (CENTER OF GRAVITY RANGE (Gear Extended) (41340) 0 (4138.0) to 6536 Ib. (Max. Ramp Weight) {G+1340) 10 (4138.0) 10 6500 Ib. (bax. Takeoff Weight) (611285) to (+138.0) 6000 Ib. (€41200) 10 (138.0) to 4800 Ib. oF lower ‘Steaight line variation between points given ISSUED; SEPTEMBER 18, 1979 REPORT: LK-1206tone PIPER AIRCRAFT CORPORATION ‘HT AND BALANCE PAcdl, NAVAJO BIGHT AND BALANCE DETERMINATION FOR FLIGHT ‘Add the weight of all items to be loaded to the Basis Empty Weight. - Use the Loading Chart (Figure 615) wo determine the momen: of all items tobe caried inthe alrplane. ‘Add the moment ofall items 10 be loaded to the Basic Empty Weight moment. Divide the totat moment by the total welght 10 determine the C.G. location. ‘By sing the figures of item (a) and item (4) (ebove), Locate a point ‘on the Weight, Moment and C.G. Limits graph (Figure 6-17). If the point falls within the C.G. envelope, the loading meets the weight and balance requirements. Location of the point on the Weight, Moment, and C.Q, Linits araph indicates whether the airplane is slightly nose heavy of slightly tail heavy and ean assist in sing pitch Wim for takeof. 1S THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT iR TO INSURE THAT THE AIRPLANE IS LOADED SRLY. THE CHARTS, GRAPHS, INSTRUCTIONS, AKD TER SHOULD BE CHECKED TO ASSURE THAT THE ‘ANE IS WITHIN THE ALLOWABLE WEIGHT VS, CENTER AVITY ENVELOPE. LK-1206 ISSUED: SEPTEMBER 18, 1979.PIPER AIRCRAFT CORPORATION SECTION 6 PA, NAVAJO. WEIGHT AND BALANCE. TEM Wh LBS. ARMIN, MOMENT Basie Airplane] 4]3] 49] 138.0 STs|S Revised Airplane Pils Seat i735 119.0 BOO Gopiiors sear | [a3] 1190 afs|s foo SeatNo.3 1[4]0| 1667139 Reversed) 2|3)2[0|0 SeatNo.@ Tf6 [0] 16Wis9 (Reversed) 26/6 ]ofo SeatNo.5 1980 Seat No.6 198.5 Seat No.7 29.0 SeatNo.® a0) Fwd. Bageage Bo Rear Baggage | [1|5[0] 2550 3/8 ]3 00 ibd. Fuel é}ofo| 168 pono urbe Fuel 4] | 6 Tao 6/7 [5 [o|o Other Toa 6/i[6[6| Toit Moment a |2/4]6 foo (CG. Location for Take-off 133.9 from Figure 6-19. SAMPLE LOADING PROBLEM Figure 6-11 ISSUED: SEPTEMBER 18, 1979 ‘REPORT: LK-1206 ouTION « IPER AIRCRAFT CORPORATION GHT AND BALANCE PASI, NAVAID- TrEM WT. LBS. ARM.IN, MOMENT ‘Ape Airplane Sea 1190) os Seat 1190 166/139 (Reversed) 1661139 (Reversed) wos 1980 Yo 1980 No? 290 No.8 220 Beeenee 30 Baszese 2350 Fuel i268 ie T 680 mal We Ht Total Mement ‘CG. Location for Take-off WORK SHEET Figure 6-19 DRT: LK-1206 ISSUED: SEPTEMBER 18, 1979 REVISED: FEBRUARY 28, 1980 ooo0¢ eo00000000000000 ed00000N0N000NNCNNN >38 EG 5 3 2 g 2 2] Se | om | sa ae i oz) om i & 09% str out zor sit ot O61 a So oer uy ose 8e 66t vit 08t a} ot | ae | fe oe Ea me | at ES ance 9 we 6 6 ot Lt ost a w]e fe a. sit 86e ist £00 gt ssl ofl ve & 062 sue ee 161 661 cl ou 2 g E — 5 é orm fg 2 wewmy | eceury | a61 uy 6st wy ‘991 ary 2 og & 3 tL ovs | tuseayy | sucegpm san g ef] ke [oe | Re | Feet | Sea g es SUNVanID90 33 5 3s a 6 a £2 3 IODCODDVDODODO SOD DODOODOVHODDDQNDOOOOOE °tons PIPER AIRCRAFT CORPORATION HT AND BALANCE PASI, NAVAJO BAGGAGE Fwd Baggage Rear Baggage ‘am & ‘Arm 255 on ‘Moment 100 2 , 4 6 , 9 3 , B n , 7 102 , 2 18 , % 133 , 0 19 , M4 208 , 39 230 > 3 235 > a 281 > 2 306 > 56 332 > o 357 > 6 383 > = 408 ) = a4 > = 459 > = 485 ) = 310 LOADING CHART (con') Figure 6-15 (cont) (RT LK1206 ISSUED; SEPTEMBER 18, 1979,PIPER AIRCRAFT CORPORATION SECTION 6 PAs, NAVAJO WEIGHT AND BALANCE. FUEL, Weight | Inbotrd Tanks [Outboard Tanks Gallons bs. ‘Ann = 1268 ‘Arm = 148.0 ‘Moment/ 100 5 30 38 “ 10 60 16 » 15 90 us 133 0 120 132 8 35 150 130 mm 30 180 28 1266 35 210 266 3a 0 240 308 385 3 70 3a 400 50 300 340 aa 3s 330 418 8 oo 360 456 533 6 390 495 sn 0 20 333 on 15 450 sn 666 nm 465 — 60 80 480 609 = as 510 647 = 50 340 85 = 9s 570 ery = 100 600 761 ~ 05 630 199 = 109.6 658 4 = 1.2 gals. unusable ful in each inboard tank and 1.15 gals. unusable fue in ech outboard tank included in basic weight (28.2 Ibs. 3863 in Ibs, coil) ISSUED: SEPTEMBER 18, 1979 LOADING CHART (cont) Figure 6-15 (cont) REPORT: LK-1206 615ons PIPER AIRCRAFT CORPORATION AT AND BALANCE PA.31, NAVAJO GROSS WEIGHT - TOTAL MOEN CENTER OF GRAVITY a = WEIGHT, MOMENT AND C.G, LIMITS Figure 6-17, THLK-1206 ISSUED: SEPTEMBER 18, 1979.PIPER AIRCRAFT CORPORATION SECTIONS PASI, NAVAJO. WEIGHT AND BALANCE 6.11 WEIGHT AND BALANCE VISUAL PLOTTER, ‘The Weight and Balance Visual Plover ‘weight and center of gravity computing device. shed with this eirplane is 2 “The face of the plotter displays the slots used for plotting and the graphic center of gravity eavelope. On the back of the ploter are printed uctions for use and general loading recommendations. The center of gravity envelope onthe face shows all allowable moment conditions between 53600 and 6500 pounds, wit the limis outlined in red. ‘The “Basic Empty Weight and Center of Gravity" location is ken from the Weight and Balane Form (Figure 6-7, the Weight and Balance Record (Figure 6-9) or the luest FAA major repair or alteration form, cauTiON tis the responsibilty of the owner and pilot to ascertain that the airplane always remains within the allowable weight vs. center of gravy ‘envelope while in Might 6.3 INSTRUCTION FOR USING PLOTTER {8) Instructions for using the ploter are printed on the back of each ploter. To use the ploter, proveed as follows: 1 Locate point on plotter face corresponding to the"Basic Empty Weight” and"C.6." location. 2 "Zero" the “Occupants, {st & 2nd” slot over the “Basle Empty Weight” point; Establish new point at weight corresponding to occupans’ weight. 3. For 3rd & 4th Seats, repeat step 2 from point 2, using proper lot for aft o forward facing sats. 4. For Sth & 6th Seas, repeat step 3 from point 3. ‘5. For 7h Seat, repeat step 4 from point 4, 65, For 8th Seat, repeat step 5 from potat 5, ISSUED; SEPTEMBER 18, 1979 REPORT: LK-1206 647tone HT AND BALANCE, 2 & a a 2) Refer to paragraph 6. for General Loading Recommendations, eT; LK. 1206 PIPER AIRCRAFT CORPORATION PA-31, NAVAJO Zero the “Front Baggage” slot over point 6: Establish new point at weight corresponding to front baggege weight For “Rear Baggnge” repeat sep 7 from paint 7. For “Nacelle Locker Baggage” zero “Nac Locker Reat” slot ‘over point &: Establish new point "R” corresponding, to the total Baggage weight in the rear balf of both lockers. Zero "Nac Losker wa slot over point “R*; Establish new point “F" corresponding 10 {he total baggage weight in the forward half of both lockers. "Zero" the “Inboard Fuel” slot over point “F: Establish new point at fuel quant desired. For “Outboerd Fuel" repeat step 10 from point 10. NOTES ‘Should the fuel slot leave the “C.G, Eavelope” (outlined in re) between 134 and 138 inches, ‘the fuel indicated atthe exit point is maximum allowable. ‘Should the fuel sot leave the “CG. Bavelope” ther than between 134 and 138 inches, the assenger load should be forward or aft as required, (0 Allow a higher toed. ISSUED: SEPTEMBER 18, 1979© PIPER AIRCRAFT CORPORATION SECTIONS PASI, NAVAJO WEIGHT AND BALANCE NUM WEIGHT AND BALANCE VISUAL PLOTTER Figure 6-19 ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JUNE 22, 1984 619TONG PIPER AIRCRAFT CORPORATION HET AND BALANCE, ARGO LOADING hen seats are removed for cargo stows asic Empty Welghe vesponding C.G, must be corrected prior 10 determination of the schedule. The weights and arms for these seats ar Item Weight ‘Arm | Moment 100 ath Seat acing (each) 6 166 “6 26 139 a (th Seat each) 26 138) 3 ie 260, 9 @ a 250 2a é large cargo door can be installed adjacent tothe main cabln entrance > facilitate cargo loading. The door provides an addtional fuselage £2(17 inches lang and 29 inches wide) which results ina toil access ‘of over 44 inches, A quick disconnect pin is provided on the main entrance door cable which permits maximum utlization of the opening provided bythe optional cargo doce. 'e cargo barrier installation provides the necessary'equipment to load the cabin area of the fuzelage, establishes a protective bares for pit area, and presents instrctions for eargo loading and weight ‘ons, This optional installation includes cargo rollers, ie down straps, ‘etequipment container anda cargo blanket, {onsing placard (Figure 6-21) is mounted in the rear ofthe aft baggage ‘tment and clearly defines the limitations and procedures for cargo 8, This information should be used in conjunction with the ation presented in the Weight and Balance section to assure a weight ter of gravity within the limits ofthe siplane. ‘go barriers and restrnining equipment are limited a8 follows: (Cargo barriers» Maximum restraining capacity of 1280 Ibs, at 24 in, C.G. height of eargo ‘Cargo net - maximum restraining capacity of 1280 tbs. at 24 in, CG. height of cargo. aT 116-1206 ISSUED: SEPTEMBER 18, 179 REVISED: SEPTEMBER 15, 1980PIPER AIRCRAFT CORPORATION SECTIONS A-SI, NAVAJO. WEIGHT AND BALANCE (6) Cargo steps - maximum restraining capacity of 150 Ibs, at 12 in. EG, height of cargo. (8) Baggage tie down rings attached to seat tracks - maximum resteining capacity of 200 Ibs. exch. (© Baggage sie down rings atached to Wedjit plates - maximum tie down capacity of 200 Ibs. each ‘Weight and C.G. computations of individual items shouldbe calculated 3 loading. When loading items of identical weight with an even ibutior, the C.G. ean be determined fr all he items inthe center unequal weight should be Figured separately. Also, ‘compute the load weight and C.G. first; then compute fuel weight and tots} ‘E.G. to allow for he possibility ofthe C.G, moving aft ofthe allowable aft (E.G Fimic while burning of fue, ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 6aTIONS PIPER AIRCRAFT CORPORATION GHT AND BALANCE PASI, NAVAJO. TT PAS NAVAJO. 70 10 | iso —| aan eo ste 3100 — S30 & IF WING LOCKERS ARE NOT INSTALLED THIS LINE DOES NOT APPLY MAXIMUM TIEDOWN CAPACITY pan ror or mc eos re ease eos FER HESSon ano sea 2 cng i Ea oe gas cove n'a ‘CARGO LOADING PLACARD Figure 621, eh L206 ISSUED: SEPTEMBER 18, 1979PIPER AIRCRAFT CORPORATION SECTION 6 PASI, NAVAJO WEIGHT AND BALANCE Pasinavao eS Generally, heavier items shovld be loaded in section B (see Joading placard) and lighter items in sections C and D. NOTE ‘When loading heevy items, itis recommenied {o install a post under the wall skid to prevent the til fom setting while Loading. The parking brakes should also be st. ‘In most cases the forward baggage compartment must be tonded in order to utilize sections C and D. The empty weight of the airplane does not Tnetude the cargo barie installation equipment, however, the cargo barrier ‘equipment was included and the passengers’ seats remaved in the basic Elrplane weight and C.G. in the following ioading example: (2) Example loading Weight XA = Moment AIC Basie Weight 4354 1274 ‘554700 Pi 170 1190 20,230 Load Section A 50 3.0 2.150 ‘Coad Section B 400 147.0 58,800 Load Section 250 2100 52,500 {Coad Section D 150 255.0 38250 Toad Section & 100 1920 19,200 ‘TOTAL 378 1362. 745,830 Inbonrd Fuel 107-4 gil 644 1268 81,659 Ouiborrd Fuel 68.6 gal 382 1480 36536 6500 1360) 845025 In the above example, the a weight and zero fuel gross weigh) aft falls within the limits (both C. ISSUED: SEPTEMBER 18, 1979 REPORT: LK-i206 63TION 6 PIPER AIRCRAFT CORPORATION GHT AND BALANCE PASSL, NAVASO PH NAVA ‘THIS PAGE INTENTIONALLY LEFT BLANK Te LK-1206 ISSUED: SEPTEMBER 18, 1979 DOODNDDDNDDD DODD DD ODOC QO OOOO CC0N000000CCODDDDCODOPOVDDDDODDODDODGOODDOOGDONVINO( ° ‘TABLE OF CONTENTS SECTION? DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMS aagaph rage no Me 2A The Aline nen is Py a 39 Propet Th Landing oo 413 Brake yee TAS Mygrale sys. 217 Fight Cowra Ss 19 FurlSyaem-—. 71 Hlcokal Sy 723. Intent Pare 138 Renoeitar nl in i 731 23. Wingund Empermage Bing” 135 le Deetlbe Lite vesccoae ai 137 heen Propeter Doce cee ral 739 Heaing Vniling and Sefacing ah TAL Groans Venton Fann 7:3 ANcabin Hever 24 Orypen ss 4 CabinFeatier 18 Bapange Arn U3) Carga ioe 153, Minow 73h REPORT: LK.1206 4‘TABLE OF CONTENTS (cont) SECTION 7 cont) Etecric Windshield Wipe weseor warn Fire Extinguisher (Portable) Cabinet nn DRT: LK4206 Ceoo0gdNgNgNNOOCOOANOON0N( DOOODOVODODOVDDDOONON0NPIPER AIRCRAFT CORPORATION SECTION? PASI, NAVAJO. DESCRIPTION AND OPERATION SECTION? DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMS 7. THE AIRPLANE ‘The PA-31 Navajo is a twin-engine, ettactable landing gear, mal purpose airplne. Its spacious cabin is available with a varity of optional cabin arrangements and furnishings to allow the airplane to be equipped to serve the individual needs of the owner, Pilot and passenger comfort accessories, custom seating arrangements and flexible loading secommodations coupled with air navigational ‘equipment, fight safety lds, speed and range, avail the PA-3! Navajo for tse in a variety of operational situations, 73 AIRFRAME ‘A primary stroctre of reinforced and stress tested metal construction provides the tasis for the rugged Navajo arframe. The nose, uil cone, and ‘other flight surface extremities are of tough Fiberglass. ‘Th fuselage iv on all metal, semi-mongcoyue structure with svete sin. It eonsits of thee basic unit: the nose section, the cabin section, and the tail section. Removable access plates and inspection panels are incorporated into the fuslage skin eid in eavipment inspection and repait ISSUED; SEPTEMBER 1 1979 REPORT: LK-1206 uMTON 7 PIPER AIRCRAET CORPORATION CRIPTION & OPERATION, PASM. NAVAJO, He panoramic windows. which include wo-pieve windshield. five indows and pilotund copilot storm windows, Cumishan unobstnicted sccockpit orcabinarcus The four forward windowsoncachside cl double-pane construcjon w rede window loggits and copie storm windawsure located inthe forwaed lowersection hpilotsside window. Te open. relessethebstchoa the lower portion ot indow and swing the storm window iy and forward. the sworn 1s ate easily removed By pulling the hinge pin. A bated palo hield is affered ay optional equipment te prevent windshicld Kigeing nike right sid he svond side who at te opior windsiel imbue winder enreney cu Avumntcy tatarthcencanty dle remoting the plex ge covertfom te indo) pulling the reesse handle down and pushing aut an the esi orn isu cabin entranee door af the wing. The der middle with the sippet hall, which fi Jing upward and thelowrhall. whic hows ¢ leps. skinging downward. To open the door From the <. push on the end pull upwatd an ‘ser portion of dhe handle, Wi the kick mechanism now recused the bottom hall of the door and pull eo the steps (Later moc ane ed with an automatic stop extender) Oa carve modek, raise the half of the nae unit Katks, Thedloor cloned ram the onside by 1g epward on the knurted eylinder on the upper deat supp and ‘ig the upper half ofthe door” Onlater madels,pullthe upper hal et “nan ee Prom hs pt the ng pet ‘sh the door Fully open and support tin she open position. uppardourdsvn nd push nto te chsed postion, Neste full orthe dour, making sere the dor supp corded moi exch in Dr fitme. and pashrin om the door hulkexand the door nde waite ‘Secures latched, Asa safety feture. a locking bolt wartoched tee ‘ofthe upper hall ofthe entrance daar. Whon the door is elesed trons oll is moved to the right across the metal strike phate ‘ment an he dooe Frame, This feature presides added protcetion in he she dave from bution (adiaeean the Botton kal of ISSUED: SEPTEMBER 1K, 1979 REVISED: JUNE 22, 1984 eo900000c00000000000¢C DOOOCNOCNNNN OO ONO0NOPIPER AIRCRAFT CORPORATION SECTION7 PA-3I, NAVAJO. DESCRIPTION AND OPERATION EMERGENCY EXIT RELEASE, Figure 7-1 ‘CABIN ENTRANCE DOOR LATCH Figure 73 REPORT: LK-1206 13TIONT PIPER AIRCRAFT CORPORATION CRIPTION AND OPERATION PAH, NAVAJO half to the locked position, On Ister models, push the upper half tard a few inches and release it. The gas spring support will push the {ally open. Closing the door fom the inside is performed similarly to lutsde closing procedure. The door should be checked to insure proper ng by tying to pull the handle tothe open position without pushing the button and checking thatthe bolt has been propely tached. fullcantilever type construction with a vable fiberglass tip. The wing panels incorporate an I-beam main spar :xtends into the center ofthe fuselage, where the spars are joined with srength but fitings, making in effect, one continuous main spar, This pari also atached at each side of the Tuselage as are the font and rear spars. The main landing gear is housed in Wheel wells built into the F Surface of the wings and is enclosed by doors when the gear is ‘ed. Two flexible bladder-ype fuel cells in each wing house the fuel. Ailerons are all metal and are fully balanced. The right aileron Prats a trim tab that is adjustable through & contol in the cockpit. ‘be all-metal flaps are electrically activated by an airolshaped contr € instrument panel, When the flap contol is moved to the UP ot DN ‘on, power i transferred from an electric motor to screw transmission ita flexible shaft. A flap indicator, mounted on the instrument panel the flap contol, is used to position the flaps to the desired setting, ‘he engine nacelles are an integral part of the wing. They provide & lined structare for the engines, ‘he empennage consists of a vertical stabilizer (fin) a rudder, a otal stiblizer end elevators. The rudder and elevators both have trim which are controlled from the cockpit, The empennage group nents are metal cantilever structures with removable fiberglass tips, the vertical and horizontal stabilizers incorporate two-channel main ‘hat run the length of the stabilizer and attach tothe eft bulkhead ibly ofthe fuselage. A structural components are completely zinc chromzte-primed and the ‘or surfaces are couted with polyurethane pain DRT: LK1206 ISSUED: SEPTEMBER 18, 1979 REVISED: JUNE 22, 1984 r¢ oo > oo0oo0o0o00o0ondt oo000000000000 oo000o00dDODDDODDDDONOADDGOOOSCOOGDOGOOBOGDBDONDODOA: PIPER AIRCRAFT CORPORATION SECTION? PA.31, NAVAIO DESCRIPTION AND OPERATION 75 ENGINES AND ACCESSORIES ‘The PA-31 Navajo is powered by 1wo six-cylinder, fuct injected, sbachirged Lycoming engines ested at 210 HP at 2875 RPM. Doty engines fare air-cooled and have top side exhaust incorporating it jets for internat piston cooling. Both engines ace Lycoming TIO-S40-A2C Series. They are equipped with geared sarters, two magnetos (each engine), 28-volt 70-amp self rectifying alternators, shielded ignition systems, turbochargers, hydraulic pups, oil filers ol coolers, pneumatic pressure pumps and tires bladed propellers. The aliernators are beltdriven by pulleys mounted on the stviet Fing gear. ‘The turbocharger (Figure 75) is designed to increase the power output ad efficiency o te engine by supplying compresse arto the engin intake ‘manifold. This allows the engines to operate at peak power al much higher altitudes than normally aspirated engines. Power to drive the turbocharger is fextracied fron energy in the exhaust gases, which are ducted Gough the turbine and then exhausted overboard a the bottom of the nacelles in the rea of the eo aps. ‘The fuel injection sym i based on the principle of measuring engine sie consumption by uge of a venturi tube and using the aiflow forces to ‘contol fuel ew to ts engines Fuel distribution tothe individual cylinders {is obiined by ihe use oFa fuel Flow divider and ar bleed nozzles. Tee cut-offs fare incorporied in the injectors and should always be used te stop the engines, This is accomplished by palling the mixtore contol levers (0 the earmost positon, ‘An automatic alternate air induction system i provided for each engine, In the event the induction aie fiers become obstructed by ice or ‘other foreign particles, the induction air doors will open automatically to prove ar tothe engine. ‘Two manga allernae ae controls ste located to the right of be control pedesia! to allow the pilot to select alternate air ifthe sutomate feature Should fal ‘The cow: flaps, located on the bottom of the engine nacelles, are electrically operated by switches located on pedestal. Cow! Maps stiuld be posi the normal operating range. Remote indicating gauges, located rext 10 the switches, giv he pilot a visual indication of cov flap positon, ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JUNE 22, 1984 18s10N7 PIPER AIRCRAFT CORPORATION SRIPTION AND OPERATION PAST, NAVAJO eens ion wih. dors cn th industin horings which event of a turbocharger compressor falure, automatically fever, the to normally aspirated nic. Under these conditions approximately normal rated power, or 232 HE, wil be atsea level. gine mounts are of steel tube constructon incorporating vibration ving dynafocal mounts. The engine cowlings are cantilever structures ucted of a combination of fiberglass anc metal atiched atthe fire Quick release fasteners provide prompt removal of the top cowl. To € the botiom cow, the cowl flap must fis be disconnected. 4s lubrication system i ofthe pressure wet sump type. The oll pump. is located in the acessory housing, draws oil from the oil suction located inthe sump. The ol fom te punp then enters the accessory {Which feeds the oil 0 a connection on ite rear face of the secessory §, where a flexible line leads the ol 0 the external oll cooler, An oll 's atlached to the engine mounts on the lower lft side below each + Oil under pressure from the cooler returns wo @ second connection on :essory housing from which point.» passage conducts the ol tothe oil refit. Oil flow tothe ol cooler is controled by a thermostatic valve tive is normally open with cold ei e that tbe oll wil by pase the cooker cker warm up. As the oils warmed, the vale closes easing the ol 19 vv thea cooler. ve ol filer element, located on the accstory hovsing, provides « ‘of filerng from the ot eny td parisien thet may have passed ‘he ston sere in the mp, Afer ting ire, he sis eo 21a pang tote ol pressure ree vale located the ope ight ‘22 rants in rom of the seseany boating Ts ree vee 5 he engine oll pressure by sowing excecsve il fo yet lo the silt flance ofthe peste a Is fed te ran galery nthe Af ofthe eranease, Residual lls eure by avi fo the sum, ‘erin pasing trough «sree ti agin cued Crohn engines sine instruments are either mounted horizontally scross the top of {er instrament panel or stacked vertically a the right side ofthe center Adgivional engine gauges are located inthe right instrument pane XP LK.1206 ISSUED: SEPTEMBER 18,1979 »OCaNC oocoo0o000oo0ood Qoo00000 ooo 100 990 oOo(© PIPER AIRCRAFT CORPORATION SECTION? PASI, NAVAJO DESCRIPTION AND OPERATION ‘TURBOCHARGER SYSTEM SCHEMATIC Figure 75 ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 1TON? PIPER AIRCRAFT CORPORATION SRIPTION AND OPERATION PAH, NAVAJO ‘he recommended period for engine overnaul is at 1800 hours. This is based on Aveo-Lycoming service experience. From time 10 time iming revises the recommended overhaul period through a Service retin The pilot should check with his dealer for the latest overhaul 4.04 his engines and any additional Lycoming service information, iioa beyond the recommended overhaul riod is a the discretion of ‘order t0 obtain maximum engine efficiency and time between aul, the pilot should read and follow the procedures recommended by veo-Lycomlng Operator's Manus} for his engines, INGINE CONTROLS gine controls include a throttle, a propeller contro, and a mixture 21 for each engine (refer to Figure 7-13). These controls ae loceted on a al pedestal in the center of the cockpit below the instrument panel, ‘ey ate accessible o both pilot and copie. tte throte fevers, on the far eft ofthe contol pedestal, are used 10 ‘manifold pressure. The throttle levers acjust from fully open in the ‘ore positon, through the idle postion, to fully closed atthe bottom \f their uwvel. The throtle controls incorperte switches which activate ‘unsafe hom if the gear isnot in the Dowa-Locked position and the fs reduced to 12 inches of manifold pressure. I the gear is not Locked the horn will sound until the gear is down and locked or until the sling Is increased. This is «safety festre to prevent an inadvertent 'p land ‘he propeller controls are located in the center ofthe contro pedestal. ate used 10 adjust the propeller speed from increase RPM at te top of savel through decrease RPM, 10 the feathered postion at the bottom ie wavel. A'governor maintains a constan propeller speed once the er contro a ast bbe minture controls atthe far tight of the control pedestal adjust the fet ratio. The ful ich postion is atthe to position and the fll een luvoff positions athe botiom. The minis contols ae also wed to ‘own the engines inthe fully af or idle cutff position. DRT: LK1206 ISSUED: SEPTEMBER 18, 1979 POGDANDOC ooooc Oo 2,000000€ ) oooc oooc D000PIPER AIRCRAFT CORPORATION SECTION? PA-31, NAVAJO DESCRIPTION AND OPERATION A friction adjustment knob onthe right side ofthe contra! pedestal may ‘be adjusted to increase or derease the effort needed to move the control levers orto hold the controls ins solected position. 7.9 PROPELLERS ‘The propellers are Hurzll,shee-blade, constant speed, controllable ty and full feathering. The propellers incorporae 2 Hartel FCB4S8.6R blade with HC-E3YR-2ATF hubs, Propelies ae independently controlled by propeller governors, one mounted on each engine, and ils corresponding propeller control lever in the center ofthe coniol quadeant on the pedestal ‘A combination af nitrogen of ic pressure, a spring, blade counter ‘weights and governor regulated ol pressure is ulied to change the pitch of the propeller blades. Nitrogen or air pressurs is supplied from the precharged propeller chamber. (Refer to Section 8 - Airplane Handling, Servicing and Maintenance). The nitrogen or air pressure, spring and blade ‘counterweight force is lized to move the blades to the high pitch (decreased RPM) and feathered position and the oppasing governor regulted oil pressure moves the blades tothe low pitch (increased RPM) positon, As the propeller contol lever is moved forward, which inreases the propeller RPM, a valve inthe propeller governor allows increase oll pressure to enter te propeller hub and move the blades to the lom pitch (Increased RPM) position. Moving the propeller control lever aft decreases the propellet RPM as he propeller governor decreates the oil pressure lo the hub andthe nitrogen or air pressure, spring and blade counter-weights mave the propeller blades to the high piteh (decreased RPM) or, if selected, the feathered position. Feathering is accomplished by moving the propeller contol fever full aft through the tow RPM detent, into the feathering position. Feathering takes place in approximately seven seconds. The low RPM detent incorporated to prevent inadvertent feathering. To unfeather the propeller {Gn Might), move the propeller coottol lever forward, beyond the low RPM Aetent, to increased RPM position and engage the starter. As the engine ranks over the governor will begin to unfeather the blades and windeiliag, hich speeds up the process of unfesthering, will ke pace ISSUED: SEPTEMBER 18, 1979. REPORT: LK-1206 18ION? PIPER AIRCRAFT CORPORATION CRIPTION AND OPERATION PA31, NAVAJO. ‘bea the engines are shut down, the propelier control levers should be 1 the increased RPM position. The nitrogen pressure will move the 5 10 the decreased RPM postion by forcing most of the oil from the This prevents damage to the propeller during cold weather stars, The ditch Stops will prevent the nigogen pressure from moving the blades 10 athered position, ‘ll propeter feathering and unfeathering should not be practiced on ‘ound die to excessive vibration of the power plan installation. In feathering should be practiced only 10 familstize the pilot withthe ‘procedures. Inthe event feathering becomes necessary dering ght, ‘eathering end Unfeathering procedure outlined in Section 3 ~ etcy Procedures shouldbe folloved. LANDING GEAR ‘he Navajo is equipped with a hydrawically actuated, Fully retractable, le landing gear system. The gear incorporate sir-oll type oleo struts ‘avel ofthe stut from the flly extended to fully compresved position is ves.on the nore gear and 9 inches onthe main, wid a required extension hes of strut exposure under a normal static oad condition, When ted, the nose gear, which retracts aft into the nose and the main gear ‘retract inboad into the wings, are fully protected by geat doors, Nose 4oors and the outboard doors on the main gear are operated by & ‘nical linkage withthe gear and remain inthe open position when the 8 extended, The inboard main gett doors are hydraulically operated ‘ose when the main gears lately extended o fully retracted he nose gear is steerable by use of the rudder pedals. The tota! nose luraing are when steered withthe rudder pedals is normally 40", ver, 4 feature is incorporated which allows the nose gear to ‘arly diengage from the rudder pedal steering linkage, permitting the to be turned an additional 20* in each direction during 10 tons, chus extending the turing are to a full 80". A spring-loaded carn will recor the nose gear 10 within the cenier 40" arc, where It tically e-eagages wih the steering linkage. Although this device is {ed for use during towing, while taxiing through tight turns with 2ntil engine power and braking the nose gear can disengage itself, ing 4 shorier turing radius. Should this occur, the adder pedal ‘hange and accompanying noise in the nase gear is normal and should interpreted as a malfunction. ORT: L1206 ISSUED: SEPTEMBER 18 1919 CODDODODOODOOSCOAOD OO GDDOGDOGOOONOOO( fe)PIPER AIRCRAFT CORPORATION, SECTION? PASI, NAVAIO DESCRIPTION AND OPERATION ) te dg =): © ||: “(ee LANDING GRAR SELECTOR Figure 7-7 NOTE ‘Avoid unnecessary sharp turns, as excessive tire wear will sul, ‘The nose gear is also equipped with a shimmy dampening devi ounted to the botiom of the ouier housing. AS the nose gear retmcts, the secring linkage separates from the nose gear (o reduce the inflight rudder pedal forces “The landing gear selector Figure 7-7) is located on the instrument panel to the right of the plot's contol wheel and is provided with a wheel-shaped knob to ffecentiate it fom the flap control hich hasan airfoil shape. To goxed against inadvertent gear retraction on the ground solenoid lah is Incorporated in the landing gear selector control. An ani-reiraction (squa!) switch on the left mein gear must actuate this solenoid latch before the landing gear selector can be moved tothe UP postion. When the selector is moved to either the UP or DOWN position, the handle will remain tocked Jn this position until the gear has flly extended or reacted. At this time the selector handle will return to the neutral position. To raise or lower the ‘gear in light the handle rust first be pulled af. ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 71TION? PIPER AIRCRAFT CORPORATION ORIPTION AND OPERATION PA-31, NAVAJO ATION PAL, NAVAJO. do he instrument panel to the right ofthe gear selector, are one red and seen indicator lights with Press to Test features, Ar illuminated red Indicates when the gear isin transit berween the up-locked and down A red light indication wil also occur during Might ifthe 1 gear door remain open when the gear fs retracted or extended, The lights lumina o indicate when each gear is down and locked. The wor lights cas be dimmed by curbing each light. There is no light ion when the gear is up end locked. For added protection, » gear hor will sound if the power in one oF both ofthe engines is reduced 12 inches of manifold pressure while the landing gears notin the "Locked" postion. If the gear selector has been forced into the Up OF tural position while on the ground, the gear unsafe hore will sound the master switch is on, NOTE. In the event of an electrical failure, of withthe awitch OFF, there will not be An ion of the down and locked postion of 2€ main wheels ae 6.50 x 10 Cleveland Aircraft Products units with pe brakes and are fied with 6.50 x 10 cightply rated tres. The nose {sa Cleveland 6.0 x 6 model with a 6,00 x 6 sixcply rated tire. Proper asute is prised on the Wheels, JRAKE SYSTEM le brakes are hydraulically operated by individual master cylinders ‘onthe left se of rudder pedals. They are actuated by applying toe ‘© agains the top ofthe rudder pedals, There are provisions far an 11 dul brake instalation with brake cylinders aached to the coplot's ‘pedals, hydraulic brake fuid reservoir, which is separate from the main lic system, supplies fluid to each master eylinder. The reservar is ble through an access door atop the fuselage nove section. WARNING No braking wit! sur if handles pulled prior to brake application XT LK-1206 ISSUED; SEPTEMBER 18, 1979 REVISED: DECEMBER 18, 1990 PODQDDODDODOCNONODNONO 900 co00g 00000000000PIPER AIRCRAFT CORPORATION ‘SECTION? PA-31, NAVAJO. DESCRIPTION AND OPERATION Hydraulic hid is routed from the master cylinders through fines and hoses (0 a parking brake valve, located on the left aft side of the forward cabin bulktead, then through the cabin and wings to the brake assembly on ‘each main londing gear. The parking brake handle is located on the lower left instrament panel. To st the parking brake, frst depress and hold the toe brake pedals, and then pull out the parking brske handle. To release the parking brake, fist deprese and held the toe brake pedals, an then push in ‘on the parking brake handle. ‘The brakes are Cleveland Aircraft Products, single disc, single housing, smalt-pision assemblies. They ae self adjusting and uti for maximum strength and durability ‘745 HYDRAULIC SYSTEM A hydric system consisting of two hydraulic pumps, a power peck, fan emergency hand pump, actuating cylinders and fiers, supples pressure for the smooth extension and retraction of the landing gear. (Refer Fi 7. ‘The hydraulic pumps, which develop pressure forthe system, sre engine driven and mounted on the rear ofeach engine. The hydraulic power pack, located in the fuselage nose section just aft of the nose baggage ‘compartnsn, is the central conol unit for the hyeralic system. It contains tho valves, manifold, hid reservoir and necessity conteels which work in conjunction wit varios eletrcal switehes and solenoid valves to perform the desired sequences of operation as slested by the cockpit contol lever. Access 10 the power pack may be gained through the nose baggage compartment door or an acess panel just af ofthe baggage dooe. Fiuad is drawn from the poner pack reservoir by the engine driven pumps and pumped through the system filles and check valves back (othe [pressure por of the power pack, Flvid within the power pack is then directed {0 the appropriate actustor depending upon the sequence and selector postion ‘As 4 safety precaution, the reservoir contains a standpipe, which inthe event of severe leakage of fluid retains a suficient quantity of fuid for gear extension by means ofthe emergency hand pump, The engine driven pumps fare supplied with fluid through te standpipe; so if severe system leak ‘would develop, the continued operation of the engine driven pumps would «trop the uid Tevel below the top ofthe standpipe and the system Would be ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: DECEMBER 18, 1990PIPER AIRCRAFT CORPORATION UPTION AND OPERATION PASI, NAVAJO wwicemensteacnsocs 1 nai aang sonamacrech Geiooonicrucwncnsom 1 ete amicraws ren HYDRAULIC SYSTEM SCHEMATIC Figure 7.9 ST LK-1206 ISSUED; SEPTEMBER 18,1979. DOOOVCDDCODNDDODDODDDDD ADDON DDNDONONN0N NSDODDODDOODOOOOODOODOOOOO0D000000DO PIPER AIRCRAFT CORPORATION SECTION 7 PA3I,NAVAIO DESCRIPTION & OPERATION 2. Ra eveaeney no out cut ark denied operational Nuid from the reservoie. If this occurs, operation would ‘be limited ro preseure cbiained through heute of theemergency hand pump ‘and fluid reined in the siandpipe, door solenoid valve, mounted in the power pack. is electrically ‘operated and spring loaded tothe door open position, Should an electrica! failure oceur, the soleno the gear ta be lowered normally oF with the hand pump. AA system pressure port/check valve and a suction, fill and drain valve are located on the right side of the fuselage note section, accessible through an access panel. (Refer to Section 8 - Airplane Handling, Servicing and Maintenance.) ‘To operate the gear, pull out the whee! shaped get selector mounted on theinstcument panel tothe right ofthe pilar'scontral wheel and movelt from the neural position to the UP landing peer or DOWN landing gear position, ‘When the dested position ofthe gears obtained, the handle freed back {0 the neutral position by hydraulic pressure in the selector. valve. The hydraulic uid then circulates freely Between the pump and control unit. ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JUNE 22, 1984 asION? PIPER AIRCRAFT CORPORATION IPTION & OPERATION PASI, NAVAJO. ‘earaction oF extension will occur normelly in approximately 6 a NoTE In the even of electrical failure or when the master switch is OFF, the selector handle will ‘ot retuen yo neutraj and the geardoors will not sos, “hm the selector handle returns to neutal, it reeves all presse inthe 1. The gear is held in position by mechanical locks, Retuen of the »i handle tothe neutral positon i an indication that the components ‘ached [ullextension or retraction; however, the landing gear position should be used as primary indications. cauTiON When retracting the landing gear, be sure that ve emergency hydraulic hand pump (Figure 7-11) is used to obtain thc pressure In the event of failure of the engine driven hydraulic {This hand pumpis located between the plots and copilor's seats, An ‘cover marked "Emergeney Gear Extendon” must be lifted to gain 40 the pump handle. Follow instructions on the underside of the plate to lower the gear. The hand pump sould not be used to retract arn flight or 10 perform gear rtractions while aireraft ison jack. NOTE To perform an emergency gear extension Approximately 50 full strokes wil be required. ‘LIGHT CONTROL SYSTEM ve primary Might controls are operated by dual control wheels and ‘pedals assuring complete operational control by the pilot or copilot. ontcol whesl operates the allerons and elevators; the rudder pedals F the rudder. the nose wheel steering and brakes. The toe ‘ofthe pedals operate the whee brakes, interconnected through acable-spring system (0 coordination in normal tent, RT: LK-1206 ISSUED: SEPTEMBER 18, 1979 REVISED: JUNE 22, 1984 OOO OOODDODODVOD ADO ODDO OO ON000O( eo000°0 ooPIPER ATRCRAFT CORPORATION SECTION? PASI, NAVAJO. DESCRIPTION AND OPERATION punemerconnet CONTROL PEDESTAL Figute 7.13 ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 77TION7 PIPER AIRCRAFT CORPORATION PA-31, NAVAJO Secondary contol is provided by aileron, elevator ard rudder tim tabs, is operated by kaobs or wheela on the control pedestal ( Figure 7-13) fb tur cable-wrapped drums located inside the pedestal. With rotation drums, serews are moved forward or aft postion the tit tabs, The dn ri wheel, for right wing down or left wing down rll) conection, is ed below the power controls. The rudder trim wheel, for nose left or ‘ight correction, is located below the klleron trim wheel, The elevator heel, for nose up or nose dowa correction, Is located onthe left side of desta. To show the postion of the trim tab, and indicator is mounied toeach trim contol op the cou pedeatl, ‘Ning fap position is controlled by « selector switch mounted on the panel immeditely to the right of the contol pedestal, The Aap iow indicator i located to the Fight and below the selector switch. An position i provided on the fap position indicator i indicate zero (0) gto the system. The selector switch provides for variable wing Nap Toning in as lite as 2° increments from O° to 40", Deten positions are ‘ded atthe most commonly used positions of O°, 15%, and 40°. A wing >osition change is made by moving the selecor handle w any desited ‘on (marked onthe switch selector guard). The faps will automatically $ tothe selected position and indicator will display the actual Nap ‘on, The flaps may be extended to 25° at airspeeds below 174 KIAS, 4" -atension is limited t alespeeds below 140 KIAS. The entire sysiem is ‘onically monitored for system component fallures and wil prevent an metric ap position greater than 5° cereal ‘he basic electronic control system consists of an amplifier, three tats, (wo power solenoids and one motor. The motor is of a D.C. ‘ent magnet type and extends or retracts the flaps through a pair of le shafts atached to jckserew, transmission assemblies located on ving ap. ‘he amplifier isthe heart ofthe control system. It provides # regulated te supply for the three external heostas,eirult logic 10 analyze the "condition and postion, provides commands fo te power tolnokls ‘uate the motor for extensions and retractions and contains its own ring system to asceriain the condition of ritial circuit compenents, DRT: LK-1206 ISSUED: SEPTEMBER 18, 1979 ‘REVISED: JULY 7, 1980. oO ° oO 5° ° Oo oO oO fo) oO fo) oO IO 0000 2 €PIPER AIRCRAFT CORPORATION SECTION? PA-31, NAVAJO. DESCRIPTION AND OPERATION ‘The three rheostats feed back (othe amplifier the signals necessary (2 ‘operate the system, One rieostat is located in the flap pesition selector and fe each is located so asta sense the positions of the right and left Maps independently. The selector theostet signals the amplifier, activating the ‘ocr, which postions dhe aps. The left Tap eveotatcontzols fap positon | i relation tothe selector sheostat position and provides information to the amplifier to rive the position indicator. The right flap cheostat must agree with the tft Map ehenstt within S* a all times or the systern wil shut dew and cannot be reactivated until the imbalance and/or the cause has been conected. Tefen esos FLAP amutidr wi unite ‘wheo an imbalance cxists between the right and left wing flap rheostats cr I ‘ral compet ofthe pra ‘Befoce takeof, the operation ofthe FLAP annenelutor may be chested while the flaps are in transit, by pushing the test switch located adjacent tothe | ‘ap poston indicator. 749 FUEL SYSTEM ‘The fuel system consists of fuel cells, engine driven fucl pumps, ‘emergency fuel pumps, fuel injectors, conirol valves, fuel filters, fuel Pressure and flow gauges, fuel drains and non-icing NACA fuel tank vents an fuel selector panel. (Figure 7-15). Lockable Miller caps are avaiable as Optional equipment. Fuel is stored in four Nexibl fet cells, two in each wing. The outbeard fuel cets have a capacity of 40 U.S. gallons ech, and the inboard cele have 9 capacity of 56 U.S, gallons each, providing a total fuel expacity of 192 talons, 183.4 of which are usable, Esch individual fuel cell incorporates is ‘own Tue senders, sercened out, sump drain valve, vent line heck vales ‘and file assemblies available wth optional lightsin shielded cops. ‘The four fuel sump drains for the fuel canks are located along the bottom of the wings: one just outboard of cach wheel well and one on the inboard of each wing near the wing roe fillet plate assemblies, On the fel filter assemblies, alached to the inboard wing ribs, are fuel filter drains, accessible thraugh a door on the bottom of the wing root Fillet plate A ‘rossfeed drain it located on the left wing root filet plate inboard of he tak ine fel drains incorporate quick drain valves to provide speedy tion checks. (Refer (o Section & = Airplane Hendling, Servicing and Maintenance.) ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: DECEMBER 18,1990 79n10N7 PIPER AIRCRAFT CORPORATION IRIPTION AND OPERATION Pad, NAVAJO ‘be night and left wing fue sysiems are independent ofeach other and nected only when the rossfeed system Is activated. Under normal ion, ful is routed from the fuel cells through the selector valve and ‘ier, Fuel from the fuel boost pump tavels rough the emergency fuel penp ‘© wall suff valve andthe engine driven fuel pump to the fuel injector vento te eylinders, "mergency uel pumps at installed to provide fuel pressure in the event ine driven pump fils. The emergency fuel pumps are also used under 11 conditions for takeoff landing and priming the engines. It may also essary 10 tun on the emergency fuel pumps during climb, crue o¢ ing to stabilize fuel pressure, Left and right emergency fuel pump ‘es are located on the overhead panel othe right ofthe fuel gauge. Wo elect fuel quantity gauges are mounted in the overhead switch «The right fuel quantity gauge indicates the quantity of fuel ia the ‘ed right foe! system tank (ight inboerd or right outboard) and the left luanty gavge indicates the quantity of fuel in the selected left fuel 1 tank (left inboard or left outboard). The fuel geuges are connected ically to mlero switches mounted inthe ful selector console. The fuel 1 ate also connected electrically tothe micro switches. When a foel 5 selected its corresponding micro switch is actuated, completing the t between the fuel senders and the fuel quanty gauge, provi {reading of the fuel quantity in the selected tank, ‘uted ard the ‘overnend switch panel uel flow and fuel pressure fr the left and right engine fusl systems are ‘red by a dual fuel ow gauge anda dual fuel pressure gouge. The fuel {gauge mounted on the instrument panel above and to the right of the 1 pedestal, measures both the right and lft engine ful system fuel Now S, gallons per hour. The fuel pressure gauge, mounted on the meet panel above and to the right of the copilot’ control colamn, ies the fvel pressure in pounds per square inch for bath the left and gine ful systems, DRT; LK1206 SUED: SEPTEMBER 18, 1979 oeoo0oo0o0o00o0oon( 0000000 ooo00 Oo oO pooocbg) smounstousrsxomas ns ie awtnawous — aavnalounanst z ‘anvt4s YW "a sev aad gWORLAO TL RIYA NORD 9 RR § sve ono MM Bn Mf aKIGOMO UGA Bt aNneTaNINEANOSNS SS Ba] ammannarsonocmsson ‘nwo AattewnD en na a Seva vols"ae vt 9 Dwoscn a0 — sonoaowane Sains 91 aqwaGmaison AowaoWara 6° RIVONNOSTONED © Se ee ees pacar DESCRIPTION & OPERATION FUEL SYSTEM SCHEMATIC Figure 7-15 PIPER AIRCRAFT CORPORATION PAL, NAVATO ISSUED: SEPTEMBER 18, 1979 \OODODDOCODOODDOODODODDOOGODDDDOOOOODETION? PIPER AIRCRAFT CORPORATION CRIPTION & OPERATION PASI, NAVAJO WARNING Uf cither the right or left fuel low war lumi emaising in the corresponding inboard tank, ths al indicate a malfunction of the Mapper door in the inboard tank. Immediately select the outboard tank ‘or select crossfed to avoid fel ow ineruption, ‘ight and left fuel Now warning Tights iDuminate to warn the pilot of an ding el flow interruption. The hgh are activated by a sensing probe ted near each inboard ful tank outlet In the event the fuel evel near tk outlet drops toa polat where aut flow interruption and power lose ‘oceur, the seasing probe will Hluminate its corresponding, warning ‘The warning light will be on for a minimam of 10 seconds and will 1 om ifthe cause is not corrected. The waraing lights are incorporated fnnunciator panel. For peess-to-iest procedures, refer (o Paragraph he fuel management controls (Figure 7-17) are located in the fel ‘control panel mounted between the front seats on the forward edge ‘wing spar cary through cover. Locate on the fuel conrol panel are fl tank selectors, fire wal fel shutoffs and the erossfeed contmls. A nol panel light and switch are mounted a the tp ofthe panel. uring normal operntion of the fuel system, each engin is supplied uel from its respective fuck supply, Selection of the controls ch the Side of the control panel provides fuel from the right inboard oF ard fuel cells 10 the right engine and left fuel control selection Fue from the left inboard or Outboard fuel cll o he lef engine. or emergencies, fuel from one system can supply the opposite engine hh the use of the crosfeed system. The crosteed valve is locaed at board rib assembly of the left wing butt area and is intended for cy use only. The erossfeed is conirolied by a knob In the ceater of control panel, and under all normal conditions should be inthe off >sition, NOTE The erossfeed system is not intended for normal operation. When the crosseed valve 1s ‘on, be certain the fuel selector valve on the tank not in. use is off, and the procedures ‘outlined tn Section 3 - Emergency Procedures ae followed RT: LK-1206 ISSUED: SEPTEMBER 18, 1979 REVISED: MAY 27, 2008 ID00¢ oO oO oO ° oO oO Oo oO oO oO oO oO 0000 oOPIPER AIRCRAFT CORPORATION SECTION? PAL, NAVAIO. DESCRIPTION AND OPERATION FUEL SYSTEM CONTROL PANEL Figure 717 ISSUED: SEPTEMBER 18,1979 REPORT: LK-1206 723cTION7 PIPER AIRCRAFT CORPORATION SCRIPTION & OPERATION PASI, NAVAJO Emergency fire wall (uel shutoff valves are installed ia both the right | eft engine fet systems. The valves are actuated by controls on the left right sides ofthe fuel system control pant. Since the fire wall shutoft ‘esa intended for emergency use onl, they are provided with covers ch must be lifted before the valves can be turned off. The covers are igned to prevent them from beingctosed when te fire wal shutolC valve trols ate ln the off position, preventing inadvertent activation snd ating « normal valve-open position wth ihe cover closed, The valves are invwhen the lever Is down, Fuel to supply the combustion heater is provided by the right engine system. (Refer vo paragraph 7.39 inthis Section.) | ELECTRICAL SYSTEM ters, volage regulators, evervollage relays, an ammeter, a battery, srnal power reeepiacle, cireut breakers, warning lights, switches and voids ‘The electrical system is controled by switches located inthe overbead (Figure 7-23 oF 7-26) andthe circu breaker control punel (Figure 7-21) ‘licutt breaker control panel, located onthe side panel tothe lft ofthe 1, provides cireit proteetion and control fora complement of standar ‘optional electrical equipment and accessories. All switches and ele kes are marked to their individual unetions. Switchesare mainly ofthe de or rocker type and circuit breakers are of the push to reset or cre "Wer switch ype. Ifa circuit breaker pops, automatically opening the NReaded circu ts recommended thatthe breaker be alowed to\cool dee reseting. The circuit breakers ean be manually tipped by pulling out caution “The alternator ovipat circuit breaker switches (black), located onthe lower left portion ofthe ‘iret breaker panel, should not be opened ‘manually when the ullernators ure functioning formally. PORT: I,K-1206 1SSUED: SEPTEMBER 18, 1979 ' REVISED: SUNE 22, 1984 19000000 1000 DODDODOOOOCOOOOO0eo000¢ ° oO o eoo0qgq0q0qoCceooooooOo0o0000090 DEO PIPER AIRCRAFT CORPORATION ‘SECTION? PASI, NAVAJO. DESCRIPTION AND OPERATION ‘The starters are energized by a rocket type switch labeled ENGINE. [STARTER located on the oveshead switch panel between the left end right ‘magneto switches, To activate, push on the side of the switch which corresponds to the engine to be started and bold until the selected engine has started, When released, the switch should return to the off position. A Warning light (optional), mounted on the overhead switch panel below the Saver switch illuminates when ether starer is energize, NOTE ‘Starters should not be energized for more than 30 seconds of continuous cranking. Allow to ‘cool between starting atiemps. ‘The primary electrical sources are two 26-vot, 7-amperealternetors. ‘Tae alternators ate controlled independently by two voltage regulators ‘which are interconnected electrically (0 provide parle! outputs at normal engine operating specds. Alternator circuit protectin is supplied by left and right alternator cireait breaker avitches on the betiom loft of the ciccuit ‘breaker control panel and alternator inoperative lights in the ennunciator ‘panel, When an alternator fils to provide voltage its respective alternator Ioperative ight wil illuminate, The Tights can te checked by using the ianunetatorpress-o-test procedure. Ifa Tight fail to lumina, the balb should be replaced. Whenever the engines are operating at high ditferetial RPM, the allrator inoperative light for the slower engine may iluminat, NOTE In the event of an alternator inoperative idication, refer to Section 3 - Emergency Proceduees. ‘The amineter, located in the center of the overhead switch pane}, ‘monitors the battery charging eurcent. When ths needle pointer indicates eft (of cenver, the batty is discharging, and when the necle pointer indicates right of center the banery is charging. ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1216 REVISED: JUNE 22, 1984 1s

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