ARCHER
II
PA-28-1 81
Pilot’s
Operating
Handbook
Serial:
Airplane
No.:
Airplane
Regist.
2890008
HB—PKG
Re’.qson:
Revision
Date:
16
2.4.1998
Creation
Date:
Created
by:
1.3.2012
MFGL
Piper
Page: 0-0-(0)
Revision: 16, APRIL 2, 1998
Cover
7
I
Page: 0-0-(1)
Issued: JULY 2, 1979
Cover
PRO
a
a
Page: 0-0-(2)
Issued: OCTOBER 20, 1986
BZL A
/
a
I
Pu.
0
Page: 0-0-(3)
Issued: OCTOBER 20, 1986
BZL A-1
Bundesamt
Office
für Ziyilluftfahrt
fdra1
BZL
de l’aviation
OFA Page
Daten des Luftfahrzeuges
Hauptsdchlichste
Donnes
de 1’aronef
principales
1.
1.2
und Schwerpunktlage
et position
du centre
HB
Gewichte
Poids
1.1
Seite
B
civile
de gravit
Kat.
Höchstzulâssiges
Abfluggewicht
Poids maximal
autoris
au dcol1age
Andere
Kategorien
siehe
Autres
catSgories
voir
Cat.
[]
kp
1156
lbs
2550
Flughandbuch
manuel
de vol
Höchstzulässiges
Landegewicht
Poids maximal
autoris
lTatterrissage
ii6
kp
lbs
20
1.3 Rüstgewicht
Poids
vide
Im Rüstgewicht
Dens le poids
Ausrustung
sjnd inbegriffen:
vide sont oompris:
j
Hydraulikflüssigkeit
Le liquide
hydrauliue
Nicht verwendbarer
Treibstoff
Le carburant
non utilisable
El
Ballast
(sofern eingebaut)
Lest (51 insta11)
Nicht
El
Getriebeöl
L’4uipement
gemäss Ausrilstungsliste
salon la liste d’uipement
verwendbarer
Le lubrifiant
Verwendbarer
Le lubrifiant
Datum
Date
FOR
“
La lubrifiant
de boites
de transmission
utilisable
Schmierstoff
utilisable
Rilstgewlcht
Poids
vide
kp
20.10.8t
Schmierstoff
non
/
Schwerpunktlage
Position
du cen—
tre de gravit
lbs
WEI
WEIGH
m
IHT
AND
/
AND
in
BAL
BALAN
Rüstgewichtsmoment
Moment du poids
vide
/
kpm
.NCE
E
lbs.
REFER
RECORD”
Zuladung
Charge
in
kp
TC
THE
(
/
Fhig.67
utile
lbs
)
FpLA
FL/MS
Page: 0-0-(4)
Issued: OCTOBER 20, 1986
BZL B
Datum
Date
RUstgewiht
Poids
vide
Schwerpunktlage
Position
du con—
tre
kp
Page: 0-0-(5)
/
its
de gravit
a
/
in
Bust gewicht smoment
Moment
du poids
J3L
Selte
OFA
Page
B—i
Zuiadung
utiie
Charge
vita
kpm
Issued: OCTOBER 20, 1986
/
lbs.
in
kp
/
lbs
BZL B-1
ARCHER
II
PA28-1
81
PILOT’S
OPERATING
HANDBOOK
AND
FAA
AIRPLANE
AIRPLANE
9flf
fr0
SERIALNO._
FLIGHT
APPROVED
BY:
‘
OF
APPROVAL:
JULY
2, 1979
fl cREPORT:
JO
WARD
DATE
—PKG
REGIST.NO..JL
I
FAA
MANUAL
AIRPLANE
JJOE
PA-28-181
cREPORT:
yB-i 120
APPROVED
itiV’
EVANS
D.O.A.
NO.
PIPER
AIRCRAFT
SO-i
VERO
BEACH,
CORPORATION
FLORIDA
FAA APPROVED IN NORMAL
AND UTILITYCATEGORIES BASED ON CAR 3. THIS
INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE PILOT
HANDBOOK
BY CAR 3 AND CONSTITUTES THE APPROVED AIRPLANE FLIGHT MANUALAND
MUST
BE CARRIED IN THE AIRPLANE AT ALL TIMES.
Page: 0-1-(1)
Issued: JULY 2, 1979
FAA Approval
WARNING
EXTREME
CARE
MUST
BE EXERCISED
TO LIMIT THE USE OF
THIS HANDBOOK
TO APPLICABLE
AIRCRAFT.
THiS HAN DBOOK
DBOOK IS VALID
FOR
USE WITH
THE AIRPLANE
IDENTiFIED
ON THE FACE OF THE TITLE PAGE. SUBSEQUENT
REVISIONS
BY PiPER
BE
SUPPLIED
AIRCRAFT
CORPORATION
MUST
PROPERLY
INSERTED.
Published by
PUBLICATIONS
DEPARTMENT
Piper Aircraft Corporation
Issued: July 2, 1979
•
REPORT:
VB-1120
II
Page: 0-1-(2)
Revision: 3, JANUARY 14, 1981
ii
APPLICABILITY
Application of thishandbook islimitedto the specificPiper PA-28- 181
model airplane designated by serialnumber and registrationnumber on the
face of the titlepage of thishandbook.
This handbook
a current status.
cannot be used for operational purposes unless kept in
REVISIONS
The information compiled inthe Pilot’sOperating Handbook, with the
willbe kept current by revisionsdistributed
exception of the equipment list,
to the airplane owners. The equipment listwas current at the time the airplane
was licensed by the manufacturer and thereaftermust be maintained
airplane
by the owner.
Revision material will consist of information necessary to update the
text of the present handbook and/or to add information to cover added
airplane equipment.
I.
Revisions
Revisions will be distributed whenever necessary as complete page
replacements or additions and shall be inserted into the handbook in
accordance with the instructionsgiven below.
I.
2.
3.
Revision pages willreplaceonly pages with the same page number.
Insert alladditional pages in proper numerical order within each
section.
Page numbers followed by a small lettershallbe insertedin direct
numbered page.
sequence with the same common
II. Identificationof Revised Material
Revised text and illustrationsshall be indicated by a black vertical
line along the outside margin of the page, opposite revised, added or
deleted material. A line along the outside margin of the page opposite the
page number willindicatethat an entire page was added.
REPORT:
Page: 0-1-(3)
Revision: 6, JULY 21, 1982
VB-1I20
In
iii
Black lines will indicate only current revisions with changes and
additions to’ or deletions of existing text and illustrations.
Changes in
capitalization,
spelling,punctuation or the physical locationof material on
a page will not be identified.
ORIGINAL
PAGES
ISSUED
The originalpages issued for thishandbook
below:
prior to revisionare given
Title,iithrough vii,1-1 through 1-21, 2-1 through 2-10, 3-1 through
3-15, 4-1 through 4-21, 5-1 through 5-29,6-1 through 6-43,7-1 through 7-24,
8-1 through 8-18, 9-1 through 9-14, and 10-1 through 10-2.
REPORT:
lv
Page: 0-1-(4)
VB-1120
Issued: JULY 2, 1979
iv
PILOT’S
OPERATING
HANDBOOK
LOG
OF
REVISIONS
Current Revisions to the PA-28- 181 Archer 11Pilot’s
Operating Handbook,
REPORT:
yB-I 120 issued July 2, 1979.
Revision
Number and
Code
Rev. I
(PR800529)
FAA
Revised
Approval
Signature and
Date
Description of Revision
Pages•
1-3
2-3
2-4
2-10
3-3
3-10
4-8
4-I I
4-20
6-i
6-6
6-12
6-12a
thru
6-I2d
6-13
6-22
6-23
6-25
6-26
6-27
6-28
6-29
6-29a
6-29b
Revised para. 1.7 (c).
Revised para. 2.7 (d) (8).
Revised para. 2.9 (a).
Added placards.
Revised wording.
Revised wording.
Corrected spelling.
Revised para 4.9.
Revised wording.
Revised Table of Contents.
Revised Figure 6-5.
Revised Figure 6-15.
Added pages and added new
info.
Revised para. no.
Added item 97 b.
Added item 105.
Relocated items to pg. 6-26;
added new item 145.
Relocated items to pg. 6-27;
added new items 147, 149; renumbered
renumbereditems.
Relocated items to pg. 6-28;
renumbered items.
Relocated items to pg. 6-29b
and pg. 6-29a.
Relocated items to pg. 6-29a.
Added new pg.; relocated
items from pg. 6-29 and item
203 from pg. 6-28.
Added new pg. and new
items 219, 227, 229.
REPORT:
Page: 0-1-(5)
Revision: 1, MAY 29, 1980
VB-1120
v
PILOT’S
OPERATING
Revision
Number and
Revised
Code
Pages
Rev. I (conk)
HANDBOOK
LOG
OF
REVISIONS
(cont)
FAA
6-29c
Description of Revision
6-29d
Added new pg. and new
items 231 thru 241.
Added new pg. and new item
6-30
243; relocatedand renumbered
renumbered
items from pg. 6-30.
Relocated and renumbered
6-31
6-32
6-33
items from pg. 6-31.
Relocated items from pg.
6-32; added new items 265
and 267.
Relocated item from pg.
6-33; renumbered items.
Relocated and renumbered
6-35
items from pg. 6-34; added
new item 285.
Renumbered
items; added
new items 289, 291, 295.
Renumbered
items; relocated
6-36
item to pg. 6-36; added item
from pg. 6-34.
Renumbered
items; relocated
6-34
6-37
6-38
6-39
6-41
6-42
Approval
ature
and
Sign
Date
item to pg. 6..37.
Renumbered
items; relocated
item to pg. 6-38.
Renumbered
items; relocated
item from pg. 6-37.
Renumbered
items.
Relocated item to pg. 6-42;
added new item 429.
Relocated item to pg. 6-43;
renumbered items; added
items 431 and 433.
REPORT:
6-43
7-i
Added
Added
item from pg. 6-42.
para. 7.39 to Table of
7-20
7-24
Contents.
Revised material.
Added para. 7.39.
VB-1120
VI
Page: 0-1-(6)
Revision: 1, MAY 29, 1980
vi
PILOT’S
OPERATING
HANDBOOK
LOG
OF
REVISIONS
FAA
Revision
Number
and
Code
Rev. I (cont)
Revised
Approval
Signature and
Description of Revision
Date
Pages
7-25
8-12
8-l2a
8-12b
8-13
8-14
8-15
10-2
Rev. 2
(cont)
9-i
(PR800822)
9-15
thru
9-18
Added pg.; added new info.
Revised para. 8.21 (a) (b).
Added pg.; added new info.
Added pg.; relocated material
material
from pg. 8-12 and 8-13;
added cautions and revised
info. (c).
Relocated info,to pg. 8-12;
added info,from pg. 8-14.
Relocated info,to pg. 8-13;
Wcu-ai’.b
added info,from pg. 8-15.
Relocated info.to pg. 8-14.
Added
para. 10.3 (j).
Added
supplement
Ward
May
Evans
29, 1980
5 and
pages
Added
supplement 5
(Century 21 Autopilot).
)CV’CY-
Ward
Evans
Aug. 22, 1980
Rev. 3
(PR8 101 14)
Title
ii
2-3
2-4
3-i
3-6
3-7
3-8
Revised approval.
Revised warning.
Revised para. 2.7 (d) (6).
Revised para. 2.9 (c).
Changed para. 3.23 title,
page nos.
Changed alternator failureto
add info.,
electricalfailures;
moved info,to pg. 3-7.
Relocated info,from pg. 3-6;
moved info,to pg. 3-8.
Relocated info,from pg. 3-7.
REPORT:
Page: 0-1-(7)
Revision: 3, JANUARY 14, 1981
VB-1120
vi-a
vi-a
PILOT’S
OPERATING
Revision
Number and
Code
Rev. 3 (cont)
HANDBOOK
LOG
OF
REVISIONS
(cont)
FAA
Revised
Description of Revision
Pages
3-13
3-14
3-15
3-16
3-17
6-19
6-29a
6-31
6-33
Revised, retitledpara. 3.23
with added info.
Added para. 3.24;moved
para. 3.25 and 3.27 to pg.
3-15, and para. 3.29 to
pg. 3-16.
Relocated para. 3.25 and 3.27
from pg. 3-14; moved para.
3.31 to pg. 3-16.
New page, relocated para.
3.29 from pg. 3-14 and para.
3.31 from pg. 3-15.
New page, added relocated
info.
Added
Added
item 61.
item 204.
Revised item 267.
Added item 274; revised item
275; moved items 283 and 285
to pg. 6-34.
6-34
Relocated items 283 and 285
from pg. 6-33 moved items
291 thru 295 to pg. 6-35.
6-35
Relocated items 291 thru 295
from pg. 6-34; moved items
6-36
6-37
6-38
6-39
Approval
Signature and
Date
301 and 303 to pg. 6-36.
Relocated items 301 and 303
from pg. 6-35; moved item
309 to pg. 6-37.
Relocated item 309 from pg.
6-36; moved items 317 and 319
to pg. 6-38.
Relocated items 317 and 319
from pg. 6-37; moved item
327 to pg. 6-39.
Relocated item 327 from pg.
6-38; moved items 333 thru
337 to pg. 6-40.
REPORT:
VB-1120
vi-b
Page: 0-1-(8)
Revision: 3, JANUARY 14, 1981
vi-b
PILOT’S
OPERATING
HANDBOOK
LOG
OF
REVISIONS
Revision
FAA
Approval
Signature and
Date
Description of Revision
Number and
Code
Revised
Rev. 3 (cont)
6-40
Relocated items 333 thru 337
6-41
from pg. 6-39; moved items
409 thru 417 to pg. 6-41.
Relocated items 409 thru 417
6-42
from pg. 6-40; moved items
423 thru 429 to pg. 6-42.
Relocated items 423 thru 429
Pages
6-43
6-44
7-7
7-10
7-11
7-12
7-13
7-20
9-i
9-15’
thru
9-18
9-19
thru
9-20
from pg. 6-41; moved items
435 thru 441 to pg. 6-43.
Relocated items 435 thru 441
from pg. 6-42; moved info,to
pg. 6-44.
New page; relocated info.
from pg. 6-43.
Revised para. 7.13.
Revised para. 7.15.
Revised figure 7-11.
Cont. para. 7.15 revision.
Cont. para. 7.15 revision.
Revised para. 7.25.
Added supplement 6.
Retyped
supplement 5.
Added supplement 6 (Piper
Control Wheel Clock)
!
C
dAQ.. L-(
Ward Evans
Jan. 14, 1981
Rev. 4
1-4
(PR8 10625)
5-1
5-2
Revised para. 1.13.
Moved info,to pg. 5-2.
Relocated info, from pg. 5-1;
6-6
6-16
added Warning.
Revised Figure 6-5.
Revised item 21.
REPORT:
Page: 0-1-(9)
(cont)
Revision: 4, JUNE 25, 1981
VB-1120
vi-c
vi-c
PILOT’S
OPERATING
Revision
Number and
Code
Revised
Rev. 4(cont)
I
6..2
OF
REVISIONS
Description of Revision
Pages
6-25
6-31
6-3 Ia
6-3 lb
6-33
6-34
6-35
6-42
6-43
6-44
7-7
7-10
(PR8I 1116)
LOG
(cont)
AA
6-22
Rev. 5
HANDBOOK
3-i,4-i
4-4,
4-7,
4-8
4-12
Approval
Signature and
Date
3
Revised items 85 and 87;
moved item 95 to pg. 6-22.
Relocated item 95 from pg.
6-21.
Revised item 137.
Renumbered
and moved
item to pg. 6-3lb.
New .page.
Added items 268 and 269; relocated
relocated
renumbered item
from pg. 6-31.
Added item 276; moved item
28 1 to pg. 6-34.
Relocated item 281 from pg.
6-33.
Revised item 291.
Revised items 427, 429 and 431;
moved item 433 to pg. 6-43.
Relocated revised item 433
from pg. 6-42.
Removed
info.
Revised para. 7.11.
Revised para. 7.15.
L)aj
Ward Evans
June 25, 1981
Revised Table of Contents.
Revise Normal Procedure
check list.
Relocated para. 4.13 info, to
pg. 4-13; added Note; revised
info.
4-13
4-14
REPORT:
Relocated Note to pg. 4-14;
added para. 4.13 info, from
pg. 4-12.
Relocated para. 4.17 info,to
pg. 4-15; added Note from
pg. 4-13.
VB-1120
vi-d
Page: 0-1-(10)
Revision: 5, NOVEMBER 16, 1981
vi-d
PILOT’S
OPERATING
Revision
Number and
(‘ode
Revised
Rev. 5(cont)
4-15
HANDBOOK
LOG
OF
REVISIONS
FAA
Approval
ature
and
Sign
Date
Description of Revision
Pages
4-16
4-17
4-18
4-19
4-20
4-21
4-22
6-i
6-13
6-33
6-34
Relocated para. 4.21 to pg.
4-16; added para. 4.17 info.
from pg. 4-14.
Relocated para. 4.23 and
para. 4.25 to pg. 4-17; added
para. 4.21 from pg. 4-15;
added Note; revised info.
Relocated para. 4.27 info,to
pg. 4-18; added para. 4.23
and para. 4.25 from pg. 4-16.
Relocated para. 4.29 info,to
pg. 4-19; relocated para. 4.3!
to pg. 4-19 and pg. 4-20;
added para. 4.27 info,from
pg. 4-17.
Relocated info,to pg. 4-20;
added para. 4.29 and para.
4.3! info.from pg. 4-18;
revised para. 4.31.
Relocated para. 4.37 and
para. 4.39 to pg. 4-21; added
info,from pg. 4-18 and pg.
4-19.
Relocated para. 4.41 to pg.
4-22; added para. 4.37 and
para. 4.39 from pg. 4-20.
Added pg.; added para. 4.4!
from pg. 4-21.
Revised Table of Contents.
Revised para. 6.11.
Relocated item 279 to pg.
6-34; renumbered old item
277; added new item 277.
Relocated item 289 to pg.
6-35; added item 279 from
pg. 6-33.
REPORT:
Page: 0-1-(11)
(cont)
Revision: 5, NOVEMBER 16, 1981
VB-1120
vi-e
vi-e
PILOT’S
OPERATING
Revision
Number and
Code
Rev. 5 (cont)
Revised
OF
REVISIONS
Description of Revision
Pages
6-35
6-37
6-38
6-39
6-40
6-41
6-42
6-43
6-44
7-20
9-18
9-19
Page: 0-1-(12)
LOG
(cont)
FAA
6-36
REPORT:
vi-f
HANDBOOK
Relocated items 297 and 299
to pg. 6-36; added items 289
from pg. 6-34.
Relocated item 307 to pg.
6-37; added items 297 and
299 from pg. 6-35.
Relocated items 313 and 315
to pg. 6-38; added item 307
from pg. 6-36.
Relocated item 325 to pg.
6-39; added items 313 and
315 from pg. 6-37.
Relocated item 329 to pg.
6-40 and renumbered item;
relocated item 331 to pg. 6-40;
revised item 328; added new
item 329.
Relocated items 405 and 407
to pg. 6-41; added renumbered
renumbered items 330 and 331
from pg. 6-39.
Relocated items 419 and 421
to pg. 6-42; added revised
item 405 from pg. 6-40; added
item 407 from pg. 6-40.
Relocated item 431 to pg.
6-43; added items 419 and
421 from pg. 6-41.
Relocated item 443 to pg.
6-44; added item 431 from
pg. 6-42.
Added item 443 from pg.
6-43; added new item 445.
Revised info.
Revised item (c)(4).
Revised item (a).
Approval
Signature and
Date
Ward Evans
Nov. 16, 1981
(
VB-1120
Revision: 5, NOVEMBER 16, 1981
vi-f
PILOT’S
OPERATING
Revision
Number and
Revised
Code
Pages
Rev. 6
(PP.820721)
HANDBOOK
LOG
OF
REVISIONS
(cont)
FAA
iii
I-i
1-4
2-I
2-4
2-9
3-i
Revised handbook info.
Removed
para. 1.21 conversion
conversion
lactor index.
Added info. to para. 1.11.
Revised para. 2.1.
Added info, to para. 2.11.
Corrected placard error.
Expanded cmerg. proced ure
index; moved
3—u
4-i
4-u
4-I
6-i
pg.
New
info, to new
3-u.
pg.: relocated info,from
pg. 3-i.
Expanded normal procedure
index; moved inl’o.to new
pg. 4-u,
New pg.: i’eiocatedinfo,from
pg. 4-i.
Revised para. 4.1.
6—6
6-7
Revised index pg.
Revised fig.6—5 info.
Revised fig.6-7 info.
6-9
6-10
Added
Added
6—I2a
7-20
Approval
Signature and
Date
Description of Revision
info, to fig.6-9.
info,to fig.6-li.
6.9.
Revised
7-22
Revised para. 7.25.
Revised para. 7.31: moved
para. 7.33 info, to pg. 7-22.
New pg.; relocated info,from
9-i
pg. 7-21.
Updated Supplement
7-21
9-13
pg.
Revised Supplement
trim).
index
4 (pitch
REPORT:
VB-1120
vi-g
Page: 0-1-(13)
Revision: 6, JULY 21, 1982
vi-g
PILOT’S
OPERATING
Revision
Number and
Revised
Code
Pages
Rev. 6(cont)
HANDBOOK
LOG
OF
REVISIONS
(cont)
FAA
9-21
Description of Revision
Added
new Supplement
7.
Added
new Supplement
8.
Approval
Signature and
Date
t hru
9-40
9-41
Ward
t hru
July 21, 1982
9-66
Rev. 7
(PR82I 115)
1-12
thru
1-21
5-3
Evans
Deleted para. 1.21 and pages.
Revised para. 5.5.
thru
5-7
7-12
7-13
8-2
8-3
Revised para. 8.3.
Revised para. 8.3 and 8.5,
relocated info,from pg. 8-4.
8-4
Moved
8-5
Rev.8
(PR830720)
Relocated info,from pg. 7-13.
Moved info, to pg. 7-12,
added Caution.
1-9
1-12
2-10
2-II
6-9
8-2
8-3
9-67
thru
revised para. 8.5 to pg.
8-3, relocated info, from pg.
8-5.
Moved
info,to pg. 8-4.
Deleted MEA.
Deleted pg. 1-12, para. 1.21.
Moved fuel placards to
pg. 2-Il.
Added new page (GAMA
placard).
Revised fig.6-9.
Revised para. 8.3.
Revised para. 8.5.
Added Supplement 9.
(iOA
Ward
9-70
REPORT:
Ward Evans
Nov. 15, 1982
Lfl
Evans
July 20, 1983
VB-1120
vi-h
Page: 0-1-(14)
Revision: 8, JULY 20, 1983
vi-h
PILOT’S
OPERATING
HANDBOOK
LOG
OF
REVISIONS
Revision
FAA
Number and
Code
Revised
Rev. 9
vii
1-3
1-7, 1-8
2-3
3-1
4-4, 4-6
4-il
4-15
5-29
6-1
6-2
6-5
6-16
7-3
7-8
7-10
7-14
7-21
8-12
10-i
(PR840629)
Rev. 10
(PR850705)
(cont)
Approval
Signature and
Date
Description of Revision
Pages
10-1,
10-2
4-18
5-20
thru
5-25
7-7
7-9
7-10
7-20
Revised
Revised
Revised
Revised
Revised
Revised
Revised
Revised
Revised
Revised
Revised
Revised
Revised
Table of Contents.
para. 1.7.
item (b).
para. 2.7.
para. 3.1.
procedures.
para. 4.9.
para. 4.19.
Fig. 5-37.
para. 6.1.
para. 6.3.
para. 6.5.
item (b).
para. 7.7.
para. 7.13.
para. 7.15.
para. 7.17.
para. 7.33.
Revised
Revised
Revised
Revised
Revised
Revised para. 8.21.
Revised Table of Contents.
Changed Safety to Operating.
Ward Evans
June 29, 1984
Added info,to para. 4.27.
Revised charts.
Revised para. 7.11.
Relocated info,from
pg. 7-10.
Added info,to para. 7.15.
Added info,to para. 7.25.
DkH4XSler
Sept. 16, 1985
Rev. 11
(PR861020)
9-i
9-71
thru
Revised Table of Contents.
Added Supplement 10.
(Aux. Vac. System)
D.H. Tr mpler
9-76
Iz/,y/i
Date
REPORT:
Page: 0-1-(15)
Revision: 11, OCTOBER 20, 1986
VB-1120
vi-i
vi-i
PILOT’S
OPERATING
HANDBOOK
LOG
OF REVISIONS
Revision
Number
and
(cont)
FAA
Revised
Code
Descriptionof Revisions
Approval
Signature and
Date
Pages
Rev. 12
8-1
(PR88 1215)
8-2
8-3
8-12
Revised para.8.1.
Revised para.8.1and 8.3.
Revised para.8.3.
Revised para.8.19.
9-i
Added Supplement 10
toT.O.C.
9-9
Revised Section 3,para.(a).
D.H.Tro pier
Jan. 10, 1989
Rev. 13
vi-j
Added Rev. 13 to Log of
Revisions.
1-6&
Revised para. 1.19.
(PR900202)
1-7
4-6
5-4
6-10
6-12b
Revised para.4.5.
Revised para. 5.5.
Revised fig.6-11.
6-12c
Revised para.6.9.
Added fig.6-17 title.
7-24
Moved
7-25
para,7.39 to pg. 7-26.
Revised para.7.37.Added
Narco ELT 910 information.
7-26
8-12
8-12a
9-5
9-10
REPORT:
Added page. Relocated
para.7.39 from pg.
7-24. Revised para.7.39.
Revised para’s.8.19 & 8.21.
Revised Fuel Grade Chart.
Added Sec. 6 & 7.
9-35
Revised Preflight(b)(1).
Revised item 10.
9-37
Revised item 4.
9-53
Removed
9-54
9-61
Revised item 13.
Revised item 10.
text.
A4
D. H .Tromp er
Mar. 26, 1990
VB-1120
vi-j
Page: 0-1-(16)
Revision: 13, FEBRUARY 2, 1990
vi-j
PILOTS
OPERATING
HANI)BOOK
LOG
OF
REVISIONS
Revision
Number
and
Code
(cont)
IAA
Revised
Descriptionof Revisions
Approval
Signatureand
I)atc
Pages
Rev. 14
vi-k
(PR930 107)
vi-l
9—i
9-77
Added log of revisionpage
Added log of revisionpage
Added Supplement II
to 1.O.C.
Added Supplement II
W. R. MOREU
Jan.07, 993
Rev. 15
(PR940329)
7-i
Revised T.O.C.
7-26
Relocated para.7.39 from
7-26
pg. 7-26 to page 7-27
Revised para.7.37 added
ELT info.
7-27
7-28
Added page.
Added Page.
W. R. MOREU
March 29, 1994
Rev. 16
(PR980402)
vi-k
Added Rev. 16 to L of R.
2-3
Revised Para.2.7.
3-6
Revised Para.3.3.
9-75
Revised illustration.
PE’l’ER E. PECK
April 2, 1998
REPOR’l:
V B- 1120
vi-k
Page: 0-1-(17)
Revision: 16, APRIL 2, 1998
vi-k
PILOTS
OPERATING
HANDBOOK
LOG
OF REVISIONS
Revision
Number
and
Code
REPORT:
(cont)
FAA
Revised
of Revisions
l)escriplion
Approval
Signaturc and
Date
Pages
VB- 1120
vu
Page: 0-1-(18)
Revision: 14, JANUARY 7, 1993
vi-l
TABLE
OF CONTENTS
SECTION
1
GENERAL
SECTION
2
LIMITATIONS
SECTION
3
EMERGENCY
SECTION
4
NORMAL
SECTION
5
PERFORMANCE
SECTION
6
WEIGHT
SECTION
7
DESCRIPTION
AND
OPERATION
OF
THE AIRPLANE
AND ITS SYSTEMS
SECTION
8
AIRPLANE
HANDLING,
AND
MAINTENANCE
SECTION
9
SUPPLEMENTS
SECTION
10
OPERATING
PROCEDURES
PROCEDURES
AND
BALANCE
SERVICING
TIPS
REPORT:
Page: 0-999-(0)
Revision: 9, JUNE 29, 1984
VB-1120
vii
TABLE
OF
CONTENTS
SECTION
1
GENERAL
Page
No.
Paragraph
No.
1.1
1.3
1.5
1.7
1.9
1.11
1.13
1.15
1.17
1.19
Introduction
1-1
1-3
1-3
1-3
1-4
1-4
1-4
1-5
1-5
1-6
Engines
Propellers
Fuel
Oil
Maximum
Weights
Standard Airplane Weights
Baggage Space
SpecificLoadings
Symbols, Abbreviations and Terminology
REPORT:
Page: 1-0-(1)
Revision: 6, JULY 21, 1982
VB-1120
1-i
1-i
PIPER
AIRCRAFT
P4-28-181, ARCHER
CORPORATION
II
SECTION
SECTION
GENERAL
1
1
GENERAL
1.1 INTRODUCTION
This Pilots Operating Handbook
isdesigned for maximum
utilization
as an operating guide for the pilot.It includes the material required to be
furnished to the pilotby C.A.R. 3 and FAR
Part 21. Subpart J. Italso
contains supplemental data supplied by the airplane manufacturer.
This handbook
is not designed as a substitute for adequate and
competent flightinstruction,knowledge of current airworthiness directives,
Itisnot intended to
applicable federalair regulationsor advisory circulars.
be a guide for basic flightinstructionor a trainingmanual and should not be
used for operationa1 purposes unless kept in a current status
Assurance that the airplane isin an airworthy condition isthe responsibility
of the owner. The pilotincommand
isresponsiblefordetermining that
responsibility
the airplane is safe for flight.The pilot is also responsible for remaining
within the operating limitations as outlined by instrument markings,
placards, and thishandbook.
Although the arrangement of thishandbook isintended to increase its
itshould not be used solelyas an occasional operating
in-flight
capabilities,
reference.The pilotshould study the entirehandbook to familiarizehimself
with the limitations,performance, procedures and operational handling
of the airplane before flight.
characteristics
The handbook has been divided into numbered (araLic)sections,each
provided with a “finger-tip”tab dividerfor quick reference.The limitations
and emergency procedures have been placed ahead of the normal procedures,
procedures,
performance and other sectionsto provide easieraccess to information
Procedures” Section has
information
that may be required in flight.
The”Emergency
‘een furnished with a red tab dividerto present an instantreferenceto the
ection Provisions br expansion of the handbook have been made by the
deliberateomission of certain paragraph numbers, figure numbers, item
numbers and pages noted as being intentionallyleftblank.
ISSUED:
Page: 1-1-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
1-1
SECTION
GENERAL
PIPER
1
CORPORAT1O
AIRCRAFT
PA-28-181, ARCHER
II
12 I0.48
‘Wing
Area
Pvlin. Fuining
(from
I70.0
(sq. ft.)
Radius
(It.)
30.0
pivot point to wingtip)
3 6.28
35 0.00
33.60
c,,,
VIEW
Figure 1-1
THREE
REPORT:
VB-1120
ISSUED:
JULY
2, 1979
1-2
Page: 1-2-(0)
Issued: JULY 2, 1979
1-2
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
SECTION
GENERAL.
I
1.3 ENGINES
of Engines
(a) Number
(b) Engine Manufacturer
(c) Engine Model Number
(d)
(e)
(f)
(g)
Lycoming
O-360-A4M
or
O-360-A4A
180
5 Minute Limit (BHP)
Takeoff Power
5 Minute
Takeoff Engine Speed
Limit (RPM)
Maximum
Continuous Power (BHP)
Maximum
Continuous Engine
2700
178
2650
5.125
4.375
Speed (RPM)
(h) Bore (inches)
(i) Stroke (inches)
(j) Displacement (cubic inches)
(k) Compression Ratio
361.0
8.5:1
Four Cylinder, Direct
Drive, Horizontally
Opposed, Air Cooled
(1) Engine Type
1.5 PROPELLERS
I
Sensenich
76EM8S5-0-62
2
(a) Number of Propellers
(b) Propeller Manufacturer
(c) Model
of Blades
(d) Number
(e) Propeller Diameter (inches)
76
76
Fixed Pitch
(I) Maximum
(2) Minimum
(f) Propeller Type
1.7 FUEL
AVGAS
ONLY
50
48
(a) Fuel Capacity (U.S. gal.)(total)
(b) Usable Fuel (U.S. gal.)(total)
(c) Fuel
(I) Minimum
Octane
(2) Alternate Fuel
ISSUED:
REVISED:
Page: 1-3-(0)
JULY
2, 1979
JUNE
29, 1984
100 Green or IOOLL
Blue
Aviation Grade
Refer to latestissue of
Lycoming Instruction No. 1070.
REPORT:
VB-1120
1-3
Revision: 9, JUNE 29, 1984
1-3
SECTION
GENERAL
PIPER
1
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
1.9 OIL
8
Refer to latestissue
of Lycoming Service
Instruction 1014.
(a) Oil Capacity (U.S. quarts)
(b) Oil Specification
(c) Oil Viscosity per Average Ambient
Temp. for Starting
(1) Above60°F
(2) 30°Fto9O°F
(3) 0°F to 70°F
Single
S.A.E.50
S.A.E.40
S.A.E. 30
(4) Below
S.A.E. 20
1.11 MAXIMUM
(a)
(b)
(c)
(d)
Maximum
Maximum
Maximum
10°F
Multi
S.A.E.40or50
S.A.E.40
S.A.E. 40 or
20W-30
S.A.E. 20W-30
WEIGHTS
Ramp
Weight (lbs.)
Takeoff Weight (lbs.)
Landing Weight (lbs.)
Weights in Baggage
Compartment
(lbs.)
Normal
Utility
2558
2550
2550
2138
2130
2130
200
0
Maximum
1.13 STANDARD
AIRPLANE
WEIGHTS
Refer to Figure 6-5 for the Standard
Load.
REPORT:
1-4
Page: 1-4-(0)
VB-1120
Empty
Weight and the Useful
ISSUED:
REVISED:
JULY
2, 1979
JULY
21, 1982
Revision: 6, JULY 21, 1982
1-4
PIPER
AIRCRAFT
PA-28-181, ARCHER
1.15 BAGGAGE
CORPORATION
II
SECTION
GENERAL
SPACE
24
Volume (cubic feet)
(a) Compartment
(b) Entry Width (inches)
(c) Entry Height (inches)
1.17 SPECIFIC
22
20
LOADINGS
15.0
14.2
(a) Wing Loading (lbs.per sq. ft.)
(b) Power Loading (lbs.per hp)
ISSUED:
Page: 1-5-(0)
JULY
1
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
1-5
1
SECTION
GENERAL
PIPER
AIRCRAFT
CORPORATION
PA-28481,
1.19 SYMBOLS,
AND
ABBREVIATIONS
ARCHER
II
TERMINOLOGY
The following definitionsare of symbols, abbreviations and terminology
used throughout the handbook and those which may be of added
terminology
operationalsignificanceto the pilot.
(a) General Airspeed Terminology and Symbols
CAS
Calibrated Airspeed means the indicated
corrected for position
speed of an aircraft,
and instrument error.Calibrated airspeed
in standard
is equal
to true airspeed
atmosphere at sea level.
KCAS
CalibratedAirspeed expressed in “Knots.”
GS
Ground
lAS
Indicated Airspeed is the speed of an aircraft
aircraft
as shown on the airspeed indicator
when corrected for instrument error.lAS
Speed is the speed of an airplane
relativeto the ground.
values published in this handbook
zero instrumenterror.
assume
KIAS
IndicatedAirspeed expressed in
TAS
True Airspeed is the airspeedof an airplane
relative to undisturbed air which is the
CAS
Knots.”
corrected for altitude, temperature
and compressibility.
VA
Maneuvering Speed is the maximum
speed
at which application of full available
aerodynamic control will not overstressthe
airplane.
Vr
REPORT:
1-6
Page: 1-6-(0)
Maximum
Flap Extended
Speed is the
highest speed permissible with wing flaps
in a prescribedextended position.
VB-1120
ISSUED:
REVISED:
JULY
FEBRUARY
Revision: 13, FEBRUARY 2, 1990
2, 1979
2,1990
1-6
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
SECTION
II
1
GENERAL
VNE/MNE
Never Exceed
is
Speed or Mach Number
the speed limitthat may not be exceeded at
any time.
VNO
Maximum
Vs
steady
Stalling Speed or the minimum
at
which
the
flightspeed
airplane is controllable.
controllable.
Vso
Stalling Speed or the minimum
steady
flightspeed at which the airplane is controllable
StructuralCruising Speed is the
speed that should not be exceeded except
in smooth airand then only with caution.
I
controllable
in the landing configuration.
I
Best Angle-of-Climb Speed is the airspeed
which deliversthe greatestgain of altitude
Vx
in the shortestpossiblehorizontaldistance.
I
V
Best Rate-of-Climb Speed is the airspeed
which deliversthe greatestgain,in altitude
in the shortestpossibletime.
(b) MeteorologicalTerminology
ISA
International Standard
Atmosphere
in
which: The air is a dry perfect gas; The
temperature at sea levelis 15° Celsius (59°
Fahrenheit); The pressure at sea level is
29.92 inches Hg (1013.2 mb); The temperature
temperature
gradient from sea level to the altitude
is -56.5°C
the temperature
(-69.7°F) is -0.00198C (-0.003564°F) per
foot and zero above that altitude.
at which
Outside Air Temperature is the free air
static temperature, obtained either from
OAT
inflighttemperature indicationsor ground
sources, adjusted for
meteorological
instrument error and compressibility
effects.
ISSUED:
p”iJJfl.
Page: 1-7-(0)
JULY
REPORT:
2, 1979
1’UPTTA1V
1QQA
VB-1120
1-7
Revision: 13, FEBRUARY 2, 1990
1-7
SECTION
GENERAl
PIPER
I
AIRCRAFT
CORPORATION
PA-28-I8I, ARCHER
II
Indicated
Pressure Altitude
The
number
an
actually read from
altimeterwhen the barometric subscale has
been setto 29.92 inches of mercury (1013.2
millibais).
Pressure Altitude
Altitude measured from standard sea-level
pressure (29.92 in. Hg) by a pressure or
barometric altimeter. It is the indicated
pressurealtitudecorrected for positionand
instrument error. In this handbook,
altimeter instrument errors are assumed
to be zero.
Station Pressure
Actual atmospheric
elevation.
Wind
The wind velocitiesrecorded as variables
on the charts of this handbook are to be
understood as the headwind or tailwind
components of the reported winds.
pressure
at
field
(c) Power Terminology
Takeoff Power
Maximum
Maximum
Continuous
Maximum
power
permissible for takeoff.
power permissiblecontinuously
during flight.
Power
(d) Engine Instruments
EGT
Gauge
Exhaust Gas Temperature
Gauge
0
REPORT:
1-8
Page: 1-8-(0)
VB-1I20
ISSUED:
REVISED:
JULY
JUNE
Revision: 9, JUNE 29, 1984
2, 1979
29. 1984
1-8
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
SECTION
GENERAL
H
1
(e) Airplane Performance and Flight Planning Terminology
Climb Gradient
The demonstrated ratio of the change in
height during a portion of a climb, to the
horizontal distance traversed in the same
time interval.
Demonstrated
Crosswind
The demonstrated crosswind velocityisthe
velocity of the crosswind component for
which adequate control of the airplane
during takeoff and landing was actually
Velocity
(Demo. X-Wind)
demonstrated during certification
tests.
Accelerate-Stop
airl)istance
The distance required to acceleratean airl)istance
plane to a specifiedspeed and, assuming
failureof an engine at the instantthat speed
isattained,to bring the airplane to a stop.
Route Segment
A part of a route. Each end of that part is
identifiedby: (I) a geographical 1ocation
or (2) a point at which a definiteradio fix
can be established.
(f) Weight and Balance Terminology
Reference Datum
An imaginary verticalplane from which all
horizontal distances are measured for
balance purposes.
Station
A
Arm
The horizontal distance from the reference
datum to the center of gravity (C.G.) of an
location along the airplane fuselage
usually given in terms of distancefrom the
referencedatum.
Itern.
JULY
ISSUED:
2, 1979
JULY
REVISED:
20, 1983
Page: 1-9-(0)
REPORT:
Revision: 8, JULY 20, 1983
VB-1120
1-9
1-9
SECTION
PIPER
1
AIRCRAFT
CORPORATION
PA-28.-181, ARCHER
GENERAL
II
Moment
The product of the weight of an item multiplied
divided by a
multiplied
by itsarm. (Moment
constant isused to simplify balance calculations
calculations
by reducing the number of digits.)
Center of Gravity
(C.G.)
The
point at which an airplane would
balance ifsuspended. Itsdistancefrom the
reference datum is found by dividing the
total moment
by the total weight of the
airplane.
C.G. Arm
The arm obtained by adding the airplane’s
individualmoments and dividing the sum
by the totalweight.
C.G. Limits
The extreme center of gravity locations
within which the airplane must be operated
at a given weight.
Usable Fuel
Fuel availablefor flightplanning.
Unusable Fuel
Fuel remaining aftera runout testhas been
completed in accordance with governmental
governmental
regulations.
Standard Empty
Weight
Weight of a standard airplane including
unusable fuel,fulloperating fluidsand full
oil.
Basic Empty
Weight
Standard
Payload
Weight of occupants, cargo and baggage.
Useful Load
Difference between takeoff weight, or
ramp weight isapplicable,and basicempty
weight.
Maximum
Maximum
Weight
REPORT:
VB-1120
empty
weight
plus optional
equipment.
Ramp
weight approved for ground
maneuver. (Itincludes weight of start,taxi
and run up fuel.)
ISSUED:
JULY
2, 1979.
1-10
Page: 1-10-(0)
Issued: JULY 2, 1979
1-10
PIPER
AIRCRAFT
PA-28-l8I, ARCHER
CORPORATION
II
SECTION
1
GENERAL
Maximum
Takeoff Weight
Maximum
weight approved for the startof
the takeoff run.
Maximum
Maximum
weight approved forthe landing
touchdown.
Landing Weight
Maximum
Zero
Fuel Weight
ISSUED:
Page: 1-11-(0)
JULY
2, 1979
Maximum
weight exclusiveof usable fuel.
REPORT:
Issued: JULY 2, 1979
VB-1120
1-11
1-11
TABLE
OF
CONTENTS
SECTION
2
LIMITATIONS
Paragraph
No.
2.1
2.3
2.5
2.7
2.9
2.11
2.13
2.15
2.17
2.19
2.21
2.23
2.25
Page
No.
General
2-1
2-I
2-2
Airspeed Limitations
Airspeed Indicator Markings
Power Plant Limitations
Power Plant Instrument Markings
2-3
2-4
2-4
2-5
2-6
2-6
2-6
2-6
2-7
2-8
Weight Limits
Center of Gravity Limits
Maneuver Limits
Flight Load Factors
Types of Operations
Fuel Limitations
Noise Level
Placards
REPORT:
Page: 2-0-(1)
Issued: JULY 2, 1979
VB-1120
2-i
2-i
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
SECTION
LIMITATIONS
SECTION
2
2
LIMITATIONS
2.1 GENERAL
This section provides the “FAA
Approved”
operating limitations,
instrument markings, color coding and basic placards necessary for operation
operation
of the airplane and itssystenis.
This airplane must be operated as a normal or utility
category airplane
in compliance with the operating limitationsstated in the form of placards
and markings and those given in thissection and this complete handbook.
Limitations associated with those optional systems and equipment
which require handbook
supplements can be found in Section 9
(Supplements).
2.3 AIRSPEED
LIMITATIONS
KIAS
SPEED
Do not exceed
Never Exceed Speed (VNE)
this speed in any operation.
Maximum
(VNO)
smooth
Structural Cruising Speed
Do not exceed this speed except in
air and then only with caution.
JULY
ISSUED:
2, 1979
REVISFD:
.1111V 21. 19X2
Page: 2-1-(0)
KCAS
154
148
125
121
REPORT:
Revision: 6, JULY 21, 1982
VB-1120
2-1
2-1
iiji
rIrrI
h
j-iiiir
LIMITATIONS
I
ruiciii
H
PA-28-181, ARCHER
SPEED
KIAS
Do not
Design Maneuvering Speed (VA)
make fullor abrupt control movements
above this speed.
At 2550 lbs.G.W.
KCAS
113
89
At 1634 lbs.G.W.
Ill
89
CAUTION
Maneuvering speed decreases at lighterweight
as the effectsof aerodynamic forces become
more pronounced. Linear interpolationmay be
used for intermediategross weights.Maneuvering
Maneuvering
speed should not be exceeded while operating
in rough air.
operating
Maximum
Flaps Extended Speed (VFE)
Do not exceed thisspeed with the flaps
extended.
2.5 AIRSPEED
102
INDICATOR
100
MARKINGS
MARKING
lAS
Red Radial Line (Never Exceed)
Yellow Arc (Caution Range
Air Only)
Green Arc (Normal
154 KTS
Smooth
125 KTS to
154 KTS
55 KTS to
125 KTS
Operating Range)
White Arc (Flap Down)
REPORT:
2-2
Page: 2-2-(0)
VB-1120
49 KTS to
102 KTS
ISSUED
Issued: JULY 2, 1979
JULY
2, 1979
2-2
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
2.7 POWER
LIMITATIONS
ILANT
(a) Number
SECTION
2
LIMITATIONS
ol Engines
1
(b) Engine Manufacturer
(c) Engine Model No.
Iycoming
0-360-MM
O-360-A4A
or
with
carburetorsetting
10-3878
(d) Engine Operating Limits
(1) Takeoff Power -5 Minute
180
limit(I3HP)
5
(2) Takeoff Engine Speed
Minute Limit (RPM)
(3) Maximum
(BI-IP)
(4) Maximum
2700
Continuous Power
178
Continuous Engine
2650
Speed (RPM)
Oil Temperature
(5) Maximum
(6) Oil Pressure
245°F
(red line)
25 PSI
(redline)
(7) Fuel Pressure
Minimum (red line)
90 or I(K)PSI
Minimum
Maximum
0.5 PSI
8 PSI
Maximum
(red line)
ONLY)
(8) Fuel (AVGAS
(minimum grade)
100 or IOOli_
AviationGrade
of Propellers
I
(10) PropellerManufacturer
(II)PropellerModel
Sensenich
(9) Number
76EM8S5-0-62
(12)PropellerDiameter
Minimum
76 iN.
76 IN.
Maximum
RPM
(13)PropellerTolerance (static
at maximum
permissiblethrottle
Not above 2340 RPM
sea level,ISA)
setting,
Not below 2240 RPM
NOTE
Refer to the airplanemaintenance manual fr lest
procedure to determine approved static rpm
under non—standardconditions.
,JULY 2, 1979
APRIL 2, 1998
REVISED:
ISSUED:
Page: 2-3-(0)
REPORT:
VB-1120
2-3
Revision: 16, APRIL 2, 1998
2-3
I!A.
I JUIN
rIrItK
jii.’.icta’I
LI MITATIONS
2.9 IOWER
P428-
PLANT
INSTRUMENT
ji.rjiei
II
181, ARCHER
MARKINGS
(a) luichoinctcr
Green Arc (Normal Operating Range)
Yellow Arc (5 Minute Limit)
500 to 2650 RPM
2650 to 2700 RPM
2700 RPM
Red Line (Takcofl Power)
(h) Oil Temperature
Green Arc (Normal operating Range)
to 245°F
Red Line (Maximum)
245°F
(c) Oil Pressure
Green Arc (Normal Operating Range)
Yellow Arc (Caution Range) (Idle)
Yellow Arc (Ground Wai-m-Up)
60 PSI to 90 PSI
25 PSI to 60 PSI
None or 90 PSI to 100 PSI
Red l.inc(Minimum)
Red Line (Maximum)
25 PSI
90 or 100 PSI
(d) Fuel Pressure
0.5 PSI to 8 PSI
Green Arc (Normal Operating Range)
Red Line (Minimum)
0.5 PSI
8 ISI
Red Line (Maximum)
2.11 WEIGHT
LIMITS
(a) Maximum
(h) Maximum
(c) Maximum
Ramp
(lbs.)
Weight (lbs.)
Baggage (lbs.)
Normal
Utility
2558
2138
2550
2130
200
0
NOTE
Refer to Section 5 (Performance) for maximum
weight as limitedby performance.
n
REPORT:
2-4
Page: 2-4-(0)
VB- 1120
ISSUED:
REVISED:
.JULY 2, 1979
JULY 21, 1982
Revision: 6, JULY 21, 1982
2-4
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
2.13 CENTER
OF
(a) Normal
SECTION
LIMITATIONS
II
GRAVITY
2
LIMITS
Category
Forward Limit
Inches Aft of Datum
Weight
Pounds
2550
2050 (and
88.6
82.0
Rearward Limit
Inches Aft of Datum
93.0
93.0
less)
(b) UtilityCategory
Forward Limit
Inches Aft of Datum
Weight
Pounds
2130
83.0
82.0
2050 (and
less)
Rearward Limit
Inches Aft of Datum
93.0
93.0
NOTES
Straight line variation between points given.
used is 78.4 inches ahead of the
wing leading edge at the inboard intersectionof
the straightand tapered section.
The
datum
Itisthe responsibilityof the airplane owner and
the pilotto insure that the airplane isproperly
loaded. See Section 6 (Weight and Balance) for
proper loading instructions.
ISSUED:
Page: 2-5-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
2-5
2-5
SEUTIITh
PI1’M(
2
AIMUICAIl
UURPUKA1IUI
PA-28-181, AR CHERII
LIMITATIONS
2.15 MANEUVER
LIMITS
All acrobatic maneuvers
Category
including spins
(a) Normal
prohibited.
(b) UtilityCategory
Approved maneuvers for bank angles exceeding
600.
Entry
113
113
113
Steep Turns
Lazy Eights
Chandelles
2.17 FLIGHT
LOAD
Speed
KIAS
KIAS
KIAS
FACTORS
(a) Positive Load Factor (Maximum)
(b) Negative Load Factor (Maximum)
Normal
Utility
4.4 0
3.8 G
No inverted maneuvers
approved
2.19 TYPES
OF
OPERATION
The airplane isapproved for the following operations when equipped in
accordance with FAR 91 or FAR
135.
(a) Day V.F.R.
(b) Night V.F.R.
(c) Day 1.F,R.
(d) Night 1.F.R.
(e) Non Icing
2.21 FUEL
LIMITATIONS
(a) Total Capacity
(b) Unusable Fuel
The unusable fuel for this airplane has
been determined as 1.0 gallon in each
wing in critical
flightattitudes.
Usable
Fuel
(c)
The usable fuelin thisairplane has been
determined as 24.0 gallons in each wing.
REPORT:
VB-1120
50 U.S. GAL.
2 U.S. GAL.
48 U.S. GAL.
ISSUED:
JULY
2, 1979
2-6
Page: 2-6-(0)
Issued: JULY 2, 1979
2-6
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
2.23 NOISE
SECTION
II
2
LIMITATIONS
LEVEL
The noise levelof this aircraftis 73.9 d B(A).
No determination has been made by the Federal Aviation Administration
Administration
that the noise levelsof this airplane are or should be acceptable or
unacceptable for operation at, into, or out of, any airport.
The above statement not withstanding the noise levelstated above has
been verifiedby and approved by the Federal Aviation.Administration in
noise level test flights conducted in accordance with FAR
36, Noise
Standards
Aircraft Type and Airworthiness Certification.This aircraft
model is in compliance with allFAR 36 noise standards applicable to this
type.
ISSUED:
Page: 2-7-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
2-7
2-7
LIMITATIONS
PA-28-181, ARCHER
II
2.25 PLACARDS
In fullview of the pilot:
“THIS AIRPLANE
MUST
BE OPERATED
AS A NORMALOR
NORMALOR UTILITY
CATEGORY
AIRPLANE
IN COMPLIANCE
COMPLIANCE WITH
THE
OPERATING
LIMITATIONS
STATED
IN THE
FORM
OF PLACARDS,
MARKINGS
MARKINGS
AND
MANUALS.
AND
ALL
MARKINGS
PLACARDS
PLANE
APPLY
TO ITS OPERATION
CATEGORY
AIRPLANE.
FOR
UTILITY
OPERATION
CATEGORY
PILOT’S OPERATING
HANDBOOK.
ON THIS AiR.AS A UTILITY
NORMAL
AND
REFER
TO ThE
NO
ACROBATIC
MANEUVERS
ARE
APPROVED
FOR
NORMAL
CATEGORY
OPERATIONS.
SPINS
ARE
PROHIBITED
FOR
NORMAL
AND
UTILITY
CATEGORY.”
In fullview of the pilot:
TAKEOFF
CHECK
Fuel on proper tank
Electricfuel pump on
Engine gauges checked
Flaps set
Carb. heat off
Mixture set
Primer locked
LANDING
Fuel on proper tank
Mixture rich
Electricfuel pump on
Seat backs erect
LIST
Seat backs erect
Fasten belts!harness
Trim tab set
Controls- free
Door
latched
Air Conditioner off
CHECK
LIST
Flaps set
Fasten belts!harnes
Air Conditioner off
The “AIR COND
OFF” item in the above takeoff and landing check
listsis mandatory for air conditioned aircraftonly.
REPORT:
2-8
Page: 2-8-(0)
VB-1120
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
2-8
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
when
SECTION
II
2
LIMITATIONS
in fullview of the pilot,in the area of the air conditioner control panel
the air conditioner is installed:
AIR CONDITIONER
NORMAL
TAKEOFF
“WARNING
TO
INSURE
PERFORMANCE.”
MUST
BE OFF
CLIMB
PERFORMANCE.”
Adjacent to upper door latch:
“ENGAGE
LATCH
BEFORE
On inside of the baggage compartment
FLIGHT.”
door.
MAXiMUM
200 LBS.”
“BAGGAGE
OPERATION
NO
BAGGAGE
“UTILITY
CATEGORY
AFT
PASSENGERS
ALLOWED.
NORMAL
BAGGAGE OR
SEE
PILOT’S
NORMAL CATEGORY
OPERATION
HANDBOOK
WEIGHT
AND
BALANCE
OPERATING
FOR
BAGGAGE
AND
AFT
PASSENGER
BALANCE SECTION
PASSENGER LIMITATIONS.”
In fullview of the pilot:
“VA
113 KIAS
“DEMO.
AT
2550# (SEE
X-W1ND
P.O.H.)”
17 KTS.”
In fullview of the pilot:
PLATE
WINTERIZATION
“OIL
COOLER
WHEN
AMBIENT
TEMPERATURE
REMOVED
EXCEEDS 50°F.”
ISSUED:
REVISED:
Page: 2-9-(0)
JULY
2, 1979
JULY
21, 1982
TO
BE
EXCEEDS
1&PORT:
Revision: 6, JULY 21, 1982
VB-1120
2-9
2-9
ii.iiiji
ririi
h
.IKI..I(AI
LIMITATIONS
I UU1(t’UKA1IU1’
PA-Th-i81, ARCHER
II
In fullview of the pilot:
CATEGORY
OPERATION
“UTILITY
NO
AFT
PASSENGERS
ALLOWED.
(I)
MANEUVERS
ARE
(2) ACROBATIC
THE
FOLLOWING:
ONLY.”
LIMITED
ENTRY
SPINS
PROHIBITED
TURNS
STEEP
LAZY
EIGHTS
CHANDELLES
TO
SPEED
113 KIAS
113 KIAS
113 KIAS
In fullview of the pilot:
“WARNING-—TURN
OFF STROBE
IN CLOSE
PROXIMITY
TO GROUND
FLIGHT
THROUGH
FOG
CLOUD,
LIGHTS
WHEN
OR DURING
OR HAZE.”
On tachometer face:
“AFTER
REPORT:
2-10
Page: 2-10-(0)
5 MIN:
VB-1120
REDUCE
POWER
TO
2650 RPM.”
ISSUED:
REVISED:
JULY
JULY
Revision: 8, JULY 20, 1983
2, 1979
20, 1983
2-10
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
SECTION
LIMITATIONS
II
2
Adjacent to the fuelfiller
caps:
FUEL
-
100 or IOOLL
AVIATION
GRADE.
or
FUEL
l00-13()AVIATION
GRADE
MIN.
USABLE
CAPACITY
24 GAL.
USABLE
CAPACITY
TO
BOTTOM
OF
NECK
INDICATOR
17 GAL.
caps (serialnumbers
Adjacent to the filler
AVGAS
FILLER
28-8390036 and up):
ONLY
cc
GRADE
IOOLL
ISSUED:
Page: 2-11-(0)
JULY
20, 1983
GRADE
100
REPORT:
Revision: 8, JULY 20, 1983
VB-1120
2-11
2-11
TABLE
OF
CONTENTS
SECTION
EMERGENCY
3
PROCEDURES
Paragraph
No.
3.1
3.3
Page
No.
General
3-I
Emergency Procedures Checklist
Engine Fire During Start
Engine Power Loss During Takeoff
Engine Power Loss in Flight
Power Off Landing
Fire in Flight
Loss of Oil Pressure
Loss of Fuel Pressure
High Oil Temperature
ElectricalFailures
ElectricalOverload (Interlocked Battery and
Alternator Switch)
ElectricalOveiload (Separate Battery and
Alternator Switch)
3-3
3-3
3-3
3-4
3-4
3-5
3-5
3-5
3-5
3-6
Spin Recovery
Open Door
Carburetor icing
3.5
3.7
3.9
3.11
3.13
3.15
3.17
3.19
3.21
3.23
Engine Roughness
Amplified Emergency Procedures (General)
Engine Fire During Start
Engine Power Loss During Takeoff
Engine Power Loss In Flight
Power Off Landing
Fire In Flight
Loss of Oil Pressure
Loss of Fuel Pressure
High Oil Temperature
ElectricalFailures
Revision: 6, JULY 21, 1982
3-7
3-7
3-8
3-8
3-8
3-9
3-9
3-9
3-10
3-1 1
3-11
3-12
3-13
3-13
3-13
REPORT:
Page: 3-0-(1)
3-6
VB-1120
3-i
3-i
I’
TABLE
OF
CONTENTS
SECTION
(cont)
3 (cont)
Paragraph
No.
3.24
3.25
3.27
3.29
3.31
REPORT:
3-li
Page: 3-0-(2)
Page
No.
ElectricalOverload
3-14
3-15
3-15
3-16
3-16
Spin Recovery
Open Door
Carburetor Icing
Engine Roughness
VB-1120
Revision: 6, JULY 21, 1982
3-ii
PIPER
AIRCRAFT
PA-28-I81, ARCHER
CORPORATION
II
EMER(;ENCY
SECTION
EMERGENCY
SECTION
PROCEDURES
3
3
PROCEDURES
3.1 GENERAL
The
recommended
procedures for coping with various types of
emergencies and criticalsituations are provided by this section. All of
required (FAA regulations)emergency procedures and those necessary for
the operation of the airplane as determined by the operating and design
featuresof the airplane are presented.
Emergency
procedures associated with those optional systems and
equipment which require handbook supplements are provided in Section 9
(Supplements).
The firstportion of this section consistsof an abbreviated emergency
check listwhich suppliesan action sequence for critical
situationswith little
on
the
of
systems.
emphasis
operation
The remainder of the section isdevoted to amplified emergency procedures
procedures
containing additional information to provide the pilotwith a more
complete understanding of the procedures.
These procedures are suggested as a course of action for coping with the
particularcondition described, but are not a substitutefor sound judgment
and common
sense.Pilotsshould familiarizethemselves with the procedures
in
thissection
and be prepared to take appropriate action should an
given
emergency arise.
Most basic emergency procedures, such as power off landings, are a
normal part of pilottraining.Although theseemergencies are discussed here,
thisinformation isnot intended to rcplacesuch training,but only to provide
a source of referenceand review, and to provide information on procedures
which are not the same for allaircraft.Itissuggested that the pilotreview
standard emergency procedures periodicallyto remain proficientin them.
ISSUED:
UT’VIT’fl.
Page: 3-1-(0)
JULY
IIINF
2, 1979
Q
REPORT:
1QRi
VB-1120
l..1
Revision: 9, JUNE 29, 1984
3-1
SECTION
EMERGENCY
PROCEDURES
THIS
REPORT:
PIPER
3
PAGE
VB-1120
INTENTIONALLY
AIRCRAF”l’
CORPURAI’1(JI
PA-28-181, ARCHER
LEFT
II
BLANK
ISSUED:
JULY
2, 1979
3-2
Page: 3-2-(0)
Issued: JULY 2, 1979
3-2
PIPER
AIRCRAFT
CORPORATION
H
PA-28-181, ARCHER
13
EMERGENCY
ENGINE
FIRE
PROCEDURES
DURING
SECTION
EMERGENCY
CHECK
PROCEDURES
LIST
START
Starter
Mixture
Throttle
Electricfuel pump
crank engine
idlecut-off
open
OFF
OFF
Fuel selector
Abandon
iffirecontinues.
ENGINE
3
POWER
LOSS
If sufficientrunway
DURING
TAKEOFF
remains for a normal landing, land straightahead.
If insufficientrunway remains:
Maintain safe airspeed.
Make only shallow turn to avoid obstructions.
Flaps as situation requires.
If sufficientaltitudehas been gained to attempt a restart:
Maintain safe airspeed.
switch to tank
Fuel selector
containing fuel
check ON..
check RICH
ON
locked
Electricfuel pump
Mixture
Carburetor heat
Primer
If power is not regained, proceed with power
ISSUED:
JULY
VI’1?.fl•
Page: 3-3-(0)
MAV
2, 1979
IQ
off landing.
REPORT:
VB-1120
1QRO
Revision: 1, MAY 29, 1980
3-3
SECTION
EMERGENCY
ENGINE
3
PIPER
PROCEDURES
POWER
LOSS
AIRCRAFT
CORPORATION
PA-28-18I, ARCHER
II
IN FLIGHT
Fuel selector
switch to tank
containing fuel
ON
RICH
ON
check for indication
Electricfuel pump
Mixture
Carburetor heat
Engine gauges
of cause of power loss
Primer
check locked
Ifno fuel pressure isindicated,check tank selectorpositionto be sure itison
a tank containing fuel.
When power is restored:
Carburetor heat
Electricfuel pump
If power is not restored prepare for power off landing.
Trim for 76 KIAS.
POWER
OFF
OFF
OFF
LANDING
Locate suitablefield.
Establish spiralpattern.
1000 ft.above fieldat downwind
position for normal landing approach.
When fieldcan easily be reached slow to 66 KIAS for shortest landing.
Touchdowns
should normally be made at lowest possibleairspeed with full
flaps.
When
committed
to landing:
OFF
OFF
OFF
idlecut-off
Ignition
Master switch
Fuel selector
Mixture
Seat belt and harness
REPORT:
3-4
Page: 3-4-(0)
VE-1120
tight
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
3-4
PIPIR
A IRCRAF’I’ CORPORA’I’I(
PA-28-181, ARCHER
)N
3
SICTJON
II
EMERGENCY
PROCEI)URES
FIRE IN FLIGHT
Source of lire
check
Electrical
fire(smoke in cal)in):
Master switch
OFF
Vents
open
0F1
Cabin heat
Land as Soon as practicable.
Engine fire:
Fuel selector
01P
Throttle
CLOSED
Mixture
idlecut-off
Electricfuelpump
heck OFF
Heater and defroster
OFF
Proceed with power off landing procedure.
LOSS
OF OIL PRESSURE
cause.
Land as soon as possibleand investigate
Prepare for power off landing.
LOSS
OF FUEL
PRESSURE
ON
Electricfuelpump
heck on fulltank
Fuel selector
HIGH
OIL TEMPERATURE
the problem.
I.and atnearestairportaridinvestigate
Prepare (or power oft landing.
ISSUED:
JULY
2, 1979
REPORT:
Vll-112()
3-5
Page: 3-5-(0)
Issued: JULY 2, 1979
3-5
EMERGENCY
I1ROCEDURES
ELECTRICAL
FAILURES
I’A-28-181,ARCHER
H
NOTE
lead and a fully
When operatingwith lightelectrical
charged battery,the Alternator mop. Light may
illuminatedue to minimal alternator
output. If the
alternator
isfunctional,
a slightincreasein electrical
loadshould extinguishthemop, indication.
ALT annunciatorlightilluminated:
Ammeter
Check to verifymop, alt.
Ifammeter shows zero:
OFF
ALT switch
Reduce electrical
loadsto minimum:
AlF circuitbreaker
Check and reset
as required
ALT
switch
ON
Ilpower not restored:
AIJF switch
OFF
Ifalternator
loads and land as SOOfl
output cannot be restored,reduce electrical
The batteryisthe only remaining source of electrical
as practical.
power.
ELECTRICAL
OVERLOAD
(Alternator over 20 amps
above
known
electrical
load)
FOR
AIRPLANES
WITH
INTERLOCKED
BAT
AND
ALT SWITCH
OPERATION
Electrical
load
Reduce
I’alternator
loads are reduced:
Al]’ switch
OFF
Land as soon as practical.Battery is the only remaining source of power.
failure.
Anticipatecomplete electrical
REPORT:
3-6
Page: 3-6-(0)
VB-112()
ISSUEI): JULY
REVISED:
APRIL
Revision: 16, APRIL 2, 1998
2, 1979
2, 1998
3-6
PIPER
AIRCRAFT
CORPORATION
SECTION
PA-28-181, ARc.HERH
ELECTRICAL
3
EMERGENCYPROCEDURES
OVERLOAD
(Afternator over 20 amps
above
known
electrical
load)
FOR
AIRPLANES
OPERATION
ALT
BAT
WiTH
SEPARATE
BAT
AND
ALT
SWiTCH
switch
switch
ON
OFF
If alternator loads are reduced:
Electricalload
Reduce to Minimum
Land as soon as practical.
NOTE,
to increased system voltage and radio
frequency noise, operation with ALT switch
should be made
ON
and BAT
switch OFF
Due
only when
failure.
required by an electricalsystem
If alternatorloads are not reduced
ALT switch
BAT switch
OFF
As required
failure.
Land as soon as possible.Anticipate complete electrical
SPIN
RECOVERY
idle
neutral
fullopposite to
direction of rotation
Throttle
Ailerons
Rudder
fullforward
neutral (when
rotation stops)
as required to smoothly
regain levelflightaltitude
Control wheel
Rudder
Control wheel
ISSUED:
REVISED:
Page: 3-7-(0)
JULY
2, 1979
JANUARY14,
REPORT:
.1981
Revision: 3, JANUARY 14, 1981
VR4120
3-7
3-7
siuiiur
EMERGENCY
OPEN
i
P1I’ER
PROCEDURES
AIRCRA1T
CORPORATION
PA-28-181, ARCHER
II
DOOR
Ifboth upper and side latchesare open, the door willtrailslightlyopen and
airspeeds willbe reduced slightly.
To close the door in flight:
Slow airplane to 87 KIAS.
Cabin vents
Storm window
close
open
If upper latch is open
If side latch is open
latch
on
armrest
while
pull
moving latch handle
to latched position
If both latches are open
latch side latch
then top latch
CARBURETOR
ICING
Carburetor heat
Mixture
ENGINE
ON
for
maximum
adjust
smoothness
ROUGHNESS
Carburetor heat
ON
If roughness continues after one mm:
Carburetor heat
Mixture
OFF
for
maximum
adjust
smoothness
ON
switch tanks
check
L then R
then BOTH
Electricfuel pump
Fuel selector
Engine gauges
Magneto switch
If operation is satisfactoryon either one, continue on that magneto
reduced power and fullRICH mixture to firstairport.
at
Prepare for power off landing.
REPORT:
3-8
Page: 3-8-(0)
VB4120
ISSUED:
REVISED:
JULY
JANUARY
Revision: 3, JANUARY 14, 1981
2, 1979
14, 1981
3-8
PIPER
AIRCRAFT
P4.28-181, ARCHER
3.5 AMPLIFIED
CORPORATION
II
EMERGENCY
SECTION
PROCEDURES
EMERGENCY
PROCEDURES
3
(GENERAL)
The following paragraphs are presented to supply additional informationfor
informationfor
the purpose of providing the pilot with a more complete understanding
of the recommended
course of action and probable cause of an
understanding
emergency situation.
3.7 ENGINE
FIRE
DURING
START
Enginefires during startare usually the resultof overpriming. The first
attempt to extinguish the fireisto try to startthe engine and draw the excess
fuel back into the induction system.
If a fire is present before the engine has started,move the mixture
control to idle cut-off,open the throttleand crank the engine. This is an
attempt to draw the fireback into the engine.
If the engine has started,cOntinue operating to try to pull the fireinto
the engine.
In eithercase (above), iffirecontinues more than a few seconds, the fire
should be extinguished by the best availableexternal means.
The fuel selectorvalves should be OFF and the mixture at idlecut-off
ifan external fireextinguishing method is to be used.
3.9 ENGINE
POWER
LOSS
DURING
TAKEOFF
The proper action to be taken iflossof power occurs duringtakeoff will
depend on the circumstances of the particularsituation.
Ifsufficient
runway remains to complete a normal landing,land straight
ahead.
Ifinsufficient
runway remains maintain a safeairspeed and make only a
shallow turn ifnecessary to avoid obstructions.Use of flapsdepends on the
circumstances. Normally, flaps should be fullyextended for touchdown.
ISSUED:
Page: 3-9-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-u120
3-9
3-9
SECTION
EMERGENCY
PIPER
3
AIRCRAFT
PROCEDURES
CORPORATION
PA-28-181, ARCHER
II
maintain a safe
Ifsufficient
altitudehas been gained to attempt a restart,
tank
and
the
fuelselectorto
another
switch
containing fuel.Check
airspeed
the electricfuel pump to insure that itisON and that the mixture isRICH.
The carburetor heat should be ON and the primer checked to insure thatitis
locked.
If engine failurewas caused by fuel exhaustion, power willnot be regained
This
after switching fuel tanks untilthe empty fuel linesare filled.
regained
may require up to ten seconds.
Ifpower isnot regained,proceed with the Power Off Landing procedure
(referto the emergency check listand Paragraph 3.13).
3.11 ENGINE
POWER
LOSS
IN FLIGHT
Complete engine power lossis usually caused by fuelflow interruption
and power willbe restored shortly afterfuel flow isrestored.Ifpower loss
occurs at a low altitude,the firststep isto prepare for an emergency landing
(referto Paragraph 3.13).An airspeed of at least76 KIAS should be maintained.
maintained.
If altitudepermits, switch the fuelselectorto another tank containing
fueland turn the electricfuelpump ON. Move the mixture control to RICH
and the carburetor heat to ON. Check the engine gauges for an indicationof
the cause of the power loss.Check to insurethe primer islocked. Ifno fuel
pressure is indicated,check the tank selectorposition to be sure itis on a
tank containing fuel.
When power isrestored move the carburetor heat to the OFF
and turn OFF the electricfuel pump.
position
Ifthe preceding steps do not restorepower, prepare for an emergency
landing.
If time permits, turn the ignitionswitch to L then to R then back to
Move the throttleand mixture control leversto differentsettings.
BOTH.
This may restorepower ifthe problem istoo rich or too lean a mixture or if
there is a partialfuel system restriction.
Try other fuel tanks. \Vater in the
fuelcould take some time to be used up, and allowing the engine to windmill
may restorepower. If power loss isdue to water, fuel pressure indications
willbe normal.
REPORT:
3-10
Page: 3-10-(0)
VB-1120
ISSUED:
REVISED:
JULY
MAY
Revision: 1, MAY 29, 1980
2, 1979
29, 1980
3-10
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
SECTION.3
PROCEDURES
EMERGENCY
if engine failurewas caused by fuel exhaustion, power willnot be restored
restored
after switching fuel tanks until the empty fuel linesare filled.
This
to
ten
seconds.
may require up
Ifpower isnot regained,proceed with the Power Off Landing procedure
(referto the emergency check listand Paragraph 3.13).
3.13 POWER
OFF
LANI)ING
Iflossof power occurs at altitude,trim the aircraftfor best glidingangle
76 KIAS (Air Cond. off)and look for a suitablefield,Ifmeasures taken to
restore power are not effective,
and if time permits, check your charts for
airports in the immediate vicinity;itmay be possible to land at one ifyou
have sufficientaltitude.If possible,notify the FAA by radio of your difficulty
and intentions.ifanother pilot or passenger isaboard, lethim help.
difficulty
establisha spiralpattern around
When you have located a suitablefield,
at
the
fieldat
the downwind position,to
thisfield.Try to be
1000 feetabove
make a normal landing approach. When the fieldcan easilybe reached, slow
to 66 KIAS with flaps down for the shortestlanding. Excess altitudemay be
lost by widening your pattern,using flaps or slipping,or a combination of
these.
Touchdown
should normally be made
at the lowest possibleairspeed.
When
committed to a landing, closethe throttlecontrol and shut OFF
the master and ignitionswitches.Flaps may be used as desired.Turn the fuel
selectorvalve to OFF and move the mixture to idlecut-off.The seat belts
and shoulder harness (ifinstalled)should be tightened.Touchdown
be normally made at the lowest possible airspeed.
3.15 FIRE
should
IN FLIGHT
The presence of fireisnoted throughsmOke, smell and heat in the cabin.
It is essentialthat the source of the firebe promptly identifiedthrough
instrument readings, character of the smoke, or other indicationssince the
action to be taken differssomewhat in each case.
Checlc for the source of the firefirst.
ISSUED:
Page: 3-11-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
3-Il
3-11
SECTION
EMERGENCY
PIPER
3
PROCEDURES
AIRCRAFT
CORPORATION
PA-28-l81, ARCHER
II
If an electrical
fireis indicated (smoke in the cabin), the master switch
should be turned OFF. The cabin vents should be opened and the cabin heat
turned OFF. A landing should be made as soon as possible.
close the
If an engine fireispresent,switch the fuelselectorto OFFand
electric
fuel
throttle.The mixture should be at idlecut-off.Turn the
pump
OFF. In all cases,the heater and defrostershould be OFF. If radio communication
communication
isnot required, selectmaster switch OFF. Proceed with power
off landing procedure.
NOTE
possibilityof an engine fire in flightis
extremely remote. The procedure given is
general and pilotjudgment should be the determining
factorfor action in such an emergency.
determining
The
3.17 LOSS
OF
OIL
PRESSURE
Loss of oilpressure may be eitherpartialor complete. A partiallossof
oil pressure usually indicatesa malfunction in the oil pressure regulating
system, and a landing should be made as soon as possibleto investigatethe
cause and prevent engine damage.
A complete loss of oilpressure indicationmay signifyoilexhaustion or
may be the resultof a faultygauge. In eithercase,proceed toward the nearest
airport,and be prepared for a forced landing.Ifthe problem isnot a pressure
gauge malfunction, the engine may stop suddenly. Maintain altitudeuntil
such time as a dead sticklanding can be accomplished. Don’t change power
settingsunnecessarily,as this may hasten complete power loss.
Depending on the circumstances, it may be advisable to make an off
available,particularlyifother indications
airportlanding while power isstill
of actual oil pressure loss,such as sudden increasesin temperatures, or oil
smoke, are apparent, and an airport is not close.
If engine stoppage occurs, proceed with Power
REPORT:
3-12
Page: 3-12-(0)
VB-1120
Off Landing.
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
3-12
PIPER
AIRCRAFT
PA-28-181, ARCHER
3.19 LOSS
OF
FUEL
CORPORATION
II
EMERGENCY
SECTION
PROCEDURES
3
PRESSURE
Iflossof fuel pressure occurs, turn ON
that the fuel selectoris on a fulltank.
the electric
fuel pump
and check
Ifthe problem isnot an empty tank, land as soon as practicaland have
the engine driven fuel pump and fuel system checked.
3.21 HIGH
OIL
TEMPERATURE
An abnormally high oiltemperature indicationmay be caused by a low
oil level,an obstruction in the oil cooler,damaged or improper baffleseals,
a defectivegauge, or other causes. Land as soon as practicalat an appropriate
appropriate
airport and have the cause investigated.
A steady,rapid risein oil temperature isa sign of trouble.Land at the
nearest airport and leta mechanic investigatethe problem. Watch the oil
pressure gauge for an accompanying loss of pressure.
3.23 ELECTRICAL
FAiLURES
Loss of alternator output is detected through zero reading on the
ammeter. Before executing .thefollowing procedure, insurethat the reading
is zero and not merely low by actuating an electrically
powered device,such
as the landing light.Ifno increasein the ammeter reading isnoted, alternator
failurecan be assumed.
The electricalload should be reduced as much
alternatorcircuitbreakers for a popped circuit.
as possible.Check the
The next step isto attempt to resetthe overvoltage relay.This isaccomplished
accomplished
by moving the ALT switch to OFF for one second and then to ON. If
the trouble was caused by a momentary
overvoltage condition (16.5 volts
and up) this procedure should return the ammeter to a normal reading.
If the ammeter continues to indicate“0” output, or ifthe alternatorwill
load
not remain reset,turn offthe ALT switch,maintain minimum electrical
and land as soon as practical.All electricalload is being supplied by the
battery.
ISSUED:
PII’T’
Page: 3-13-(0)
JULY
2, 1979
IANUARV
REPORT:
14
1)R1
Revision: 3, JANUARY 14, 1981
VB-1120
.1i
3-13
SECTION
EMERGENCY
PIPER
3
PROCEDURES
3.24 ELECTRICAL
electrical
load)
OVERLOAD
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
(Alternator over 20 amps above known
If abnormally high alternator output is observed (more than 20
amps\
load for the operating conditions) it may be caused
above known electrical
by a low battery, a battery fault or other abnormal electricalload. If the
cause isa low battery,the indicationshould begin to decrease toward normal
within 5 minutes. If the overload condition persistsattempt to reduce the
load by turning off non-essentialequipment. For airplanes with interlocked
BAT
and ALT switch operation, when the electricalload cannot be reduced
reduced
turn the ALT switch OFF and land as soon as practical.
The batteryis
the only remaining source of electricalpower. Also anticipatecomplete
electrical
failure.
)
For airplanes with separate BAT and ALT switch operations, turn the
BAT switch OFF and the ammeter should decrease.Turn the BAT switch
ON and continue to monitor the ammeter. Ifthe alternatoroutput does not
decrease within 5 minutes, turn the BAT switch OFF and land as soon as
loads are being supplied by the alternator.
practical.All electrical
NOTE
Due
to higher voltage and radio frequency
noise, operation with the ALT switch ON and
the BAT
switch OFF
should be made only
when required by an electrical
failure.
REPORT:
3-14
Page: 3-14-(0)
yB-I 120
ISSUED:
REVISED:
JULY
JANUARY
Revision: 3, JANUARY 14, 1981
2, 1979
14, 1981
3-14
PIPER
AIRCRAFT
PA-28-1s1, ARCHER
3.25 SPIN
CORPORATION
II
EMERGENCY
SECTION
PROCEDURES
3
RECOVERY
CIntentional
spins are prohibited in thisairplane.Ifa spin isinadvertently
entered, immediately move the throttleto idleand the aileronsto neutral.
Full rudder should then be applied opposite to the directionof rotation
followed by control wheel fullforward. When the rotation stops,neutralize
the rudder and ease back on the controlwheel as required to smoothly regain
a levelflightattitude.
3,27 OPEN
DOOR
The cabin door isdouble latched,so the chances of itsspringingopen in
flightat both the top and side are remote. However, should you forget the
upper latch,or not fullyengage the side latch,the door may spring partially
open. This willusuallyhappen at takeoffor soon afterward.A partiallyopen
and a normal landing can
door willnot affectnormal flightcharacteristics,
be made
with the door open.
Ifboth upper and side latchesare open, the door willtrailslightlyopen,
and airspeed will be reduced slightly.
ISSUED
JULY
2, 1979
REPORT:
VB-1120
I A .TIT A
Page: 3-15-(0)
Revision: 3, JANUARY 14, 1981
3-15
PIPER
SECTION
3
EMERGENCY
PROCEDURES
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II.
slow the airplane to 87 KIAS, closethe cabin
To close the door in flight,
vents and open the storm window. Ifthe top latchisopen, latchit.Ifthe side
latch is open, pull on the armrest while moving the latch handle to thr”\
latched position.If both latchesare open, close the side latch then the to
latch.
3.29 CARBURETOR
ICING
Under certainmoist atmospheric conditions at temperatures of -5°C to
20° C, itispossible for ice to form in the induction system, even in summer
weather. This isdue to the high air velocitythrough the carburetor venturi
and the absorption of heat from thisair by vaporization of the fuel.
To avoid this,carburetor preheat isprovided to replace the heat lostby
vaporization. Carburetor heat should be full on when carburetor ice is
encountered. Adjust mixture for maximum
smoothness.
3.31 ENGINE
ROUGHNESS
Engine roughness is usually due to carburetor icing which isindicated
a
by drop in RPM, and may be accompanied by a slightloss of airspeed or
altitude.Iftoo much ice isallowed to accumulate, restorationof fullpower
may not be possible;therefore, prompt action is required.
Turn carburetor heat on (See Note). RPM
willdecrease slightlyand
will
increase.
Wait
for
a
decrease
in
roughness
engine roughness or an
increasein RPM, indicatingiceremoval. Ifno change in approximately one
minute,’return the carburetor heat to OFF.
Ifthe engine isstill
smoothness.
rough, adjust the mixture for maximum
The engine will run rough iftoo rich or too lean.The electricfuel pump
should be switched to ON and the fuel selectorswitched to the other tank to
see if fuel contamination is the problem. Check the engine gauges for
abnormal readings. if any gauge readings are abnormal, proceed accordingly.
Move the magneto switch to L then to R, then back to BOTH.
If
accordingly.
operation is satisfactoryon either magneto, proceed on that magneto at
reduced power, with mixture full RICH, to a landing at the firstavailable
airport.
REPORT:
VB-1120
ISSUED:
JANUARY
14, 1981
3-16
Page: 3-16-(0)
Revision: 3, JANUARY 14, 1981
3-16
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
EMERGENCY
SECTION
PROCEDURES
3
If roughness persists,prepare for a precautionary landing at pilot’s
discretion.
NOTE
Partialcarburetor heat may be worse than no
heat at all,since it may melt part of the ice,
which willrefreezein the intake system. When
using carburetor heat, therefore,always use full
heat, and when ice is removed return the control
control
to the fullcold position.
ISSUED:
JANUARY
14, 1981
REPORT:
VB-1120
2
Page: 3-17-(0)
Revision: 3, JANUARY 14, 1981
3-17
TABLE
OF
CONTENTS
SECTION
NORMAL
4
PROCEDURES
Paragraph
No.
4.1
4,3
4.5
Page
No.
General
4-I
Airspeeds for Safe Operations
Normal Procedures Checklist
4-1
4-3
4-3
4-4
4.4
4-5
4-5
4-5
4-6
4-6
4-6
4-6
4-7
4-8
4-8
4-8
4-8
4-9
4-9
4-10
4-10
4-12
4-12
4-14
4-14
4-15
4-16
4-17
Preflight Check
Before Starting Engine
Starting Engine When Cold
Starting Engine When Hot
Starting Engine When Flooded
Starting With External Power Source
Warm-Up
Taxiing
Ground Check
Before Takeoff
Takeoff
Climb
Cruising
Descent
4.7
4.9
4.11
4.13
t15
.17
4.21
4.23
Approach and Landing
Stopping Engine
Parking
Amplified Normal Procedures (General)
PreflightCheck
Before Starting Engine
Starting Engine
Warm-Up
Taxiing
Ground Check
Before Takeoff
Takeoff
REPORT:
Page: 4-0-(1)
Revision: 5, NOVEMBER 16, 1981
VB-1120
4-i
4-i
TABLE
OF
CONTENTS
SECTiON
(emit)
4 (emit)
Page
No.
Paragraph
No.
4.25
4.27
4.29
4.31
4.33
4.35
4.37
4.39
4.41
Climb
4-17
4-17
4-18
4-19
4-20
4-20
4-21
Cruising
Descent
Approach and Landing
Stopping Engine
Parking
Stalls
Turbulent Air Operation
Weight and Balance
4-2i
42
Q
REPORT:
4-li
Page: 4-0-(2)
VB-1129
Issued: JULY 2, 1979
4-ii
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
SECTION
II
NORMAL
SECTION
NORMAL
4J
4
PROCEDURES
4
PROCEDURES
GENE14AL
This sectiondescribesthe recommended
procedures for the conduct of
normal operations for the Archer II.All of the required (FAA regulations)
procedures and those necessary for operation of the airplaneas determined
by the operating and design features of the airplane are presented.
Normal procedures associated with those optional systems and equip
ment which require handbook
supplements are provided by Section 9
(Supplements).
These procedures are proidcd to present source of reference and
review and to supply information on procedures which are not the same for
allaircraft.Pilots should familiarizethemselves with the procedures given
in thissection in order to become proficientin the normal operations of the
airplane.
The firstportion of thissectionconsistsof a short form check listwhich
emphasis on
supplies an action sequence for normal operations with little
the operation of the systems.
The remainder of the sectionisdevoted to amplified normal procedures
which provide detailedinformation and explanations of the procedures and
how to perform them. This portion of the sectionisnot intended for use as
an in-flight
referencedue to the lengthlyexplanations. The short form check
listshould be used for this purpose.
4.3 AIRSPEEDS
FOR
SAFE
OPERATIONS
following airspeeds are those which are significantto the safe
operation of the airplane.These figuresare for standard airplanes flown at
gross weight under standard conditions at sea level.
The
ISSUED:
REVISED:
Page: 4-1-(0)
JULY
2, 1979
JULY
21, 1982
REPORT:
Revision: 6, JULY 21, 1982
VB-1120
44
4-1
NORMAL
PROCEDURES
PA-28-1K1, ARCHER
H
Performance
for a specificairplane may vary from published figures
depending upon the equipment installed,the condition of the engine,
airplane and equipment, atmospheric conditions and piloting technique.
(a) Best Rate of Climb Speed
(b) Best Angle of Climb Speed
(c) Turbulent Air Operating Speed (See
Subsection 2.3)
(d) Maximum
Flap Speed
(e) Landing Final Approach Speed (Flaps 400)
Demonstrated Crosswind Velocity
(f) Maximum
76 KIAS
64 KIAS
113 KIAS
102 KIAS
66 KIAS
17 KTS
n
REPORT:
4-2
Page: 4-2-(0)
VB-1120
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
4-2
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
SECTION
PROCEDURES
NORMAL
4
(H
WALK-AROUND
Figure 4-1
4.5 NORMAL
PROCEDURES
PREFLIGHT
Avionics
Master switch
Fuel quantity gauges
Master switch
Ignition
Exterior
Control surfaces
Wings
Stall warning
Fuel tanks
JULY
release belts
OFF
ON
check
OFF
OFF
check for damage
check for interference
free of ice,snow, frost
check for interference
free of ice,snow, frost
check
Hinges
Page: 4-3-(0)
LIST
CHECK
Control wheel
ISSUED:
CHECK
check supply
visually secure caps
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
4-
4-3
SECTION
NORMAL
PIPER
4
PROCEDURES
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
drain and check for
water sediment and proper fuel
Fuel tank sumps
Fuel vents
Main gear struts
Tires
open
inflation
proper
(4.50 in.)
check
Brake blocks
Pitot head
Windshield
Propeller and spinner
Fuel and oil
Dipstick
Cowling
Inspection covers
Nose wheel tire
Nose gear strut
Air inlets
Alternator belt
Tow bar and control locks
Primary flightcontrols
Cabin door
proper operation
close and secure
on board
Required papers
Seat beltsand harness
fasten/adjustcheck inertiareel
ENGINE
Brakes
Carburetor heat
Fuel selector
Radios
STARTING
ENGINE
set
full COLD
desired tank
OFF
WHEN
COLD
Throttle
Master switch
Electricfuel pump
Mixture
REPORT:
44
Page: 4-4-(0)
VB-l120
}
check tension
stow
stowed properly secure
close and secure
drain and check for
water sediment and proper fuel
Baggage
Baggage door
Fuel strainer
STARTING
-m
check
remove cover holes clear
clean
check
check for leaks
check level
properly seated
secure
secure
check
inflation
(3.25 in.)
proper
clear
Oil
BEFORE
II
1/4” open
ON
ON
full RICH
ISStJED:
REVISED:
JULY
2, 1979
JUNE
29, 1984
Revision: 9, JUNE 29, 1984
4-4
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
SECTION
NORMAL
4
PROCEDURES
Starter
Throttle
engage
adjust
check
Oil pressure
Ifengine does not startwithin 10 sec.prime and repeat startingprocedure.
STARTING
ENGINE
WHEN
HOT
Throttle
Master switch
Electricfuel pump
1/2” open
ON
ON
Mixture
Starter
fullRiCH
engage
adjust
check
Throttle
Oil pressure
ENGINE
STARTING
WHEN
FLOODED
open full
ON
OFF
idlecut-off
Throttle
Master switch
Electricfuel pump
Mixture
Starter
engage
advance
retard
check
Mixture
Throttle
Oil pressure
STARTING
WITH
EXTERNAL
POWER
SOURCE
OFF
OFF
connect
Master switch
All electrical
equipment
Terminals
External power plug
Proceed with normal start
Throttle
External power plug
Master switch
Oil pressure
ISSUED:
Page: 4-5-(0)
JULY
2, 1979
insertin fuselage
lowest possible RPM
disconnect from fuselage
check ammeter
ON
check
REPORT:
Issued: JULY 2, 1979
VB-1120
4-5
SECTION
4
PIPER
NORMAL
PROCEDURES
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
U
WARM-UP
.800 to 1200 RPM
Throttle
TAXIING
removed
Chocks
clear
Taxi area
Throttle
apply slowly
check
Brakes
check
Steering
GROUND
CHECK
Parking brake
Throttle
set
2000 RPM
max. drop 175 RPM
max. duff.50 RPM
Magnetos
IVacuum
5.0 Hg. ± .1
check
Oil temp
Oil pressure
check
Air conditioner
check
Annunciator panel
press-to-test
check
Carburetorheat
Engine
is warm
for takeoff when
throttlecan be opened
without engine
faltering.
Electricfuelpump
OFF
Fuel pressure
check
Throttle
retard
BEFORE
TAKEOFF
Master switch
ON
Flightinstruments
Fuel selector
check
proper taik
ON
Electricfuelpump
check
Engine gauges
Carburetor heat
OFF
Seat backs
erect
Mixture
set
Primer
REPORT:
4-6
Page: 4-6-(0)
locked
VB-1120
ISSUED:
REVISED:
JULY
FEBRUARY
Revision: 13, FEBRUARY 2, 1990
2, 1979
2,1990
4-6
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
H
NORMAL
Belts!harness
Empty seats
SECTION
PROCEDURES
4
fastened/adjusted
eat beltssnugly fastened
set
set
Flaps
UTrim tab
Controls
free
latched
OFF
Doors
Air conditioner
TAKEOFF
NORM
AL
et
Flaps
Tab
set
Accelerate to 52 to 65 KIAS
Control wheel
SHORT
FIELD,
OBSTACLE
back pressure to rotate
to climb attitude
CLEARANCE
250 (second notch)
on
aircraft
depending
weight.
back pressure to rotate
to climb attitude
to
45
to
54
KIAS
After breaking ground, accelerate
depending on aircraft
weight.
Accelerate to best flaps up angle of climb speed 64 KIAS, slowly retract
the flaps and climb past the obstacle.
Accelerate to best flapsup rate of climb speed 76 KIAS.
Flaps
Accelerate to 41 to 49 KIAS
Control wheel
SOFT
FIELD
25° (second notch)
on
aircraft
depending
weight.
back pressure to rotate
to climb attitude
After breaking ground, accelerate to 45 to 54 KIAS depending on aircraft
weight.
Accelerate to best flaps up rate of climb speed 76 KIAS.
retractslowly
Flaps
Flaps
Accelerate to 41 to 49 KIAS
Control wheel
JULY
ISSUED:
2, 1979
REVISED:
NOVEMBER
Page: 4-7-(0)
REPORT:
16, 1981
Revision: 5, NOVEMBER 16, 1981
VB.112O
4-7
4-7
PROCEDURES
NORMAL
ARCHER
PA-28481,
II
CLIMB
76 KIAS
64 KIAS
Best rate (flapsup)
Best angle (flapsup)
En route
Electricfuel pump
OFF
87 KIAS
at desired altitude
CRUISING
Reference performance
Normal max. power
charts and
Avco-Lycoming
Power
Mixture
Operator’s Manual.
75%
set per power table
adjust
DESCENT
NORMAL
Throttle
Airspeed
Mixture
Carburetor heat
POWER
ON
OFF
Carburetor heat
Throttle
ON
Power
APPROACH
AND
LANDING
Fuel selector
proper tank
erect
Seat backs
Belts!harness
Electricfuel pump
fasten?adjust
ON
set
Mixture
4-8
Page: 4-8-(0)
if required
closed
as required
as required
verifywith throttle
every 30 seconds
Airspeed
Mixture
REPORT:
2500 rpm
122 KIAS
RICH
ifrequired
VB-1120
ISSUED:
REVISED:
JULY
NOVEMBER
Revision: 5, NOVEMBER 16, 1981
2, 1979
16, 1981
4-8
PIPER
AIRCRAFT
PA-28.-181, ARCHER
CORPORATION
II
SECTION
PROCEDURES
NORMAL
set
Flaps
Air conditioner
Trim to 75 KIAS.
102 KIAS
max
OFF
66 KIAS
approach speed (flaps400)
STOPPING
4
ENGINE
retract
Flaps
Electricfuel pump
Air conditioner
Radios
OFF
OFF
OFF
Throttle
Mixture
fullaft
idlecut-off
OFF
Magnetos
Master switch
OFF
PARKiNG
Parking brake
Control wheel
set
secured with belts
fullup
in place
secure
Flaps
Wheel chocks
Tie downs
‘N
ISSUED:
Page: 4-9-(0)
JULY
2, t979
REPORT:
Issued: JULY 2, 1979
VB-1120
4-9
4-9
rIrLI
NORMAL
11()ir
PA-28-181, ARCHER
PROCEDURES
4.7 AMPLIFIED
NORMAL
LU1(U1(AI1UN
PROCEDURES
H
(GENERAL)
The following paragraphs are provided to supply detailedinformation
and explanations of the normal procedures necessary for the safe operation
of the airplane.
CHECK
4.9 PREFLIGHT
The airplane should be given a thorough preflightand walk-around
check. The preflightshould include a check of the airplane’soperational
takeoff distanceand in-flight
status,computation of weight and C.G. limits,
performance. A weather briefingshould be obtained for the intended flight
path, and any other factorsrelatingto a safeflightshould be checked before
takeoff.
CAUTION
The
flap position should be noted before
The flaps must be placed
boarding the aircraft.
in the UP position before they will lock and
support weight on the step.
Upon entering the cockpit, releasethe seat beltssecuring the control
wheel. Turn OFF all avionics equipment. Turn ON the master switch and
check the fuel quantity gauges for sufficientfuel.After the fuel quantity
check ismade turn the master switch OFF and check that the ignitionswitch
is OFF.
begin the exterior walk-around, check for external damage and
operational interferenceof the control surfaces or hinges. Insure that the
wings and control surfaces are free of snow, ice,frostor any other foreign
To
materials.
An operational check of the stallwarning system should now be made.
Turn the master switch ON. Liftthe detectorwhile checking to determine if
the horn is actuated. The master switch should be returned to the OFF
position afterthe check is complete.
A visualcheck of the fuel tank quantity should be performed. Remove
the filler
cap from each tank and visuallycheck the supply and color.Be sure
to secure the caps properly afterthe check is complete.
REPORT:
VB-1120
ISSUED:
JULY
2, 1979
4-10
Page: 4-10-(0)
Issued: JULY 2, 1979
4-10
PIPER
AIRCRAFT
CORPORATION
II
PA-28-181, ARCHER
SECTION
NORMAL
4
PROCEDURES
The fuel system sumps and strainershould be drained daily prior to the
firstflightand afterrefueling.Check for proper fueland the accumulation of
contaminants such as water or sediment. Each fueltank isequipped with an
individualquick drain located at the lower inboard rearcorner of the tank.
The fuel strainerisequipped with a quick drain located on the front lower
corner of the firewall.Each of the fueltank sumps should be drained first.
Then the fuel strainershould be drained twice, once with the fuel selector
valve on each tank. Each time fuel is drained, sufficientfuel should be
allowed to flow to ensure removal of contaminants. This fuel should be
collected in a suitable container, examined for contaminants, and then
discarded.
CA LJTJON
When draining any amount of fuel,care should
be taken to ensure that no firehazard exists
before startingthe engine.
quick drain should be checked after
closing itto make sure ithas closed completely
and is not leaking.
Each
Check allof the fuel tank vents to make
sure they are open.
Next, complete a check of the landing gear. Check the main gear shock
strutsfor proper inflation.There should be 4.50 inches of strut exposure
under a normal staticload. The nose gear should be checked for 3.25 inches
of strut exposure. Check all tiresfor cuts and wear and insure proper
inflation.Make a visual check of the brake blocks for wear or damage.
the cover from the pitothead on the underside of the leftwing.
Check the pitot head to make sure the holes are open and clear of
obstructions.
Remove
Don’t forget to clean and check the windshield.
The propeller and spinner should be checked for defects or nicks.
Liftthe cowling and check for any obvious fuel or oil leaks.Check the
oil level.Make sure that the dipstick has properly seated after checking.
Secure the cowling and check the inspection covers.
Check the airinletsfor foreign matter and the alternatorbeltfor proper
tension.
ISSUED:
RT?VTQI’fl
Page: 4-11-(0)
JULY
IITNV
2, 1q79
Q
REPORT:
VB-1120
A11
lQRtl
Revision: 9, JUNE 29, 1984
4-11
PIPER
4
PROCEDURES
SECTION
NORMAL
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
Stow the tow bar and check the baggage for proper storage and security.
The baggage compartment doors should be closed and secure.
Upon entering the aircraft,ascertain that all primary flightcontrols
the cabin door and check that all the
operate properly. Close and secure
in
the
are
in
order
and
airplane.
required papers
Fasten and adjust the seat belts and shoulder harness and check the
function of the inertiareelby pulling sharply on the strap.Fasten seat belts
on empty seats.
NOTE
If the fixed shoulder harness (non-inertiareel
type) is installed,it must be connected to the
seat belt and adjusted to allow proper accessibility
to all controls, including fuel selector,
accessibility
flaps, trim, etc.,while maintaining adequate
restraintfor the occupant.
If the inertia reel type shoulder harness is
installed,a pull test of its locking restraint
feature should be performed.
4.11 BEFORE
STARTING
ENGINE
Before startingthe engine the brakes should be set ON and the carburetor
carburetor
heat lever moved to the full COLD
position. The fuel selector
should then be moved to the desired tank. Check to make sure that allthe
radios are OFF.
4.13 STARTING
ENGINE
(a) Starting Engine When
Cold
Open the throttlelever approximately
master switch and the electricfuel pump.
1/4 inch. Turn ON
the
Move
the mixture control to fullRICH and engage the starter
by rotating the magneto switch clockwise. When the engine fires,
releasethe magneto switch, and move the throttleto the desired
setting.
REPORT:
4-12
Page: 4-12-(0)
VB-1120
ISSUED:
REVISED:
JULY
NOVEMBER
Revision: 5, NOVEMBER 16, 1981
2, 1979
16, 1981
4-12
PIPER
AIRCRAFT
PA..28-181, ARCHER
CORPORATION
H
SECTION
NORMAL
4
PROCEDURES
Ifthe engine does not firewithin fiveto ten seconds, disengage
the starter,prime the engine and repeat the startingprocedure.
(b) Starting Engine \Vhen Hot
Open the throttleapproximately 1/2 inch.Turn ON the master
switch and the electricfuel pump. Move the mixture control lever
to fullRICH and engage the starterby rotatingthe magneto switch
clockwise. When the engine fires,releasethe magneto switch and
move the throttleto the desired setting.
(c) Starting Engine When
Flooded
The throttlelever should be fullOPEN.
Turn ON the master
the ccctric fuel pump. Move the mixture
switch and turn OFF
control leverto idlecut-oftand engage the starterby rotating the
the engine fires,release the
magneto switch clockwise. When
magneto switch, advance the mixture and retard the throttle.
(d) Starting Engine With External Power
Source
An optional feature called the Piper External Power (PEP)
allows the operator to use an external battery to crank the engine
without having to gain access to the airplane’sbattery
Turn the master switch OFF and turn allelectrical
equipment
lead of the PEP kitjumper cable to the
OFF. Connect the RED
POSITIVE
(+) terminal of an external 12-volt battery and the
BLACK
lead to the NEGATIVE
(.) terminal.Insertthe plug of the
jumper cable intothe socket locatedon the fuselage.Note that when
the plug is inserted,the electrical
system is ON. Proceed with the
normal startingtechnique.
After the engine has started,reduce power to the lowest possible
RPM, to reduce sparking, and disconnect theju mper cable from the
aircraft.Turn the master switch ON and check the alternator
ammeter
for an indication of output. DO
NOT
ATTEMPT
IS NO 1NDICATION
OF ALTERNATOR
FLIGHT
IF THERE
OUTPUT.
ISSUED:
JULY
2, 1979
REVISED:
NOVEMBER
Page: 4-13-(0)
REPORT:
16, 1981
Revision: 5, NOVEMBER 16, 1981
VB.4120
4-13
4-13
si. iiur
NORMAL
4
PROCEDU1ES
YIFLI{
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
NOTE
operations using the PEP
the
master switch should be
jumper cables,
OFF, but itispossible to use the ship’sbattery
in parallelby turning the master switch ON.
but
This will give longer cranking capabilities,
For
all normal
willnot increase the amperage.
CA UTION
Care should be exercised because ifthe ship’s
battery has been depleted, the external power
supply can be reduced to the levelof the ship’s
battery. This can be tested by turning the
while the
master switch ON
momentarily
starterisengaged. Ifcranking speed increases,
the ship’sbattery is at a higher levelthan the
external power supply.
4.15 WAkM..UP
Warm-up the engine at 800 to 1200 RPM for not more than two minutes
in warm weather and four minutes in cold. Avoid prolonged idlingat low
as this practicemay resultin fouled spark plugs.
RPM,
Takeoff may be made as soon as the ground check is completed,
provided that the throttle may be opened fully without backfiring or
skipping, and without a reduction in engine oil pressure.
Do not operate the engine at high RPM when running up or taxiingover
ground containing loose stones,gravel or any loose material that may cause
damage to the propeller blades.
4.17 TAXIING
Before attempting to taxi the airplane, ground personnel should be
instructedand approved by a qualified person authorized by the owner.
Ascertain that the propeller back blast and taxi areas are clear.
REPORT:
4-14
Page: 4-14-(0)
VB-1120
ISSUED:
REVISED:
JULY
NOVEMBER
Revision: 5, NOVEMBER 16, 1981
2, 1979
16, 191
4-14
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
NORMAL
SECTION
PROCEDURES
4
Power should be applied slowly to startthe taxi roll.Taxi a few flct
forward and apply the brakes to determine theireffectiveness.
While taxiing.
make slightturns to ascertain the effectivenessof the steering.
Observe wing clearances when taxiingnear buildingsor other stationary
objects. Ifpossible,station an observer outside the airplane.
Avoid holes and ruts when taxiing over uneven ground.
when running up or taxiingover
Do not operate the engine at high RPM
ground containing loose stones,gravel or any loose materialthat may cause
damage to the propeller blades.
4.19 GROUND
CHECK
Set the parking brake.
The
magnetos should be checked at 2000 RPM.
Drop off on either
and the difference between the
magneto should not exceed 175 RPM
should
not
exceed
50
RPM.
magnetos
Operation on one magneto should
not exceed 10 seconds.
Check the vacuum
2000 RPM.
gauge; the indicator should read 5.0” ± .1” Hg at
button. Also
Check the annunciator panel lightswith the press-to-test
check the air conditioner.
Carburetor heat should also be checked prior to takeff to be sure the
control is operating properly and to clear any ice which may have formed
during taxiing. Avoid prolonged ground operation with carburetor heat
“ON” as the air isunfiltered.
The electricfuel pump should be turned OFF after startingor during
warm-up to make sure that the engine driven pump isoperating. Prior to
takeoffthe electric
pump should be turned ON again to prevent lossof power
during takeoff should the engine driven pump fail.Check both oil temperature
and oil pressure. The temperature may be low for some time if the
temperature
engine isbeing run for the firsttime of the day. The engine iswarm enough
for takeoff when the throttlecan be opened without the engine faltering.
ISSUED:
RFVIS1fl•
Page: 4-15-(0)
JULY
.IITNE
2, 1979
IQ
REPORT:
VB-1120
lORd
Revision: 9, JUNE 29, 1984
4-15
SECTION
NORMAL
4
PROCEDURES
4.21 BEFORE
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
TAKEOFF
All aspects of each particular takeoff should be considered prior to
executing the takeoff procedure.
Turn ON the master switch and check and set all of the flightinstruments
instruments
as required. Check the fuel selectorto make sure itison the proper
tank (fullest).
Turn ON the electricfuel pump and check the engine gauges.
The carburetor heat should be in the OFF position.
All seat backs should be erect.
The mixture should be set and the primer checked to insure that it is
locked. The seat beltsand shoulder harness should be fastened and adjusted.
Fasten the seat belts snugly around the empty seats.
NOTE
If the fixed shoulder harness (non-inertia reel
type) is installed,it must be connected to the
seat belt and adjusted to allow proper accessibility
to all controls, including fuel selector,
accessibility
flaps, trim, etc.,while maintaining adequate
restraintfor the occupant.
If the inertia reel type shoulder harness is
installed,a pull test of its locking restraint
feature should be performed.
Exercise and set the flaps and trim tab. Insure proper flightcontrol
movement and response.
All doors should be properly secured and latched.
On air conditioned models, the air conditioner must be OFF
normal takeoff performance.
REPORT:
4-16
Page: 4-16-(0)
VB1120
ISSUED:
REVISED:
JULY
NOVEMBER
Revision: 5, NOVEMBER 16, 1981
to insure
2, 1979
16, 1981
4-16
PIPER
AIRCRAFT
PA-28-1S1, ARCHER
CORPORATION
II
NORMAL
SECTION
PROCEDURES
4
4.23 TAKEOFF
The normal takeofftechnique isconventional for the Archer II.The tab
should
besetslightlyaftof neutral,with the exact settingdetermined by the
loading of the airplane.Allow the airplane to accelerateto 48 to 53 KIAS
depending on the weight of the aircraftand ease back on thecontrol wheel to
rotate to climb attitude.
The procedure used for a short fieldtakeoff with an obstacleclearance
or a softfieldtakeoff differsslightlyfrom the normal technique. The flaps
should be lowered to 25° (second notch). Allow the aircraftto accelerateto
41 to 49 KIAS depending on the aircraftweight and rotatethe aircraftto
climb attitude. After breaking ground, accelerate to 45 to 54 KIAS,
depending on aircraftweight. Continue to climb while acceleratingto the
flaps-up rateof climb speed, 76 KIAS ifno obstacle ispresent or 64 KIAS if
obstacleclearance isa consideration.Slowly retractthe flapswhile climbing
out.
4.25 CLIMB
The best rateof climb at gross weight willbe obtained at 76 KIAS. The
best angle of climb may be obtaiiiedat 64 KIAS. At lighterthan grossweight
these speeds are reduced somewhat. For climbing en route, a speed of 87
KIAS
is recommended.
This will produce better forward speed and
increased visibility
over the nose during the climb.
When
reaching the desired altitude,the electricfuel pump
turned off.
may
be
4.27 CRUISING
The cruising speed of the Archer II is determined by many factors,
including power setting,altitude,temperature, loading and equipment
installedin the airplane.
The normal maximum
cruisingpower is75% of the rated horsepower of
the engine. Airspeeds which may be obtained at variousaltitudesand power
settings can be determined from the performance graphs provided by
Section 5.
ISSUED:
JULY
2, 1979
REVISED:
NOVEMBER
Page: 4-17-(0)
REPORT:
16, 1981
Revision: 5, NOVEMBER 16, 1981
VB-1120
4-17
4-17
NORMAL
PA-28-181, ARCHER
PROCEDURES
II
Use of the mixture control in cruisingflightreduces fuel consumption
especiallyat higher altitudes.The mixture should be leaned
significantly,
during cruisingoperation above 5000 ft.altitudeand at pilot’sdiscretionat
lower altitudeswhen 75% power or lessisbeing used. Ifany doubt existsas
to the amount of power being used, the mixture should be in the fullRICI4
position for all operations under 5000 feet.
To lean the mixture, disengage the lock and pull the mixture control
untilthe engine becomes rough, indicatingthat the lean mixture limithas
been reached in the leanercylinders.Then enrich the mixture by pushing the
control towards the instrument panel until engine operation becomes
smooth.
If the airplane isequipped with the optional exhaust gas temperature
(EGT) gauge, a more accurate means of leaning isavailableto the pilot.Best
economy mixture isobtained by moving the mixture control aft untilpeak
EGT isreached.Best power mixture isobtained by leaning to peak EGT and
then enrichening untilthe EGT is100°F. richof the peak value.Under some
conditions of altitude and throttle position, the engine may exhibit
is reached. If this occurs, the EGT
roughness before peak EGT
to
the
onset
of
corresponding
engine roughness should be used as the peak
referencevalue.
Always remember that the electricfuel pump should be turned ON
before switching tanks,and should be lefton for a short period thereafter.In
order to keep the airplane in best lateraltrim during cruisingflightthe fuel
should be used alternatelyfrom each tank. Itisrecommended
that one tank
be used for one hour aftertakeoff,then the other tank be used fortwo hours;
then return to the first
tank, which willhave approximately one and one half
hours of fuelremaining ifthetankswerefullattakeoff. Thesecond tankwill
contain approximately one half hour of fuel.Do not run tanks completely
dry in flight.The electricfuel pump should be normally OFF so that any
malfunction of the engine driven fuel pump isimmediately apparent. Ifsigns
of fuel starvation should occur at any time during flight,fuel exhaustion
should be suspected,at which time the fuelselectorshould be immediately
fuel pump switched to the ON
positioned to the other tank and the electric
position.
4.29 DESCENT
(fl
NORMAL
To achieve the performance on Figure 5-29 the power on descent must
mixture fullrich and
be used. The throttleshould be set for 2500 RPM,
maintain an airspeed of 122 KIAS. In case carburetor ice isencountered
apply fullcarburetor heat.
REPORT:
4-18
Page: 4-18-(0)
VB-1120
ISSUED:
REVISED:
Revision: 10, JULY 5, 1985
JULY
JULY
2, 1979
5, 1985
4-18
PIPER
AIRCRAFT
PA-28-181, ARCHER
POWER
CORPORATION
II
SECTION
NORMAL
4
PROCEDURES
OFF
If a prolonged power off descent is to be made, apply fullcarburetor
heat prior to power reduction if icing conditions are suspected. Throttle
should he retarded and mixture control leaned as required.Power response
should he verifiedapproximately every 30 seconds by partiallyopening and
then closing the throttle(clearingthe engine). When levelingoff enrichen
mixture, set power as required and select carburetor heat off unless
carburetor icing conditions are suspected.
4.31 APPROACH
AND
LANDING
Check to insure the fuelselectorison the proper (fullest)
tank and that
the seat backs are erect. The seat belts and shoulder harness should be
fastened and adjusted and the inertiareelchecked.
NOTE
If the fixed shoulder harness (non-inertiareel
type) is installed,it must be connected to the
seat belt and adjusted to allow proper accessibility
to all controls, including fuel selector,
accessibility
flaps, trim, etc., while maintaining adequate
restraintfor the occupant.
If the inertia reel type shoulder harness is
installed,a pull test of its locking restraint
feature should be performed.
Turn ON the electricfuel pump and turn OFF the airconditioner.The
mixture should be set in the fullRICH
position.
The airplane should be trimmed to an initial
approach speed of about
75 KIAS with a finalapproach speed of 66 K1AS with flaps extended. The
flaps can be lowered at speeds up to 102 KIAS, ifdesired.
The mixture control should be kept in full RICH
position to insure
maximum
accelerationifitshould be necessary to open the throttleagain.
Carburetor heat should not be applied unless there is an indication of
carburetor icing,sincethe use of carburetor heat causes a reduction in power
which may be criticalin case of a go-around. Full throttleoperation with
carburetor heat on can cause detonation.
ISSUED:
JULY
2, 1979
PI’VIQVfl• NJ(1VVMRFP
Page: 4-19-(0)
REPORT:
1
1QR1
Revision: 5, NOVEMBER 16, 1981
VB-1120
4.10
4-19
SECTION
NORMAL
4
PROCEDURES
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
The amount of flap used during landings and the speed of the aircraftat
contact with the runway should be varied according to the landing surface
and conditions of wind and airplane loading. Itisgenerallygood practiceto
contact the ground at the minimum
possible safe speed consistent with
existingconditions.
Normally, the best technique for short and slow landings isto use full
flap and enough power to maintain the desired airspeed and approach flight
fuel
path. Mixture should be fullRICH, fuelon the fullesttank, and electric
Reduce
the
the
flareout
and
contact
the
ON.
speed during
ground
pump
close to the stallingspeed. After ground contact hold the nose wheel off as
long as possible.As the airplane slows down, gently lower the nose and apply
the brakes. Braking ismost effectivewhen flapsare raisedand back pressure
isapplied to the control wheel, putting most of the aircraftweight on the
main wheels, in high wind conditions, particularlyin strong crosswinds, it
may be desirableto approach the ground at higher than normal speeds with
partialor no l’laps.
4.33 STOPPING
ENGINE
At the pilot’sdiscretion,the flaps should be raisedand the electric
fuel
turned
OFF.
pump
NOTE
The flaps must be placed in the U P positionfor
the flap step to support weight. Passengers
should be cautioned accordingly.
The air conditioner and radios should be turned OFF, and the engine
stopped by disengaging the mixture control lock and pulling the mixture
control back to idlecut-off.The throttleshould be leftfullaftto avoid engine
vibration while stopping. Then the magneto
turned OFF.
and master switches must be
4.35 PARKING
Ifnecessary,the airplane should be moved on the ground with theaid of
the nose wheel tow bar provided with each airplane and secured behind the
rear seats.The aileronand stabilatorcontrols should be secured by looping
the safety belt through the control wheel and pulling itsnug. The flaps are
locked when in the UP position and should be leftretracted.
REPORT:
4-20
Page: 4-20-(0)
VB-1I20
ISSUED:
REVISED:
JULY
NOVEMRER
Revision: 5, NOVEMBER 16, 1981
2, 1979
16, 1981
4-20
PIPER
AIRCRAFT
PA-28-181, ARCHER
SECTION
CORPORATION
H
NORMAL
4
PROCEDURES
lie do’A ns can be secured to ringsprovided under each wing and to the
tailskid. Ihe rudder isheld in positionby itsconnections to the nose wheel
steeringand normally does not have to be secured.
4.37 STALLS
ihe stallcharacteristics
of the Archer IIare conventional. An approach—
ing stallis indicatedby a stallwarning horn which isactivatedbetween five
and ten knots above stallspeed. Mild airframe buffetingand gentlepitching
may also precede the stall.
The gross weight stallingspeed of the Archer IIwith power offand full
flaps is49 KIAS. With the flapsup thisspeed isincreased 6 KTS. Loss of
altitudeduring stallsvariesfrom 100 to 350 feet,depending on configuration
and power.
NOTE
The stallwarning system isinoperativewith the
master switch OFF.
the stallwarning system should be checked by turning
During preflight,
the detector and checking to determine ifthe
the master switch ON, lilting
horn isactuated.The master switch should he returned to the OFF position
afterthe check iscomplete.
4.39 TURBULENT
AIR
OPERATION
itisrecommended
in keeping with good operating practiceused in allaircraft,
that when turbulent airisencountered or expected, the airspeed be
recommended
reduced to maneuvering speed to reduce the structuralloads caused by gusts
and to allow for inadvertentspeed build-ups which may occur as a resultof
the turbulence or of distractionscaused by the conditions.(See Subsection
2.3)
ISSUED:
REVISED:
Page: 4-21-(0)
JULY
2, 1979
NOVEMBER
REPORT:
16, 1981
Revision: 5, NOVEMBER 16, 1981
VB-1120
4-21
4-21
SECTION
NORMAL
4
PROCEDURES
4.41 WEIGHT
AND
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
BALANCE
It is the responsibilityof the owner and pilot to determine that the
airplane remains within the allowable weight vs. center of gravityenvelope
while in flight.
For weight and balance data, referto Section 6 (Weight and Balance).
0
REPORT:
4-22
Page: 4-22-(0)
VB-1120
ISSUED:
NOVEMBER
-
Revision: 5, NOVEMBER 16, 1981
16, 1981
4-22
TABLE
OF
CONTENTS
SECTION
5
PERFORMANCE
Paragraph
No.
5.1
5.3
5.5
5.7
Page
No.
General
Introduction to Performance
and Flight Planning
Flight Planning Example
Performance Graphs
List of Figures
5-9
5-9
REPORT:
Page: 5-0-(1)
5-1
5-1
5-3
Issued: JULY 2, 1979
VB-1120
54
5-i
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
H
SECTION
PERFORMANCE
SECTION
5
5
PERFORMANCE
5.1 GENERAL
All of the required (FAA regulations)and complementary performaa
information applicable to the Archer 11 is provided by thissection.
Performance
information associated with those optional systems aml
which
equipment
require handbook supplements is provided by Section
(Supplements).
5.3 INTRODUCTION
PLANNING
TO
PERFORMANCE
AND
FliGHT
The performance information presented in this section is based on
measured Flight Test Data corrected to I.C.A.O, standard day conditions
and analyticaflyexpanded for the various parameters of weight, altitude.
temperature, etc.
The performance charts are unfactored and do not make any aliowanc
for varying degrees of pilot proficiency or mechanical deteriorationof the
aircraft.This performance, however, can be duplicated by following the
stated procedures in a properly maintained airplane.
Effectsof conditions not considered on the charts must be evaluated by
the pilot,such as the effectof softor grass runway surface on takeoff and
landing performance, or the effectof winds alofton cruiseand range performance.
performance.
Endurance can be grossly affected by improper leaning procedures,
and
procedures, inflightfuel flow and quantity checks are recommended.
REMEMBER!
ISSUED:
REVISED:
Page: 5-1-(0)
To get chart performance, follow the chart procedures.
JULY
2, 1979
JUNE
25, 1981
REPORT:
Revision: 4, JUNE 25, 1981
VB-1120
5-1
5-1
riri
iiu
PERFORMANCE
AIIUMA1
CORPORATION
PA-28-181, ARCHER
I
11
The information provided by paragraph 5.5 (FlightPlanning Example)
outliiies a detailed flightplan using the performance charts in this section.
[ach chart includes itsown example to show how itis used.
WARNING
Performance information derived by extrapolation
extrapolation
beyond the limitsshown on the charts
should not be used for flight planning
purposes.
C)
0
REPORT:
5-2
Page: 5-2-(0)
VB-1120
ISSUED:
REVISED
JULY
JUNE
Revision: 4, JUNE 25, 1981
2, 1979
25, 1981
5-2
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
5.5 FLIGHT
SECTION
II
PLANNING
5
PERFORMANCE
EXAMPLE
(a) Aircraft Loading
The firststep in planning the flightisto calculatethe airplane
the information provided
weight and center of gravity by utilizing
and
of
this
handbook.
Balance)
by Section 6 (Weight
basic empty weight for the airplane as licensed at the
has
been entered in Figure 6-5. If any alterationsto the
factory
airplane have been made effectingweight and balance, referenceto
the aircraftlogbook and Weight and Balance Record (Figure 6-7)
should be made to determine the current basic empty weight of the
The
airplane.
Make use of the Weight and Balance Loading Form (Figure
6-I I)and the C.G. Range and Weight graph (Figure 6-15) to determine
determine
the total weight of the airplane and the center of gravity
position.
After proper utilizationof the information provided, the
in the
following weights have been determined for consideration
flightplanning example.
The landing weight cannot be determined untilthe weight of the
fuelto be used has been established [referto item (g)(I)].
1400 lbs.
(I) Empty Weight
340 lbs.
x
170
lbs.)
(2) Occupants (2
360 lbs.
(3) Baggage and Cargo
300 lbs.
(4) Fuel (6 lb/gal. x 50)
2400 lbs.
(5) Takeoff Weight
(6) Landing Weight
(a)(5)minus (g)(l),(2400 lbs.
minus 129 lbs.)
2271 lbs.
of 2550 lbs.and the
The takeoff weight isbelow the maximum
determined
that the C.G.
weight and balance calculationshave
the approved limits.
position iswithin
ISSUED:
JULY
2, 1979
REPORT:
-,,,rr’r’Th
Page: 5-3-(0)
Revision: 7, NOVEMBER 15, 1982
VB-1120
c—i
5-3
SECTION
PIPER
5
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
PERFORMANCE
II
(b) Takeoff and Landing
After determining the aircraftloading, all aspects of takeoff
and landing must be considered.
Conditions of the departure and destination airport must be
acquired,evaluatedand maintained throughout the flight.
the departure airportconditions and takeoff weight to
the appropriate Takeoff Performance graph (Figure 5-7 or 5-9) to
determine the length of runway necessary for the takeoffand/or the
Apply
barrierdistance.
The landing distance calculationsare performed in the same
manner using the existingconditionsat the destinationairportand,
when established,
the landing weight.
The conditions and calculations for the example flight are
listedbelow. The takeoff and landing distances required for the
example flighthave fallenwell below the availablerunway lengths.
Departure
Destination
Airport
Airport
2000 ft.
2300 ft.
21°C
21°C
(1) PressureAltitude
(2) Temperature
(3) Wind Component
10 KTS
(4) Runway
(Headwind)
Available
Length
7000 ft.
4500 ft.
(5) Runway
Required
950 ft.*
825 ft.**
5 KTS
NOTE
The remainder of the performance charts used
in this flightplan example assume a no wind
condition. The effect of winds aloft must be
considered by the pilotwhen computing climb,
cruiseand descent performance.
*referenceFigure 5-13
**referenceFigure 5-37
REPORT:
5.4
Page: 5-4-(0)
VB.1120
ISSUED:
REVISED:
JULY
FEBRUARY
Revision: 13, FEBRUARY 2, 1990
2, 1979
2,1990
5-4
PIPER
AIRCRAfl
PA-28481, ARCHER
SECTION
CORPORATION
II
5
PERFORMANCE
(c) Climb
The nextstepintheflightplan
climb segment components.
is to determine the
necessary
altitudeand corresponding cruise
cruise pressure
The desired
outside air temperature
values arethe first
variablesto be considered
considered
in determining
theclimb components from the Time.
Distance and Fuel to Climb graph (Figure
547). After the time,
distance and fuel for the cruise
pressure altitudeand outside air
values have beenestablished,apply the existingeonditions
temperature
existingeonditions
at the departure fieldto the graph (Figure 5-17).Now, subtract
of departure conditions
the values obtained from the graph for the field
altitude.
conditions
from those
for the cruise
pressure
distance
and time
remaining values arethe truefuel,
oftheflight
for
components for the climb segment
plancorrected
licldpressure altitudeand temperature.
The
1 he following values weredetermined
from the above instructions
in the flightplanning example.
instructions
6000ft.
Pressure Altitude
(I) Cruise
13°C
OAT
(2) Cruise
8.5mm.t
(3) Time to Climb (11.5 mm. minus 3 mm.)
to Climb (16 minus
(4) Distance
11.5 naut. miles
4.5 naut. miles)
I gal.t
(5) Fuel to Climb ( 2 gal. minus I gal.)
(d)
Descent
tothecruise
bedetermined
data to
Thedescent
datawill
prior
for establishing
the totalcruise
distance
provide the descent
distance.
the
the cruise
altitude
and OAT, determine
Utilizing
pressure
These
andfuelfor descent
basic
distance
5-31).
time,
(FigUre
figures
altitudeand temperature at
for the fieldpressure
must be adjusted
To findthe necessary
values,use
the destinationairport.
adjustment
altitude and temperatqre conditions at the
the existing pressure
and fuel
asvariables to find the time, distance
destination
airport
•refercnce Figure
ISSUED:
REVISED:
Page: 5-5-(0)
5-17
JULY
2, 1979
NOVEMBER
REPORT:
VB-112O
5-5
15, 19U
Revision: 7, NOVEMBER 15, 1982
5-5
5
SECTION
PERFORMANCE
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
values from the graph (Figure 5-31). Now, subtract the values
obtained from the fieldconditions from the values obtained from
the cruiseconditions to find the true time, distanceand fuel values
needed for the flightplan.
of the graphs for the
The values obtained by proper utilization
descent segment of the example are shown below.
(I) Time to Descend
minus 7.5 mm.)
8.5 min.*
(16 mi
Descend
Distance
to
(2)
20.5 naut. miles*
(35 minus 14.5 naut. miles)
Fuel
to
Descend
(3)
I gal.*
(2 gal. minus I gal.)
(e) Cruise
subtract
Using the totaldistanceto be traveledduring the flight,
the previously calculateddistance to climb and distance to descend
to establishthe totalcruisedistance.Refer to the appropriate Avco
when selecting the cruise power
I.ycoming Operator’s Manual
The
established
setting.
pressure altitudeand temperature values
and the selectedcruisepower should now be utilizedto determine
the true airspeed from the appropriate Speed Power graph (Figure
5-21 or 5-23).
Calculate the cruisefuel flow for the cruisepower settingfrom
the information provided by the Avco Lycoming
Operator’s
Manual.
The cruisetime is found by dividing the cruisedistance by the
cruise speed and the cruise fuel is found by multiplying the cruise
fuelflow by the cruise time.
The cruisecalculationsestablishedfor the cruisesegment ofthe
flightplanning example are as follows:
314 naut. miles
(I) Total Distance
Distance
(2) Cruise
(e)(I) minus (c)(4)minus (d)(2),
282 naut. miles
(314 minus 11.5 minus 20.5)
*i.eferenceFigure 5-31
REPORT:
5-6
Page: 5-6-(0)
VB-I120
JSSUED:
REVISED:
JULY
NOVEMBER
Revision: 7, NOVEMBER 15, 1982
2, 1979
15, 1982
5-6
IPER
AIR(’RAFT
CORPORATION
PA-28-181, ARCHER
(3)
(4)
(5)
(6)
Cruise
Cruise
Cruisc
Cruise
SECTION
11
5
PERFORMANCE
Power
65c
Speed
Fuel Consumption
lime
divided by (e)(4),(282 naul.
L)(e)(2)
miles divided by IIt)KIS)
Cruise
Fuel
(7)
(e)(5)multiplied by (e)(6),(7.6
GPH
multiplied by 2.56 hrs.)
rated power
10 KTS TAS*
7.6 (IPFl
2.56 hrs.
19.5 gal.
(f) Total Flight 1 irne
The totalflighttime isdetermined by adding the time to climb,
the time to descend and the cruisetime. Remember! The time values
taken from the climb and descent graphs are in minutes and must
he converted to hours before adding them to the cruise time.
The following flighttime is required for the flightplanning
eample.
I) Total I—lightiime
(c)(3)plus (d)(I) plus (c)(6),
2.84 hrs.
(.14 hms. plus 14 his, plus 2.56 hrs.)
(g) lotal Fuel Req u ired
Determine the total fuel required by adding the fuelto climb,
the fuel to descend and the cruise fuel. When the total fuel (in
gallons)isdetermined, multiply thisvalue by 6 lb./gal.to determine
he total fuel weight used for the flight.
The total fuel calculations for the example
shown below.
flightplan are
I) Total Fuel Reuuired
(c)(5)plus (d)(3)plus (e)(7).
(I gal.plus I gal. plus 19.5 gal.)
(21.5 gal. multiplied by 6 lb./gal.)
21.5 gal.
129 lbs.
*rcference Figure 5-23
JULY
ISSUED:
2, 1979
NOVEMBER
REVISED:
Page: 5-7-(0)
REPORT:
15, 1982
Revision: 7, NOVEMBER 15, 1982
VB-112()
5-7
5-7
PIPER
5
sEUIIUf
PERFORMANCE
THIS
PAGE
INTENTIONALLY
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
LEFT
Ii
BLANK
C)
REPORT:
VB.1120
ISSUED:
JULY
2, 1979
5-8
Page: 5-8-(0)
Issued: JULY 2, 1979
5-8
PIPER
AIRCRAFT
PA-28-181, ARCHER
5.7 PERFORMANCE
CORPORATION
H
SECTION
PERFORMANCE
GRAPHS
LIST
OF
FIGURES
Page
No.
Figure
No.
5-1
5-3
5-5
5.7
5-9
5-11
5-13
5-15
5-17
5
5-11
Temperature Conversion
Airspeed System Calibration
Stall Speeds
Flaps Up Takeoff Performance
25° Flaps Takeoff Performance
Flaps Up Takeoff Ground Roll
25° Flaps Takeoff Ground Roll
Climb Performance
Time, Distance and Fuel to Climb
5-19
5-21
Engine Performance
Performance
Speed Power
5-23
5-25
Cruise
Speed Power• Economy
Best Power Mixture Range
Best Economy
Mixture Range
5-27
5-29
5-31
5-33
5-35
5-37
ISSUED:
Page: 5-9-(0)
5-12
5-13
5-14
5-15
5-16
5-17
5-18
5-19
5-20
Cruise
5-21
Endurance
Time, Distance and Fuel to Descend
5-22
5-23
5-24
5-25
5-26
Glide Range
Landing Performance
Landing Ground Roll
5-27
5-28
5-29
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
5-9
5-9
PA-28-181, ARCHER
PERFORMANCE
THIS
REPORT:
5-10
Page: 5-10-(0)
PAGE
VB-1120
INTENTIONALLY
LEFT
H
BLANK
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
5-10
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
SECTION
PERFORMANCE
5
40
100
90
ZE_
30
80
20
60
50
10
40
FAHRENHET
CELSUS
0
30
DEGREES
DEGREES
20
-10
10
0
--20
-10
-20
-30
-30
-40
TEMPERATURE
-40
CONVERSION
Figure 5-1
ISSUED:
Page: 5-11-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
5-11
5-11
PERFORMANCE
PA28-1
AIR
PEED
LL
2550
130
(I)
I
110
LBS. GROSS
J_
]
Lf4ft
;I
100
T
0 FLAPS
4
-4
w
ii
I1-H’
40° FLAPS
—1 h-iTfl1
80
4H4iiV
f
1t
f:h’4,
1fi
90
70
WEIGHT
—b
j
i
120
CAUBRATiON1
fi41t1
fti
I
:
Tffl1
Ji
L
1r-
jJL
140
81
-Tft
4H
150
SYSTEM
II
ARCHER
PA28481,
tt
rF
r-
1
60
50
:!:H
40
40
50
60
70
rJI 411i
KIAS
AIRSPEED
REPORT:
VB-1120
80
90
NO
100
110
INSTRUMENT
120
130
140
150
160
170
ERROR
()
SYSTEM
CALIBRATION
Figure 5-3
ISSUED:
JULY
2, 1979
5-12
Page: 5-12-(0)
Issued: JULY 2, 1979
5-12
AIRCRAFT
PIPER
PA-28-181, ARCHER
5
SECTION
CORPORATION
II
PERFORMANC1
STALL
SPEED
KNOTS
0
(0
Iii
LU
C,
LU
0
4
LU
0
LU
2
4
LU
0
0
0
LU
2:
cr
0
LU
0
a
z
0
z
13
LU
LU
0
13
I
STALL
l:jU
ISSUFI):
Page: 5-13-(0)
JULY
SPEEDS
55
REORi’:
2, 1979
Issued: JULY 2, 1979
VB-112()
5-13
5-13
PERFORMANCE
PA-28-1$1, ARCHER
H1V8
.Li OS {AO
13NV1SI
o
o
II
dO3NV1
o
o
00
th
N
FLAPS
REPORT:
5-14
Page: 5-14-(0)
VB-1120
UP
TAKEOFF
PERFORMANCE
Figure 57
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
5-14
PIPER
AIRCRAFT
CORPORATION
P4.28-181, ARCHER
SECTION
II
PERFORMAN
U3WiVi
id
o
o
a
a
id 09 UAO
33dV!SI
a
idOWVi
a
N
5
CE
a
N
I-.
0
0
U)
0
a:
4
0
0
25° FLAPS
TAKEOFF
PERFORMANCE
Figure 5-9
ISSUED:
Page: 5-15-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
5-15
5-15
PERFORMANCE
PA-28-181, ARCHER
11OJ
GNflOiO
II
J03)V1
co
o0
z
FLAPS
UP
TAKEOFF
GROUND
ROLL
Figure 5-11
REPORT:
5-16
Page: 5-16-(0)
VB-1120
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
5-16
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
5
SECTION
H
PERFORMANCE
110w
aNfl08E
H03)IVJ.
o
o
0
z
0
C,
)
C)
ILU
ILU
0
ID
ID
0
25° FLAPS
TAKEOFF
GROUND
ROLL
Figure 5-13
ISSUED:
Page: 5-17-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
5-17
5-17
PERFORMANCE
PA-28-181, ARCHER
II
I
e
_____
c
I
a:
C
LL
cio
a_cC)
D
iim
HJi
°
4ijJi
LU 1r J
ØwL4
o
we
U0
U0
LU
‘
+
I— LDUJ----4i
o
o
ft4
U-444H
t1l
‘
a:
ffT
tfttJ:*
t-•
LWl4
co
:t44
f44
44-
[L
:4
N
+El-
____
N
f--f
141
t:
IL
:°
t9L
—--f-h
H--
-H---
N
0
a.
LU
Ia:
4
0
a
.t
LU
Q_..a)
0
ID
ID
0
—
-
—
Q_..a)
LU
CLIMB
PERFORMANCE
Figure 5-15
REPORT:
5-18
Page: 5-18-(0)
VB-1120
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
5-18
PIPER
AIRCRAFT
PA-28-I8I. ARCHER
CORPORATION
II
5
SECTION
PERFORMANCE
a
C)
0
D
0
z
4
0
z
4
0
0
FC)
FC)
0
0
ID
ID
0
TIME,
DISTANCE
AND
FUEL
TO
CLIMB
Figure 5-17
ISSUED:
Page: 5-19-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
5-19
PIPER
SECTION
5
PERFORMANCE
::
CORPORATION
AIRCRAFT
PA-28-1$1 ARCHFR
II
jrm
:j.::::
w
w
w
z
0
z
:::
z
t:
w
o
ci
w
w
0
QL)ow
w
ENGINE
PERFORMANCE
Figure 5-19
REPORT:
5-20
Page: 5-20-(0)
VB-1120
ISSUED:
REVISED:
Revision: 10, JULY 5, 1985
JULY
2, 1979
JULY
5, 1985
5-20
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
SECTION
5
PERFORMANCE
8
U)
I-.
0
0
w
UI
U)
4
UI
I.0
I.0
I04
I04
0
SPEED
POWER-
PERFORMANCE
CRUISE
Figure 5-21
ISSUED:
REVISED;
JULY
2, 1979
JULY
5, 1985
Page: 5-21-(0)
REPORT:
Revision: 10, JULY 5, 1985
VR-1120
5-21
5-21
PIPER
5
SECTION
PERFORMANCE
CORPORATION
PA-28-181, ARCHER
AIRCRAFT
II
0
0
I0
I0
z
0
0.
0
cr
I.C-)
I.C-)
I—
Ui
0
0
I0
I0
0
SPEED
REPORT:
5-22
Page: 5-22-(0)
VB-1120
POWER
ECONOMY
Figure 5-23
CRUISE
ISSUED:
REVISED:
Revision: 10, JULY 5, 1985
JULY
JULY
2, 1979
5, 1985
5-22
PIPER
AIRCRAFT
PA-28481,
ARCHER
CORPORATION
SECTION
II
5
PERFORMANCE
4
4
z
CD
z
4
C-)
4
0
I.0
I.0
oua-
BEST
ISSUED:
REVISED;
Page: 5-23-(0)
POWER
JULY
2, 1979
JULY 5, 1985
MIXTURE
Figure 5-25
RANGE
REPORT:
Revision: 10, JULY 5, 1985
VB-1120
5-23
5-23
SM11ur4,
rIrl1n
iII
PERFORMANCE
I
aI,I
PA-28-1S1, ARCHER
II
U)
LU
-J
-J
4
C.)
Iz
Iz
4
w
0
z
4
“Co
“Co
Co
0
0
0:
UJ
I4
I4
LU
0
U)
I.0
I.0
BEST
REPORT:
5-24
Page: 5-24-(0)
VB4120
ECONOMY
MIXTURE
Figure 5-27
RANGE
ISSUED:
REVISED:
JULY
JULY
Revision: 10, JULY 5, 1985
2, 1979
5, 1985
5-24
PIPER
AIRCRAFT
CORPORATION
II
PA-28-181, ARCHER
SECTION
PERFORMANCE
5
a-...
LH
Tr
-r-.÷-
Th4D
I—
-ø
uJ uJ
H.:::
Oi
Ixz
0<
:e
-r-.÷-
0
i—
I
0
ii
H
0
uJ
C
N
Ui
0
z
I—..,
z
Ui
z
Ui
II
W
Ow
T
m.
:
:
H
.z
§
3
i-J
UIi..Uh
LLUii
I
a-u,
3OflhI.flV3UflSS3Ud
z
a-Ui
ENDURANCE
Figure 5-29
JULY 2, 1979
ISSUED:
REVISED:
JULY
5, 1985
Page: 5-25-(0)
REPORT:
Revision: 10, JULY 5, 1985
VB-1120
5-25
5-25
PIPER
SECTION
5
PERFORMANCE
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
z
0
Lll
1t
c)
:1
COL0
OOc(
N W
C.)
uJ
I4
I4
w
0
I0
I0
TIME,
REPORT:
VB-1120
DISTANCE
AND
FUEL
Figure 5-31
TO
DESCEND
ISSUED:
JULY
2, 1979
5-26
Page: 5-26-(0)
Issued: JULY 2, 1979
5-26
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
SECTION
PERFORMANCE
5
H
HTTIT
FEH
r
[TrflT
lit
b;-4HH:1
0
ow
C)
4
i1
‘+tIT
tf
bi
LU
Co cr4
th
U
ftt:f
----U
t9
D
LU
0
0
‘
U-’rr4
jtLt
4-J
R.J i-itni
q ..fflEfl
HL
.0
4
4
i-N
t.j4
0
±i±t U
j
I
o
o
o
E
uii LU 1W
_uj
o
o
o
o
id
30fl.LLL1V UflSS3id
a .9
GLIDE
RANGE
Figure 5-33
ISSUED:
JULY
Page: 5-27-(0)
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
5-27
5-27
rir
ri
PERFORMANCE
PA-28-181, ARCHER
id
ifl1*1V8
id 09 U3AO
i3NV1SIO
H
ONIONV1
F-’
0
r-
U.
2
U)
I0
I0
H.
i
e
D
I
ToOoQr1TurL:
I
.1.,.j]
fi
:Ltij
00
f-’J
o
V
o
t
z
I.
(‘4J
L3NL
Q_
F
d H
H
H
01
F
I
I0
.z
aL)
0t
?
.2
I0
0
oø
a-—
E
LANDING
PERFORMANCE
Figure 5-35
REPORT:
5-28
Page: 5-28-(0)
VB-1120
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
5-28
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
11O
SECTION
PERFORMANCE
aNnoio
ONIcINV1
0
o
5
0
0
o
I1 TI
0
t1;zF1T
—
tfThittL
0[TE
o
1-LHW
4I
ooôt
[[Th::
I
H A HAI’
-
HA.
-AWHA
LV
0
0
0
:H
‘-
Co
:-H
u_t_x-J
D
-.
-, -
NI
—!
t:
00
N
0
OSS
N]
3N3N3JH
-zJ
0
z*
0
()
:L
-:
Lu
0-
cj
rH H
.
-
E .2’c
-w
_
•m4i•iu
LANDING
ISSUED:
REVISED:
JULY
2, 1979
JUNE
29. 1984
Page: 5-29-(0)
1 ttI1ii Itt 11111 Itt1
GROUND
Figure 5-37
4
0
ROLL
REPORT:
Revision: 9, JUNE 29, 1984
VB-1120
5-29
5-29
TABLE
OF
CONTENTS
SECTION
WEIGHT
AND
6
BALANCE
Paragraph
No.
Page
No.
6.I
6.3
6.5
6.7
6.9
6.11
6-1
6-2
6-5
6-9
6-12a
6-13
6-14
6-15
6-17
6-19
6-20
6-21
General
Airplane Weighing-Rrocedure
Weight and Balance bata and Record
Weight and Balance\Determination for Flight
Instructionsfor Usin the Weight and Balance Plotter..
*EquipmeIt List
(a)
Propeller and Propeller Accessories
(b)
Engine and Engine Accessories
(c)
Landing Gear and Brakes
ElectricalEquipment
(d)
Instruments
(e)
Miscellaneous
(f)
Engine and Engine Accessories
(g)
6-23
(i)
(Optional Equipment)
Propeller and Propeller Accessories
(Optional Equipment)
Landing Gear and Brakes (Optional
(j)
(k)
(1)
(m)
(n)
Equipment)
ElectricalEquipment (Optional Equipment)
Instruments (Optional Equipment)
Autopilots (Optional Equipment)
Radio Equipment (Optional Equipment)
Miscellaneous (Optional Equipment)
6-24
6-25
6-28
6-29a
6-29b
6-41
(h)
**Equipment
List (Form
240-0007)
6-23
ENCLOSED
WITH
THIS HANDBOOK
*For 1982 and preceding models only.
**For 1983 and subsequent models only.
REPORT:
Page: 6-0-(1)
Revision: 6, JULY 21, 1982
VB-1120
6-i
6-i
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
WEIGHT
SECTION
WEIGHT
AND
AND
SECTION
BALANCE
6
6
BALANCE
6.1 GENERAL
In order to achieve the performance and flyingcharacteristics
which are
into
the
it
must
be
flown
with
the
and
center of
designed
airplane,
weight
gravity (C.G.) position within the approved operating range (envelope).
of loading, itcannot be flown with
Although the airplane offersflexibility
the maximum
number of adult passengers, fullfuel tanks and maximum
With
the flexibility
comes responsibility.
The pilot must ensure
baggage.
that the airplane is loaded within the loading envelope before he makes a
takeoff.
Misloáding carriesconsequences for any aircraft.An overloaded airplane
willnot take off,climb or cruiseas well as a properly loaded one. The
airplane
heavier the airplane is loaded, the lessclimb performance itwill have.
Center of gravity isa determining factor in flightcharacteristics.
Ifthe
C.G. is too far forward in any airplane, it may be difficultto rotate for
takeoff or landiñg. If the C.G. is too far aft,the airplane may rotate prematurely
on takeoffor tend to pitch up during climb. Longitudinal stability
prematurely
be
will
reduced. This can lead to inadvertent stallsand even spins:and spin
recovery becomes
approved limit.
more
difficultas the center of gravity moves
aft of the
A properly loaded airplane,however, willperform as intended. Before
the airplane islicensed,a basic empty weight and C.G. location iscomputed
(basicempty weight consistsof the standard empty weight of the airplane
plus the optional equipment). Using the basic empty weight and C.G.
location,the pilotcan easilydetermine the weight and C.G. position for the
loaded airplane by computing the totalweight and moment and then determining
whether they are within the approved envelope.
determining
ISSUED:
Page: 6-1-(0)
JULY
2, 1979
REPORT:
Revision: 9, JUNE 29, 1984
VB-1120
6-1
SECTION
WEIGHT
6
AND
PIPER
BALANCE
AIRURAFI
CoRPoRAIwr
PA-28-181, ARCHER
II
The basic empty weight and C.G. locationare recorded in the Weight
and Balance Data Form (Figure 6-5) and the Weight and Balance Record
(Figure 6-7). The current values should always be used. Whenever new
equipment is added or any modification work is done, the mechanic
responsible for the work isrequired to compute a new basic empty weight
and C.G. position and to write these in the Aircraft Log Book and the
Weight and Balance Record. ‘The owner should make sure that itisdone.
A weight and balance calculationisnecessary in determining how much
fuelor baggage can be boarded so as to keep within allowable limits.Check
calculationsprior to adding fuel to insure against improper loading.
The following pages are forms used in weighing an airplane in production
production
and in computing basic empty weight, C.G. position,and useful
load. Note that the useful load includes usable fuel,baggage, cargo and
passengers. Following this is the method for computing takeoff weight
and C.G.
6.3 AIRPLANE
WEIGHING
PROCEDURE
At the time of licensing,Piper Aircraft Corporation provides each airplane with the basic empty weight and center of gravity location.This data
issupplied by Figure 6-5.
The removal or addition of equipment or airplane modifications can
affect the basic empty weight and center of gravity. The following is a
weighing procedure to determine this basic empty weight and center of
gravity location:
(a) Preparation
(I) Be certainthat allitems checked in the airplaneequipment
listare installedin the proper location in the airplane.
(2) Remove excessivedirt,grease,moisture,foreign items such
as rags and tools from the airplane before weighing.
(3) Defuel airplane.Then open allfueldrains untilallremaining
fuel is drained. Operate engine on each tank untilall
remaining
undrainable fuel is used and engine stops.Then add the
unusable fuel (2.0 gallons total, 1.0 gallons each wing).
REPORT:
6-2
Page: 6-2-(0)
VB-1120
ISSUED:
JULY
2, 1979
REVISED:
JUNE
29, 1984
Revision: 9, JUNE 29, 1984
6-2
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
WEIGHT
AND
SECTION
BALANCE
6
CAUTION
Whenever the fuelsystem iscompletely drained
and fuel is replenished it will be necessary to
run the engine for a minimum
of 3 minutes at
1000 RPM
on each tank to ensure no airexists
in the fuel supply lines.
(4) Fillwith oil to fullcapacity.
(5) Place pilot and copilot seats in fourth (4th) notch, aft of
forward position.Put flaps in the fullyretractedposition
and allcontrol surfaces in the neutral position.Tow bar
should be in the proper location and all entrance and
baggage doors closed.
(6) Weigh the airplane inside a closed building to prevent
errors in scale readings due to wind.
(b) Leveling
(1) With airplane on scales,block main gear oleo pistons in
the fullyextended position.
(2) Level airplane (referto Figure 6-3) deflating nose wheel
tire,to center bubble on level.
(c) Weighing
Airplane Basic Empty
Weight
(1) With the airplane level and brakes released, record the
weight shown on each scale.Deduct the tare,ifany, from
each reading.
ISSUED:
Page: 6-3-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
6-3
6-3
WEIGHT
AND
BALANCE
PA-28-181, ARCHER
Scale
Scale Position and Symbol
Nose Wheel
(N)
Right Main Wheel
(R)
Left Main Wheel
(L)
Basic Empty
II
Net
Tare
Reading
Weight
Weight, as Weighed (T)
WEIGHING
FORM
6-1
Figure
(d) Basic Empty
Weight Center of Gravity
(1) The following geometry applies to the PA-28-181 airplane
when itis level.Refer to Leveling paragraph 6.3 (b).
1evelPoints
(Fuselage)
R+L
A
=
31.0
B
=
109.7
The datum is78.4inchesaheadof the
wing leadingedge atthe intersection
of the straight
and taperedsection.
LEVELING
DIAGRAM
Figure 6-3
REPORT:
6-4
Page: 6-4-(0)
VB-1120
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
6-4
PIPER
AIRCRAFT
PA-28-181, ARCHER
(2) The
CORPORATION
II
SECTION
WEIGHT
AND
6
BALANCE
basic empty
weight center of gravity (as weighed
including optional equipment, fulloil and unusable fuel)
can he determined by the following formula:
(‘.G. Arm
N (A)
Where:
6.5 WEIGHT
AND
BALANCE
+
(R
T
+
L) (B)
N ÷ R
T
DATA
AND
+
inches
L
RECORD
The Basic Empty Weight. Center of Gravity Location and Useful Load
listedin Figure 6—5 are for the airplane as licensedat the factory.These
Figuresapply only to the specificairplane serialnumber and registration
number shown.
1he basic empty weight of the airplane as licensedat the factory has
been entered in the Weight and Balance Record (Figure 6-7).This form is
provided to present the currentstatusof the airplane basicempty weight and
a complete history of previous modifications. Any
change to the
permanently installedequipment or modification which affectsweight or
moment must he entered in the Weight and Balance Record.
ISSUED:
JULY
2, 1979
REVISED:
JtJNE 29, 1984
Page: 6-5-(0)
REPORT:
Revision: 9, JUNE 29, 1984
VB-1120
6-5
6-5
ru-LK
WEIGHT
AIKURAYT
CORPORATION
PA-28-181, ARCHER
BALANCE
AND
PA-28-181
MODEL
ARCHER
II
__289 0008
HB
PKG
Airplane Serial Number
II
Fj FOCl
FL/MsJ
Registration Number
9/30/86
Date_
AIRPLANE
BASIC
EMPTY
WEIGHT
C.G.
Arm
Weight x (Inches Aft
of Datum)
(Lbs)
Item
Moment
(In-Lbs)
Actual
Standard Empty
Weight*
ti’P’iXW
1425.3
85.0
121162
174.9
105.6
18475
Optional Equipment
Basic Empty
Weight
*The standard empty
unusable fuel.
weight includes fulloil capacity and 2.0 gallons of
AIRPLANE
(Ramp
Normal
Weight)
USEFUL
(Basic Empty
Category (2558 lbs.)
UtilityCategory
THiS
BASIC
87.3139637
1600.
(2138 lbs.)
LOAD
Weight)
=
Useful Load
(1600.2
lbs.)
957.8
lbs.
( 1600.2
lbs.)
537.8
lbs.
EMPTY
FOR
AIRPLANE
THE
TO APPROPRIATE
HAVE
BEEN
MADE.
WEIGHT
C.G. AND
USEFUL
LOAD
ARE
WEIGHT,
LICENSED
AT THE
FACTORY.
REFER
AIRCRAFT
RECORD
WHEN
ALTERATIONS
AS
AND
BALANCE
DATA
FORM
Figure 6-5
REPORT:
6-6
Page: 6-6-(0)
VB-1120
ISSUED:
REVISED:
JULY
JULY
Revision: 6, JULY 21, 1982
2, 1979
21, 1982
6-6
a,
-,c
-I
Page: 6-7-(0)
Revision: 6, JULY 21, 1982
6-7
fTh
oo
i!
D
Page: 6-8-(0)
Issued: NOVEMBER 22, 2011
6-8
PIPER
AIRCRAFT
PA-28-181, ARCHER
6.7 WEIGHT
AND
CORPORATION
II
BALANCE
SECTION
WEIGHT
DETERMINATION
AND
FOR
6
BALANCE
FLIGHT
(a) Add the weight of allitems to be loaded to the basic empty weight.
(b) Use the Loading Graph (Figure 6-13) to determine the moment of
all items to be carried in the airplane.
(c) Add the moment
moment.
of allitems to be loaded to the basic empty
weight
(d) Divide the totalmoment by the total weight to determine the C.G.
location.
(e) By using the figures of item (a) and item (d) (above), locatea point
on the C.G. range and weight graph (Figure 6-15).Ifthe point falls
within the C.G. envelope, the loading meets the weight and balance
requirements.
Arm
Weight
(Lbs)
Aft
Datum
Moment
(Inches)
(In-Lbs)
1590.0
87.5
139125
Pilotand Front Passenger
340.0
80.5
27370
Passengers (Rear Seats)*
340.0
118.1
40154
Fuel (48 Gallon Maximum)
288.0
95.0
27360
Basic Empty
Weight
Baggage (200 Lbs. Maximurn)*
142.8
Ramp Weight (2558 Lbs. Normal,
2138 Lbs. UtilityMaximum)
Fuel Allowance
For Engine Start, Taxi and Run
2558
Up
Takeoff Weight (2550 Lbs. Normal,
2130 Lbs. UtilityMaximum)
-8
2550.0
91.5
95.0
91.5
234009
-760
233249
The center of gravity(C.G.) of this sample loading problem isat 91.5 inches
aft of the datum line. Locate this point (91.5) on the C.G. range and
weight graph. Since this point fallswithin the weight C.G. envelope, this
loading meets the weight and balance requirements.
IT IS THE RESPONSIBILITY
THE
TO ENSURE
THAT
*UtilityCategory Operation
SAMPLE
ISSUED:
Page: 6-9-(0)
JULY
LOADING
2,1979
OFTHE
AIRPLANE
No
PILOT AND AIRCRAFT
OWNER
IS LOADED
PROPERLY.
baggage or rear passengers allowed.
PROBLEM
(NORMAL
Figure 6-9
CATEGORY)
REPORT:
Revision: 8, JULY 20, 1983
VB-1120
6-9
SECTION
WEIGHT
PIPER
6
AND
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
BALANCE
II
Arm Att
Weight
(Lbs)
Datum
Moment
(Inches)
(In-Lbs)
Basic Empty Weight
Pilotand Front Passenger
80.5
Passengers (Rear Seats)*
118.1
Fuel (48 Gallon Maximum)
95.0
Baggage (200 Lbs. Maximum)*
142.8
Ramp Weight (2558 Lbs. Normal,
2138 Lbs. UtilityMaximum)
Fuel Allowance
For Engine Start,Taxi and Run Up
-8
95.0
-760
Takeoff Weight (2550 Lbs. Normal,
2130 Lbs. UtilityMaximum)
Totals must be within approved weight and C.G. limits.It is the responsibility
of the airplaneowner and the pilotto insure thatthe airplaneis loaded
responsibility
properly.The Basic Empty Weight C.G. is noted on the Weight and Balance
Data Form
(Figure 6-5).If the airplanehas been altered,referto the Weight
and Balance Record for thisinformation.
*UtilityCategory Operation No baggage or rearpassengers allowed.
WEIGHT
AND
BALANCE
LOADING
FORM
Figure 6-11
REPORT:
6-10
Page: 6-10-(0)
VB-1120
ISSUED:
REVISED:
JULY
FEBRUARY
Revision: 13, FEBRUARY 2, 1990
2, 1979
2,1990
6-10
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
WEIGHT
AND
SECTION
IIALANCE
6
1’
450
400
350
z
300
0
p..
250
CD
w
0
200
0
150
100
50
0
0
5
10
15
20
25
MOMENT/WOO
(POUNDS
LOADING
GRAPH
30
35
40
45
50
iNCHES)
Figure 6-13
ISSUED:
Page: 6-11-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
6-11
6-11
WEIGHt
IIALAr4UE
A1L)
AKt1rI
rA--IM,
ii
WEIGHT
VS.
C.G. ENVELOPE
2560
LBS. MAX.
NORMAL
GROSS
WT.-
89
90
92
91
93
CATEGORY
2500—
\
V \ \
ITILITY CATEGORY
I
I
/
4—
82/
‘
‘
‘
I
I
I
I
-—i-—
I
I
I
I
I
2000-
I
I
I
—1900—
I.—1800
I
I.—1800
“2
82 83 84 85 86
C.G. LOCATION
87 88 89 90 91 92 93
(INCHES
AFT DATUM)
C.G. RANGE
AND
WEIGHT
Figure 6-15
REPORT:
6-12
Page: 6-12-(0)
VB-1120
ISSUED:
REVISED:
Revision: 1, MAY 29, 1980
JULY
MAY
2 1979
29, 1980
6-12
PIPER
AIRCRAFT
PA-28481,
CORPORATION
ARCHER
SECTION
II
6.9 INSTRUCTIONS
WEIGHT
FOR
USING
THE
WEIGHT
AND
AND
6
BALANCE
BALANCE
PLOTTER
This plotterisprovided to enable thepilotquickly and conveniently to:
(a)Determine the totalweight and C.G. position.
(b) Decide how to change his load if his firstloading is not within the
allowable envelope.
Heat can warp or ruin the plotterif it is leftin the sunlight.Replacement
Replacement
plottersmay be purchased from Piper dealersand distributors.
The “Basic Empty Weight and Center of Gravity” locationis taken from
the Weight and Balance Form (Figure 6-5), the Weight and Balance Record
FAA major repairor alteration
form.
(Figure6-7) or the latest
The plotterenables the user to add weights and corresponding moments
graphically.The effectof adding or disposing of useful load can easily be
seen. The plotter does not cover the situation where cargo is loaded in
locationsother than on the seatsor in the baggage compartments.
Brief instructionsare given on the plotteritself.To use it,firstplot a
point on the grid to locate the basic weight and C.G. location.This can be
put on more or less permanently because ftwill not change until airplane
is modified. Next, positionthe zero weight end of any one of the loading slots
over thispoint.Using a pencil,draw a linealong the slotto the weight which
willbe carriedin thatlocation.Then position the zero weight end of the next
slotover the end of this line and draw another line representingthe weight
which will be located in thissecond position.When allthe loads have been
drawn in thismanner, the finalend of the segmented line locatesthe total
load and the C.G. position of the airplane for takeoff. If this point is not
within the allowable envelope itwillbe necessary to remove fuel,baggage, or
to get the finalpoint
passengers and Ior to rearrange baggage and passengers
to fallwithin the envelope
affectthe centerof gravity.
Fuel bum-off does not significantly
iSSUED:
Page: 6-12-(1)
MAY
29, 1980
REPORT:
Revision: 6, JULY 21, 1982
VB-1120
6-12a
SECTION
PIPER
6
WEIGHT
AND
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
BALANCE
SAMPLE
U
PROBLEM
A sample problem will demonstrate the use of the weight and balance
plotter.
Assume
a basic weight and C.G. locationof 1300 pounds at 85.00 inches
We wish to carry a pilotand 3 passengers. Two men weighing
respectively.
180 and 200 pounds will occupy the front seats,and two children weighing
80 and 100 pounds will ride in the rear.Two suitcasesweighing 25 pounds
and 20 pounds respectively,will be carried in the rear compartment.
wish to carry 48 gallons of
Will we be within thesafe envelope?
fuel:
We
(a) Place a dot on the plottergrid at 1300 pounds and 85.00 inches to
representthe basicairplane.(See illustration
Figure 6-17.)
(b) Slide the slottedplasticinto positionso thatthe dot is under the slot
for the forward seats,at zero weight.
(c) Draw a lineup the slotto the 380 pound position(180
a dot.
+
200) and put
(d) Continue moving the plastic and plotting points to account for
weight in the rearseats (80 + 100), baggage compartment (45),and
fueltanks (288).
the finaldot shows the total
(e) As can be seen from the illustration,
weight to be 2193 pounds with the C.G. at 89.44.This is well within
the envelope.
As fuelis burned off,the weight and C.G. will follow down the fuel line
and stay within the envelope for landing.
C
REPORT:
6-12b
Page: 6-12-(2)
VB-1120
ISSUED:
REVISED:
MAY
FEBRUARY
Revision: 13, FEBRUARY 2, 1990
29, 1980
2,1990
6-12b
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
SECTION
II
WEIGHT
SAMPLE
AND
6
BALANCE
PROBLEM
WEIGHT
VS.
C.G. ENVELOPE
2550 LBS. MAX.
NORMAL
GROSS
WT.89
88W-
CATEGORY
WT.89
90
91
93
92
87
240O—
86
/
/
85
84
2300—
2200—
83
UTHJTY
82
CATEGORY
2100—
2000—
I
/UEL
BAGGAGE
—1900—
—1800—
REAR
SEAT
z—1700—
—1600—
0
3
I
FRON TSEAT
1500—
1400—
1200—
82 83 84 86 86 87 88 89 90 91 92 93
C.G. LOCATION
(INCHES AFT DATUM)
SAMPLE
PROBLEM
Figure 6-17
ISSUED:
Page: 6-12-(3)
MAY
29, 1980
REPORT:
Revision: 13, FEBRUARY 2, 1990
VB-1120
6-12c
SECTION
WEIGHT
6
AND
PIPER
BALANCE
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
I
THIS
PAGE
INTENTIONALLY
LEFT
BLANK
/
o
REPORT:
VWI12O
ISSUED:
MAY
29, 1980
6-12d
Page: 6-12-(4)
Issued: JULY 2, 1979
6-12d
CD
AIRCRAFT
PIPER
CORPORATION
PA-28-181, ARCHER
EQUIPMENT
II
LIST
LIST
EQUIPMENT
The following isa listof equipment which may be installedin the airplane. Items marked with an “X” were installedon the
airplane described below when licensedby the manufacturer. Piper Aircraft Corporation willnot revisethisequipment listonce
the aircraftislicensed,Itisthe owner’s responsibilityto retainthisequipment listand toamend itto reflect
changes inequipment
installedin this airplane.
certification
Unless otherwise indicated,the installation
basisfor the equipment included in thislististhe aircraft’sapproved
type design.
PIPER
AIRCRAFT
SERIAL
(a)
CORPORATION
PA-28-181, ARCHER
2890008
NO.
REGISTRATION
NO.
N9106Z
II
9/19/86
DATE:
Propeller and Propeller Accessories
Item
No.
Mark if
Instl.
Item
Propeller,Sensenich 76EM8S5-0-62
Piper Spec. PS50077-42
Cert. Basis TC P4EA
Weight
(Pounds).
Arm (In.)
Aft Datum
Moment
(Lb-In.)
34.5
3.8
131
1.9
8.6
-0.3
16
2.6
285.0
20.9
5957
281.0
20.9
5873
3.3
2.8
35.5
35.5
117
13.5
*10.5
14.0
14.0
189
147
Engine Driven Fuel Pump
Lycoming Dwg. 73297, 74082, 75148 Or 75246
Cert. Basis TC E286
1.7
36.3
62
19
ElectricFuel Pump,
1.8
36.8
66
21
Fuel Valve, Piper Dwg. 66945
System Components
Corp., P/N SP-2378-B3
Allen Aircraft Products Inc.,P/N 6S122
0.4
61.9
25
3
Spinner, Piper Dwg.
a. Bulkhead
65805-0
b. Dome
(b)
II
Engir
2nd Engine Accessirie
Engine
Lycorning Model
a. O-360-A4A Piper Dwg. 62941-17
Cert. Basis TC 286
b. O-360-A4M
Piper Dwg. 62941-16
Cert. Basis
13
15
17
-l
TC
E286
Oil Filter
a. Lycoming No. 75528, (AC #0F5578770)
b. Lycoming No. LW-l3743, (Champion CH-48ll0)
Cert. Basis TC E286
Alternator 60 Amp
a. Chrysler 4111810, Per PAC
Dwg. 99945-3
b. PrestoliteALY 6422, Per PAC Dwg. 99891-0
Facet Model
478360
99
or
*Used only ifair conditioner is installed.Weight included in weight of air conditioner installation.
ISSUED:
REVISED:
Page: 6-13-(1)
JULY
21, 1982
JUNE
29, 1984
240-0007
1 of 11
Issued: JULY 29, 1984
240-0007 1 of 11
PA-28-181, ARCHER
LIST
EQUIPMENT
(b)
II
PIPER
Mark
Item
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
1.9
41.3
78
0.9
29.5
27
14.5
261
32.3
109.6
3540
One Nose Wheel
a. Cleveland Aircraft Products
Wheel Assembly No. 40-76 B, (Less Brake Drum)
Cert. Basis TSO C26a
4.3
31.0
133
b. McCauley IndustrialCorp.
Wheel Assembly No. D-30625
Cert. Basis TSO C26b
5.5
31.0
171
c. One Nose Wheel 4-Ply Rating
Tire 6.00-6 with Regular Tube
Cert. Basis TSO C62
8.5
31.0
264
Handbrake Master Cylinder, Piper Dwg. 65842
Cleveland Aircraft Products No. 10-22
0.6
60.9
37
0.7
53.0
0.4
53.0
37
21
0.4
51.9
21
21.9
168.0
3679
1.0
45.8
46
0.5
55.4
28
Model CA-16l
20002A)
25
Air Filter,Fram
27
Starter,Lycoming No. 76211, (PrestoliteMZ4218)
Cert. Basis TC E286
PLorPurolatorAFP-2
*180
Landing Gear and Brakes
Two
Main Wheel Assemblies, Piper Dwg. 63370-0 & -1
a. Cleveland Aircraft Products
Wheel Assembly No. 40-86
Brake Assembly No. 30-55
35
if
Insti.
Oil Cooler, Piper Dwg. 18622 (Harrison
P/N C-8526250) or (Niagara P/N N.D.M.
(c)
CORPORATION
Engine and Engine Accessories (cont)
Item
No.
23
AIRCRAFi
Cert. Basis TSO C26a
b. Two Main 4-Ply Rating Tires
6.00-6 with Regular Tubes
Cert. Basis
37
39
41
TSO
C62
Toe Brake Cylinders
a. Cleveland Aircraft Product No. 10-27
b. Gar-Kenyon
Instruments No. 17000
(d)
ElectricalEquipment
51
Voltage Regulator, Piper Dwg.
53
Battery, Piper Dwg.
55
68804-3 or -4
76454, (Rebat S-25)
Starter Relay, Piper Dwg. 99 130-2
Controls P/N Ill-Ill)
(RBM
57
Overvoltage Relay. Piper Dwg.
Xl6799)
76454
(Wico
*Included in engine weight.
240-0007
ISSUED:
2 of 11
Page: 6-13-(2)
REVISED:
Issued: JULY 29, 1984
JULY
JUNE
21, 1982
29, 1984
240-0007 2 of 11
PIPER
AIRCRAFT
CORPORATION
EQUIPMENT
(d)
ElectricalEquipment
No.
Mark if
Instl.
Item
StallWarning
69
71
73
0.2
58.8
12
0.5
59.5
30
Airspeed Indicator, Piper Spec. PS50049-30S
Cert. Basis TSO C2b
0.6
61.8
37
Altimeter, Piper Spec. PS 50008-2 or -3
Cert. Basis TSO CIOb
1.1
60.9
67
Compass
Cert. Basis
0.9
59.9
54
0.7
61.2
43
0.8
62.4
50
0.8
62.4
50
1.8
84.0
151
1.6
123.0
197
15.5
84.0
1302
15.5
84.0
1302
14.5
123.0
1784
14.5
123.0
1784
1.4
119.5
167
76454
Instruments
TSO
C7c
Tachometer, Piper Dwg.
77
Engine Cluster (Left),Piper Dwg.
79
Engine Cluster (Right), Piper Dwg.
91
62177-14
86552-7
86552-9
Miscellaneous
Forward
Seat Belts (2)
Piper Spec. PS50039-4-2A
American Safety Eqpt. Corp. 500576
Davis Acft. Prod. Inc. FDC-5900-120-5
Cert. Basis
93
TSO
(Black)
C22f
Rear Seat Belts (2)
Piper Spec. PS50039-4-3
American Safety Eqpt. Corp. 449968
Davis Acft. Prod. Inc. FDC-5900-120-2
Cert. Basis TSO C22f
(Black)
95
Left Front Seat, Piper Dwg.
97
Right Front Seat, Piper Dwg.
99
Right Rear Seat, Piper Dwg.
101
Left Rear Seat, Piper Dwg.
103
Shoulder Harness (2),(Front Seats Only)
Piper PS50039-4-20
PacificScientificP/N 1107447-13, Black
ISSUED:
AUGUST
13, 1982
REVISED:
DECEMBER
15, 1985
Page: 6-13-(3)
(Lb-In.)
16
75
(f)
Moment
80.2
Radio Master Switch Relay 6041 H298, Piper Dwg. 39870
(e)
Arm (In.)
Aft Datum
0.2
StallWarning Horn, Piper Dwg.
(Safe Flight P/N 35214)
63
Weight
(Pounds)
76454
Device, Piper Dwg.
C52207-4)
(Safe Flight P/N
61
LIST
(cont)
Item
59
II
PA-28-181, ARCHER
89023-2
89023-3
89027-3
89027-2
240-0007
of 11
Issued: DECEMBER 15, 1985
240-0007 3 of 11
II
PA-28-181, ARCHER
LIST
EQUIPMENT
(0
PIPER
Mark
Item
No.
105
Baggage Straps, Piper Dwg.
107
Tow
115
1’CORPORATION
Miscellaneous (cont)
[tern
(g)
AIRCRA1
Bar, Piper Dwg.
if
Instl.
66804-0 & 66805-0
99458-0
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
1.3
142.8
186
1.3
l56.
203
Engine and Engine Accessories (Optional Equipment)
Carburetor Ice Detector, Piper Dwg. 39684-2
0.5
59.7
30
3.8
36.3
138
17.0
113.6
1931
0.3
62.8
19
0.1
99.0
10
0.3
99.0
30
0.5
13.1
7
1.0
94.1
94
5.8
157.9
916
Navigation Lights (Wing) (2)
Red! White & Green! White
With Red Strobe
Whelen Model A600
5.8
157.9
916
Navigation Lights (Wing) (2)
Red/ White & Green! White
Whelen Model A675
0.5
106.6
53
155
Navigation Light (Rear) (I),Grimes Model 2064 (White)
0.2
281.0
56
157
Rotating Beacon
Whelen Eng. Co. P/N WRML-12
Piper Dwg. 63892 or 63518
1.5
263.4
395
(h)
Propeller and Propeller Accessories (Optional Equipment)
(i)
Landing Gear and Brakes (Optional Equipment)
131
Nose Wheel
133
Main
(j)
37896-3
Fairing, Piper Dwg.
Wheel Fairings, Piper Dwg.
ElectricalEquipment
79893-2, -3
(Optional Equipment)
141
Instrument Panel Lights, Piper Dwg.
143
Instrument Light, Grimes
or Whelen A300-W-14
15-0083-7
145
Cabin Light. Piper Dwg.
147
Landing Light, G.E., Model 4509
149
Wing
150
153
95229
Tip Recognition Lights
Piper Dwg. 87487
Navigation Lights (Wing) (2)
Red/White & Green/White
With White Strobe
Whelen
•151
76454
Model
A600
240-0007
4 of 11
Page: 6-13-(4)
ISSUED:
REVISED:
Issued: JULY 29, 1984
JULY
JUNE
21, 1982
29, 1984
240-0007 4 of 11
-‘S.-.—
_Z__
.-j.-4r’f.)r.I/p
Page: 6-13-(5)
Issued: JULY 29, 1984
240-0007 5 of 11
PA-28-181,
EQUIPMENT
(1)
;HER
II
PIPER
Mark
Item
No.
Century 21 Autopilot with Directional Gyro
Cert. Basis STC SA3352SW
225
15.2
97.4
1480
100 Autopilot with KCS
King KAP
System, Piper Dwg. 39874-( )
Cert. Basis STC SAI565CE-D
21.2
113
2396
21.2
115.2
2442
27.2
137
3726
Radio Equipment
Collins VHF-250
a. Single
b. Dual
55A
Compass
39874-(
55A
)
Compass
(Optional Equipment)
or VHF-251
Comm
Transceiver
4.0
56.9
228
8.1
56.9
461
3.9
79
57.4
57
224
453
1.0
2.0
60.2
60.2
60
120
1.3
60.2
78
Collins GLS-350 Glide Slope Receiver
Cert. Basis TSO C34c
2.0
181.8
364
Collins DME-451
Cert. Basis TSO
8.0
174.9
1399
6.6
104.8
692
110.0
363
TSO
Collins VIR-350
a. Single
h. Dual
Cert. Basis
249
TSO
Collins IND-350
C37b, C38b
or VIR-351
Nay
Receiver
C40a, C36c
( ) VOR/
LOC
Indicator
a. Single
b. Dual
Cert. Basis
251
255
257
TSO
C40a, C36c
TSO
Collins AMR-350
Cert. Basis TSO
Indicator
( ) VOR/LOC/GS
C40a, C36c
45 1/450
w/IND.
C66a
Collins RCR-650A
ADF
Antenna and IND-650A
Cert. Basis
259
TSO
Collins IND-35l
Cert. Basis
253
(Lb-In.)
100 Autopilot, Piper Dwg. 39874-(
King KAP
Cert. Basis STC SAI565CE-D
Cert. Basis
247
Moment
632
196
150 Autopilot with KCS
System, Piper Dwg. 39874-( )
Cert. Basis STC SAI565CE-D
245
E
Arm (In.)
Aft Datum
72.6
59.4
King KAP
(m)
52D254
Weight
(Pounds)
8.7
3.3
150 Autopilot, Piper Dwg.
King KAP
Cert. Basis STC SAI565CE-D
231
if
Enstl.
223
229
.ORPORATION
Autopilots (Optional Equipment)
Item
227
AIRCRA
LIST
Receiver and
Indicator
C41c
Audio! Marker
C35d, C50b
Panel
*33
*weight includes antenna and cable.
240-0007
6 of 11
Page: 6-13-(6)
ISSUED:
REVISED:
Issued: JULY 29, 1984
JULY
JUNE
21, 1982
29, 1984
240-0007 6 of 11
j
.2qA
x45r@jJ4
Page: 6-13-(7)
Issued: JULY 29, 1984
240-0007 7 of 11
jff1
2i.4tj2
)!!
¶$Z00fleet.
®-
K
S3
SQ
64
fl
_2_
3*
Page: 6-13-(8)
o.8
Issued: DECEMBER 15, 1985
240-0007 8 of 11
hi0’
_L...
it......
_JI_.
Page: 6-13-(9)
Issued: DECEMBER 15, 1985
240-0007 9 of 11
4-
PA-28-181, ARCHER
LIST
EQUIPMENT
(n)
II
PIPER
Mark if
Ensti.
Item
No.
36S
Zinc Chromate
367
StainlessSteel CotrdVCables,Piper:Dwg.
369
Air Conqitioner and Alternator Iastl
99575-3
Pipr D
üFed
Finish, Piper Dwg.
CORPORATION
Veñtystem,
Wëhel
croudd
790
68.3
103.6
7Q76,
5.7
148.9
:79
Srenniatm
mower
375
l8.5
1.8
So
(Lb-In.)
158.0
.4.2::.
Sh#1
Moment
5.0
Dg98532
Veñinxth
Arm (In.)
Aft Datum
Weight
(Póund)
2
79700-2
Pr
j77.
AIRCRAFT
Miscellaneous (Optional Equipment)
Item
31l
PVG
t8
Proáflng,’I1pe1!L
156.0
17.5
281
86.8
)17.
8ck.7
5?
1519
4cept., ca.i .4opr..Window)
(Left)
381
j
AdjUstalé FritSeatR1ght)
PPDWg89O263
80.0
544
94.5
208
2.2
132.1
291
PacificScientific1107447-01 (Black)
1.3
140.3
182
391
Assist Strap, Piper Dwg.
0.2
109.5
22
393
Curtain and Rod
4.2
124.0
521
397
Fire Extinguisher
Piper Dwg. 37872-2, Graviner HAIO14-0l
5.6
57.9
324
94.1
9
0.1
62.8
6
0.2
74.0
15
0.3
0.2
135.6
272.5
41
55
i83
4d(2)
p385
Headrests
.J
389
Front, PiperDcg.
(2) Rr;
Piper.Dwg
2.2
89028.2
89028-2
.i
,,..i.....
Shoulder Harness
Inertia(Rear) (2)
Piper PS50039-4-10
79455
Installation,
Piper Dwg.
399
Locking Gas Cap, Piper Dwg.
401
Crew
403
Approach
405
%8
Cup
67955-2
39830-2
Holders (2), Piper Dwg.
87453
Plate Holder (2) (On Control Wheel)
Piper Dwg. 37907
StaticWicks (6) ©
StaticWicks (3) ©
Piper Dwg. 78947
Stand-by Vacuum System Installation
L-f0If
*Weight and moment
15.5
42.5
l4ow’ Hef&v
659
4
differencebetween standard and optional equipment.
240-0007
10 of 11
Page: 6-13-(10)
•01
REVISED:
Issued: DECEMBER 15, 1985
ISSUED:
JULY
DECEMBER
27, 1982
15, 1985
240-0007 10 of 11
.L__
:::4z__,
fI/
s
J6f,
AccA-(w)
Page: 6-13-(11)
Issued: JULY 29, 1984
‘i’
c
240-0007 11 of 11
TABLE
OF
CONTENTS
SECTION
DESCRIPTION
OF
THE
AND
AIRPLANE
AND
7
OPERATION
ITS SYSTEMS
Paragraph
No
7.1
7.3
7.5
7.7
7.9
7.11
7.13
Page
No.
The Airplane
Airframe
7—1
7-1
Engine and Propeller
Landing Gear
7-I
FlightControls
Engine Controls
7-5
7-3
7-7
7.15
Fuel System
ElectricalSystem
7-10
7.17
Vacuum
7-13
7.19
7-7
System
Instrument Panel
7-14
7-16
7.21 Pitot-Static
System
7.23 Healing and VentilatingSystem
7.25
7-19
Cabin Features
7-19
Baggage Area
7.29 StallWarning
7-20
7.31 Finish
7-21
7.33
7—21
7.27
7-20
7.35
Air Conditioning
Piper ExternalPower
7.37
Emergency
Locator Transmitter
7-23
7.39
Carburetor Ice Detection System
7-27
7-22
REPORT:
VB-1120
7-i
Page: 7-0-(1)
Revision: 15, MARCH 29, 1994
7-i
PIPER
AIRCRAFT
CORPORATION
II
PA-28-181, ARCHER
DESCRIPTION&
SECTION
DESCRIPTION
OF
71
THE
THE
SECTION
OPERATION
7
7
AND
AIRPLANE
OPERATION
AND
ITS SYSTEMS
AIRPLANE
The PA-28-181 Archer II isa single-engine,low-wing monoplane of all
metal construction. It has four-place seating,two hundred pound baggage
capacity,and a 180 horsepower engin.
7.3 AIRFRAME
The basic airframe,except for a tubular steelengine mount, steellanding
gear struts,and other miscellaneous steelparts,isof aluminum alloy construction.
construction.
The extremities the wing tips,the cowling, the tailsurfaces are
of fiberglassor ABS thermoplastic. Aerobatics are prohibited in this airplane
since the structureis not designed for aerobatic loads.
airplane
652-415 airfoil.
The semi-tapered wings have a laminar flow type NACA
The wings are attached to each side of the fuselage by insertionof the butt
ends of the respectivemain spars into a spar box carry-through which isan
a continuous main
integralpart of the fuselagestructure,providing,in effect,
of
the
There
are
also fore and aft
fuselage.
spar with splicesat each side
attachments at the rear spar and at an auxiliary front spar.
7.5 ENGINE
AND
PROPELLER
The Archer II is powered by a four cylinder,directdrive,horizontally
Itisfurnished with a
opposed engine rated at 180 horsepower at 2700 rpm.
starter,a 60 ampere, 14 volt alternator,a shielded ignition,vacuum pump
drive, a fuel pump, and a dry, automotive type carburetor air filter.
The exhaust system ismade entirelyfrom stainlesssteeland isequipped
with dual mufflers. A heater shroud around the mufflers is provided to
supply heat for the cabin and windshield defrosting.
The fixed-pitchpropeller is made
ISSUED:
Page: 7-1-(0)
JULY
2, 1979
from a one-piece alloy forging.
REPORT:
Issued: JULY 2, 1979
VB-1120
7-I
7-1
DESCRIPTION
PA-28-I8l, ARCHER
& OPERATION
II
o
MAIN
REPORT:
7-2
Page: 7-2-(0)
VB-1120
WHEEL
ASSEMBLY
Figure 7-l
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
7-2
PIPER
AIRCRAFT
PA-28-181, ARCHER
7.7 LANDING
CORPORATION
II
DESCRIPTION
SECTION
& OPERATION
7
GEAR
The three landing gears use Cleveland 6.00 x 6 wheels, the main gear
wheels (Figure 7-I) being provided with brake drums and Cleveland single
disc hydraulic brake assemblies. All three wheels use 6.00 x 6, four-ply
rating,Type Illtireswith tubes.
A spring device isincorporated in the rudder pedal torque tube assembly
to provide rudder trim. A bungee in the nose gear steering mechanism
reduces steeringeffortand dampens bumps and shocks during taxiing.By
using the rudder pedals and brakes the nose gear issteerablethrough a 30
degree arc each side of center.Later aircrafthave the bungee removed from
the nose gear steeringmechanism and are steerablethrough a 20 degree arc
each side of center, A shimmy dampener isalso included in the nose gear.
The three strutsare of the air-oiltype, with a normal extension of 3.25
inches for the nose gear and 4.50 inches for the main gear.
The standard brake system consistsof dual toe brakes attached to the
rudder pedals and a hand lever and master cylinder located below and
behind the leftcenter of the instrument sub-panel. The toe brakes and the
hand
brake have their own
brake cylinders,but they share a common
reservoir.The brake fluidreservoirisinstalled
on the top leftfront face of the
firewall. The parking brake is incorporated in the master cylinder and is
actuated by pulling back on the brake lever,depressing the knob attached to
the leftside of the handle, and releasingthe brake lever.To release the
parking brake, pull back on the brake leverto disengage the catch mechanism
mechanism
and allow the handle to swing forward (referto Figure 7-5).
IS’SUED:
Page: 7-3-(0)
JULY
2, 1979
REPORT:
Revision: 9, JUNE 29, 1984
VB-1120
7-3
SECTION
7
DESCRIPTION
PIPER
& OPERATION
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
a
THIS
REPORT;
7-4
Page: 7-4-(0)
PAGE
VB-1I20
INTENTIONALLY
LEFT
BLANK
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
7-4
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
H
FLIGHT
DESCRIPTION
CONTROL
SECTION
& OPERATION
7
CONSOLE
Figure 7-3
7.9 FLIGHT
CONTROLS
Dual controls are provided as standard equipment, with a cable system
used between the controlsand the surfaces.The horizontaltail(stbilator)is
of the all-movable slab type with a trim tab mounted on the trailingedge of
the stabilatorto reduce the control system forces.This tab isactuated by a
control wheel on the floor between the front seats (Figure 7-3).
A rudder trim adjustment is mounted on the rightside of the pedestal
below the throttlequadrant and permits directionaltrim as needed in flight
(referto Figure 7-5).
The flaps are manually operated and spring-loaded to return to the up
position.A past-centerlock incorporated in the actuatinglinkage holds the
flap when itisin the up position so that itmay be used as a step on the right
side.The flap willnot support a step load except when inthe fullup position,
so itmust be completely retractedwhen used as a step.The flaps have three
extended positions, 10, 25 and 40 degrees.
ISSUED:
Page: 7-5-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-112O
7-5
7-5
DESCRIPTION
PA-28-181, ARCHER
& OPERATION
II
n.
C
CONTROL
REPORT:
7-6
Page: 7-6-(0)
VB-1120
AND
QUADRANT
Figure 7-5
CONSOLE
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
7-6
PIPER
AIRCRAFT
PA-28-181, ARCHER
7.11 ENGINE
CORPORATION
II
DESCRIPTION
SECTION
& OPERATION
7
CONTROLS
Engine controls consistof a throttlecontrol and a mixture control lever.
These controlsare located on the control quadrant on the lowercenter of the
istrument panel (Figure 7-5) where they are accessibleto both the pilotand
he copilot.The controls utilize
teflon-lined
control cablesto reduce friction
and binding.
The throttlelever isused to adjust engine RPM. The mixture control
lever isused to adjust the airto fuelratio.The engine isshut down by the
placing of the mixture control leverin the fulllean position.For information
on the leaning procedure, see Section 4.27 of this Handbook.
The frictionadjustment leveron the right side of the control quadrant
may be adjusted to increaseor decrease the frictionholding the throttleand
mixture controls or to lock the controls in a selected position.
The carburetor heat control leverislocated to the rightof the control
quadrant on the instrument panel. The control is placarded with two
positions:“ON” (down), ‘OFF” (up).
7.13 FUEL
SYSTEM
Fuel isstored in two twenty-fivegallon (24 gallons usable)tanks which
are secured to the leading edge structureof each wing by screws and nut
plates. Each tank is equipped with a fillerneck indicator tab to aid in
determining fuel remaining when the tanks are not full.Usable capacity to
the bottom of the indicator tab is 17 gallons.
The fuelselectorcontrol (Figure 7-7) islocated on the leftside-panel,
forward of the pilot’sseat. The button on the selectorcover must be
depressed and held while the handle is moved to the OFF position.The
button releasesautomatically when the handle ismoved back into the ON
position.
auxiliary electricfuel pump is provided in case of failureof the
engine driven pump. The electricpump should be on for alltakeoffsand
landings, and when switching tanks. The pump switch is located in the
switch panel above the throttlequadrant.
An
ISSUED:
REVISED:
Page: 7-7-(0)
JULY
2, 1979
JULY
5, 1985
REPORT:
Revision: 10, JULY 5, 1985
yB-I 120
7-7
7-7
7
SECTION
DESCRIPTION
PIPER
AIRCRAFT
& OPERATION
FUEL
CORPORATION
PA-28-I8I, ARCHER
II
SELECTOR
Figure 7..-7
The fueldrains should be opened daily prior to first
flightto check for
water or sediment and proper fuel.Each tank has an individualdrain at the
bottom, inboard rear corner.
A fuelstrainer,located on the lower leftfrontof the firewall,hasa drain
which isaccessiblefrom outside the nose section.The strainershould also be
drained before the firstflightof the day. Refer to paragraph 8.21 for the
complete fuel draining procedure.
Fuel quantity and pressure are indicated on gauges located in a cluster
on the leftside of the instrument panel.
An engine priming system is provided to facilitate
starting.The primer
pump is located to the immediate leftof the throttlequadrant (referto
Figure 7-5).
REPORT:
7-8
Page: 7-8-(0)
VB-1120
ISSUED:
REVISED:
JULY
JUNE
Revision: 9, JUNE 29, 1984
2 1979
29, 1984
7-8
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
FUEL
DESCRI
SYSTEM
SFC’I’ION 7
P liON & OPERATION
SCHEMATIC
Figure 7-9
7.15 ELECTRICAL
SYSTEM
The electricalsystem includes a 14—volt,60 amp alternator,a 2—volt
battery,a voltage regulator,an overvoltage relay and a master switch relay
(Figure 7—Il).The battery ismounted in a plasticbox immediately aflof the
baggage compartment. The regulator and overvoltage relay are located on
the forward leftside of the fuselage behind the instrument panel.
ISSUEL): JULY 2, 1979
REVISED:
APRIL 2, 1998
Page: 7-9-(0)
REPOR1’:
VB-l120
7-9
Revision: 16, APRIL 2, 1998
7-9
DESCRiPTION
& OPERATION
PA-28- 181, ARCHER
H
Llcciricalswitches are located on the right center instrument panel, and
the circuit breakers arc located on the lower right instrument panel. A
rheostatswitch on the leftside of the switch panel controlsthe navigational
lightsand the radio lights.The similarswitch on the right side controls and
dims the panel lights.
Standard electrical
accessoriesinclude a starter,
electricfuelpump, stall
fuelgauge, ammeter, and annunciator panel.
warning indicator,
cigar lighter,
The
annunciator
panel includes alternator and low oil pressure
indicatorlights.When the optional gyro system is installed,
the annunciator
panel also includes a low vacuum indicator light.The annunciator panel
lightsare provided only as a warning to the pilot that a system may not he
operating properly, and that he should check and monitor the applicable
system gauge to determine when or ifany necessary action isrequired.
NOTE
When
load and a fully
operatingwith lightelectrical
charged battery,the Alternator mop. Light may
illuminatedue to minimal alternator
output.If the
alternator
isfunctional,
a slightincreasein electrical
loadshould extinguishthe mop, indication.
Optional electricalaccessories include navigation lights,wing recognition
recognition
light,anti—collision
light,landing light,instrument lighting,and cabin
dome
light. Circuits will handle the addition of communications
and
navigationalequipment.
An optional light,mounted in the overhead panel, provides instrument
and cockpit lighting for night flying.The light is controlled by a rheostat
switch located adjacent to the light.A map light window in the lens is
actuated by an adjacent switch.
An optionalwing tip/recognition
lightsystem consistsof 2 lights(one in
each wing tip) and is operated by a splitlanding light/recognitionlight
rocker type switch mounted on the switch panel.
WARNING
Anti-collisionlightsshould not he operating when
flyingthrough cloud, tog or haze,since thereflected
Th
light can produce spatial disorientation.Strobe
lightsshould not he used in close proximity to the
ground such as during taxiing,takeoffor landing.
REPORT:
7-10
Page: 7-10-(0)
VB-1120
ISSUED:
REVISED:
JULY
2, 1979
APRIL
2, 1998
Revision: 16, APRIL 2, 1998
7-10
PIPER
AIRCRAFT
P4-28-181, ARCHER
CORPORATION
II
ALTERNATOR
ISSUED:
REVISED:
Page: 7-11-(0)
AND
SECTION
DESCRIPTION
STARTER
1-igure7-I I
JtJ1.Y 2, 1979
14. 1981
JANUARY
7
& OPERATION
SCHEMATIC
REPORT:
Revision: 3, JANUARY 14, 1981
VB1120
7-11
7-11
DESCRIPTION
PA-28-181, ARCHER
& OPERATION
11
n
,;1
CIRCUIT
BREAKER
Figure 7-13
PANEL
NOTE
airplanes with interlocked BAF and ALl
switches,the ALT switch ismechanically interlocked
interlocked
with the BAT switch. When the ALT
switch is turned ON, the BAT switch willalso
be turned ON. On airplaneswith separate BAl
On
and ALT
switch operation,the switches may he
positioned independently as desired.
Unlike previous generator systems, the ammeter does not indicate
battery dischargc rather it displays in amperes the load placed on the
alternator. With all electricalequipment off (except master switch) the
ammeter willbe indicatingthe amount of charging currentdemanded by the
equipment is turned on. the current will
battery.As each item of electrical
increaseto a totalappearing on the ammeter. This totalincludesthe battery.
The average continuous load for night flight,with radios on. isabout 30
amperes. This30 ampere value, plus approximately two amperes for a fully
charged battery.willappear continuously under these Ilightconditions.The
REPORT:
7-12
Page: 7-12-(0)
VB-1120
REVISED:
ISSUED:
JULY
NOVEMBER
Revision: 7, NOVEMBER 15, 1982
2, 1979
15, 1982
7-12
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
DESCRIPTION
SECTION
& OPERATION
7
amouni
of current shown on the ammeter willtellimmediately ifthe alternator
alternator
system isoperating normally, as the amount of current shown should
equal the totalamperage drawn by the equipment which is operating.
CA UTION
Do
not use cigar lighterreceptaclesas power
sources for any devices other than the cigar
lighterssupplied with the airplane.Any other
device plugged into these receptaclesmay be
damaged.
For abnormal
and! or emergency operation and procedure, see Section
3.
7.17 VACUUM
SYSTEM
The vacuum system is designed to operate the air driven gyro instruments.
instruments.
This includes the directionaland attitudegyros when installed.
The
system consists of an engine driven vacuum pump, a vacuum regulator,a
filterand the necessary plumbing.
The vacuum
pump isa dry type pump which eliminatesthe need for an
air!oilseparator and itsplumbing. A shear drive protects the pump from
damage. If the drive shears, the gyros will become inoperative.
The vacuum gauge, mounted on the rightinstrument panel to the right
of the radios,proyides valuable information to the pilotabout the operation
of the vacuum system. A decrease in pressure in a system that has remained
constant over an extended period may indicatea dirtyfilter,
dirtyscreens,
or
leak
in
regulator
system (a low vacuum
possibly a sticking vacuum
indicator lightis provided in the annunciator panel). Zero pressure would
indicatea sheared pump drive,defectivepump, possiblya defectivegauge or
collapsed line In the event of any gauge variationfrom the norm, the pilot
should have a mechanic check the system to prevent possibledamage to the
system components or eventual failureof the system.
ISSUED:
Page: 7-13-(0)
JULY
2, 1979
REPORT:
Revision: 7, NOVEMBER 15, 1982
VB-1120
7-13
7
SECTION
DESCRIPTION
PIPER
& OPERATION
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
A vacuum regulator is provided in the system to protect the gyros. The
valve isset so the normal vacuum reads 5.0 ± 1 inches of mercury, a setting
which provides sufficientvacuum to operate all the gyros at their rated
RPM. Higher settingswilldamage the gyros and with a low settingthe gyros
willbe unreliable.The regulator islocated behind the instrument panel and
isaccessiblefrom below the instrument panel.
7.19 INSTRUMENT
PANEL
The instrument panel (Figure 7-15) isdesigned to accommodate
and avionics equipment for VFR and IFR flights.
instruments
instruments
The radios and the circuitbreakers are located on the upper and lower
right panel respectively,and have circuitsprovided for the addition of
optional radio equipment. An optional radio master switch islocated near
the top of the instrument panel between the radio stacks. Itcontrols the
power to allradios through the aircraftmaster switch. An emergency bus
switch is also provided to provide auxiliarypower to the avionics bus in
event of a radio master switch circuitfailure.The emergency bus switch is
located behind the lower rightshin guard leftof the circuit
breaker panel. An
to
the
the
clusterislocated
of
control
wheel
and includesa
engine
right
pilot
fuel pressuregauge, a rightand leftmain fuelquantity gauge, an oiltemperature
temperature
gauge and an oil pressure gauge.
Standard instruments include a compass, an airspeed indicator, a
tachometer, an altimeter,an ammeter, an engine cluster,and an annunciator
panel. The compass is mounted on the windshield bow in clear view of the
pilot.The annunciator panel is mounted in the upper instrument panel to
warn the pilot of a possible malfunction in the alternator,oil pressure, or
vacuum systems.
Instrument options available for the panel includes a suction gauge,
verticalspeed indicator, attitude gyro, directionalgyro, clock, tru-speed
indicatorand turn and slipindicatoror turn coordinator. The attitudegyro
and directional gyro are vacuum operated through the use of a vacuum
pump installedon the engine, while the turn and slipindicatoriselectrically
operated. The vacuum suction gauge is on the far rightof the instrument
panel.
REPORT:
7-14
Page: 7-14-(0)
VB-1120
ISSUED:
REVISED:
JULY
JUNE
Revision: 9, JUNE 29, 1984
2, 1979
29, 1984
7-14
PIPER
AIRCRAFT
PA-28-18I, ARCHER
CORPORATION
II
DESCRIPTION
SECTION
& OPERATION
7
o
x
w
$
z
zjU)
dIH
z
)-o_
INSTRUMENT
PANEL
Figure 7-15
ISSUED:
Page: 7-15-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
7-15
7-15
LJ13flIE
I iJf
t
7.21 PITOT-STATIC
Jr
IIPI
IJf
.KI.flI!It
rI-ho-I8i,
II
SYSTEM
system supplies both pitot and static pressure for the airspeed
indicator,altimeter,and the optional verticalspeed indicator(Figure 7-17).
The
Pitot and staticpressure are picked up by a pitot head installedon the
bottom of the leftwing and carried through pitot and staticlineswithin the
wing and fuselage to the gauges on the instrument panel.
An alternate staticsource is available as optional equipment. The
controlvalve islocated below the leftsideof the instrument panel. When the
valve isset in the alternateposition,the altimeter,verticalspeed indicator
and airspeed indicatorwillbe using cabin airfor staticpressure.The storm
window and cabin vents must be closed and the cabin heater and defroster
must be on during alternatestaticsource operation. The altimetererror is
lessthan 50 feet unles otherwise placarded.
Both the pitot and staticlinescan be drained through separate drain
valves located on the leftlower side of the fuselage interior.
A heated pitot head, which alleviatespro blems with icing and heavy
rain,isavailableas optional equipment. The switch forthe heated pitot head
islocated on the electrical
switch panel to the leftof the right control wheel.
To prevent bugs and water from entering the pitot and staticpressure
holes,a cover should be placed over the pitothead. A partiallyor completely
blocked pitot head will give erraticor zero readings on the instruments.
NOTE
During the preflight,check to make
pitot cover isremoved.
REPORT:
7-16
Page: 7-16-(0)
VB-1120
sure the
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
7-16
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
SECTION
& OPERATION
DESCRIPTION
7
77
N
1. ALTIMETER
2. AIRSPEED INDICATOR
3. PITOT HEAT SWITCH
4, VERTICAL SPEED INDICATOR
5. PITOT HEAD
6. DRAIN VALVES
7, ALTERNATE STATIC SOURCE
C SYSTEM
Figure 7-17
PIT OT-STATI
ISSUED:
Page: 7-17-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
7-17
7-17
A1(UI1ILI(
ruioioI,
Ii
FRESH AIR
CABIN
1. FRESH AIR INLET
2. INLETDUCT
3. FRESH AIR BLOWER
4. BULKHEAD ASSEMBLY
5. FRESH AIR DUCT
6. CABIN EXHAUST OUTLET
HEATING
REPORT:
7-18
Page: 7-18-(0)
VB-1120
//
/-
HEAT
7. DEFROSTER OUTLET
8. BLOWER SWITCH PANEL
9. DEFROSTER CONTROL
10. HEATER CONTROL
11 CABIN HEAT DIVERSION CONTROL
12. FRESH AIR CONTROL
AND
VENTILATING
Figure 7-19
SYSTEM
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
7-18
PIPER
AIRCRAFT
PA-2S-1S1, ARCHER
7.23 HEATING
CORPORATION
II
AND
VENTILATING
DESCRIPTION
SECTION
& OPERATION
7
SYSTEM
Heat for the cabin interiorand the defroster system isprovided
by a
4ieatermuff attached to the exhaust system (Figure 7-19).The amount of
1ieatdesiredcan be regulated with the controlslocatedon the far rightsideof
the instrument panel.
The airflow can be regulated between the front and rearseats by levers
located on top of the heat ducts next to the console.
Fresh air inletsare Located in the leading edge of the wing near the
fuselage.An adjustable outlet is located on the side of the cabin near the
floor at each seat location; overhead air outletsare offered as optional
equipment. Air isexhausted through an outletunder the rearseat.A cabin
air blower, incorporated in the ventilatingsystem, is also available as
optional equipment. An optional overhead ventilatingsystem with a cabin
air blower isavailable on models without air conditioning. This blower is
switch with 3 positions “OFF,” “LOW,” “HIGH.”
operated by a FAN
CAUTION
When cabin heat isoperated, heat duct surface
becomes hot.This could resultin burns ifarms
or legs are placed too close to heat duct outlets
or surface.
7.25 CABIN
FEATURES
For ease of entry and exitand pilot-passengercomfort, the frontseats
are adjustablefore and aft.The rearseats may be removed to provide room
for bulky items. Rear seat installationsincorporate leg retainers with
the rear seats can be
latching mechanisms which must be releasedbefore
removed. Releasing the retainersis accomplished on earliermodels by
or screwdriver.Releasing
turning the latchingmechanisms 900 with a coin
the retainersis accomplished on latermodels by depressing the plunger
behind each rear leg.Armrests are also provided forthe frontseats.All seats
are availablewith optional headrests and optional verticaladjustment may
be added to the front seats.
A cabin interiorincludes a pilot storm window, two sun visors,ash
of each front seat.
trays,two map pockets, and pockets on the backs
ISSUED:
Page: 7-19-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
7-19
7-19
7
SECTION
DESCRIPTION
PIPER
& OPERATION
AIRCRAFT
CORPORATION
ARCHER
PA-28481,
II
Shoulder harnesses with inertiareelsare provided for each front seat
occupant and, depending on the model, are provided as standard or
optional equipment for the occupants of the rear seats. A check of the
inertiareel mechanism can be made by pulling sharply on the strap an
checking that the reelwilllock in place under sudden stress.This lockin&
feature prevents the strap from extending, and holds the occupant in place.
Under normal movement the strap willextend and retractas required.On
earlieraircraftprovided with a single strap adjustable shoulder harness
located above the side window for each front seat, the shoulder strap is
routed over the shoulder adjacent to the window and attached to the lap belt
in the general area of the occupant’ hip. Adjust thisfixed strap so thatall
controls are accessible while maintaining adequate restraint for the
occupant. Optional shoulder straps are available for the rear occupants.
Shoulder harnesses should be routinelyworn during takeoff,landing, and
whenever an inflightemergency situationoccurs.
7.27 BAGGAGE
AREA
A 24 cubic foot baggage area, locatedbehind the rear seats,isaccessible
eitherfrom the cabin or through an outside baggage door on the rightsideof
the aircraft.Maximum
capacity is 200 pounds. Tie-down straps ar
provided and should be used at alltimes.
NOTE
It is the pilot’sresponsibilityto be sure when
the baggage isloaded thatthe aircraftC.G. fails
within the allowable C.G. Range (refer to
Section 6 Weight and Balance).
7.29 STALL
WARNING
An
approaching stallis indicated by a stallwarning horn which is
activated between five and ten knots above stallspeed. Mild airframe
buffeting and gentle pitching may also precede the stall.Stall speeds are
shown on graphs inthe Performance Section.The stallwarning horn emits a
continuous sound and isactivated by a liftdetector installedon the leading
edge of the leftwing. During preflight,the stallwarning system should L
checked by turning the master switch ON, lifting
the detector and checkinL
to determine ifthe horn isactuated.
REPORT:
7-20
Page: 7-20-(0)
VB-1120
ISSUED:
REVISED:
JULY
JULY
Revision: 10, JULY 5, 1985
2, 1979
5, 1985
7-20
PIPER
AIRCRAFT
PA-28-18I, ARCHER
CORPORATION
II
DESCRIPTION
SECTION
& OPERATION
7
7.31 FINISH
All exterior surfacesare primed with etching primer and finishedwith
acryliclacquer.
An
optional polyurethane finishisavailable.
7.33 AIR
CONDITIONING*
The air conditioning system is a recirculatingair system. The major
items include: evaporator, condenser, compressor, blower, switches and
temperature controls.
The evaporator islocated behind the leftrear side of the baggage compartment.
This cools the air that is used for air conditioning.
compartment.
The condenser ismounted on a retractablescoop located on the bottom
of the fuselageand to the rear of the baggage compartment area. The scoop
extends when the air conditioner isON and retractsto a flush positionwhen
the system is OFF.
compressor is mounted on the forward right underside of the
engine. Ithas an electricclutch which automatically engages or disengages
the compressor to the belt drive system of the compressor.
The
An electrical
blower ismounted on the aft side of the rear cabin panel.
Air from the baggage area isdrawn through the evaporator by the blower
and distributed through an overhead duct to individual outlets located
adjacent to each occupant.
The switches and temperature control are located on the lower rightside
of the instrument panel in the climate control centerpanel.The temperature
control regulates the desired temperature of the cabin. Turn the control
clockwise for increased cooling, counterclockwise for decreased cooling.
*Optional equipment
ISSUED:
Page: 7-21-(0)
JULY
2, 1979
REPORT:
Revision: 9, JUNE 29, 1984
VB-1120
7-21
SECTION
7
DESCRIPTION
PIPER
& OPERATION
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
Located inboard of the temperature control isthe fan speed switch and
the airconditioning ON-OFF
switch.The fan can be operated independently
of the airconditioning.However, itmust be on forairconditioner operation.
Turning eitherswitch off will disengage the compressor clutch and retract
the condenser door. Cooling airshould be feltwithin one minute afterthe air
conditioner is turned on.
NOTE
Ifthe system isnot operating in 5 minutes, turn
the system OFF untilthe faultis corrected.
The FAN
switch allows operation of the fan with the air conditioner
turned OFF to aid cabin air circulationifdesired.A LOW
or HIGH flow of
aircan be selectedto the airconditioner outletslocatedn the overhead duct.
The outlets can be adjusted or turned off by each occupant to regulate
individualcooling effect.
The “DOOR
OPEN”
indicator light islocated to the leftof the radio
stack in front of the pilot.The lightilluminateswhenever the condenser door
isopen and remains on untilthe door is closed.
A circuitbreaker located on the circuitbreaker panel protects the air
conditioning electricalsystem.
Whenever the throttleis in the fullthrottleposition,itactuatesa micro
switch which disengages the compressor and retractsthe scoop. This isdone
to obtain maximum
rate of climb. The fan continues
power and maximum
to operate and the airwillremain cool forapproximately one minute. When
the throttleis retarded approximately I/4 inch, the clutch will engage and
the scoop will extend, again supplying cool, dry air.
7.35 PIPER
EXTERNAL
POWER*
An optional startinginstallationknown as Piper External Power (PEP)
isaccessiblethrough a receptaclelocated on the rightside of the fuselageaft
of the wing. An external battery can be connected to the socket, thus
allowing the operator to crank the engine without having to gain access to
the airplane’sbattery.
*Optjonal equipment
REPORT:
7-22
Page: 7-22-(0)
VB-1120
ISSUED:
JULY
2, 1979
REVISED:
JULY
21, 1982
Revision: 6, JULY 21, 1982
7-22
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
7.37 EMERGENCY
LOCATOR
DESCRIPTION
SECTION
& OPERATION
7
TRANSMITTER*
The Emergency Locator Transmitter (ELT) when installed,
islocated in
the aft portion of the fuselagejust below the stabilator
leading edge and is
accessiblethrough a plate on the right side of the fuselage.This
plate is
attached with slotted-head nylon screws for ease of removal; these screws
items such as a dime, a
may be readily removed with a variety of common
a
knife
etc.If
there
are
no
tools
available
key,
blade,
in an emergency the
screw heads may be broken off by any means. The ELT is an
emergency
locator transmitter which meets the requirements of FAR 91.52.
A battery replacement date ismarked on the transmitterto
comply with
FAA regulations,the battery must be replaced on or before thisdate. The
battery must also be replaced if the transmitter has been used in an
emergency situationor ifthe accumulated testtime exceeds one hour, or if
the unit has been inadvertentlyactivatedfor an undetermined time period.
NOTE
If for any
reason a test transmission is
the
test transmission should be
necessary,
conducted only in the firstfiveminutes of any
hour and limited to three audio sweeps. If the
testsmust be made at any other time, the tests
should be coordinated with the nearest FAA
tower or flightservicestation.
NARCO
ELT
10 OPERATION
On the ELT unititself
isa three positionswitch placarded “ON,” “OFF”
and “ARM.”
The ARM
position setsthe ELT so that itwilltransmit after
and
willcontinue
to transmit untilitsbattery isdrained. The ARM
impact
position is selectedwhen the ELT is installedin the airplane and itshould
remain in that position.
*Optional equipment
ISSUED:
Page: 7-23-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
72i
7-23
SECTION
PIPER
7
DESCRIPTION
& OPERATION
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
To use the ELT as a portableunitin an emergency, remove the cover and
unlatch the unit from itsmounting base.The antenna cable isdisconnected by
a leftquarter-turnof the knurled nut and a pull.A sharp tug on the two small
antenna by pulling the
wires willbreak them loose.Deploy the self-contained
ANTENNA.”
Move the
FULLY
TO EXTEND
plastictab marked ‘PULL
switch to ON
to activatethe transmitter.
In the event the transmitter
isactivatedby an impact, itcan only be turned
off by moving the switch on the ELT unitto OFF. Normal operationcan then
be restoredby pressingthe small clearplasticresetbutton locatedon the top of
the frontface of theELT and then moving theswitch to ARM.
A pilot’sremote switch locatedon the leftside panel isprovided to allow
the transmitterto be turnedon from insidethe cabin.The pilot’s
remote switch
is placarded ‘SON”
The switch is normally in the ARMED
and ‘ARMED.”
position.Moving the switch to ON will activatethe transmitter.
Moving the
switch back to the ARMED
will
turn
off
the
transmitter
only if the
position
impact switch has not been activated.
The ELT should be checked to make certainthe unithas not been activated
during the ground check Check by selecting121 50 MHz on an operating
receiver If there is an oscillatingchirping sound the ELT may ha e been
activatedand should be turned off immediately. This requiresremoval of the
access cover and moving the switch to OFF, then press the resetbutton and
return the switch to ARM.
Recheck with the receiver to ascertain the
transmitterissilent.
REPORT:
7-24
Page: 7-24-(0)
VB-1120
ISSUED:
REVISED:
JULY
FEBRUARY
Revision: 13, FEBRUARY 2, 1990
2, 1979
2,1990
7-24
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
NARCO
SECTION
H
DESCRIPTION
7
& OPERATION
ELT 910 OPERATION
On the ELT unit itselfis a three position switch placarded ON, OFF and
ARM. The ARM
positionsetsthe ELT so thatitwilltransmitafterimpact and
will continue to transmit untilits battery is drained. The ARM
selectedwhen the ELT
position is
isinstalledin the airplaneand itshould remain in that
position.
A pilot’sremote switch, placarded ON and ARM,
is located on the left
side panel to allow the transmitterto be armed or turned on from inside the
cabin.The switch is normally in the ARM position.Moving the switch to ON
willactivatethe transmitter.
A warning light,locatedabove the remote switch,
willblinkcontinuouslywhenever the E1F isactivated.
NOTE
The warning light will not blink if the ELT is
activated by an incident that also results in
severance of the airplane’s
power supply lines.
be activated inadvertently it can be reset by either
positioningthe remote switch to the ON position for two seconds, and then
Should
the ELT
relocatingitto the ARM
and then back to ARM.
position,or by settingthe switch on the ELT to OFF
In the event the transmitteris activatedby an impact, itcan be turned off
by moving the ELT switch OFF. Normal operation can then be restored by
resettingthe switch to ARM. Itmay alsohe turned offand reset by positioning
the remote switch to the ON
positionfor two seconds, and then to the ARM
position.
The transmitter
can be activatedmanually at any time by placing eitherthe
remote switch or the ELT switch to the ON position.
Ground
Check
The ELT should be checked during postflightto make certainthe unithas
Check by selecting121.50 MHz on an operatingreceiver.If
not been activated.
a downward sweeping audio tone is heard, the ELI’ may have been activated.
Set the remote switch to ON. If thereisno change in the volume of the signal,
will
Settingthe remote switch to ARM
your airplaneis probably transmitting.
automaticallyresetthe ELT
121.50 MHz.
ISSUED:
29, 1980
FKBRUARY
2, 1990
MAY
REVISEI):
Page: 7-25-(0)
and should silence the signal being received on
REPORT:
VB-1120
7-25
Revision: 13, FEBRUARY 2, 1990
7-25
DESCRIPTION
7.37 EMERGENCY
ARTEX
PA-28-181, ARCHER
& OPERATION
LOCATOR
TRANSMITTER
11
(Continued)
110-4 ELT OPERATIoN
On the ELT unit itselfis a two positionswitch placarded ON and OFF.
isinstalledat the factoryand
The OFF positionisselectedwhen the transmitter
the switch should remain in thatpositionwhenever the unit is installedin the
airplane.
is located on the pilots
A pilotsremote switch,placarded ON and ARM
lower leftinstrument panel to allow the transmitterto be anned or turned on
from insidethe cabin. The switch is normally in ARM
position.Moving the
switch to ON will activatethe transmitter.A warning lightlocated above the
remote switch willalertyou when ever the ELT isactivated.
Should the ELT be activated inadvertently it can be reset by either
positioningthe remote switch to the ON then immediately relocatingit to the
ARM
or by settingthe switch on the ELT to ON and then back to OFF
position,
In the event the transmitteris activatedby an impact, itcan be turned off
by moving the ELT switch OFF. Normal operation can then be restored by
resettingthe switch to ARvI. Itmay also be turnedoff and reset by positioning
the remote switch to the ON and then immediately to the ARM
position.
The transmitter
can be activatedmanually at any time by placingeitherthe
remote switch or the ELT switch to the ON position.
NOTE:
Three sweeps of the emergency tone and an
illuminated warning light indicatesa normally
functioning unit. The warning light must
illuminateduring the first3 second testperiod.
If itdoes not illuminate,a problem is indicated
such as a “G” switch failure.
The ELT should be checked during postflightto make certainthe unithas
not been activated.Check by selecting121.50 MHz on an operatingreceiver.
If a downward
sweeping audio tone is heard the ELT may have been
activated.Set the remote switch to ON. If thereis no change in the volume of
the signal,your airplanes ELT is probably transmitting.Setting the remote
switch back to OFF will automatically reset the ELT and should stop the
signalbeing received on 121.50 MHz.
REPORT:
7-26
Page: 7-26-(0)
VB-1120
ISSUED:
REVISEI):
JULY
MARCH
Revision: 15, MARCH 29, 1994
2, 1979
29, 1994
7-26
PIPER
AIRCRAFT
CORPORATION
SECTION
PA-28-181, ARCHER
II
739
ICE DETECTION
CARBURETOR
DESCRIPTION
SYSTEM
7
& OPERATION
*
A carburetoricedetectionsystem isavailableas an option on thisairplane.
The system consistsof a controlbox mounted on the instrumentpanel,a probe
in the carburetor and a red warning light to indicate the
presence of ice in the carburetor.If ice is present apply fullcarburetorheat.
Refer to Paragraph 3.29, Carburetor Icing,in the emergency procedures. To
sensor mounted
adjust the system for criticalice detection firstturn on the airplanesmaster
switch and then turn on the ice detectionunit.Turn the sensitivity
knob fully
counterclockwise causing the carb ice light to come on. Now rotate the
sensitivityknob back (clockwise) until the ice lightjust goes out. This
establishesthe critical
setting.
WARNING
This instrument is approved as optional equipment
equipment
only and Flight Operations should not be
predicatedon itsuse.
*optionaj equipment
ISSUED: .JULY 2, 1979
REVISEI): MARCH
29, 1994
Page: 7-27-(0)
REPORT:
VB-1120
7-27
Revision: 15, MARCH 29, 1994
7-27
I IUi
rIrI!c
I
DESCRKPTION
& OPERATION
THIS
REPORT:
7-28
Page: 7-28-(0)
VB-112()
PAGE
IAAI
I cA)I.r
PA28481,
INTENTIONALLY
LEFT
jict-i
).‘JIN
ARCHER
II
BLANK
ISSUED:
REVISED:
.JULY 2, 1979
MARCH
29, 1994
Revision: 15, MARCH 29, 1994
7-28
TABLE
OF
CONTENTS
SECTION
AIRPLANE
HANDLING,
SERVICING
8
AND
MAINTENANCE
Paragraph
No.
8.1
8.3
8.5
8.7
8.9
8.11
8.13
8.15
8.17
8.19
8.21
8.23
8.25
8.27
8.29
Page
No.
General
8-1
8-2
8-3
8-4
8-5
8-8
8-8
8-10
8-1 I
8-12
8-12
8-14
8-14
8-15
8-18
Airplane Inspection Periods
Preventive Maintenance
Airplane Alterations
Ground Handling
Engine Air Filter
Brake Service
Landing Gear Service
Propeller Service
Oil Requirements
Fuel System
Tire Inflation
Battery Service
Cleaning
Cold Weather
Operation
REPORT:
Page: 8-0-(1)
Issued: JULY 2, 1979
VB-1120
8-i
8-i
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
HANDLING,
SECTION
AIRPLANE
HANDLING,
SERVICING
SECTION
8
SERV
& MAINT
8
AND
MAINTENANCE
8.1 GENERAL
This section provides guidelinesrelatingto the handling, servicing,and
maintenance of the Archer II.For complete maintenance instructions,
refer
to the PA-28-181
Service Manual.
Every owner should stay in close contact with an authorized Piper
Service Center or Piper’sCustomer Service Department to obtain the latest
information pertaining to theirairplane,and to avail themselves of Piper
Aircraft’ssupport systems.
in having owners
Piper AircraftCorporation takes a continuing interest
the
most
efficient
use
from
their
and
get
airplane
keeping it in the best
mechanical condition. Consequently, Piper Aircraft,from time to time,
issues service releases including Service Bulletins,Service Letters and
I
Service Spares Letters,and others relatingto the airplane.
Service Bulletins are of special importance and Piper considers
compliance mandatory. These are sent directlyto the latestFAA-registered
owners in the United States (U.S.) and Piper Service Centers worldwide.
material and labor allowances may
Depending on the nature of the release,
is
provided to allauthorized Service Centers.
apply. This information
and servicing
Service Letters deal with product improvements
techniques pertaining to the airplane.They are sentto Piper ServiceCenters
and, ifnecessary, to the latestFAA-registered owners in the U.S. Owners
should give carefulattention to Service Letter information.
Service Spares Letters offer improved parts, kits, and optional
and which may be of interest
equipment which were not availableoriginally,
to the owner.
ISSUED:
nryi,rn
Page: 8-1-(0)
JULY
2, 1979
n.,r,r’alflr’fl
REPORT:
VB-1120
.aao
Revision: 12, DECEMBER 15, 1988
8-1
SERV
HANDLING,
PA-28-181, ARCHER
& MAINT
II
service for Service
Piper Aircraft Corporation offers a subscription
Bulletins, Service Letters, and Service Spares Letters.This service is
available to interestedpersons, such as owners, pilots,and mechanics at a
nominal fee, and may be obtained through an authorized Piper Service
Center or Piper’s Customer
Maintenance
available from
Services Department.
manuals, parts catalogs, and revisions to both, are
Services
Piper Service Centers or Piper’s Customer
Department.
the airplane
Any correspondence regarding the airplane should include
model and serialnumber to ensure proper response.
8.3 AIRPLANE
INSPECTION
PERIODS
Piper AircraftCorporation has developed inspectionitems and required
50, 100, 500, and 1000 hours) for the specificmodel
inspection intervals(i.e.:
aircraft. Appropriate forms are contained in the applicable Piper
Service!Maintenance Manual, and should be complied with by a properly
trained, knowledgeable, and qualified mechanic at a Piper Authorized
Service Center or a reputable repair shop. Piper Aircraft Corporation
for the continued airworthinessof any aircraft
cannot accept responsibility
not maintained to these standards,and /or not brought into compliance with
applicable Service Bulletins issued by Piper Aircraft Corporation,
instructionsissued by the engine, propeller,or accessory manufacturers, or
Airworthiness Directives issued by the Federal Aviation Administration
(FAA).
A programmed
inspection,approved by the FAA, isalsoavailableto the
owner. This involves routine and detailed inspections to allow maximum
of the airplane.Maintenance inspectioncostsare reduced and the
utilization
maximum
standard of continued airworthiness is maintained. Complete
detailsare availablefrom Piper Aircraft Corporation.
In addition, but in conjunction with the above, the FAA
requires
on
allaircraft
to
the
Airworthiness
Certificate
in
periodicinspections
keep
effect.The owner is responsible for assuring compliance with these
inspection requirements and for maintaining proper documentation
logbooks and/or maintenance records.
REPORT:
8-2
Page: 8-2-(0)
VB-1120
REVISED:
JULY
ISSUED:
DECEMBER
Revision: 12, DECEMBER 15, 1988
in
2, 1979
15, 1988
8-2
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
SERV
HANDLING,
8
SECTION
& MAINT
A
spectographic analysis of the engine oil is available from several
sources.This inspection,ifperformed properly,provides a good check of the
must be
internalcondition of the engine. To be accurate,inductionairfilters
and
oil
must
be
taken
and
sent
in at
cleaned or changed regularly,
samples
regular intervals.
8.5 PREVENTIVE
MAINTENANCE
issuedunder FAR Part 61 may perform
The holder of a PilotCertificate
certainpreventive maintenance described in FAR Part 43. This maintenance
and
may be performed only on an aircraftwhich the pilotowns or operates
which isnot used to carry persons or property forhire,except as provided in
applicable FAR’s. Although such maintenance is allowed by law, each
as to whether he has the abilityto
individual should make a self-analysis
perform the work.
All other maintenance required on the airplane should be accomplished
by appropriately licensed personnel.
is accomplished, an entry must
appropriate logbook. The entry should contain:
(a) The date the work was accomplished.
(b) Description of the work.
If maintenance
be made
in the
of hours on the aircraft.
(c) Number
certificate
number of pilotperforming the work.
(d) The
(e) Signature of the individual doing the work.
0
ISSUED:
Page: 8-3-(0)
JULY
2, 1979
REPORT:
Revision: 12, DECEMBER 15, 1988
VB-1120
8-3
SECTION
8
PIPER
SERV
HANDLING.
8.7 AIRPLANE
&
AIRCRAFT
MAINT
CORPORATION
PA-28-181, ARCHER
H
ALTERATIONS
If the owner desiresto have his aircraftmodified, he must obtain FAA I
approval for the alteration.Major alterationsaccomplished in accordance
with Advisory Circular 43.13-2, when performed by an A & P mechanic,
office.Major alterationsto the basic
may be approved by the local FAA
airframe or systems not covered by AC 43.13-2 requirea Supplemental Type
Certificate.
The owner or pilot is required to ascertainthat the following Aircraft
Papers are in order and in the aircraft.
(a) To be displayed in the aircraftat alltimes:
(1) Aircraft Airworthiness CertificateForm FAA-8 100-2.
(2) Aircraft Registration CertificateForm FAA-8050-3.
(3) Aircraft Radio Station License iftransmittersare installed.
(b) To be carried in the aircraftat alltimes:
(I) Pilot’sOperating Handbook.
(2) Weight and Balance data plus a copy of the latestRepair
and Alteration Form FAA-337. ifapplicable.
(3) Aircraft equipment list.
Although the aircraftand engine logbooks are not required to be in the
aircraft,they should be made available upon request. Logbooks should be
complete and up to date. Good records will reduce maintenance cost by
giving the mechanic information about what has or has not been accomplished.
accomplished.
0
REPORT:
8-4
Page: 8-4-(0)
VB-1120
ISSUED:
REVISED:
JULY
NOVEMBER
Revision: 7, NOVEMBER 15, 1982
2, 1979
15, 1982
8-4
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
SECTION
II
HANDLING,
SERV
&
8
MAINT
HANDLING
8.9 GROUND
(a) Towing
The airplane may be moved on the ground by the use of the nose
wheel steering bar that is stowed below the forward ledge of the
baggage compartment or by power equipment thatwillnot damage
or excessivelystrainthe nose gear steeringassembly. Towing lugs
are incorporated as part of the nose gear fork.
CA UT/ON
When
towing with power equipment, do not
turn the nose gear beyond itssteeringradius in
eitherdirection,as thiswillresultin damage to
the nose gear and steering mechanism.
CA UT/ON
Do not tow the airplane when the controls are
secured.
In the event towing lines are necessary, ropes should be
attached to both main gear strutsas high up on the tubes as possible.
Lines should be long enough to clearthe nose and/ or tailby not less
than fifteenfeet.and a qualifiedperson should rideinthe pilot’s
seat
to maintain control by use of the brakes.
ISSUED:
REVISED:
Page: 8-5-(0)
JULY
2, 1979
NOVEMBER
REPORT:
15, 1982
Revision: 7, NOVEMBER 15, 1982
VB-.1120
8-5
8-5
HANDLIN(;,
SERV
&
PA-28-181, ARCHER
MAINT
H
(h) laxiing
Before attempting to taxi the airplane. ground personnel
should he instructedand approved by a qualifiedperson authorized
by the owner. Engine startingand shut—down procedures as wellas
taxi techniques should he covered. When itisascertained that the
propeller back blast and taxi areas are clear, power should be
applied to startthe taxi roll,and the following checks should be
-,‘
ci
perlormed
I) Taxi a few feetforward and apply the brakes to determine
theireffectiveness.
(2) While taxiing,make slightturns to ascertainthe effectiveness
effectiveness
of the steering.
Observe
(3)
wing clearance when taxiing near buildings or
other stationary objects. If possible,station an observer
outside the airplane.
(4) When taxiing over uneven ground. avoid holes and ruts.
when running up
(5) l)o not operate the engine at high RPM
or taxiing over ground containing loose stones,gravel,or
any loose material that may cause damage
h Iades.
to the propeller
(c) Parking
When
parking the airplane,be sure that itis sufficiently
protected
protected
from adverse weather conditions and that it presents no
danger to other aircraft.When parking the airplanefor any length
ci time or overnight, itis suggested that it be moored securely.
(I) To park the airplane,head itinto the wind ifpossible.
(2) Set the parking brake by pulling back on the brake leeer
and depressing the knob on the handle. To release the
parking brake, pull back on the handle untilthe catch disengages:
then allow the handle to swing forward.
disengages:
(‘.4 U7’ION
(‘areshould he taken when settingbrakes that
are overheated or during cold weather when
accumulated moisture may freeze a brake.
REPORT:
VB-1120
ISSUED:
JULY
2, 1979
8-6
Page: 8-6-(0)
Issued: JULY 2, 1979
8-6
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
HANDLING,
SECTION
8
MAINT
SERV
&
(3) Aileron and stabilatorcontrols should be secured with the
front seat belt and chocks used to properly block the
wheels.
(d) Mooring
The airplane should be moored for immovability, securityand
protection.The following procedures should be used for the proper
mooring of the airplane:
(I) Head the airplane into the wind ifpossible.
(2) Retract the flaps.
(3) Immobilize the aileronsand stabilatorby looping the seat
belt through the control wheel and pulling itsnug.
(4) Block the wheels.
(5) Secure tie-down ropes to the wing tie-down rings and to the
tailskid at approximately 45 degree angles to the ground.
When using rope of non-synthetic material,leave sufficient
slack to avoid damage to the airplane should the ropes
contract.
CA UTION
Use bowline knots, square knots or locked slip
knots. Do not use plain slip knots.
NOTE
Additional preparations for high winds include
using tie-down ropes from the landing gear
forks and securing the rudder.
(6) Installa pitot head cover ifavailable.Be sure to remove the
pitot head cover before flight.
(7) Cabin and baggage doors should be locked when the airplane
is unattended.
airplane
ISSUED:
Page: 8-7-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
8-7
8-7
I1I’1K
IjA.1I(j1’4
HANDLING,
8.11 ENGINE
SERV
AIR
(a) Removing
CO1(PORATI(Th
PA-28-181, ARCHER
A1l(Ul(A1’
& MAINT
1
II
FILTER
Engine Air Filter
(I) Remove
(2) Remove
the lower cowl.
Remove
the wing nuts securingthe filter.
the filter.
(b) Cleaning Engine Air Filter
must be cleaned at leastonce every 50
The induction air filter
hours, and more often,even daily,when operating in dusty conditions.
conditions.
are inexpensive, and a spare should be kept on
Extra filters
hand for use as a rapid replacement.
To clean the filter:
(I) Tap the filtergently to remove dirtparticles,
being careful
not to damage the filter.
DO NOT
wash the filterin any
liquid.DO
air.
NOT
attempt to blow out dirtwith compressed
(2) If the filteris excessivelydirty or shows any damage, replace
itimmediately.
replace
(3) Wipe the filterhousing with a clean cloth and installthe
The usable lifeof the filter
filter.
should be restricted
to one
year or 500 hours, whichever comes first.
(c) InstallationOf Engine Air Filter
After cleaning or when replacing the filter,
installthe filterin
the reverse order of removal.
8.13 BRAKE
SERVICE
The brake system isfilledwith MIL-H-5606
(petroleum base) hydraulic
brake fluid.The fluid level should be checked periodicallyor at every
50-hour inspection and replenished when necessary. The brake reservoiris
located on the firewall in the engine compartment. Ifthe entiresystem must
be refilled,
fillwith fluidunder pressure from the brake end of the system.
will
This
eliminate air from the system.
No adjustment of the brake clearances isnecessary. If afterextended
servicebrake blocks become excessivelyworn, they should be replaced with
new segments.
REPORT:
VB-1120
ISSUED:
JULY
2, 1979
8-8
Page: 8-8-(0)
Issued: JULY 2, 1979
8-8
PIPER
AIRCRAFT
CORPORATION
PA-28-ISI, ARCHER
II
HANDLING,
SERV
SECTION
& MAINT
8
/
/
1
N
8. UNE. INLET
9. CLEVIS PIN
10. MASTER CYLINDER ASSEMBLY
11. BOLT ASSEMBLY
12. TORQUE TUBE
13. COPLOTS
RIGHT BRAKE AND RUDDER PEDAL
14. COPILOTS LEFT BRAKE AND RUDDER PEDAL
1. BRAKE RESERVOIR
2. RIGHT BRAKE AND RUDDER PEDAL
3. LEFT BRAKE AND RUDDER PEDAL
4. RIGHT BRAKE CYLINDER
5. LEFT BRAKE CYLINDER
6. BRAKE HANDLE
7. HANDLE LOCK BUTTON
BRAKE
SYSTEM
Figure 8-I
ISSUED:
Page: 8-9-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
8-9
8-9
SERV
HANDLING,
8i5
LANDING
GEAR
& MAINT
PA-28-181, ARCHER
II
SERVICE
three landing gears use Cleveland Aircraft Products 6.00 x 6,
1
four-ply rating,type Illtiresand tubes. (Refer to paragraph 8.23.)
The
Wheels are removed by taking offthe hub cap, cotter pin, axle nut, and
the two bolts holding the brake segment in place. Mark tireand wheel for
then dismount by deflating the tire,removing the three
reinstallation;
through-bolts from the wheel and separating the wheel halves.
Landing gear oleos on the Archer IIshould be servicedaccording to the
instructionson the units.The main oleos should be extended under normal
staticload until4.50 ± .25 inches of oleo piston tube isexposed, and the nose
gear should show 3.25 ± .25 inches.Should the strutexposure be below that
required,itshould be determined whether airor oilisrequired by first
raising
the airplane on jacks. Depress the valve core to allow airto escape from the
struthousing chamber. Remove the filler
plug and slowly raisethe strutto
fullcompression. Ifthe struthas sufficientfluid,itwillbe visibleup to the
bottom of the filler
plug hole and willthen require only proper inflation.
Should fluidbe below the bottom of the filler
plug hole, oilshould be
added. Replace the plug with valve core removed; attach a clearplastichose
to the valve stem of the filler
plug and submerge the other end ina container
of hydraulic fluid.Fully compress and extend the strutseveral times, thus
drawing fluidfrom the container and expellingairfrom the strutchamber.
To allow fluidto enter the bottom chamber of the main gear struthousing,
the torque linkassembly must be disconnected to letthe strutbe extended a
minimum
of 10 inches (the nose gear torque linksneed not be disconnected).
Do not allow the struttoextend more than 12 inches.Whenair bubbles cease
to flow through the hose, compress the strutfullyand again check fluidlevel.
Reinstallthe valve core and fillerplug, and the main gear torque links,if
disconnected.
With fluid 111 the strut housing at the correct level,attach a strutpump
to the airvalve and with the airplane on the ground, inflatethe oleo strutto
the correct height.
C
REPORT:
8-10
Page: 8-10-(0)
yB-i 120
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
8-10
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
H
HANDLING,
SERV
SECTION
8
& MAINT
In jacking the aircraftfor landing gear or other service,two hydraulic
jacks and a tailstand should be used. At least250 pounds of ballastshould be
placed on the base of the tailstand before the airplane isjacked up. The
hydraulicjacks should be placed under thejack points on the bottom of the
wing and the airplanejacked up untilthe tailskid isat the rightheight to
attach the tailstand. After the tailstand isattached and the ballastadded,
jacking may
be continued untilthe airplane is at the height desired.
The steeringarms from the rudder pedals to the nose wheel are adjusted
at the nose wheel by turning the threaded rod end bearings in or out.
Adjustment is normally accomplished at the forward end of the rods and
should be done in such a way that the nose wheel isin linewith the fore and
aft axis of the plane when the rudder pedals and rudder are centered.
Alignment of the nose wheel can be checked by pushing the airplane back
and forth with the rudder centered to determine that the plane follows a
perfectlystraightline.The turning arc of the nose wheel is30.0° + 2° in either
directionand is limited by stops on the bottom of the forging.
The rudder pedal arm stops should be carefully adjusted so that the
pedal arms contact the stops just after the rudder hits its stops. This
guarantees that the rudder will be allowed to move
8.17 PROPELLER
through itsfulltravel.
SERVICE
spinner and backing plate should be frequently cleaned and
inspected for cracks. Before each flightthe propeller should be inspected for
nicks,scratches,and corrosion.Iffound, they should be repaired as soon as
possible by a rated mechanic, since a nick or scratch causes an area of
increased stresswhich can lead to seriouscracks or the lossof a propellertip.
The
The back face of the blades should be painted when necessary with flatblack
paint to retard glare. To prevent corrosion, the surface should be cleaned
and waxed periodically.
ISSUED:
Page: 8-11-(0)
JULY
2, 1979
REPORT:
VB-1120
Q1
Issued: JULY 2, 1979
1
8-11
SECTION
PIPER
8
HANDLING,
SERV
AIRCRAFT
CORPORATION
II
PA-28-181, ARCHER
& MAINT
8.19 OIL REQUIREMENTS
The oil capacity of the engine is8 quarts and the minimum safe quantity
is 2 quarts.Itisrecommended that the oilbe drained and renewed, and the
screen cleaned,every 25 hours. However, if the fullflow (cartridgetype) oil
filteris used, the oil and filtershould be drained and renewed
every 50
hours of operation. The intervalbetween oil and oil filter
change is not to
for the
exceed four (4) months. The following grades are recommended
specifiedtemperatures:
MIL-L-6082B
Average Ambient
Air Temperature
Mineral
SAE
Grade
MIL-L-228
1
Ashless Dispersant
SAE Grades
15W-50 or 20W-SO
All Temperatures
Above 80°F
60
60
Above 60°F
50
40 or 50
30°Fto9O°F
40
40
0°F to 70°F
30
Below 10°F
20
30, 40 or 20W-40
30 or 2OW-O
operating temperatures overlap indicated ranges, use the lighter
When
grade oil.
NOTE
Refer to the latestissue of Lycoming Service
Instruction 1014 (Lubricating Oil Recommendations)
forfurtherinformation.
Recommendations)
8.21 FUEL
SYSTEM
(a) ServicingFuel System
in
At every 50 hour inspection,the fuel screens in the strainer,
the electricfuelpump, and at the carburetorinletmust be cleaned.
(b) Fuel Requirements (AVGAS
The minimum
ONLY)
aviation grade fuel for the PA-28-181
is 100.
Since the use of lower grades can cause serious engine damage in a
short period of time, the engine warranty isinvalidatedby the use of
lower octanes.
Whenever
100 or 100LL grade fuelisnot available,commercial
grade 100/130 should be used. (See Fuel Grade Comparison Chart.)
Refer to the latestissue of Lycoming Service InstructionNo. 1070
foradditionalinformation.
REPORT:
8-12
Page: 8-12-(0)
VB-1120
ISSUED:
REVISED:
JULY
FEBRUARY
Revision: 13, FEBRUARY 2, 1990
2, 1979
2.,1990
8-12
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
SECTION
II
SERV
HANDLING,
8
& MAINT
A summary of the current grades as well as the previous fuel
designationsisshown in the followingchart:
FUEL
GRADE
Previous Commercial
COMPARISON
Current Commercial
Fuel Grades (ASTM-D910)
Fuel Grades (ASTM-D910-75)
Max. TEL
Grade
Color
CHART
mlJtJ.S.gal
Max. TEL
Grade
Color
Max. TEL
mi/U.S. gal
Grade
Color
80/87
none
red
none
none
100/130
blue
2.0
115/145
purple
4.6
80/87
red
0.5
80
red
0.5
91/96
blue
2.0
*100LL
blue
2.0
100/130
green
3.0
100
purple
4.6
none
green
none
115/145
Current Military
Fuel Grades (MIL-G-5572F)
**30
none
mi/U.S. gal
0.5
-Grade 100LL fuel in some overseas countriesis colored green and designated as “1001.”.
-Commercial fuel grade 100 and grade 100/130 having TEL content of up to 4 mi/U.S. gallons
are approved for use in allengines certificated
for use with grade 100/130 fuel.
The operation of the aircraftis approved with an anti-icing
additivein the fuel.When an anti-icingadditiveis used itmust meet
the specificationMIL-l-27686, must be uniformly blended with the
fuelwhile refueling,
must not exceed .15% by volume of the refueled
quantity,and to ensure itseffectivenessshould be blended at not less
than
.10%by volume.
One and one half liquidozs. per ten gallon of
fuelwould fallwithin thisrange. A blender supplied by the additive
manufacturer should be used. Except for the informationcontained in
this section, the manufacturer’s mixing or blending instructions
should be carefullyfollowed.
CAUTION
Assure that the additive is directed into the
flowing fuel stream. The additive flow should
startafterand stop before the fuel flow. Do not
permit the concentrated additive to come in
contact with the aircraft
painted surfacesor the
interior
surfacesof the fueltanks.
ISSUED:
MAY
DT’UTT’fl.
Page: 8-12-(1)
REPORT:
29, 1980
T’T’RPTTAIV
VB-1120
1QQ1
Revision: 13, FEBRUARY 2, 1990
8-12a
PIPER
8
SECTION
HANDLING,
SERV
& MAINT
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
CA UTIONS
fuels have anti-icing additives preblended
Some
preblended
in the fuelat the refinery,so no further
blending should be performed.
Fuel additive can not be used as a substitute
for preflightdraining of the the fuel system
drains.
(c) FillingFuel Tanks
Observe allrequired precautions for handling gasoline.Fuel is
stored in two twenty-five gallon (24 gal. usable) tanks.
There is approximately 17 gallons in the fueltank when fuel
level iseven with bottom of filler
neck indicator.
(d) Draining Fuel Strainer, Sumps
and Lines
The fuel system sumps and strainershould be drained daily
prior to the firstflightand afterrefuelingto avoid theaccumulation
of contaminants such as water or sediment. Each fuel tank is
equipped with an individual quick drain located at the lower
inboard rear corner of the tank. The fuel strainerisequipped with
a quick drain located on the frontlower corner of the firewall.Each
of the fuel tank sumps should be drained first.
Then the fuelstrainer
should be drained twice, once with the fuelselectorvalve on each
tank. Each time fuelisdrained, sufficient
fuel should be allowed to
flow to ensure removal of contaminants. This fuel should be
collectedin a suitablecontainer, examined for contaminants, and
then discarded.
REPORT:
8-12b
Page: 8-12-(2)
VB-1120
ISSUED:
MAY
Revision: 1, MAY 29, 1980
29, 1980
8-12b
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
FUEL
HANDLING,
SECTION
& MAINT
SERV
8
DRAIN
Figure 8-3
CA (JTION
When
draining any amount of fuel,care should
be taken to ensure that no firehazard exists
before startingthe the engine
Each
quick drain should be checked after
closing itto make sure ithas closed completely
and is not leaking.
(e) Draining Fuel System
The bulk of the fuelmay be drained from the system by opening
the valve at the inboard end of each fueltank. Push up on the arms
of the drain valve and turn counterclockwise to hold the drain open.
The remaining fuel in the system may be drained through the filter
bowl. Any individual tank may be drained by closing the selector
valve and then draining the desired tank.
ISSUED:
Page: 8-13-(0)
JULY
2, 1979
REPORT:
Revision: 1, MAY 29, 1980
VB-1120
8-13
r1rrz
SERV
HANDLING,
8.23 TIRE
& MAINT
I-IIi.ir
I
PA-28-181, ARCHER
II
INFLATION
For maximum
servicefrom the tireS,keep them inflatedto the proper
18
for
the nose gear and 24 psi for the main gear. All wheels
pressures
psi
and the relationshipof
and tiresare balanced before originalinstallation,
Unbalanced
tire,tube and wheel should be maintained upon reinstallation.
wheels can cause extreme vibration in the landing gear; therefore,in the
installation
of new components, itmay he necessary to rebalance the wheels
with the tiresmounted. When checking tirepressure,examine the tiresfor
wear, cuts, bruises,and slippage.
8.25 BATTERY
SERVICE
Access to the 12-voltbattery isthrough an access panel at the rightrear
side of the baggage compartment. The batterybox has a plastictube which
isnormally closed off with a cap and which should be opened occasionally
to drain off any accumulation of liquid.The battery should be checked for
the batteryabove the baffleplates.DO NOT
proper fluidlevel.DO NOT fill
fill
the batterywith acid use water only. A hydrometer check willdetermine
the percent of charge in the battery.
Ifthe battery isnot up to charge, recharge startingat a 4 amp rateand
finishingwith a 2 amp rate.Quick charges are not recommended.
REPORT:
8-14
Page: 8-14-(0)
VB-1120
ISSUED:
REVISED:
Revision: 1, MAY 29, 1980
JULY
MAY
2, 1979
29, 1980
8-14
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
HANDLING,
SERV
SECTION
8
& MAINT
8.27 CLEANING
(a) Cleaning Engine Compartment
Before cleaning the engine compartment, place a stripof tape
on the magneto vents to prevent any solvent from entering these
units.
(I) Place a large pan under the engine to catch waste.
(2) With the engine cowling removed, spray or brush the
engine with solvent or a mixture of solvent and degreaser.
In order to remove especiallyheavy dirt and grease deposits,
it may be necessary to brush areas that were
deposits,
sprayed.
CA UTION
Do
not spray solvent into the alternator,
vacuum pump, starter,or air intakes.
(3) Allow the solvent to remain on the engine from fiveto ten
minutes. Then rinse the engine clean with additional solvent
solvent
and allow itto dry.
CA IJTION
Do not operate the engine untilexcess solvent
has evaporated or otherwise been removed.
(4) Remove the protectivetape from the magnets.
(5) Lubricate the controls, bearing surfaces,etc., in accordance
accordance
with the Lubrication Chart.
ISSUED:
REVISED:
Page: 8-15-(0)
JULY
MAY
2, 1979
29, 1980
REPORT:
Revision: 1, MAY 29, 1980
VB-1120
8-15
8-15
I1.iI1Uf’4
rirr.i
ô
HANDLING,
SERV
& MAINT
i.ti
icir I
UtiI1IJ1’
PA-28-181, ARCHER
II
(b) Cleaning Landing Gear
Before cleaning the landing gear,place a plasticcover or similar
material over the wheel and brake assembly.
(1) Place a pan under the gear to catch waste.
(2) Spray or brush the gear area with solvent or a mixture of
solvent and degreaser, as desired.Where heavy grease and
dirt deposits have collected,itmay be necessary to brush
areas that were sprayed, in order to clean them.
(3) Allow the solvent to remain on the gear from five to ten
minutes. Then rinse the gear with additiOnal solvent and
allow to dry.
(4) Remove the cover from the wheel and remove the catch
pan.
(5) Lubricate the gear in accordance with the Lubrication
Chart.
(c) Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water.
Harsh abrasives or alkaline soaps or detergents could make
scratcheson painted or plasticsurfacesor could cause corrosion of
metal. Cover areas where cleaning solutioncould cause damage. To
wash the airplane, use the following procedure:
(I) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth,a sponge or soft
bristlebrush.
(3) To remove exhaust stains,allow the solution to remain on
the surface longer.
(4) To remove stubborn oiland grease, use a cloth dampened
with naphtha.
(5) Rinse allsurfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted
surfaces.Soft cleaning cloths or a chamois should be used
to prevent scratcheswhen cleaning or polishing.A heavier
coating of wax on the leading surfaces will reduce the
abrasion problems in these areas.
REPORT:
VB-1120
ISSUED:
JULY
2, 1979
8-16
Page: 8-16-(0)
Issued: JULY 2, 1979
8-16
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
HANDLING,
SECTION
SERV
& MAINT
8
(d) Cleaning Windshield and Windows
(I) Remove dirt,mud and other loose particlesfrom exterior
surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft
plasticcleaner.Use a softcloth or sponge in a straightback
and forth motion. Do not rub harshly.
oil and grease with a cloth moistened with
(3) Remove
kerosene.
CAUTION
Do
not use gasoline,alcohol, benzene, carbon
tetrachloride, thinner, acetone, or window
cleaning sprays.
(4) After cleaning plasticsurfaces,apply a thin coat of hard
polishing wax. Rub lightlywith a softcloth. Do not use a
circularmotion.
(5) A severe scratch or mar in plasticcan be removed by rubbing
out the scratch with jeweler’srouge. Smooth both
rubbing
sides and apply wax.
(e) Cleaning Headliner, Side Panels and Seats
(I) Clean headliner, side panels, and seats with a stiffbristle
brush, and vacuum where necessary.
(2) Soiled upholstery, except leather,may be cleaned with a
good upholstery cleanersuitablefor the material.Carefully
follow the manufacturer’s instructions.Avoid soaking or
harsh rubbing.
CA UT/ON
Solvent cleaners require adequate ventilation.
(3) Leather should be cleaned with saddle soap or a mild hand
soap and water.
ISSUED:
Page: 8-17-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1 120
8-17
8-17
rirr1
HANDLING,
SERV
& MAINT
AIIU1tA
I UUKUI(A
PA-28-181, ARCHER
I IUI’4
H
(f) Cleaning Carpets
To clean carpets,firstremove loose dirtwith a whisk broom or
acuuni For soilcdspots and stubborn stainsuse a noninflammable
dry cleaning fluid.Floor carpets may be removed and cleaned like
any household carpet.
8.29 COLD
WEATHER
OPERATION
For cold weather operation a winterizationplate isinstalledon the inlet
opening of the oil cooler duct on the right rear engine baffle.This plate
should he installedwhenever the ambient temperature reaches 500 F or less.
The plate should be removed and stored in the cockpit when the ambient
temperature exceeds 50°F.
Itisrecommended
thatan optional Engine BreatherTube Winterization
Kit he installedforcold weather operation.This kitisavailablethrough your
Piper Dealer! Distributor.
0
REPORT:
8-18
Page: 8-18-(0)
VB-1120
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
8-18
TABLE
OF
CONTENTS
SECTION
9
SUPPLEMENTS
Paragraph/Supplement
No.
9.1
2
3
4
Page
No.
General
9-I
Air Conditioning Installation
AutoFlite II Autopilot Installation
9-3
9-7
9-9
9-13
5
6
7
AutoControl IIIB Autopilot Installation
Piper ElectricPitch Trim
Century 21 Autopilot Installation
Piper Control Wheel Clock Installation
100 Series Flight Control System
King KAP
8
9
10
150 Series Flight Control System
King KAP
KNS 80 Navigation System
Auxiliary Vacuum
System
44
éiAii’N
9-15
9-19
9-21
9-41
9-67
9-71
4ci
REPORT:
Page: 9-0-(1)
Revision: 14, JANUARY 7, 1993
VB-1120
9-i
9-i
PIPER
AIRCRAFT
PA-28-181, ARCHER
SECTJON
CORPORATION
II
SECTION
9
SUPPLEMENTS
9
SUPPLEMENTS
9.1 GENERAL
This section provides information in the form of Supplements which are
necessary for efficient
operation of the airplane when equipped with one or
of
the
various
more
optional systems and equipment not provided with the
standard airplane.
All of the Supplements provided by thissection are “FAA
Approved”
and consecutively numbered as a permanent part of this Handbook. The
information contained in each Supplement applies only when the related
equipment
ISSUED:
Page: 9-1-(0)
is installedin the airplane.
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
9-1
9-1
iiiur
IIV’Ift
SUPPLEMENTS
I UOI(I’OI(AI1U1’
AIKU1(AI
PA-28-181, ARCHER
THIS
PAGE
INTENTIONALLY
LEFT
II
BLANK
0
REPORT:
VB-1120
ISSUED:
JULY
2, 1979
9-2
Page: 9-2-(0)
Issued: JULY 2, 1979
9-2
PIPER
AIRCRAFT
PA-28-I81, ARCHER
CORPORATION
H
SUPPLEMENT
AIR
1
SECTION
CONDITIONING
SECTION
SUPPLEMENTS
9
1
INSTALLATION
GENERAL
This supplement supplies information necessary for the efficientoperation
operation
of the airplane when the optional air conditioning system isinstalled.
The information contained within this supplement is to be used “as
described” in conjunction with the complete handbook.
This supplement has been “FAA Approved” as a permanent part of this
handbook and must remain in thishandbook at alltimes when the optional
air conditioning system is installed.
SECTION
2
LIMITATIONS
climb performance the airconditioner must be
(a) To insure maximum
turned OFF manually prior to takeoff to disengage the compressor
and retractthe condenser door. Also the air conditioner must be
turned OFF manually before the landing approach in preparation
for a possible go-around.
(b) Placards
In ftill
view of the pilot,in the area of the airconditioner controls
when the air conditioner is installed:
AIR CONDITIONER
“WARNING
NORMAL
BE OFF TO INSURE
CLiMB
PERFORMANCE.”
MUST
TAKEOFF
In fullview of the pilot,to the right of the engine gauges (condenser
door light):
“AIR
ISSUED:
JULY
2, 1979
COND
oPEN”
DOOR
REPORT:
VB-1120
9-3
Page: 9-3-(0)
Issued: JULY 2, 1979
9-3
ririi
aiijiy
CORPORATION
PA-28-181, ARCHER
AIKURAIl’
SUPPLEMENTS
SECTION
H
PROCEDURES
3- EMERGENCY
No changes to the basic Emergency Procedures provided by Section 3
of this Pilot’sOperating Handbook
are necessary for this supplement.
SECTION
4- NORMAL
PROCEDURES
Prior to takeoff, the air conditioner should be checked for proper
operation as follows:
(a) Check aircraftmaster switch ON.
(b) ‘Turn the airconditioner control switch to ON and the fan switch to
one of the operating positions the “AIR COND
DOOR
OPEN”
willturn
airconditioner
on, thereby indicatingproper
warning light
condenser door actuation.
the “AIR COND
(c) Turn the air conditioner control switch to OFF
DOOR
OPEN”
warning lightwillgo out, thereby indicatingtheair
conditioner condenser door is in the up position.
DOOR
OPEN”
(d) If the “AIR COND
light does not respond as
specifiedabove, an air conditioner system or indicator bulb malfunction
malfunction
isindicatedand further investigationshould be conducted
to
prior
flight.
The above operational check may
flightfailureis suspected.
be performed during flightifan in
The condenser door lightislocated to the right of the engine instrument
clusterin front of the pilot.The door lightilluminateswhen the door isopen
and is off when the door is closed.
SECTION
5- PERFORMANCE
Operation of the air conditioner will cause slight decreases in cruise
speed and range. Power from the engine isrequired to run the compressor,
and the condenser door, when extended, causes a slightincrease in drag.
When the air conditioner is turned off there is normally no measurable
differencein climb, cruiseor range performance of the airplane.
REPORT:
VB-1120
ISSUED:
JULY
2, 1979
9-4
Page: 9-4-(0)
Issued: JULY 2, 1979
9-4
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
SECTION
II
9
SUPPLEMENTS
NOTE
To insure maximum
climb performance the air
conditioner must be turned off manually before
takeoffto disengage the compressor and retract
the condenser door. Also the air conditioner
must be turned off manually before the landing
approach
around.
in preparation for a possible go-
Although the cruise speed and range are only slightlyaffectedby the air
conditioner operation, these changes should be considered in preflight
planning. To be conservative, the following figures assume that the compressor
is operating continuously while the airplaneis airborne.This will be
compressor
the case only in extremely hot weather.
(a) The decrease in true airspeed is approximately 4 KTS
settings.
(b) The decrease in range may be as much
48 gallon capacity.
at all power
as 32 nauticalmiles for the
The climb performance is not compromised
measurably with the air
conditioner operating since the compressor is declutched and the condenser
door is retracted, both automatically, when a full throttle position is
selected.When
the fullthrottlepositionis not used or in the event of a malfunction
malfunction
which would cause the compressor to operate and the condenser
door to be extended, a decrease in rateof climb of as much as 100 fpm can
be expected. Should a malfunction occur which prevents condenser door
retractionwhen
the compressor is turned off,a decrease in rateof climb of
as much as 50 fpm can be expected.
SECTION
6- WEIGHT
AND
BALANCE
Factory installedoptional equipment is included in the licensed weight
and balance data in Section 6 of the Pilot’s
Operating Handbook.
SECTION
7- DESCRIPTION
AND
OPERATION
No change.
JULY 2, 1979
REVISED:
FEBRUARY
REPORT:
ISSUED:
Page: 9-5-(0)
VB-1120
9-5
2,1990
Revision: 13, FEBRUARY 2, 1990
9-5
PIPER
SECTION
9
SUPPLEMENTS
THIS
PAGE
INTENTIONALLY
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
LEFT
II
BLANK
(n
REPORT:
9-6
Page: 9-6-(0)
VB-1120
ISSUED:
Issued: JULY 2, 1979
JULY
2, 1979
9-6
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
H
SECTION
SUPPLEMENTS
2
SUPPLEMENT
AUTOFLITE
SECTION
1
9
II AUTOPILOT
INSTALLATION
GENERAL
This supplement supplies information necessary for the operation of the
The information
airplane when the optional AutoFlite IIAutopilot isinstalled.
information
contained within this supplement is to be used “as described” in conjunction
with the complete handbook.
conjunction
This supplement has been “FAA
Approved” as a permanent part ofthis
handbook and must remain in thishandbook at alltimes when the optional
AutoFlite II Autopilot is installed.
SECTION
2
LIMITATIONS
(a) Autopilot use prohibited above 149 K1AS.
(b) Autopilot OFF during takeoff and landing.
SECTION
3- EMERGENCY
PROCEDURES
and hold Disconnect switch on
(a) In case of malfunction DEPRESS
pilot’scontrol wheel.
(b) Rocker switch on instrument panel OFF.
(c) Unit may be overpowered manually.
(d) In climb, cruise or descent configuration a malfunction witj a 3
second delay in recovery initiation
may resultin 450 bank and 180’
altitudeloss measured at 149 KIAS in a
altitude loss.Maximum
descent.
in
(e) In approach configuration a malfunction with a 1 second delay
recovery initiationresultsin 18° bank and 10’ altitudeloss.
ISSUED:
Page: 9-7-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
9-7
9-7
rIrLI
SUPPLEMENTS
SECTION
4- NORMAL
1Ii1LII’
I uiirui(iiU1’
P4.28-181, ARCHER
H
PROCEDURES
(a) Engagement
(I) Rocker Switch on instrument panel ON.
(2) Disconnect Switch on lefthand side of pilot’scontrol wheel
RELEASED.
(b) Disengagement
(I) Depress Disconnect Switch on pilot’s control wheel
(2) Rocker Switch on instrument panel OFF.
(or)
(c) Heading Changes
(1) Depress Disconnect Switch, make Heading Change, release
Disconnect Switch.
(2) Move Trim Knob on instrument for Drift Correction from a
constant heading.
Knob on instrument for right or left
(3) Move Turn Command
banked turns.
Tracker
(d) OMNI
Knob and push IN to engage Tracker.
(I) Center Turn Command
Trim
Knob
IN
for
(2)
push
high sensitivity.
SECTION
5- PERFORMANCE
No changes to the basic performance provided by Section 5 of this
Pilot’sOperating Handbook
are necessary for this supplement.
()
REPORT:
VB.1I20
ISSUED:
JULY
2, 1979
9-8
Page: 9-8-(0)
Issued: JULY 2, 1979
9-8
PIPER
AIRCRAFT
CORPORATION
II
PA-28-181, ARCHER
SECTION
SUPPLEMENTS
SUPPLEMENT
AUTOCONTROL
SECTION
1
TuB
9
3
AUTOPILOT
INSTALLATION
GENERAL
This supplement supplies information necessary forthe operation of the
airplane when the optional Piper AutoControl IIIB Autopilot isinstalled.
The information contained within thissupplement isto be used as described
in conjunction with the complete handbook.
This supplement has been FAA Approved as a permanent part of this
handbook and must remain in thishandbook at alltimes when the optional
Piper AutoControl lllB Autopilot is installed.
SECTION
2
LIMITATIONS
(a) Autopilot use prohibited above 149 KIAS.
(b) Autopilot OFF during takeoff and landing.
SECTION
3- EMERGENCY
OPERATION
(a) In an emergency the AutoControl IlIB can be disconnect by pushing
Rocker Switch OFF.
the rollON-OFF
wheel.
(b) The autopilot can be overpowered at eithercontrol
in the initiationof
(c) An autopilot runaway, with a 3 second delay
or descending flight,
recovery while operating in a climb, cruise
Maximum
altitude
180’altitude
loss.
could resultin a 45° bank and
loss measured at 149 KTS in a
(d) An autopilot runaway, with a
recovery, during an approach
could resultin a 18° bank and
ISSUED:
QT’VTQT’T’.
Page: 9-9-(0)
JULY
10’ altitudeloss.
REPORT:
2, 1979
CTfl.iIUI’O
descent.
1 second delay in the initiationof
operation, coupled or uncoupled,
1
1GQQ
Revision: 12, DECEMBER 15, 1988
VB-1120
Q..Q
9-9
SECTION
PIPER
9
AIRCRAFT
PA-28-181, ARCHER
SUPPLEMENTS
SECTION
CORPORATION
4- NORMAL
U
PROCEDURES
PREFLIGHT
(a) AUTOPILOT
Mode (ifinstalled)and place
(1) Place Radio Coupler in “HDG”
the AP ON-OFF
switch to the ON position to engage rollsection.
section.
Rotate rollcommand
knob leftand rightand observe that
control wheel describes a corresponding leftand right turn,
then centerknob.
(2) Set correctcompass heading on D.G. and turn HDG
bug to aircraft
aircraft
mode rocker switch and rotate
heading. Engage “HDG”
HDG
bug right and left.Aircraft control wheel should turn
same directionas bug. Grasp control wheel and manually override
override
servo,both directions.
COUPLER
(b) RADIO
(OPTIONAL)
Tune
and identify VOR
or VOT
(1)
to OMNI
Engage Autopilot ON and HDG
bug to aircraftheading and rotateO.B.S. to
indicatorNeedle to swing leftand right slowly.
Coupler
switches. Set HDG
cause OMNI
Observe
station. Position Radio
Mode.
that control wheel
rotates in direction of needle
movement.
(2) Disengage AP
to HDG.
ON-OFF
switch. Reset Radio Coupler control
IN-FLIGHT
(a) Trim airplane(ballcentered).
(b) Check air pressure vacuum to ascertain that the directional gyro
and attitudegyro are receiving sufficient
air.
Roll
Section.
(c)
knob, push AP
(1) To engage, center ROLL
ON-OFF
switch to
ON
knob in desired
position. To turn, rotate console ROLL
direction.(Maximum
angle of bank should not exceed 30.)
(2) For heading mode, setdirectionalgyro with magnetic compass.
Push directional gyro HDG
knob in, rotate bug to aircraft
heading. Push console heading rocker (HDG) switch to ON
position.To select a new aircraftheading, push D.G. heading
knob IN and rotate,in desired directionof turn, to the desired
heading.
REPORT:
9-10
Page: 9-10-(0)
VB-1120
ISSUED:
REVISED:
JULY
FEBRUARY
Revision: 13, FEBRUARY 2, 1990
2, 1979
2,1990
9-10
PIPER
AIRCRAFT
PA-28-I81, ARCHER
CORPORATION
II
SECTION
SUPPLEMENTS
9
with Standard directional gyro.
(d) Radio Coupling
VOR/ILS
(Optional)
(1) For VOR
Interceptsand Tracking:
the
Select
desired VOR course and setthe HDG
bug to the
same heading. Select OMNI
mode on the coupler and HDG
Mode on the autopilot console.
(2) For ILS Front Course Interceptsand Tracking:
Tune the localizerfrequency and place the HDG
bug on the
front
course
Select
LOC-NORM
mode on
inbound,
heading.
the coupler and FIDG mode on the autopilot console.
(3) For LOC Back Course Interceptsand Tracking:
Tune the localizerfrequency and place the HDG
bug on the
inbound course heading to the airport.SelectLOC-REV
mode
with coupler and HDG
mode on the autopilot console.
SECTION
5
PERFORMANCE
No changes to the basic performance provided by Section 5 of this
Pilot’sOperating Handbook
are necessary for this supplement.
ISSUED:
Page: 9-11-(0)
JULY
2, 1979
REPORT:
Issued: JULY 2, 1979
VB-1120
9-11
9-11
PIPER
rtiiui’
9
SUPPLEMENTS
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
( 1.1
THIS
PAGE
INTENTIONALLY
LEFT
BLANK
fl
REPORT:
VB-1120
ISSUED:
JULY
2, 1979
9-12
Page: 9-12-(0)
Issued: JULY 2, 1979
9-12
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
SECTION
SUPPLEMENTS
II
SUPPLEMENT
PIPER
SECTION
ELECTRIC
9
4
PITCH
TRIM
1- GENERAL
This supplement suppliesinformation necessary forthe operation of the
The information
airplane when the optional Piper ElectricPitch Trim isinstalled.
information
contained within this supplement is to be used “as described” in
conjunction with the complete handbook.
This supplement has been “FAA Approved” as a permanent part of this
handbook and must remain in this handbook at alltimes when the optional
Piper ElectricPitch Trim is installed.
SECTION
2- LIMITATIONS
No changes of the basic limitationsprovided by Section 2 of this Pilot’s
are necessary for this supplement.
Operating Handbook
SECTION
3- EMERGENCY
PROCEDURES
disconnect switch located
(a) in case of malfunction, ACTIVATE
above the ignitionswitch, to OFF position.
trim ateithercontrol
(b) in case of malfunction, overpower the electric
wheel.
altitudechange with a 4 second delay in recovery initiation
(c) Maximum
initiation
is 800 feetand occurs in the descent configuration. Maximum
altitude change in the approach configuration with a 4 second
recovery delay is 100 feet.
ISSUED;
REVISED:
Page: 9-13-(0)
JULY
2, 1979
JULY
21, 1982
REPORT:
Revision: 6, JULY 21, 1982
VB-1120
9-13
9-13
PIPER
9
SECTION
SUPPLEMENTS
SECTION
AIRCRAF
1
UURP(JRA1IUIN
PA-28-181, ARCHER
4- NORMAL
II
PROCEDURES
The electrictrim system may be turned ON or OFF by a switch located
above the ignitionswitch.The pitch trim may be changed when the electric
trim system is turned on either by moving the manual pitch trim control
wheel or by operating the trim control switch on the pilot’scontrol yoke. To
prevent excessive speed increase in the event of an electrictrim runaway
malfunction, the system incorporates an automatic disconnect feature
which renders the system inoperative above approxirnatelyl43;KIAS. The
disconnected condition does not affectthe manual trim system.
SECTION
5
PERFORMANCE
No changes to the basic performance provided by Section 5 of this
Pilot’sOperating Handbook
are necessary for this supplement.
0
REPORT:
VB-1120
ISSUED:
JULY
2, 1979
9-14
Page: 9-14-(0)
Issued: JULY 2, 1979
9-14
PIPER
AIRCRAFT
CORPORATION
H
PA-28-181, ARCHER
SECTION
SUPPLEMENTS
SUPPLEMENT
21 AUTOPILOT
CENTURY
SECTION
1
9
5
INSTALLATION
GENERAL
This supplement suppliesinformation necessary for the operation of the
airplane when the optional Century 21 Autopilot isinstalledin accordance
with STC SA3352SW.
The information contained within thissupplement is
to be used in conjunction with the complete handbook.
This supplement has been FAA
Approved” as a permanent part of this
handbook and must remain in thishandbook at alltimes when the optional
Century 21 Autopilot is installed.
SECTION
2- LIMITATIONS
(a) Autopilot operation prohibited above 147 KIAS.
(b) Autopilot OFF during takeoff and landing.
3- EMERGENCY
SECTION
PROCEDURES
(a) AUTOPILOT
In the event of an autopilot malfunction, or anytime the autopilotis
do not attempt to identifythe
not performing as commanded,
of
the
aircraft by overpowering and
problem. Regain control
immediately disconnecting the autopilot by depressing the AP
ON-OFF
switch on the programmer
OFF.
Do not operate until the system failurehas been identifiedand
corrected..
ISSUED:
Page: 9-15-(0)
AUGUST
22, 1980
REPORT:
Revision: 3, JANUARY 14, 1981
VB-1120
Q_1 c
9-15
PIPER
SECTION
9
SUPPLEMENTS
AIRCRAFT
CORPORAIIUr
PA-28-181, ARCHER
II
(I) Altitude Loss During Malfunction:
a. An autopilot malfunction during climb, cruiseor descent
could resultin
with a 3 second delay in recovery initiation
as much as a 45° of bank and 180’altitudeloss.Maximum
altitudeloss was recorded at 147’ K1AS during descent.
b. An autopilot malfunction during an approach with a I
second delay in recovery initiation
could resultin as much
as 18° bank and 10’ altitudeloss.Maximum
altitudeloss
measured in approach configuration,and operating either
coupled or uncoupled.
SYSTEM
(b) COMPASS
(I) Emergency Operation With Optional NSD
and/or Non-Slaved:
360A (H SI) Slaved
NSD
360A
a. Appearance of HDG
Flag:
I. Check air supply gauge (vac or pressure)for adequate
air supply (4 in. Hg. mm.)
2. Check compass circuitbreaker.
3. Observe display for proper operation.
b. To disable heading card
pull circuitbreaker and use
for
directionaldata.
magnetic compass
NOTE
If heading card is not operational, autopilot
should not be used.
c.
d.
With card disabled VOR/Localizer
and Glide Slope displays
are stillfunctional; use card set to rotate card to
displays
aircraftheading for correct picture.
Slaving Failure (i.e.failureto selfcorrectfor gyro drift):
I. Check gyro slaving switch is set to No. I position (if
equipped with Slave No. I No. 2 switch) or “Slaved”
position when equipped with Slaved and Free Gyro
Mode Switch.
2. Check for HDG
Flag.
3.
4.
REPORT:
9-16
Page: 9-16-(0)
VB-1120
Check compass circuitbreaker.
Reset heading card while observing slaving meter.
ISSUED:
AUGUST
Revision: 3, JANUARY 14, 1981
22,1980
9-16
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
SECTION
SUPPLEMENTS
H
9
NOTE
Dead slaving meter needle or a needle displaced
fully one direction indicatesa slaving system
failure.
5.
6.
Select slaving amplifier No. 2 ifequipped.
Reset heading card while checking slaving meter. If
proper slaving indication is not obtained, switch to
free gyro mode
and periodically set card as an
unslaved gyro.
NOTE
In the localizermode, the“TO-FROM”arrows
may remain out of view, depending upon the
design of the NAV converter used in the installation.
installation.
SECTION
4- NORMAL
PROCEDURES
Refer to Edo-Aire Mitchell Century 21 Autopilot Operator’s Manual,
P/N 68S805, dated 1-79 for Autopilot Description and Normal Operating
Procedures.
(a) PREFLIGHT
PROCEDURES
NOTE
During system functional check the system
must be provided adequate D.C. voltage (12.0
VDC
mm.) and instrument air (4.2 in. Hg.
that the engine be
mm.). It is recommended
to
the
necessary power and
provide
operated
that the aircraft be positioned in a level
attitude,during the functional check.
ISSUED:
Page: 9-17-(0)
AUGUST
22, 1980
REPORT:
Revision: 3, JANUARY 14, 1981
VB-1120
9-17
9-17
SICTION
9
SUPPLEMENTS
I’Il’M(
AIRUKAFT
UUKI’IJKATIIJI’4
PA-28-181, ARCHER
H
WITH
STANDARD
D.G.
(b) AUTOPILOT
(1) Engage autopilot.
should correspond to HDG
(2) Control wheel movement
command
input.
wheel and override rollservo actuator to assure
control
(3) Grasp
override capability.
mode and note
(4) With i-IDG bug centered selectNAV or APPR
toward VOR
needle offset.
control wheel movement
REV
mode
and
note
control
wheel
movement
(5) Select
opposite
VOR
needle offset.
(6) Disengage autopilot.
(7) Check aileron controls through fulltravelto assure complete
autopilot disengagement.
WITH
COMPASS
SYSTEM
(NSD 360A)
(c) AUTOPiLOT
(For other compass systems, referto appropriate manufacturer’s
instructions)
(1) Check slavingswitch in slave or slave 1 or 2 position,as appropriate.
appropriate.
(Slaving systems with R.M.l. output provide only slave
and free gyro positions.)
check HDG
(2) Rotate card to center slaving meter
displayed
with magnetic compass HDG.
receivercheck.
(3) Perform standard VOR
Perform
in
Section 4 item (b)except in Steps (4)
(4)
Steps (1) (7)
and (5) substitutecourse arrow for HDG
bug when checking
control wheel movement
in relationto L/ R needle.HDG
bug
or REV mode selected.
is inoperative with NAV, APPR.
PROCEDURE
(d) IN-FLIGHT
Trim
aircraft
for existingflightcondition (allaxes).
(I)
(2) Rotate heading bug to desired heading. Engage autopilot.
(3) During manedvering flight control aircraftthrough use of the
HDG
mode)
bug. (HDG
(4) For navigation operations select modes as required by the
operation being conducted and in accordance with the mode
description provided in the Century 21 Operator’s Manual.
SECTION
5- PERFORMANCE
No changes to the basic performance provided by Section 5 of this
Pilot’sOperating Handbook
are necessary for this supplement.
REPORT:
9-18
Page: 9-18-(0)
VB-1120
ISSUED:
REVISED:
AUGUST
NOVEMBER
Revision: 5, NOVEMBER 16, 1981
22, 1980
16, 1981
9-18
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
SECTION
SUPPLEMENTS
SUPPLEMENT
PIPER
SECTION
1
CONTROL
9
WHEEL
6
CLOCK
INSTALLATION
GENERAL
This supplement suppliesinformation necessary for the operation of the
airplane when the optional Piper Control Wheel Clock is installed.The
information contained within this supplement isto be used in conjunction
with the complete handbook.
This supplement has been “FAA Approved” as a permanent part of this
handbook and must remain in thishandbook at alltimes when the optional
Piper Control Wheel Clock is installed.
SECTION
2
LIMITATIONS
No changes to the basic limitationsprovided by Section 2 of this Pilot’s
are necessary for this supplement.
Operating Handbook
SECTION
3- EMERGENCY
PROCEDURES
No changes to the basic Emergency Procedures provided by Section 3
are necessary for this supplement.
of this Pilot’sOperating Handbook
SECTION
4- NORMAL
PROCEDURES
(a) SETTING
While in the CLOCK
mode, the time and the date can be set by the
of
the
RST
button.
operation
ISSUED:
REVISED:
Page: 9-19-(0)
JANUARY
NOVEMBER
14, 1981
16, 1981
REPORT:
Revision: 5, NOVEMBER 16, 1981
VB-1120
9-19
9-19
SECTION
9
SUPPLEMENTS
PIPER
AiRCRAFt
CURPUMAIIU1
PA-28-l8l, ARCHER.
II
SETTING
(b) DATE
Pressing the RST button once willcause the date to appear with the
month flashing.Pressing the ST-SP button willadvance the month
at one per second, or at one per push, untilthe rightmonth appears.
Pressing the RST button once again willcause the date to flash,and
itcan be set in a similiarmanner.
SETTING
(c) TIME
The RST button must now be pressed two times to cause the hours
digitsto flash.The correct hour can be set in as described above.
Pressing the RST button once again will now cause the minutes
digitsto flash.The minutes should be setto the next minute to come
up at the zero seconds time mark. The RST button ispressed once
more to hold the time displayed. At the time mark, the ST-SP
button is pressed momentarily to begin the time counting at the
exact second.
Ifthe minutes are not advanced when they are flashing in the set
mode, pressing the RST button willreturn the clock to the normal
timekeeping mode without alteringthe minutes timing.This feature
isuseful when changing time zones, when only the hours are to be
changed.
DATE
ADVANCE
(d) AUTOMATIC
The calendar function willautomatically advance the date correctly
according to the four year perpetual calendar, One day must be
added manually on Feb. 29 on leap year. The date advances
correctlyat midnight each day.
TEST
(e) DISPLAY
Pressing both the RST and ST-SP
resultin a display testfunction.
SECTION
buttons at the same time will
5- PERFORMANCE
No changes to the basic performance provided by Section 5 of this
Pilot’sOperating Handbook
are necessary for this supplement.
REPORT:
920
Page: 9-20-(0)
VB-1120
ISSUED:
JANUARY
Revision: 3, JANUARY 14, 1981
14,1981
9-20
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
H_—______
PILOT’S
FAA
KING
APPROVED
KAP
SECTION
SUPPLEMENT
OPERATING
AND
AIRPLANE
SUPPLEMENT
FOR
100 SERiES
FLIGHT
9
7
HANDBOOK
FLIGHT
NO.
MANUAL
7
CONTROL
SYSTEM
This supplement must be attached to the Pilot’sOperating Handbook
and FAA Approved Airplane Flight Manual when the King KAP 100 Series
Flight Control System is installedin accordance with SIC SAI565CE-D.
The information contained herein supplements or supersedes the information
information
in the basic Pilot’s Operating Handbook
and FAA
Approved
Airplane Flight Manual only in those areas listedherein.For limitations,
procedures and performance information not contained in this supplement,
consult the basic Pilot’sOperating Handbook and FAA Approved Airplane
Flight Manual.
FAA
APPROVED
WARD
EVANS
D.O.A. NO. SO-I
PIPER AIRCRAFT
CORPORATiON
VERO
FLORIDA
BEACH,
DATE
OF
ISSUED:
Page: 9-21-(0)
APPROVA1.____JULY_2Lj982
JULY
21, 1982
REPORT:
Revision: 6, JULY 21, 1982
yB-I 120
9-21
9-21
‘i
I IUl
ririti
SUPPLEMENT
1
SECTION
AlKUI(A
7
1 I.UKI’IJI(A
I
PA-28-181, ARCHER
IIJf
H
GENERAL
[his supplement suppliesinformation necessary or the Operation olilie
airplane when the optional King K AP 100 Series Flight Control System is
installed.
The Flight Control System must be operated within the limitations
herein specified.The information contained within thissupplement isto he
used in conjunction wi iii the com plete handbook
Ihis supplement has been FAA Approved asa permanentpart of this
handbook and must remain in thishandbook at alltimes when the optional
King K AP 100 Series Flight Control System isinstalled.
2
SECTION
lIMITATIONS
lie a utopilot must be OFF
SECTION
3
EMERGENCY
(a) SYSTEM
WITH
d tiringtakeoff and landing.
PROCEDURES
AUTOPILOT
ONlY
I) In case of Autopilot malfunction: (accomplish items a. and h.
simu Itan eou sIv)
a. Airplane Control Wheel
GRASP
FiRMlY
and regain
a ireraftcon t roI.
h. Al’ ENG
Button
PRESS
to disengage autopilot.
(h) SYSTEMS
ELECTRIC
WITH
TRIM
AUTOPILOT
AND
OPTIONAl.
MANUAl.
(I) In case of Autopilot malfunction: (accomplish items a. and b.
simulaneously)
a. Airplane Control Wheel
GRASP
FIRMlY
and regain
aircraftcontrol.
h. AP l)ISC TRIM
INTER
Switch
PRESS.
In
case
of
Manual
Electric
Trim malfunction:
(2)
a. AP l)ISC TRIM
INTER
Switch
PRESS
and HOl.D.
h. PITCH
TRIM
Circuit Breaker PULl..
c. Aircraft R ETR IM manually.
REPORT:
9-22
Page: 9-22-(0)
VB-1120
ISSUED:
JULY
Revision: 6, JULY 21, 1982
21, 1982
9-22
PIPER AIRCRAFT CORPORATION
PA-fl-UI,ARCHER 11
SECTION 4- NORMAL
O(a) PREFLIGHT
SECTION 9
SUPPLEMENT 7
PROCEDURES
(PERFORM
PRIOR TO EACH
FLIGHT)
forgyrostocome up tosped.
Allow3-4minutes
(I) GYROS
(2)RADIO POWER IAVIONICS MASTER Switch-ON
PRESS momentarily
and
(3) PREFLIGHT TEST BUflON
NOTE:
on (TRIM annunciator
a. Allannunciator
flashing).
lights
allannunciator
off
K Afterapproximately
5 seconds,
lights
12timesand
exceptAP whichwillflash
approximately
thenremainoff.
NOTE
Iftrimwarninglight
on thenthemanual
stays
trimdid notpasspreflight
test.
The
electric
breaker
should
bepulled.
The
trimcircuit
pitch
be
used.
canstill
autopilot
-TEST asfollowE
MANUAL ELECTRIC TRIM (if
installed)
Q(4)
theleft
side
ofthesplit
switch
totheforeandaft
a. Actuate
The trimwheelshouldnotmove on itsown.
positions.
theengaged
clutch
Rotate
thetrimwheelmanually
against
tocheckthepilot’S
overpower
capability.
side
of
switch
unittotheforeand aft
b. Actuate
right
split
own and
The trimwheelshouldnotmove onits
positions.
tomove
it
normaltrimwheelforce
isrequired
manually.
c. PresstheAP DISCITRIM INTER switchdown and
nose
notoperate
either
hold.
ManualElectric
Trimshould
up orornosedown.
AP ENG button.
ENGAGE by pressing
(5) AUTOPILOT
toverify
that
the•
left
and
MOVE
right
(6) CONTROL WHEEL
canhe overpowered.
autopilot
thatthe
(7)AP DISC/TRIM INTER Switch PRESS. Verify
disconnects
and allmodesarecancelled.
autopilot
(8)TRIM SET totakeoffposition.
(b) AUTOPILOT
OPERATION
(I) Beforetakeoff
AP DISC/TRIM INTER Switch PRESS.
ISSUED: JULY 21,1982
Page: 9-23-(0)
REPORT: VB-1128
Revision: 6, JULY 21, 1982
9-23
9
SECTION
SUPPLEMENT
PII’.I( AIRCRAII
7
—__PA-28.181,
UUKPL)KAIIUI
ARCHER
II
(2) Autopilot Engagement
AP ENG
Button
PRESS.
Note AP annunciator on. If no
other modes are selectedthe autopilot willoperate in the wings
levelmode.
(3) Heading Changes
a. Manual Heading Changes
I. CWS
Button
PRESS
2.
and MANEUVER
aircraftto
the desired heading.
Button
REI.EASE.
CWS
Autopilot will maintain
aircraftin wings levelattitude.
NOTE
Aircraft heading may change in the wings level
mode due to an aircraftout of trim condition.
h.
Heading Hold
I. Heading
Selector Knob
2.
c.
SET
BUG
to desired
heading.
HDG
Mode
Selector Button
PRESS.
Note HDG
mode annunciator ON. Autopilot will automatically
turn the aircraftto the selected heading.
Command
Turns (Heading Hold Mode ON)
HEADING
Selector Knob
MOVE
BUG to the desired
will
heading. Autopilot
automatically turn the aircraftto
the new selected heading.
(4) NAV
Coupling
a. When equipped with HSI.
I. Course Bearing Pointer
SET
to desired course.
NOTE
When equipped with NAV
I/NAy 2 switching
and NAV
2 is selected,set OBS to the desired
course.
2.
HEADING
SELECTOR
KNOB
SET
BUG
to
provide desired interceptangle.
REPORT:
9-24
Page: 9-24-(0)
VB-1120
ISSUED:
JULY
Revision: 6, JULY 21, 1982
21, 1982
9-24
PIPER AIRCRAFT CORPORATION
ARCHER H
PA-28-181,
SECFION 9
SUPPLEMENT 7
3. NAV Mode Selector
Button PRESS.
IftheCourseDeviation
Barisgreatet
than2 to3dotz
thcaircraft
wilt
continue
inHDO mode (orwingslevel
ifH DC notselected)
withtheNAV annunciator
flashing:
the
when thecomputedcapture
flashing:
pointisreached
H DO wilt
the
N
AV
annunciator
wilt
i
lluminate
disengage,
illuminate
coursewillbe automatically
steadyand theseteéted
and
tracked.
automatically
captured
Ifthe1)-Bar
istess
than2to3dots:
theHDO modewilt
NAV
mode: the NAV
disengageupon selecting
annunciator
wiltilluminate
and thecapture!
steady
tracksequence
will
automatically
begin.
b. When equipped
withDC
course.
I. OHS Knob SEt.ECTdesired
Button
PRESS.
2. NAV Mode Selector
Knob ROTATE BUG toagree
with
3. HeadingSelector
OHS course.
)
NOTE
thelateral
When NAV isselected.
operating
to
mode wiltchangefrom HDG (ifselected)
level
for
5seconds.
A
45°
intercept
angle
wings
estabtished
basedon
wilt
thenbeautomatically
ofthebug.
theposition
than2 to3 dots:
theautopilot
Ifthe1)-Bar
isgreater
HDG notselected)
willannunciate
HDG mode, (unless
whenthecomputedcapture
and NAV flashing:
selected)
will
theH DO annunciator
isreached
go out the
point
and theselected
williltuminate
NAY annunciator
steady
and
coursewiltbe automatically
selected
captured
tracked.
theHDO modewilt
istenthan
2to3dots:
Ifthe1)-Bar
NAY mode: the NAY
disengageupon selecting
will
illuminate
and thecapture!
steady
annunciatoç
will
track
automatically
begin.
sequence
ISSUED: JULY 21,1982
Page: 9-25-(0)
REPORT: YB-the
Revision: 6, JULY 21, 1982
9-25
bi
rink
iUr4
SUPPLEMENT
7
A1KCKA1i
WKYURATiON
PA-28-181, ARCHER
II
(5)Approach(APR) Coupling
withHSI
a. When equipped
PointerSET todesired
course.
I. CourseBearing
(
NOTE
When equipped
withNAV IN AV 2 switching
setOBS tothedesired
and NAV 2 isselected,
course.
2. HEADING Selector
Knob SET BuG to provide
desired
intercept
angle.
3. APR Mode Selector
Button PRESS.
Barisgreater
IftheCourseDeviation
than2to3dots:
c
ontinue
inH
DO
theaircraft
will
mode (orwingsIntl
withtheAPR annunciator
ifHDG notselected)
flashing:
whcn thecomputedcapture
the
pointisreached
flashing:
H DO will
the
APR
annunciator
will
illuminate
disengage.
illuminate
coursewillhe automatically
steadyand theselected
and
tracked.
automatically
captured
IftheD-Barisless
than2to3dots:
theHDG mode will
APR mode: the APR
disengage
upon selecting
annunciator
willilluminate
and thecapture
steady
track
will
begin.
sequence
automatically
b. When equipped
withDO
I. OBS Knob SEI.ECTdesired
approachcourse.
2. APR Mode Selector
Button PRESS.
3. HeadingSelector
Knob ROTATE Bug toagreewith
OBS course.
NOTE
When APR isselected,
thelateral
operating
will
from
HDG (if
to
mode
selected)
change
for5seconds.
A 45°intercept
wingslevel
angle
will
thenheautomatically
established
basedon
ofthebug.
theposition
REPORT: VB-fl$
9-26
Page: 9-26-(0)
ISSUETh JULY
Revision: 6, JULY 21, 1982
21, 1982
9-26
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
SECTION
SUPPLEMENT
9
7
Ifthe D-Bar isgreater than 2 to 3 dots: the autopilot
willannunciate HDG
not selected)
mode(unless HDG
and APR flashing:when thecomputed capture point is
reached t lieH DCi annunciator will go out, the APR
annunciator will illuminate steady and the selected
course willhe automatically captured and tracked.
Ifthe 1)-Bar is lessthan 2 to 3 dots: the HDG
mode
will disengage upon selectingAPR
mode; the APR
annunciator will illuminate steady and the capture!
track sequence willautomatically begin.
(6) BC
a.
Approach Coupling
When equipped with HSI
I. Course Bearing Pointer
inbound heading.
NO
SET
1E
I;NAV
When equipped with NAV
NAV
2
is
set
OBS
and
selected,
front course inbound heading.
2.
3.
HEADING
to the ILS front course
Selector Knob
2 switching
to the ILS
SET
BUG
to provide
desired interceptangle.
BC Mode Selector Button
PRESS.
Ifthe Course Deviation Bar isgreaterthan 2 to 3 dots:
the aircraftwillcontinue in H DG mode (or wiigs level
ifHDG
not selected)with BC annunciated steady and
annunciator flashing;when the computed capture
APR
capture
point isreached the HI)G will disengage. the BC
and APR annunciators willilluminatesteady and the
selected course will he automatically captured and
tracked.
mode
Ifthe [)-Bar is lessthan 2 to 3 dots: the HDG
will disengage upon selectingBC mode: the APR BC
annunciator will illuminate steady and the capture!
track sequence will automatically begin.
ISSUED:
Page: 9-27-(0)
JULY
21, 1982
REPORT:
Revision: 6, JULY 21, 1982
VB-1120
9-27
9-27
9
SECTION
SUPPLEMENT
PIPER
AIRCRAFT
7
b.
When equipped with DG
I. OBS Knob
SELECT
2.
3.
CORPORATION
PA-28-18I, ARCHER
II
the ILS front course inbound
heading.
BC Mode
Selector Button
PRESS.
Selector
Knob
ROTATE
Heading
front cou rse inbound heading.
Bug to the ILS
N OTE
is selected, the lateral operating
will change from HDG
(ifselected)to
A
45° intercept
level
for
5
seconds.
wings
angle will then be established based on the
position of the bug.
When
mode
BC
Ifthe D-Bar isgreater than 2 to 3 dots: the autopilot
willannunciate HDG
not selected)and
(unless HDG
BC modes with APR
when
the computed
flashing
capture point is reached the HI)G annunciator will
go out, the BC and APR annunciators willilluminate
steady and the selected course will be automatically
captured and tracked.
If the D—Bar is lessthan 2 to 3 dots’,the HDG
mode
will disengage upon selectingBC mode
the BC and
APR
annunciators will illuminate stead’ and the
capture/track sequence will automatically begin.
(7) Missed Approach
INTER
PRESS
to disengage AP.
a. AP DISC/TRIM
b. MISSED
APPROACH
EXECUTE.
Button
PRESS
c. AP ENG
(if AP operation is desired).
Note AP annunciator ON.
(8) Before 1.anding
AP DISC/TRIM
SECTION
INTER
PRESS
to disengage AP.
5- PERFORMANCE
No change.
REPORT:
VB-1120
ISSUED:
JULY
21, 1982
9-28
Page: 9-28-(0)
Revision: 6, JULY 21, 1982
9-28
PIPER
AIRCRAFT
PA-28-181, ARCHER
SECTION
6
CORPORATION
H
WEIGHT
AND
SECTION
SUPPLEMENT
9
7
BALANCE
Factory installedoptional equipment is included in the licensedweight
and balance data in Section 6 of the Basic Pilot’sOperating Handbook.
SECTION
7- DESCRIPTION
AND
OPERATION
This manual is provided to acquaint the pilotwith the limitationsas
well as normal and emergency operating procedures of the King KAP
100
Automatic Flight Control System. The limitationspresented are pertinent
to the operation of the KAP
100 System as installedin the Piper Model
PA-28-18l airplane:the FlightControl System must he operated within the
limitationsherein specified.
The KAP
100 Autopilot iscertified
in thisairplanewith rollaxiscontrol.
The various instruments and the controls for the operation of the KAP
100
described
in
7-I
thru
7-Il.
are
Autopilot
Figures
The KAP
100 Autopilot has an optional electricpitch trim system. The
trim system isdesigned to withstand any singleinflightmalfunction. A trim
fault is visuallyand aurally annunciated.
A lockout device prevents autopilot engagement
been successfullypreflighttested.
untilthe system has
following conditions will cause the Autopilot to automatically
disengage:
(a) Power failure.
The
(b) internal Flight Control System failure.
55A Compass
System, a loss of compass valid
(c) With the KCS
(displayingH I)G flag)disengages the Autopilot when a mode using
heading information isengaged. With the H DG flag present only
the autopilot wings levelmode can be selected.
(d) Roll rates in excess of 16° per second willcause the autopilot to
disengage except when
ISSUED:
Page: 9-29-(0)
JULY
21, 1982
the CWS
switch is held depressed.
REPORT:
Revision: 6, JULY 21, 1982
VB-11201
9-29
I.JI
SLPPIIlINT
7
PA-28-I8I, ARCHKR
2
K(
KAP
2.
3.
4
5.
00
3
II
4
19()A UTOPIL:)T
(OMPITER
I igure 7—
At]lIiI.()l
COIVIPU lER
Complete Autopilot
to include sstem
mode annunciators and system
computer
controls.
MOI)l. A’. \U\CIA
()RS Oluminate when a mode issekcted by
the corresponding mode selectorbutton (PUS H ON
PUS H OFF).
I RIM
\‘.ARNI\(; lI(HI
(I RIM)
Illuminates continuously
whenever trim pow er is not on or the system has not been
pie—
flighttested. Ihe I RI M warning light,will flash and he accompanied
h an audible warning whenever a manual
accompanied
pitch trim
naIlu netion occurs (trim ran ning without
commanded
being
to run).
AL: IOPIIO
I ANN UNCIA
IOR (AP)
Illuminatescontinuously
ssheneser the autopilot isengaged. I-lashes
12 times
approximatel
w henc er the autopilot isdisengaged (an aural alertwillalso sound
for 2 seconds).
Al IOPIIOl
ENGAUF
tAP EN(i) BUIlON
iiall
engages autopilot
logic conditions are met.
REPORT:
9-30
Page: 9-30-(0)
B-I
120
ISSUED:
When
JULY
Revision: 6, JULY 21, 1982
pushed,
ç
21, 1982
9-30
PIPER AIRCRAFT CORPORATION
ARCHER II
PA-IS-Ill,
SECTION 9
SUPPLEMENT 7
Figure7-I(cont)
6. PREFLIGHT TEST (TEST) BUTTON
When momentarily
initiates
test
which
turns
automatically
pushed,
preflight sequence
on allannunciator
tests
theroll
ratemonitor,
checksthe
lights,
manualtrimdrive
checks
t
he
manual
electric
trim
monitor
voltage,
Ifthepreflight
and tests
allautopilot
valid
and dump logic.
is,
theAP annunciator
will
flash
forapproximately
successfully
light
passed,
aural
will
a
lso
sound
6
seconds
tone
simultaneously
approximately (an
withtheannunciator
The autopilot
cannothe engaged
flashes).
until
thepreflight
test
issuccessfully
passed.
SELECTOR
7. BACK COURSE APPROACH
(BC) MODE
will
select
theBackCourseApproach
BUTTON
When pushed,
totheapproach
mode except
mode.Thismodefunctions
ide,ntically
toLOC
is
reversed.
thatresponse
signals
When
8. APPROACH
(APR) MODE SELECTOR BUTTON
theApproachmode.Thismode provides
all
pushed.willselect
45°
ora
fixed
of
(with
(withHSI)
angleintercept
angleintercept
of
RNAV
or
automatic
b
eam
a
nd
VOR.
DG),
capture tracking
mode
is
than
The tracking
LOC signals.
gainoftheAPR
greater
flash
until
will
thegainintheNAV mode.The APR annunciator
isinitiated.
theautomatic
capture
sequence
When
9. NAVIGATION (NAV) MODE SELECTOR BUTTON
mode
all
theNavigation
mode.The
select
provides
pushed,will
of45°(with
(withHSI)ora fixed
angleintercept
angleintercept
beam capture
and tracking
ofVOR, RNAV or
DG), automatic
will
flash
until
theautomatic
LOC signals.
The NAV annunciator
isinitiated.
capture
sequence
SELECTOR BUTTON
When
10.HEADING
(HDG) MODE
the Headingmode, which commands the
pushed,willselect
theheading
selected
toturntoandmaintain
bytheheading
airplane
beselected
atanytime
may
bug on theDO orHSI.A new heading
witha
tothenew heading
intheairplane
and willresult
turning
HDG
mode
will
maximum bank angleofabout20°.Selecting
modes.
cancel
NAV, APR orBC track
ISSUED: JULY 21,1982
Page: 9-31-(0)
REPORT: YB-hIS
ad
Revision: 6, JULY 21, 1982
9-31
7
SUPPLEMENT
1
PA-28-181, ARCHER
2
II
3
7
KG
I.
2.
3.
4.
5.
6.
7.
258 VERTICAL
Figure 7-3
GYRO
KG
25X VERTICAL
GYRO
Displays airplane attitude as a
conventional attitudegyro. The gyro isair driven,
ROI.I ATTITUDE
INDEX
[)isplaysairplane rollattitudewith
to
the
rollattitudescale.
respect
ROll. ATTITUDE
SCAI.E
Scale marked at 0. ±10, ±20, ±30.
±60 and ±90 degrees.
PITCH
ATTITUI)E
SCAI.E
Moves with respeètto the symbolic
airplane to present pitch attitude.Scale graduated at 0. ±5. ±10.
±15. ±20 and ±25 degrees.
SYMBOI.IC
AIRPLANE
Serves as a stationarysymbol of the
aircraft.Aircraft pitch and rollattitudesare displayed by the relationship
between the fixed symbolic aircraftand the movable
relationship
background.
SYMBOlIC
AIRCRAFT
Al.IGNMENT
KNOB
Provides
manual positioning of the symbolic aircraftfor levelflightunder
various load conditions.
l)ECISION
ANNUNCIATOR
HEIGHT(DH)
LIGHT-Optional
for
usc
with
the
aircraft’s
radar
altimeter.
light
optional
REPORT:
9-32
Page: 9-32-(0)
VB-1120
ISSUED:
Revision: 6, JULY 21, 1982
JtJLY
21, 1982
9-32
PIPER
AIRCRAFT
PA-28-I8I, ARCHER
CORPORATION
II
SECTION
SUPPLEMENT
9
7
5
6
1
8
9
GLIDE
I.
2.
3.
4.
5.
6.
7.
KI 204/206 VORJLOC/
SLOPE
INDICATOR
(TYPICAL)
Figure 7-5
Provides rectilinear
l.OCGLIDIE
Sl.OPE INDICATOR
display of VOR’ LOC and (jude slope deviation.
IndicatesselectedVOR
course.
INDEX
COURSE
selectedVOR
course under course
CARD
Indicates
COURSE
index.
receiversignal isinadequate.
NAV
FLAG
Flag is in view when the NAV
When a NAV
flag ispresent inthe navigation indicator
inadequate.
(C[)l or Kl 525A) the autopilot operation isnot affected.The pilot
must monitor the navigation indicators for NAV
flags to insure
that the Autopilot is tracking valid navigation information.
FLAG
Indicates direction of VOR
INL)ICATOR
TO’FROM
VOR
station relativeto selectedcourse.
Indicates deviation
I)EVIATION
NEEDIE
Gl.IDE
SLOPE
from ll.Sglide slope.
SCALE
A course deviation bar displacement
1)EVIATION
COURSF
scale (VOR
full
±100, LOC
of 5 dots represents
displacement
APR
I I/4NM) deviation from
5NM. RNAV
±2 U2°. RNAV
beam
ISSUED:
Page: 9-33-(0)
centerline.
JULY
21, 1982
REPORT:
Revision: 6, JULY 21, 1982
VB-1120
9-33
‘3
UIIUf
SUPPLEMENT
rlrtK
A1KUj(A
7
I UI(rUftAIIU1
PA-28-181, ARCHER
II
Figure 7-5 (cont)
8. GLIDE
SLOPE
SCALE
Indicatesdisplacement from glideslope
beam center.A glideslope deviation needle displacement of 5 dots.
represents fullscale (0.7°) deviation above or below glide slope
beam centerline.
9. RECIPROCAL
COURSE
INDEX
Indicates reciprocal of selected
selected
VOR course.
10. OMNI
BEARING
SEI.ECTOR
Rotates course
(OIlS) KNOB
card to selectedcourse.
II. COURSE
DEVIATION
NEEDLE
Indicates course deviation
from selectedomni course or locali,ercenterline.
12. GL.IDE SLOPE
(GS) Fl.AG
Flag isin view when the GS receiver
is
signal inadequate.
KI 525A
REPORT:
9-34
Page: 9-34-(0)
VB-1120
HORIZONTAL
SITUATION
Figure 7-7
INDICATOR
ISSUED:
JULY
Revision: 6, JULY 21, 1982
21, 1982
9-34
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
SECTION
II
SUPPLEMENT
9
7
Figure 7-7 (cont)
1. KI 525A
2.
HORIZONTAL
SITUATION
INDICATOR
(HSI)
Provides a pictorialpresentation of aircraftdeviation relativeto
VOR
radialsor localizerbeams. It also displays glide slope deviations
deviations
and gives heading referencewith respectto magnetic north.
NAV
FLAG
receiver signal is
Flag is in view when the NAV
3.
inadequate.When a NAV
flag is present in the navigation indicator
(CDI or KI 525A) the autopilotoperation is not affected.The pilot
must monitor the navigation indicators for NAV
flags to insure
that the Autopilot istrackingvalidnavigationinformation.
LUBBER
LINE
Indicates aircraftmagnetic heading on compass
4.
card(10).
HEADING
5.
disengaged. The Autopilot may be re-engaged in the basic wings
level mode. The CWS
switch would be used manually to maneuver
the aircraft
laterally.
COURSE
BEARING
POINTER
Indicates selected VOR
course
6.
7.
8.
WARNING
FLAG
When flag is in view the
(HDG)
heading displayis invalid.If a HDG
flag appears and a lateralmode
APR
or
APR
is
selected,the Autopilot will be
(HDG, NAy,
BC)
or localizercourse on compass card (10).The selected VOR radial
or localizer heading remains set on the compass card when the
compass card (10) rotates.
INDICATOR
FLAG
Indicates direction of VOR
TO/FROM
stationrelativeto selectedcourse.
DUAL
GLIDE
SLOPE
POINTERS
Indicateon glide slope scale
aircraft
from
(8)
glide slope beam center.Glide slope
displacement
pointersin view indicatea usable glideslope signalisbeing received.
Indicatedisplacement from glide slope
GLIDE
SLOPE
SCALES
beam center. A glide slope deviation bar displacement of 2 dots,
represents full scale (0.7°) deviation above or below
beam centerline.
glide slope
) Positions heading Bug
(J
(14) on compass card (10) by rotating the heading selector knob.
The Bug rotates with the compass card.
10. COMPASS
CARD
Rotates to display heading of airplane with
referenceto lubber line(3).
9.
HEADING
SELECTOR
KNOB
SELECTOR
KNOB
Positions course bearing pointer
11. COURSE
(5) on the compass card (10) by rotatingthe course selectorknob.
12. COURSE
DEVIATION
BAR
The center portion of
(D-BAR)
omni bearing pointer moves laterallyto pictoriallyindicate the
relationshipof aircraftto selectedcourse. It indicatesin degrees of
radials and localizer beams or
angular displacement from VOR
courses.
displacement in nauticalmiles from RNAV
ISSUED:
Page: 9-35-(0)
JULY
21, 1982
REPORT:
Revision: 13, FEBRUARY 2, 1990
VB-1120
9-35
9
SECTION
SUPPLEMENT
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
7
II
Figure 7-7 (cont)
13. COUR
SE DEVIATION
SCALE
A course deviation bar displacement
displacement
of 5 dots represents fullscale(VOR = ±100, LOC
±2 1/2°,
=
RNAV
RNAV
APR
I IJ4NM) deviation from beam
5NM,
centerline.
14. HEADING
BUG
Moved
by
( ci
)knob
(9) to selectdesired
heading.
1
3
2
6
KG
REPORT:
5
107 NON-SLAVED
VB-1120
DIRECTIONAL
Figure 7-9
GYRO
ISSUED:
JULY
21, 1982
9-36
Page: 9-36-(0)
Revision: 6, JULY 21, 1982
9-36
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
SECTION
II
SUPPLEMENT
Figure 7-9 (cont)
1. KG 107 NON-SLAVED
9
7
Provides
(DG)
a stablevisual indicationof aircraftheading to the pilot.The gyro
isairdriven.
2.
LUBBER
LINE
GYRO
DIRECTIONAL
Indicatesaircraftmagnetic heading on compass
card (4).
3.
HEADING
BUG
4.
heading.
COMPASS
CARD
5.
HEADING
6.
Moved
by (tJ
) knob
(5) to select desired
Rotates to display heading of airplane with
referenceto lubberline(2).
Positions heading Bug
(3) on compass card (4) by rotatingthe heading selectorknob. The
Bug rotates with the compass card.
KNOB
When pushed- in, allows
GYRO
ADJUSTMENT
(PUSH)
SELECTOR
KNOB
(J
)
the pilotto manually rotatethe gyro compass card (4) to correspond
with the magnetic heading indicatedby the magnetic compass. The
unslaved compass card must be manually reset periodically to
compensate for precessionalerrorsin the gyro.
0
JULY 21, 1982
2.1990
REVISED:
FEBRUARY
ISSUED:
Page: 9-37-(0)
REPORT
VB-1120
937
Revision: 13, FEBRUARY 2, 1990
9-37
9
SECTION
SUPPLEMENT
PIPER
AIRCRAFT
7
CORPORATION
PA-28-181, ARCHER
II
4
V
AUTOPILOT
2.
CONTROL
WHEEL
Figure 7-Il
SWITCH
CAP
AUTOPILOT
CONTROL
WHEEL
SWITCH
CAP
Molded
unit
mounted
on
the
lefthorn
of
the
control
wheel
plastic
pilot’s
with
the
which provides mounting for three switch unitsassociated
autopilot and manual electrictrim systems (only used with optional
manual electrictrim).
TRIM
SWITCHES
A split
MANUAL
ELECTRIC
CONTROL
in
which
to
switch unit
the lefthalf provides power
engage the trim
servo clutch and the right half to control the directionof motion
of the trim servo motor. Both halves of the splittrim switch must be
actuated in order for the manual trim to operate in the desired
3.
4.
direction.
CONTROL
WHEEL
STEERING
BUTTON
When
(CWS)
depressed, allows pilotto manually control the aircraft(disengages
the servo) without cancellationof any of the selectedmodes.
AUTOPILOT
INTERRUPT(AP
DISCONNECT/TRIM
DISC/
TRIM
Switch
When depressed and released,will disengage
INTER)
the autopilot and cancel all operating autopilot modes.
disengage
When depressed and held, willinterruptallelectric
trim power (stop
trim motion), disengage the autopilot, and cancel all operating
autopilot modes.
REPORT:
9-38
Page: 9-38-(0)
n
VB-1120
ISSUED:
JULY
Revision: 6, JULY 21, 1982
21, 1982
9-38
PIPER
AIRCRAFT
PA-28l8I,
ARCHER
CORPORATION
II
SECTION
SUPPLEMENT
9
7
The airplane MASTER
SWITCH
function is unchanged and can be
used in an emergency to shut offelectrical
power to allflightcontrol systems
while the problem is isolated.
The RADIO
POWER
switch suppliespower to the avionicsbus bar of
the radio circuitbreakers and the autopilot circuitbreaker.
The following circuitbreakers are used to protectthe following elements
of the King KAP
100 Autopilot:
AUTOPILOT
Supplies power to the ICC 190, the autopilot roll
servo, and the Pitch Trim Circuit Breaker.
PITCH
TRIM
Supplies power to the optional manual
trim
system.
pitch
COMP-SYSTEM
Compass
ISSUED:
Page: 9-39-(0)
JULY
Supplies power
electric
to the optional KCS
55A
System.
21, 1982
REPORT:
Revision: 6, JULY 21, 1982
VB-1120
9-39
9-39
LI.
I IUIN
rarri
9
THIS
ii
.i’r
I
i
P4-28-181, ARCHER
7
SUPPLEMENT
PAGE
INTENTIONALLY
LEFT
H
BLANK
0
REPORT:
9-40
Page: 9-40-(0)
‘B-I12O
ISSUED:
JULY
Revision: 6, JULY 21, 1982
21, 1982
9-40
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
PIPER
PILOT’S
FAA
KING
APPROVED
SECTION
SUPPLEMENT
OPERATING
HANDBOOK
AND
AIRPLANE
FLIGHT
SUPPLEMENT
FOR
FLiGHT
150 SERIES
KAP
9
8
NO.
MANUAL
8
CONTROL
SYSTEM
This supplement must be attached to the Pilot’sOperating Handbook
and FAA Approved Airplane Flight Manual when the King KAP 150 Series
Flight Control System is installedin accordance with STC SAI565CE-D.
The information contained herein supplements or supersedes the information
and FAA
information
in the basic Pilot’s Operating Handbook
Approved
herein.
For
Manual
in
those
areas
listed
limitations,
only
Airplane Flight
in thissupplement,
procedures and performance information not contained
consult the basic Pilot’sOperating Handbook and FAA Approved Airplane
Flight Manual.
FAA
APPROVEDi—__
EVANS
WARD
D.O.A. NO. SO-I
AIRCRAFT
CORPORATiON
PIPER
FLORIDA
VERO
BEACH,
DATE
OF
ISSUED:
Page: 9-41-(0)
APPROVAL
JULY
21, 1982
JULY
21, 1982
REPORT:
Revision: 6, JULY 21, 1982
VB-1120
9-41
9-41
rirri
SUPPLEMENT
SECTION
uij14ui?.r
irU1(A11U1’
PA-28-181, ARCHER
8
1
I
H
GENERAL
This supplement suppliesinformation necessary for the operation of the
150 Series Flight Control System is
airplane when the optional King KAP
installed.
The Flight Control System must be operated within the limitations
herein specified.The information contained within this supplement isto be
used in conjunction with the complete handbook.
This supplement has been FAA
Approved as a permanent part of this
handbook and must remain in thishandbook at alltimes when the optional
150 Series Flight Control System isinstalled.
King KAP
SECTION
2
LIMITATIONS
(a) During autopilot operation, a pilot with seat beltfastened must be
seated at the leftpilotposition.
(b) The autopilot must be OFF during takeoff and landing.
(c) The system is approved for Category I operation only (Approach
mode selected).
(d) Autopilot airspeed limitation:Maximum
135 KIAS.
NOTE
In accordance with FAA recommendation, use
of “altitude hold” mode is not recommended
during operation in severe turbulence.
SECTION
3
EMERGENCY
PROCEDURES
(a) In case of Autopilot malfunction: (accomplish items 1. and 2.
simultaneously)
GRASP
FIRMLY
and regain
(I) Airplane Control Wheel
aircraftcontrol.
INTER
Switch
PRESS
and HOLD.
(2) AP DISC/TRIM
INTER
Switch RELEASE
while observing
(3) AP DISC/TRIM
trim
wheel.
If
trim
wheel
isin
motion, follow the
pitch
pitch
ElectricTrim Malfunction Procedure.
REPORT:
9-42
Page: 9-42-(0)
VB-1120
ISSUED:
JULY
Revision: 6, JULY 21, 1982
21, 1982
9-42
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
SECTION
II
SUPPLEMENT
(b) In case of ElectricTrim
Malfunction
(eithermanual
9
8
electricor
autotrim):
INTER
Switch
PRESS
DiSC/TRIM
throughout recovery.
Circuit Breaker
TRIM
PULL..
(2) PITCH
(3) Aircraft RETRIM
manually.
and
(1) AP
HOLD
CA UTION
disconnecting the autopilot after a trim
malfunction, hold the control wheel firmIy up
to 45 pounds of force on the control wheel may
be necessary to hold the aircraftlevel.
When
Altitude lossesdue to autopilot malfunction:
Maximum
Alt Loss
Configuration
Cruise, Climb. I)escent
Maneuvering
APPR
SECTION
85
PROCEDURES
4- NORMAL
(a) PREFLIGHT
310
90
PRIOR
(PERFORM
TO
EACH
FLIGHT)
Allow 3-4 minutes for gyros to come up to speed.
(I) GYROS
MASTER
Switch
ON.
RADIO
POWER
/AVIONICS
(2)
PRESS
TEST
BUTTON
(3) PREFLIGHT
momentarily and
NOTE:
annunciator flashing).
a. All annunciator lightson (TRIM
allannunciator
5
b. After approximately
seconds,
lightsoff
except AP which will flash approximately 12 times and
then remain off.
NOTE
lftrim warning lightstays on then the autotrim
did not pass preflighttest.The autopilot circuit
trim
breakers should be pulled.Manual electric
be
used.
cannot
ISSUED:
Page: 9-43-(0)
JULY
21, 1982
REPORT:
Revision: 6, JULY 21, 1982
VB-1120
9-43
9-43
ririit
iiiur
SUPPLEMENTS
AIMiRA
I I.UI(ruKiIV1’
ARCHER
H
________________-_PA-28-181,
ELECTRIC
TRIM
TEST as follows:
(4) MANUAL
a. Actuate the leftside of the splitswitch to the fore and aft
positions.The trim wheel should not move on itsown.
Rotate the trim wheel manually againstthe engaged clutch,
to check the pilot’soverpower capability.
b. Actuate right side of splitswitch unit to the fore and aft
positions.The trim wheel should not move on itsown and
normal trim wheel force is required to move itmanually.
c. Press the AP DISC/TRIM
INTER
switch down and hold.
Manual ElectricTrim should not operate eithernose up or
nose down.
(5) FLIGHT
DIRECTOR
pressing FD or CWS
(KFC
button.
150 ONLY)
ENGAGE
by
ENGAGE
button.
(6) AUTOPILOT
by pressing AP ENG
WHEEL
MOVE
fore,aft,leftand right to verify
(7) CONTROL
that the autopilot can be overpowered.
INTER
Switch
PRESS.
(8) AP DISC/TRIM
Verify that the
disconnects
and
all
director
modes
are
autopilot
flight
cancelled.
SET to take off position.
(9) TRIM
(b) AUTOPILOT
OPERATION
(I) Before takeoff
AP DISC/TRIM
INTER
Switch
PRESS.
(2) Autopilot Engagement
a. FD Mode Selector Button (KFC 150 Only)
PRESS.
b. AP ENG Button PRESS. Note AP annunciator on. Ifno
other modes are selectedthe autopilotwilloperate inwings
level and pitch attitudehold.
(3) Climb or Descent
a. Using CWS
I. CWS
Button
2.
REPORT:
VB-1120
PRESS
and MOVE
aircraftnose to the
desired attitude.
CWS
Button
RELEASE.
Autopilot will maintain
aircraftpitch attitudeup to the pitch limitsof +15° or
-10°.
ISSUED:
JULY
21, 1982
9-44
Page: 9-44-(0)
Revision: 6, JULY 21, 1982
9-44
PIPER
AIRCRAFT
PA-28-181, ARCHER
b.
CORPORATION
H
SECTION
SUPPLEMENT
9
8
Using VerticalTrim
I. VERTICAL
either up or
TRIM
Control
PRESS
down to modify aircraftattitudeat a rateof.7 deg/sec.
up to the pitch limitsof +15° or -10°.
2. VERTICAL
Control RELEASE
when desired
TRIM
aircraftattitudeisreached. The autopilotwillmaintain
the desired pitch attitude.
(4) Altitude 1-bid
a. ALT
Mode Selector Button
PRESS.
Note ALT mode
annunciator ON. Autopilot will maintain the selected
pressure altitude.
b.
Change selected altitudes
I. Using CWS
(recommended foraltitudechanges greater
than 100 ft.)
PRESS
and fly aircraftto desired
CWS
Button
pressure altitude.
2.
RELEASE
when desired pressure
CWS
Button
altitudeis reached. The autopilot will maintain the
desired pressure altitude.
for altitude
Using Vertical Trim (Recommended
changes lessthan 100 ft.)
TRIM
Control
PRESS
either up or
VERT1CAL
down. Vertical Trim will seek an altitude rate of
change of 600 ± 100 fpm.
Control REI.EASE
when desired
TRIM
reached.The
autopilotwillmaintain
pressure altitudeis
the desired pressure altitude.
VERTiCAL
(5) Heading Changes
a. Manual Heading Changes
aircraftto
Button
PRESS
and MANEUVER
I. CWS
the desired heading.
Button
RELEASE.
2. CWS
Autopilot will maintain
aircraftin wings levelattitude,
N OTE
Aircraftheading may change in the wings level
mode due to an aircraftout of trim condition.
ISSUED:
Page: 9-45-(0)
JULY
21, 1982
REPORT:
Revision: 6, JULY 21, 1982
VB-1120
9-45
9-45
rirri
t1IU1N
SUPPLEMENT
A1I(t.KAt
I tUKIfU1(AIIUI’N
PA-28-181, ARCHER
8
II
b.
Heading Hold
I. Heading SelectorKnob
SET BUG to desiredheading.
2. HDG
Mode
Selector Button
PRESS.
Note HDG
mode annunciator ON. Autopilot will automatically
turn the aircraftto the selectedheading.
c.
Command
HEADING
Turns (Heading Hold mode ON)
MOVE
to the desired
Selector Knob
BUG
will
heading. Autopilot
automatically turn the aircraftto
the new selectedheading.
(6) NAV
Coupling
a. When equipped with HSI.
I. Course Bearing Pointer
SET
to desired course.
NOTE
When
I/N.AV 2 switching
equipped with NAV
and NAV
2 isselected,set OBS to the desired
course.
2.
3.
SET BUG
to provide
HEADING
Selector Knob
desired interceptangle.
NAV
Mode Selector Button
PRESS.
Ifthe Course Deviation Bar isgreater than 2 to 3 dots:
the aircraftwillcontinue in H DG mode (or wings level
if HDG
not selected) with the NAV
annunciator
flashing:when the computed capture point isreached
the HDG
will disengage, the NAV
annunciator will
illuminatesteady and the selectedcourse willbe automat
automat
icallycaptured and tracked.
Ifthe D-Bar islessthan 2to 3 dots:the HDG
modewill
NAV
the
NAV
mode:
disengage upon selecting
annunciator will illuminate steady and the capture!
track sequence will autornaticallybegin.
b.
REPORT:
9-46
Page: 9-46-(0)
When equipped with DG
I. OBS Knob
SELECT
desired course.
2. NAV
Mode Selector Button
PRESS.
VB-1120
ISSUED:
JULY
Revision: 6, JULY 21, 1982
21, 1982
9-46
PIPER
AIRCRAFT
CORPORATION
PA.-28-181, ARCHER
3.
SECTION
H
SUPPLEMENT
Heading SelectorKnob
OBS course.
BUG
ROTATE
9
8
to agree with
NOTE
When
mode
NAV
is selected,the lateraloperating
will change from HDG
(ifselected)to
wings levelfor 5 seconds. A 450 interceptangle
willthen be automatically establishedbased on
the position of the bug.
Ifthe D-Bar isgreater than 2 to 3 dots: the autopilot
willannunciate Hl?G mode and NAV flashing;when
the computed
capture point is reached the I-IDG
annunciator will go out, the NAV
annunciator will
illuminate steady and the selectedcourse willbe automatically
automatically
captured and tracked.
Ifthe D-Bar islessthan 2to 3 dots:the HDG
mode will
disengage upon selectingNAV mode; the NAV annunciator
annunciator
will illuminate steady and the capture/track
sequence will automatically begin.
(7) Approach (APR) Coupling
a. When equipped with HS1
I. Course Bearing Pointer
SET
to desired course.
NOTE
I/NAV 2 switching
When equipped with NAV
and NAV
2 is selected,set OBS to the desired
course.
2.
3.
to provide
Selector Knob
SET BUG
HEADING
desired interceptangle.
PRESS.
APR
Mode Selector Button
Ifthe Course Deviation Bar isgreaterthan 2 to 3 dots:
mode (orwings level
the aircraftwillcontinue in HDG
the
APR
annunciator
if HDG
not selected) with
isreached
flashing;when the computed capture point
annunciator will
the I-IDG will disengage, the APR
course
willbe automatically
and
the
selected
illuminatesteady
automatically
captured and tracked.
ISSUED:
Page: 9-47-(0)
JULY
21, 1982
REPORT:
Revision: 6, JULY 21, 1982
VB-1120
9-47
9-47
rarEzi
SUPPLEMENT
i-aI Ii-r
I
PA-28-181, ARCHER
8
II
Ifthe D-Bar islessthan 2 to 3 dots:the H DO mode will
disengage upon selectingAPR mode; the APR annunciator
annunciator
will illuminate steady and the capture/track
sequence will automatically begin.
b.
equipped with DO
desired approach course.
I. OBS Knob
SELECT
2. APR
Mode Selector Button
PRESS.
3. Heading Selector Knob.. ROTATE
Bug to agree with
OBS course.
When
NOTE
APR
is selected,the lateraloperating
will change from HDG
(ifselected)to
wings levelfor 5 seconds. A 450 interceptangle
willthen be automatically establishedbased on
When
mode
the position of the bug.
If the D-Bar isgreater than 2 to 3 dots:the autopilot
will annunciate HDG
mode (unless HDG
not selected)
and
APR
when
the
selected)
flashing;
computed capture
annunciator willgo out, the
point isreached the HDG
APR
annunciator will illuminate steady and the selected
selected
course will be automatically captured and
tracked.
lithe D-Bar islessthan 2 to 3 dots:the HDO
mode will
APR
the
APR
annunciator
mode:
disengage upon selecting
annunciator
will illuminate steady and the capture/track
sequence will automatically begin.
(8) BC
a.
Approach Coupling
When equipped with HSI
I. Course Bearing Pointer
inbound heading.
SET
to the ILS front course
NOTE
When equipped with NAV
I/NAV 2 switching
and NAV
2 isselected,setOBS to the ILS front
course inbound heading.
REPORT:
9-48
Page: 9-48-(0)
VB-1120
ISSUED:
JULY
Revision: 6, JULY 21, 1982
21, 1982
9-48
SECTION 9
SUPPLEMENT S
PIPER AIRCRAFT CORPORATION
ARCHER II
PA-IS-iSI,
Knob
2. HEADING Selector
deiJred
intercept
angle.
SET BUG to provide
Button PRESS.
3. BC Mode Selector
heCourseDeviation
than2to3dots:
If:
Barisgreater
level
aircraft
inHDG
tb
will
continue
mode(orwings
and
if’IDG notselected)
withBC annunciated
steady
the
A ‘R annunciator
flashingwhen
computed
and
theHDG will
caturepointisreached
disengage,
will
illuminate
tb BC and APR annunciators
steady
anI theselected
course
will
beautomatically
captured
ar Itracked.
IIheD-Barislessthan2to3dots:theliDGmodewill
BC mode: theAPR BC
d engageupon selecting
and thecapturel
a nunciator
willilluminate
steady
ti .ck
will
begin.
automatically
sequence
withDG
b. Whe equipped
course
inbound
I. ‘BS Knob SELECT theILSfront
ending.
Button PRESS.
2. IC Mode Selector
Knob
ROTATE Bug totheILS
3. leading
Selector
front
course
inboundheading.
NOTE
thelateral
Wl a BC isselected.
operating
to
mc Icwillchangefrom HDG (if
selected)
for
seconds.
A
45°
wiagelevel 5
intercept
angle
of
basedontheposition
ii LII
thenheestablished
thebug.
theautopilot
isgreater
than2 to3 dots:
Ifthe1)-Bar
not
and
HDG
HDG
will
annunciate
(unless
selected)
when thecomputed
BC modes withAPR flashing
will
isreached
theHDG annunciator
go
point
capture
will
illuminate
theBC
and
APR
annunciators
out,
willhe automatically
and theselected
course
steady
andtracked.
captured
ISSUED: JULY 21,1982
Page: 9-49-(0)
REPORT: VB-1128
Revision: 6, JULY 21, 1982
9-49
rirrft
SUPPLEMENT
AIKUftA
8
I UUlUUKAIIIJI
PA-28-181, ARCHER
II
Ifthe D-Bar islessthan 2to 3 dots:the FIDG mode will
disengage upon selectingBC mode; the BC and APR
annunciators will illuminate steady and the capture/
track sequence will automatically begin.
(9) Glide Slope Coupling
N OTE
Glide slope coupling isinhibitedwhen operating
in NAV
or APR
BC modes. Glide slope
coupling occurs automatically in the APR
mode.
a.
b.
APR
Mode
ENGAGED.
At glide slope centering
NOTE
GS
annunciator ON.
NOTE
Autopilot can capture glideslope from above
or below the beam while operating in either
pitch attitudehold or ALT hold modes.
(10) Missed Approach
a. AP DISC/TRIM
AP.
b.
c.
d.
INTER
Switch
PRESS
to disengage
MISSED
APPROACH
EXECUTE.
Button
CWS
PRESS
150 only) as desired to
(KFC
activate FD mode during go-around maneuver.
AP ENG
Button
PRESS
(ifAP operation is desired).
Note AP annunciator ON.
N OTE
Ifitisdesiredto track the ILS course outbound
as part of the missed approach procedure, use
the NAV
mode to prevent inadvertent GS
coupling.
REPORT:
9-50
Page: 9-50-(0)
VB-1120
ISSUED:
JULY
Revision: 6, JULY 21, 1982
21, 1982
9-50
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
H
(II) Before Landing
AP DISC/TRIM
(c) FLIGHT
DIRECTOR
SECTION
SUPPLEMENT
INTER
Switch
OPERATION
PRESS
(KFC
9
8
to disengage AP.
150 SYSTEMS
ONLY)
NOTE
The flightdirectormodes of operation are the
same as those used for autopilot operations
except the autopilot is not engaged and the
pilotmust maneuver the aircraftto satisfythe
Ilightdirectorcommands.
SECTION
5- PERFORMANCE
No change.
SECTION
6- WEIGHT
AND
BALANCE
Factory installedoptional equipment is included in the licensedweight
and balance data in Section 6 of the basic Pilot’sOperating Handbook.
SECTION
7- DESCRIPTION
AND
OPERATION
iscertifiedin this airplane with 2 axis control,
The 150 Series AFCS
of
pitch and roll.The various instruments and the controlsfortheoperation
the 150 System are described in Figures 7-I thru 7-15.
The ISO SeriesAFCS
has an electricpitch trim system which provides
autotrim during autopilot operation and manual electrictrim for the pilot.
The trim system is designed to withstand any singleinflightmalfunction.
Trim faultsare visuallyand aurally annunciated.
A lockout device prevents autopilot engagement
been successfullypreflighttested.
ISSUED:
Page: 9-51-(0)
JULY
21, 1982
untilthe system has
REPORT:
Revision: 6, JULY 21, 1982
VB-1120
9-51
9-51
11iUIN
9
SUPPLEMENT
PIl’FJ(
8
AIRCRAFT
CoRPORAT1OI
PA-28-181, ARCHER
II
following conditions will cause the Autopilot to automatically
disengage:
The
(a) Power failure.
(b) Internal Flight Control System failure.
55A Compass
(c) With the KCS
System, a loss of compass valid
flag)disengages the Autopilot when a mode using
(displayingHDG
information
is engaged. Vith the HDG
heading
flag present, the
Autopilot may be re-engaged in the basic wings levelmode along
with any verticalmode.
(d) Roll rates in excess of 16° per second will cause the autopilot to
switch is held depressed.
disengage except when the CWS
(e) Pitch rates in excess of 6° per second will cause the autopilot to
switch is held depressed.
disengage except when the CWS
0
1
2
3
45
2
N
FO
ALT HOG GS NAV APR
HI!IAP
IILL
TEST
L1 1
14
E
[f
KC
192 AUTOPILOT
REPORT:
9-52
Page: 9-52-(0)
VB-1120
& FLIGHT
DIRECTOR
Figure 7-I
COMPUTER
ISSUED:
JULY
Revision: 6, JULY 21, 1982
21, 1982
9-52
PIPER
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
1.
2.
3.
4.
5.
6.
7.
KFC
150
SECTION
II
SUPPLEMENT
9
8
SYSTEM
KC
192 AUTOPILOT
COMPUTER
Complete
Flight Director and Autopilot computer to include
mode
annunciators and system controls.
system
MODE
ANNUNCIATORS
Illuminates when a mode is selected
ON
PUSH
by the corresponding mode selector button (PUSH
or
when
the
mode
is
OFF)
glideslope (GS)
automaticallyengaged.
GLIDE
SLOPE
Illuminatescontinuously
(GS) ANNUNCIATOR
whenever the autopilotis coupled to the glide slope signal.The GS
annunciatorwill flashifthe glideslope signalis lost(GS flag in CDI
or absence of glideslope pointersin KI 525A). The autopilotreverts
to pitch attitudehold operation.If a valid glide slope signal returns
within six seconds, the autopilotwill automaticallyrecouple in the
GS mode. If the valid signaldoes not returnwithin six seconds, the
autopilot will remain in pitch attitudehold mode until such time
that a valid glide slope returnsand the aircraftpasses thru the glide
slope. At thatpoint GS couple willre-occur.
TRIM
Illuminates continuously
WARNING
LIGHT
(TRIM)
whenever trim power is not on or the system has not been preflight
tested.The TRIM
warning light flashes and is accompanied by
an audible warning whenever a manual trim faultis detected.The
TRIM warning lightwill illuminatesteady and be accompanied by
a steady audible tone whenever an autotrim failureoccurs. The
autotrim system is monitored for the following failures:trim servo
trim servo not running when commanded
running without a command;
commanded
to run; trim servo running in the wrong direction.The trim
circuitbreaker may be cycled off to silence the continuous tone
but the trim faillightwill remain on. The manual electrictrim may
be used but the autopilotshould not be engaged.
AUTOPILOT
ANNUNCIATOR
Illuminates continuously
CAP)
whenever the autopilotis engaged. Flashes approximately 12 times
whenever the autopilotis disengaged (an aural alertwill also sound
for 2 seconds).
When
AUTOPILOT
ENGAGE
BUTTON
(AP ENG)
pushed,
met.
ifall
conditions
are
autopilot
logic
engages
BUTTON
When
PREFLIGHT
TEST
momentarily
(TEST)
which
initiates
test
sequence
automatically turns
pushed,
preflight
on allannunciator lights,teststhe rolland pitch rate monitors, tests
the autotrim fault monitor, checks the manual trim drive voltage
and tests all autopilot valid and dump logic. If the preflight is
successfullypassed, the AP annunciator lightwillflashfor approximately
6 seconds (an aural tone will also sound simultaneously with
approximately
the annunciator flashes).The autopilotcannot be engaged untilthe
autopilotpreflighttestsare successfullypassed.
ISSUED:
JULY
Page: 9-53-(0)
21, 1982
REPORT:
Revision: 13, FEBRUARY 2, 1990
VB-1120
o_l
9-53
SECTION
9
SUPPLEMENT
PIPER
8
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
Figure 7-1 (cont)
MODE
SELECTOR
8. BACK
COURSE
APPROACH
(BC)
BUTTON
When pushed, will selectthe Back Course Approach
mode. This mode functions identically
to the approach mode except
that response to LOC signals is reversed. Glide slope coupling is
inhibitedin theBack Course Approach mode.
9. APPROACH
MODE
SELECTOR
BUTTON
When
(APR)
pushed, will select the Approach mode. This mode provides all
angle intercept (with HSI) or a fixed angle interceptof 45° (with
RNAV
or
DG), automatic beam capture and tracking of VOR,
LOC signals plus glide slope coupling in the case of an ILS. The
10.
11.
12.
13.
14.
tracking gain of the APR mode is greater than the gain in the NAV
mode. The APR annunciator will flash untilthe automatic capture
sequence isinitiated.
NAVIGATION
MODE
SELECTOR
BUTTON
When
(NAV)
will
The
select
the
mode.
mode
pushed,
Navigation
provides all
angle intercept (with HSI) or a fixed angle intercept of 45° (with
RNAV
or
DG), automatic beam capture and tracking of VOR,
LOC signals.The NAV annunciator will flash untilthe automatic
capture sequence is initiated.
HEADING
MODE
SELECTOR
BUTTON
When
(HDG)
the airpushed, will select the Heading mode, which commands
plane to turn to and maintain the heading selected by the heading
bug on the DG or HSI. A new heading may be selectedat any time
and will resultin the airplane turning to the new heading with a
maximum
bank angle of about 20°. Selecting HDG
mode will
cancel NAV, APR or BC trackmodes.
ALTITUDE
HOLD
MODE
SELECTOR
BUTTON
(ALT)
When pushed, will selectthe AltitudeHold mode, which commands
the airplane to maintain the pressure altitude existing at the
moment of selection.Engagement may be accomplished in climb,
descent, or level flight.In the APR mode, altitudehold will automatically
automatically
disengage when the glideslope iscaptured.
FLIGHT
DIRECTOR
SELECTOR
BUTTON
(FD) MODE
When pushed, will selectthe Flight Director mode (with KC 192
Bar in view on
Autopilot Computer only),bringing the Command
the KI 256 and will command
level
and
wings
pitch attitudehold.
The FD mode must be selected prior to Autopilotengagement.
VERTICAL
TRIM CONTROL
A spring loaded to center rocker
switch which willprovide up or down pitch command changes: while
in ALT willadjustaltitudeat rateof about 500
fpm; when not in ALT
willadjustpitchattitudeat a rateof .7 deg/sec.Will cancelGS
couple.
The aircraftmust pass through the
glide slope again to allow GS
recouple.
REPORT:
9-54
Page: 9-54-(0)
VB-1120
ISSUED:
REVISED:
JULY
FEBRUARY
Revision: 13, FEBRUARY 2, 1990
21, 1982
2,1990
9-54
PIPER
AIRCRAFT
PA-28-181, ARCHER
[
r
HJ
ALT HDG SS AV
AP
C
R
9
8
AP
TEST
1
2/i
SECTION
SUPPLEMENT
CORPORATION
II
__
/
13
KC
1.
2.
KFC
H
12
10
9
8
7
191 AUTOPILOT
COMPUTER
7-3
Figure
150 SYSTEM
KC
191 AUTOPILOT
COMPUTER
Includes
mode
annunciators
Complete Autopilot computer.
system
and system controls.
VERTICAL
TRIM
CONTROL
A spring loaded to center rocker
switch which wilF provide up or down pitch command
changes:
at
of
when
not
while in ALT willadjust altitude rate
about 500 fpm
will adjust pitch attitudeat a rate of .7deg/sec. Will cancel
couple. The aircraftmust pass through the glideslope again to
in ALT
3.
4.
GS
allow GS recouple.
ANNUNCiATORS
MODE
the corresponding mode
Illuminatewhen a mode isselectedby
selectorbutton (PUSH
ON
PUSH
OFF)
or when the glide slope (GS) mode is automatically engaged.
Illuminatescontinuously
GLIDE
SLOPE
(GS) ANNUNCiATOR
whenevehhe
autopilot iscoupled to the glideslope signal.The GS
annunciator willflashifthe glideslope signalislost(GS flag inCDI
or absence of glideslope pointers in KI 525A). The autopilot reverts
to pitch attitudehold operation. Ifa valid glideslope signalreturns
within six seconds, the autopilot willautomatically recouple in the
GS mode. Ifthe valid signaldoes not return within six seconds, the
remain in pitch attitudehold mode untilsuch time that
autopilotwill,
a valid glideslope returns and the aircraftpasses thru the glide
slope. At that’point GS couple will re-occur.
ISSUED:
JULY
REPORT:
21,
82
Page: 9-55-(0)
Revision: 6, JULY 21, 1982
VB-1120
o-cc
9-55
SECI1ON
9
SUPPLEMENT
PIPER
8
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
H
Figure 7-3 (cont)
Illuminates continuously
5. TRIM
WARNING
LIGHT
(TRIM)
whenever trim power isnot on or the system has not been preflight
tested.The TRIM
warning lightflashesand is accompanied by an
audible warning whenever a manual trim fault is detected. The
TRIM
warning lightwillilluminatesteady and be accompanied by
,‘
\
a steady audible tone whenever an autotrim failureoccurs. The
trim servo
autotrim system ismonitored for the following failures:
trim servo not running when commanded
running without a command;
commanded
to run; trim servo running in the wrongdirection. The trim
circuitbreaker may be cycled offto silencethe continuous tone but
the trim faillightwillremain on. The manual electric
trim may be
6.
7.
8.
9.
used but the autopilot should not be engaged.
ANNUNCIATOR
Illuminates continuously
AUTOPILOT
(AP)
whenever the autopilot isengaged. Flashes approximately 12 times
whenever the autopilot isdisengaged (an aural alertwillalso sound
for 2 seconds).
When pushed,
AUTOPI[.OT
ENGAGE
(AP ENG) BUTTON
ifall
cond
ii
ions
are
met.
engages autopilot
logic
PREFLIGHT
TEST
BUTTON
When
(TEST)
momentarily
which
pushed. initiates
preflighttestsequence
automatically turns
on allannunciator lights,
teststhe rolland pitch ratemonitors, tests
the autotrim fault monitor, checks the manual trim drive voltage
and testsall autopilot valid and dump logic. If the preflightis
successfullypassed, the AP annunciator lightwillflashfor approximately
6 seconds (an aural tone willalsosound simultaneously with
approximately
the annunciator flashes).
The autopilotcannot be engaged untilthe
testsare
autopilot preflight
successfullypassed.
BACK
COURSE
APPROACH
SELECTOR
(BC) MODE
BUTTON
When pushed, willselectthe Back Course Approach
mode. This mode functions identically
to the approach mode except
that response to LOC
signals isreversed. Glide slope coupling is
inhibitedin the Back Course Approach mode.
10. APPROACH
MODE
SELECTOR
BUTTON
When
(APR)
will
selectthe
mode.
This
mode
pushed.
Approach
provides all
or
a
fixed
angle intercept(with HSI)
angle interceptof 45° (with
or
DG), automatic beam capture and tracking of VOR, RNAV
LOC signalsplus glide slope coupling in the case of an ILS. The
tracking gain of the APR mode isgreaterthan the gain in the NAV
mode. The APR annunciator willflashuntilthe automatic capture
sequence is initiated.
REPORT:
VB-1I20
ISSUED:
JULY
21, 1982
9-56
Page: 9-56-(0)
Revision: 6, JULY 21, 1982
9-56
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
SECTION
SUPPLEMENT
9
8
Figure 7-3 (cont)
When
MODE
SELECTOR
BUTTON
II. NAVIGATION
(NAy)
all
pushed, will selectthe Navigation mode. The mode provides
angle intercept(with HSI) or a fixed angle interceptof 45° (with
or
DG), automatic beam capture and tracking of VOR, RNAV
LOC signals.The NAV
annunciator willflashuntilthe automatic
is
initiated.
capture sequence
When
MODE
SELECTOR
BUTTON
12. HEADING
(HDG)
airplane
will
selectthe
which
commands
the
Heading mode,
pushed,
to turn to and maintain the heading selectedby the heading
airplane
bug on the DG or HSI. A new heading may be selectedat any time
and will resultin the airplane turning to the new heading with a
mode will
maximum
bank angle of about 20°. Selecting HDG
or BC track modes.
cancel NAy, APR
BUTTON
HOLD
SELECTOR
13. ALTITUDE
(A1..T) MODE
willselect
the
AltitudeHold
which
commands
When pushed,
mode,
the airplane to maintain the pressure altitude existing at the
moment
of selection.Engagement may be accomplished in climb,
mode, altitudehold willautomatically
descent, or levelflight.In the APR
automatically
disengage when the glide slope iscaptured.
ISSUED:
Page: 9-57-(0)
JULY
21, 1982
REPORT:
Revision: 6, JULY 21, 1982
VB-1120
o_.
i
9-57
rirJ.
SUPPLEMENT
ArnUMAI4
I UUKrIJKA
IIIJf
PA-28-181, ARCHER
8
1
2
II
3
7
XI 256 FLIGHT
COMMAND
INDICATOR
Figure 7-5
I.
2.
3.
4.
5.
KI 256 FLIGHT
COMMAND
INDICATOR
(FCI)
Displays
a
attitude
as
conventional
attitude
and
airplane
gyro
displays
commands
for flightdirector operation. The gyro isair driven.
ATTITUDE
INDEX
ROLL
Displays airplane rollattitudewith
respect to the rollattitude scale.
ROLL
ATTITUDE
SCALE
Scale marked at 0,±10,.±20.±30,±60
and ±90 degrees.
PITCH
ATTITUDE
SCALE
Moves with respect to the symbolic
Scale graduated at 0,±5, ±10, ±15,
airplane to present pitch attitude.
±20 and ±25 degrees.
COMMAND
BAR
Displays computed
steering commands
referenced to the symbolic airplane. The command
bar is visible
bar will be biased
only when FD mode isselected.The command
out of view whenever the system isinvalidor a Flight Directormode
is not engaged.
6.
FCI SYMBOLIC
AIRPLANE
Airplane pitch and rollattitudeis
the
between
the fixed symbolic airplane
displayed by
relationship
and the movable background. During flightdirectoroperation, the
bar to
symbolic airplane is flown to align it with the command
satisfythe flightdirectorcommands.
7.
DECISION
ANNUNCIATOR
HEIGHT(DH)
LIGHT-Optional
lightfor use with the aircraft’s
optional radar altimeter.
REPORT:
VB-1120
ISSUED:
JULY
21, 1982
9-58
Page: 9-58-(0)
Revision: 6, JULY 21, 1982
9-58
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
‘1
2
SECTION
SUPPLEMENT
9
8
3
4
7
5
6
KG
258 VERTICAL
Figure 7-7
GYRO
2.
KG
25
VERTICAL
GYRO
Displays airplane attitude as a
conventional attitudegyro. The gyro isair driven.
INDEX
ROLl. ATTITUDE
Displays airplane rollattitudewith
3.
respect to the rollattitudescale.
SCALE
Scale marked at 0, ±l0,±20,±30.±60
RO1.I. ATTITUDE
I.
4.
5.
6.
7.
and ±90 degrees.
PITCH
ATTITUDE
SCALE
Moves with respectto the symbolic
airplane to present pitch attitude.Scale graduated atO. ±5,±10, ±15,
±20 and ±25 degrees.
Serves as a stationary symbol of the
SYMBOLIC’
AIRPLANE
Aircraft
and
roll attitudes are displayed by the
aircraft.
pitch
relationshipbetween the fixed symbolic aircraftand the movable
background.
ALIGNMENT
KNOB
Provides
SYMBOLIC
AIRCRAFT
the
aircraft
for
level
manual positioning of
symbolic
flightunder
various load conditions.
l’ECISION
ANNUNCIATOR
HEIGHT(DH)
LIGHT-Optional
with
the
aircraft’s
radar
altimeter.
for
use
optional
light
ISSUED:
Page: 9-59-(0)
JULY
21, 1982
REPORT:
Revision: 6, JULY 21, 1982
VB-1120
cQ
9-59
SECTION
9
SUPPLEMENT
PIPER
AIRCRAFT
8
1
CORPORATION
PA-28-181, ARCHER
H
234
C)
14
13
8
12
11
K! 525A HORIZONTAL
I.
2.
3.
4.
10
SITUATION
Figure 7-9
çTh
INDICATOR
KI 525A HORIZONTAL
SiTUATION
INDICATOR
(1-151)
Provides a pictorialpresentation of aircraftdeviation relativeto
VOR
radialsor localizerbeams. Italso displaysglideslope deviations
deviations
and gives heading rerence with respect to magnetic north.
NAV
FLAG
receiver signal is
Flag is in view when the NAV
inadequate. When a NAV
flag ispresent in the navigation indicator
or
the
KI 525A)
(CDI
autopilotoperation isnot affected.The pilot
must monitor the navigation indicatorsfor NAV flagsto insurethat
the Autopilot and /or Flight I)irectorare tracking valid navigation
information.
LUBBER
LINE
indicates aircraftmagnetic heading on compass
card (10).
HEADING
WARNING
F1.AG (HDG)
When flag isin view, the
isinvalid.
Ifa
HI)G
heading display
flagappears and a lateralmode
or APR
(HDG, NAV. APR
BC) isselected,the Autopilot will he
disengaged. The Autopilot may be re-engaged in the basic wings
levelmode along with any verticalmode. The CWS
switch would he
used to maneuver the aircraftlaterally.
REPORT:
9-60
Page: 9-60-(0)
VB-1120
ISSUED:
JULY
Revision: 6, JULY 21, 1982
21, 1982
9-60
PIPER
AIRCRAFT
SECTION
CORPORATION
PA-28-181, ARCHER
Figure 7-9 (cont)
5. COURSE
II
9
8
SUPPLEMENT
BEARING
POINTER
Indicates selected VOR
course
or localizercourse on compass card (10).The selected VOR radial
or localizer heading remains set on the compass card when the
6.
compass card (10) rotates.
FLAG
INDICATOR
TO/FROM
Indicates direction of VOR
stationrelativeto selectedcourse.
Indicateon glide slope scale
(8) aircraftdisplacement from glide slope beam center.Glide slope
pointersin view indicatea usable glideslopesignalisbeing received.
7.
DUAL
8.
GLIDE
GLIDE
SLOPE
POINTERS
Indicatedisplacement from glide slope
beam center.A glide slope deviation bar displacement of 2 dots,
represents full scale (0.7°) deviation above or below glide slope
SLOPE
SCALES
beam centerline.
Positions heading bug
(14) on compass card (10) by rotating the heading selectorknob.
The Bug rotateswith the compass card.
CARD
Rotates to display heading of airplane with
10. COMPASS
9.
HEADING
SELECTOR
KNOB
( LJ
)
referenceto lubber line(3).
Positions course bearing pointer
knob.
(5) on the compass card (10)by rotatingthe course selector
DEVIATION
BAR
The center portion of
12. COURSE
(D-BAR)
omni bearing pointer moves laterallyto pictoriallyindicate the
relationshipof aircraftto the selectedcourse.Itindicatesdegrees of
11. COURSE
SELECTOR
KNOB
radials and localizer beams, or
angular displacement from VOR
courses.
displacement in nauticalmiles from RNAV
A course deviation bar displacement
displacement
of 5 dots representsfullscale (VOR = ±10°, LOC = ±2 1/2°,
= 5NM,
RNAV
RNAV
APR = 1 1/4NM) deviation from beam
13. COURSE
DEVIATION
SCALE
centerline.
14. HEADING
BUG
Moved
by (LJ
) knob
(9) to select desired
heading.
ISSUED:
JULY
21, 1982
REPORT:
o1
DY
Page: 9-61-(0)
VB-1120
Revision: 13, FEBRUARY 2, 1990
9-61
LiAIU1N
J
rIrIl1(
SUPPLEMENT
AIt(I._KAr
I UUI(UUI(AIIUIN
PA-28-181, ARCHER
8
1
2
II
3
6
KG
I.
2.
3.
4.
5,
6.
107 NON-SLAVED
DIRECTIONAL
Figure 7-11
GYRO
KG 107 NON-SLAVED
DIRECTIONAL
GYRO
Provides
(DG)
a stablevisualindicationof aircraftheading to the pilot.The gyro is
air driven.
LUBBER
LINE
Indicatesaircraftmagnetic heading on compass
card (4).
HEADING
Moved by (
BUG
) knob (5) to selectdesired
heading.
COMPASS
CARD
Rotates to display heading of airplane with
referenceto lubber line (2) on DG.
HEADING
SELECTOR
KNOB
(
) Positionsheading bug
(3) on compass card (4) by rotatingthe heading selectorknob. The
Bug rotateswith the compass card.
GYRO
ADJUSTMENT
KNOB
When pushed in,allows
(PUSH)
the pilotto manually rotatethe gyro compass card (4) to correspond
with the magnetic heading indicated by the magnetic compass. The
unslaved compass card must be manually reset periodically to
compensate
for precessional errors in the gyro.
VB-1120
ISSUED:
REPORT:
9-62
Page: 9-62-(0)
JULY
Revision: 6, JULY 21, 1982
21, 1982
9-62
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
1
2
SECTION
SUPPLEMENT
9
8
34
5
6
12
11
•1
8
10
9
GLIDE
I.
2.
3.
4.
KI 204/206 VOR/LOC/
SLOPE
INDICATOR
(TYPICAL)
7-13
Figure
VOR/LOC/GLIDE
display of VOR/LOC
INDEX
COURSE
CARD
COURSE
Provides rectilinear
SLOPE
INDICATOR
and glide slope deviation.
indicatesselectedVOR
course.
indicates selectedVOR
course under course
index.
NAV
FLAG
receiversignalisinadequate.
Flag isinviewwhentheNAV
When a NA\’ flag ispresent in the navigation indicator(CDI
isinadequate.
or KI 525A), the autopilotoperation isnot affected.The pilotmust
monitor the navigation indicatorsfor NAV
flags to insure that the
Autopilot and/or Flight Director are tracking valid navigation
information.
5.
6.
7.
Indicates direction of VOR
INDICATOR
FLAG
TO/FROM
station relativeto selectedcourse.
DEVIATION
NEEDL.E
indicates deviation
GLIDE
SLOPE
from ILS glide slope.
DEVIATION
SCALE
A course deviation bar displacement
COURSE
displacement
of 5 dots represents fullscale (VOR
±2 112°.
±10°, LOC
APR
I I/4NM) deviation from beam
RNAV
5NM, RNAV
centerlihe.
ISSUED:
JULY
21, 1982
REPORT:
VB-1120
9-63
Page: 9-63-(0)
Revision: 6, JULY 21, 1982
9-63
PIPER
9
iIU1
SUPPLEMENT
AIRCRAFT
8
CORPORATION
PA-28-181, ARCHER
II
Figure 7-13 (cont)
X. (II.IDE SLOPE
SCALE
Indicatesdisplacement from glideslope
beam center.A glideslope deviation needle displacement of 5 dots.
represents fullscale (0.7°) deviation above or below glide slope
beam centerline.
9. RECIPROCAL
COURSE
INDEX
Indicates reciprocal of
selectedVOR
course.
10. OMNI
BEARING
SELECTOR
(OBS) KNOB
Rotates course
to
card
selectedcourse.
II. COURSE
DEVIATION
NEEI)LE
Indicates course deviation
from selectedomni course or localizercenterline.
12. GLIDE
SlOPE
(GS) FlAG
signal is inadequate.
AUTOPILOT
RI:P0RT:
9-64
Page: 9-64-(0)
VB-1120
CONTROL
Flag isin view when the GS receiver
WHEEL
Figure 7-15
SWITCH
ISSUED:
CAP
JULY
Revision: 6, JULY 21, 1982
21, 1982
9-64
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
SECTION
SUPPLEMENT
9
S
7-15(cont)
Figure
I. AUTOPILOT CONTROL WHEEL SWITCH CAP
Molded
the
the
unit
mountedon
left
h
ornof
control
wheel
plastic
pilot’s
which provides mounting for three switch units associated
withthe
trim systems.
autopilot and manual electric
2. MANUAL ELECTRIC TRIM CONTROL SWITCHES-A split
switch
unitinwhichtheleft
half
powertoengagethetrim
provides
servo
clutch
andtheright
half
tocontrol
thedirection
ofmotionof
ofthesplit
trimswitch
mustbe
thetrimservomotor.Bothhalves
inthedesired
actuated
inorderforthemanualtrimto operate
direction.
When theautopilot
isengaged,
ofthemanual
operation
disconnect
theautopilot
electric
trimwill
automatically
3. CONTROL
WHEEL STEERING (CWS) BUTrON
When
tomanually
control
theaircraft
allows
(disengages
depressed.
pilot
cancellation
ofanyoftheselected
modes.Will
theservos)
without
Automatically
Director
mode ifnotpreviously
engaged.
engagetheFlight
the
tothe
DirectorlAutopilot pitch
Automatically
synchronizes Flight
switch
isreleased,
ortothepresent
attitude
when
the
CWS
present
whenoperating
intheALT holdmode.Will
cancel
altitude
prcisure
aircraft
must
the
toallow
GS couple.
The
passthrough glide
slope
GS recouple.
4. AUTOPILOT DISCONNECT’TRIM INTERRUPT(AP DISC!
and released
will
TRIM INTER) Switch When depressed
alloperating
Director
theautopilot
and cancel
flight
disengage
will
all
electric
trim
When
and
held
modes.
interrupt
depressed
theautopilot,
all
trimmotion).
and cancel
disengage
power(stop
Director
modes.
operating
Flight
ISSUED:
Page: 9-65-(0)
JULY
21,
1982
REPORT:
Revision: 6, JULY 21, 1982
fl-IllS
9-65
SECTION
9
SUPPLEMENT
PIPER
AIRCRAFT
8
CORPORATION
PA-28-181, ARCHER
II
The airplane MASTER
SWITCH
function is unchanged and can be
used in an emergency to shut off electrical
power to allflightcontrol systems
while the problem is isolated
The RADIO
POWER
switch suppliespower to the avionics buss bar of
the radio Circuitbreakers and the autopilot circuitbreaker.
The following circuitbreakers are used to protect the following elements
of the King 150 Series Autopilot:
AUTOPILOT
Supplies power to the KC 192 or the KC 191
Computer. the autopilot pitch and rollservos,and the Pitch Trim
Circuit Breaker.
PITCH
TRIM
Supplies powerto the autotriniand manual electric
trim
systems.
pitch
COM
P-SYSTEM
Compass
REPORT:
9-66
Page: 9-66-(0)
Supplies power
to the optional KCS
55A
System.
VB-1120
ISSUED:
JULY
Revision: 6, JULY 21, 1982
21, 1982
9-66
PIPER
AIRCRAFT
PA-.28-181, ARCHER
CORPORATION
II
SECTION
SUPPLEMENTS
SUPPLEMENT
KNS
SECTION
1
9
80 NAVIGATION
9
SYSTEM
GENERAL
This supplement suppliesinformation necessary forthe operation ofthe
airplane when the optional KNS 80 Navigation System is installed.The
information
contained within thissupplement isto be used in conjunction
with the complete handbook.
This supplement has been “FAA Approved” as a permanent part ofthis
handbook and must remain in thishandbook at alltimes when the optional
KNS 80 Navigation System is installed.
SECTION
2
LIMITATIONS
No changes to the basic limitationsprovided by Section 2 of this Pilot’s
are necessary for thissupplement.
Operating Handbook
SECTION
3
EMERGENCY
PROCEDURES
No changes to basic Emergency Procedures provided by Section 3 of
are necessary for this supplement.
this Pilot’sOperating Handbook
)
ISSUED:
Page: 9-67-(0)
JULY
20, 1983
REPORT:
Revision: 8, JULY 20, 1983
VB-1120
9-67
SECTION
9
SUPPLEMENTS
PIPER
4- NORMAL
SECTION
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
H
PROCEDURES
(a) KNS 80 OPERATION
The KNS 80 can be operated in any one of 3 basic modes: (a)VOR,
or (c) ILS. To change from one mode to another, the
(b) RNAV,
appropriate pushbutton switch ispressed,except thatthe u.S mode
isentered automatically whenever an ILS frequency is channeled
in the USE waypoint. The display willannunciate the mode by
lighting a message above the pushbutton. In addition to the
standard VOR and RNAV
enroute(RNV
ENR) modes, the KNS 80
has a constant course width or parallelVOR
mode (VOR
PAR)
and an RNAV
mode
To
approach
(RNV
APR).
place the unit in
eitherof these secondary modes the VOR pushbutton or the RNAV
pushbutton, as the case may be, ispushed a second time. Repetitive
button will cause the system to alternate
pushing of the VOR
between the VOR
and VOR
PAR modes, while repetitivepushing
of the RNAV
button causes the system to alternatebetween RNV
ENR and RNV APR
modes.
(b) CONTROLS
(I) VOR
BUTTON
Momentary
pushbutton.
When
mode causes
pushed while system is in either RNV
system to go to VOR mode. Otherwise the button causes system
to toggle between VOR
and VOR
PAR
modes.
BUTTON
(2) RNAV
Momentary
pushbutton.
When
mode causes
pushed while system is in either VOR
to
to
RNV
ENR
mode.
Otherwise
the button
system
go
causes system to toggle between RNV
ENR
and RNV
APR
modes.
BUTTON
(3) HOLD
Two position pushbutton.
When in depressed position,inhibitsDME
from channeling to
a new stationwhen the VOR frequency ischanged. Pushing the
button again releasesthe button and channels the DME
to the
station paired with the VOR
station.
(4) USE BUTTON
Momentary
pushbutton.
Causes active waypoint to take on same value as displayed
mode.
waypoint and data display to go to FRQ
REPORT:
9-68
Page: 9-68-(0)
VB-1120
ISSUED:
JULY
Revision: 8, JULY 20, 1983
20, 1983
9-68
PIPER
AIRCRAFT
PA-28-181, ARCHER
CORPORATION
II
SECTION
9
SUPPLEMENTS
(5) DSP BUTTON
pushbutton.
Momentary
Causes displayed waypoint to increment by I and data display
to go to frequency mode.
BUTTON
(6) DATA
Momentary
pushbutton.
Causes waypoint data display to change from FRQ
DST and back to FRQ.
to RAD
ID CONTROL
(7) OFF/PULL
a. Rotate counterclockwise to switch off power
KNS 80.
b. Rotate clockwise to increase audio level.
Ident.
c. Pull switch out to hear VOR
(8) DATA
Dual
INPUT
CONTROL
concentric knobs. Center
knob
to
to the
has “in” and
“out”
positions.
a. Frequency Data
Outer knob varies I MHz digit.
A carryover occurs from the units to the tens position.
Rollover occurs from 117 to 108, or vice versa.
Center knob varies frequency in .05 M Hz steps regardless
of whether the switch is in itsin or out position.
b.
Radial Data
Outer knob varies 10 degree digit.
A carryover occurs from tens to hundreds position.
A rolloverto zero occurs at 360 degrees.
Center knob “in” position varies 1 degree digit.
Center knob “out” position varies0.1 degree digit.
c.
Distance Data
Outer knob varies 10 NM
digit.
A carryover occurs from the tens to hundreds place.
A rollover to zero occurs at 200 NM.
Center knob “in” position varies I NM
digit.
Center knob “out” position varies 0.1 NM
digit.
KNOB
SELECT
(9) COURSE
in
CDI
unit.
Located
Selects desired course through the VOR
ground
station or
way point.
ISSUED:
JULY
20, 1983
REPORT:
VB-1120
&LO
Page: 9-69-(0)
Revision: 8, JULY 20, 1983
9-69
asa
SUPPLEMENTS
SECTION
a .qsafl
PA-fl-181, ARCHER
II
5- PERFORMANCE
changes to the basic performance
provided by Section 5 of this
Handbook
are
for
l’ilot’s
necessary thissupplement.
Operating
No
aA
0
C)
REPORT:
9-70
Page: 9-70-(0)
VB-1120
ISSUED: JULY
Revision: 8, JULY 20, 1983
20, 1903
9-70
PiPER AIRCRAFT
PA-28-181, ARCHER
PILOT’S
FAA
SECTION
SUPPLEMENT
CORPORATION
II
APPROVED
OPERATING
AND
AiRPLANE
SUPPLEMENT
FOR
AUXILIARY
VACUUM
9
10
HANDBOOK
FLIGhT
MANUAL
No. 10
SYSTEM
This supplement must be attached to the Pilot’sOperating Handbook
and FAA
Approved Airplane Flight Manual when the Piper ruxiliary
Vacuum System isinstalledin accordance with Piper Drawing No. 87774-2.
The information contained herein supplements or supersedes the Pilot’s
and FAA Approved Airplane Flight Manual only in
Operating Handbook
those areas listed. For
limitations, procedures, and
performance
information not contained in thissupplement, consult the Pilot’sOperating
handbook
and FAA
Approved Airplane Flight Manual.
FAA
APPROVED
Di-I. TROMPLER
D.O.A. NO. SO-I
PIPER
AIRCRAFT
CORPORATION
VERO
FLORIDA
BEACH,
DATE
OF
ISSUED:
Page: 9-71-(0)
APPROVAL
OCTOBER
20, 1986
REPORT:
Revision: 11, OCTOBER 20, 1986
VB-1120
9-71
9-71
SECTION
9
SUPPLEMENT
SECTION
1
PIPER
AIKCKA14
10
wrini
PA-28-I81, ARCHER
I
ii’,”
H
GENERAL
This supplement suppliesinformation necessary for the operation of the
The
airplane when the optional Piper Auxiliary Vacuum System isinstalled.
information contained within this supplement isto be used in conjunction
with the complete handbook.
SECTION
2- LIMITATIONS
I. The auxiliary vacuum system islimitedto standby function only.
Take off with the engine driven dry air pump inoperative is not
2.
3.
approved.
Discontinue flightin instrument meteorological conditions (IMC)
ifvacuum pressure fallsbelow 4.8 In. Hg.
The auxiliary pump/motor
assembly and elapsed time indicator
must be removed from service after 500 hours accumulated
operating time or 10 years, whicuever occurs first.
SECTION
3- EMERGENCY
PROCEDURES
LOSS OF VACUUM
SUCTION
Low vacuum (VAC) annunciator
and VAC OFF warning lamp lit.
I. Vacuum
Check to verify inoperative pump.
gauge
Ifvacuum gauge reads below 4.5 inches of mercury:
2. Auxiliary vacuum switch
Press AUX
ON.
3. Verify vacuum pressure of 4.8 to 5.2 inches of mercury.
4. Verify VAC
annunciator and VAC OFF lightsgo out.
CA UTION
Compass error may exceed 10° when auxiliary
vacuum system is in operation.
5.
Monitor
Electricalload
a. Verify alternator capacity isnot being exceeded.
b. If required, turn off nonessential electrical
equipment.
REPORT:
9-72
Page: 9-72-(0)
VB-1120
ISSUED:
OCTOBER
Revision: 11, OCTOBER 20, 1986
14, 1986
9-72
PIPER
AIRCRAFT
PA-28-181, ARCHER
SECTION
JA
CORPORATION
II
4- NORMAL
SECTION
SUPPLEMENT
9
10
PROCEDURES
PreflightCheck
1. Set battery switch on and verify that VAC
OFF
lamp lights.
NOTE
to electricalpower requirement of the
auxiliaryvacuum pump itissuggested that the
Due
engine be operating while making the following
checks.
B.
on and verify AUX
ON
on auxiliary vacuum pump
light is illuminated and electricalload is approximately
15 amps on ammeter.
ON light
3. Turn off auxiliary vacuum pump and verify AUX
out.
goes
Prior to entering instrument flightconditions.
InflightCheck
1. Turn off non-essentialelectrical
equipment.
ON light
2. Turn on auxiliary vacuum pump and verify AUX
illuminated
and
electrical load is approximately
2.
Turn
3.
15 amps on ammeter.
Turn off auxiliary vacuum
goes out.
pump
and verify AUX
ON
light
NOTE
For maximum
non-emergency
vacuum pump.
5- PERFORMANCE
SECTION
No
service life,avoid continuous
operation of the auxiliary
change.
SECTION
6- WEIGHT
& BALANCE
Factory installedoptional equipment isincluded in the licensedweight
and balance data in section 6 of the Pilot’sOperating Handbook.
ISSUED:
Page: 9-73-(0)
OCTOBER
20, 1986
REPORT:
Revision: 11, OCTOBER 20, 1986
VB-1120
9-73
9-73
StUIIUIN
9
SUPPLEMENT
SECTION
rirri
10
7- DESCRIPTION
AND
jaitiiar
PA-28-181, ARCHER
II
OPERATION
The auxiliarydry air pump system provides an independent back-up
source of pneumatic power to operate the gyro flightinstruments in the
event the engine driven air pump fails.
The auxiliarypump ismounted on the forward sideof the firewalland
connects to the primary system at a manifold downstream of the vacuum
regulator.Isolationof the primary and auxiliarysystems from each other is
accomplished by check valves on each side of the manifold. The primary
switch is located on the regulator and senses vacuum
system vacuum
supplied to the gyros.
A control switch (labeledAUX
VAC) forthe auxiliarypump system is
located on the right side of the instrument panel near the vacuum suction
gage.
The switch button incorporates two annunciator lightsectionslabeled
VAC OFF and AUX ON. The VAC OFF sectioniscontrolledby a vacuum
•switch in the primary pneumatic system and illuminatesan amber light
when the engine driven pump isinoperativeor when the system vacuum falls
below the switch activationlevel.The AUX ON sectioniscontrolled by a
vacuum switch on the manifold and illuminates a blue light when the
auxiliarypump isoperating and creatinga vacuum in the system. When the
auxiliarypump isactivatedat high altitude,or ifthe system has developed
air leaks,the AUX
ON lightmay failto illuminate.This indicatesthat the
ON switch activationleveleven
system vacuum is stillbelow the AUX
though the auxiliary pump is operating. The annunciator lightsdo not
incorporate a press-to-testfeature, if the lights do not illuminate as
expected, check for burned out lamps, replacewith MS25237-330 bulbs and
retestthe system.
System electrical
protection is provided by a 20 amp circuitbreaker in
the pump motor circuitand a 5 amp circuitbreaker in the annunciator light
circuit.The breakers are mounted on the circuitbreaker panel.
REPORT:
Page: 9-74-(0)
VB-1120
ISSUED:
OCTOBER
Revision: 11, OCTOBER 20, 1986
20, 1986
9-74
PIPER
A IRCRAFT
PA-28-181, ARCHER
CORPORATION
SEC’I’ION 9
H
SUPI’LEM
r-coodw
w
U)
>U)
>
a:
z
>-
>
U)
>1J)
a:
>--J
>a:
wz
D
cij>rc
a:
<J
o
0
w
I
IiNT I()
Lii W
r-coodw
C-)
I—
U)
0
D
a-
(:3
a:
U)
z
w
Cl,
z
I
U)>a:
U)>a:
DwZ
ci>w
i’
0LlJw
>c$<
ow-J
zz<
wQ
WDCJ
U)(3D
LU U)
LU a:
a:
ui0U)wD
(flHD
U) ()
flu)>
Lfl(
ISSUED: OCToBER
REVISEI): APRIL
Page: 9-75-(0)
20, 1986
2, 1998
REPORT:
VB-1120
9-75
Revision: 16, APRIL 2, 1998
9-75
SUPPLEMENT
THIS
REPORT:
PA-28-181, ARChER
10
VB-112()
PAGE
INTENTIONALLY
LEFT
ISSUED:
II
BLANK
OCTOBER
20, 1986
9-76
Page: 9-76-(0)
Revision: 11, OCTOBER 20, 1986
9-76
C
AVIONITEC Ltd.
GeneralAviation
Center
P.O. Box 63
8058 Zurich-Airport
Switzerland
HB-PKG
PiperPA-28-181
AFM-Supplement
No.073341-011 for
GARMIN GNS 430
AIRCRAFT
FLIGHT MANUAL SUPPLEMENT
No. 073341-011
forGARMIN GNS 430
VHF Communications TransceiverI
VORIILS ReceiverIGPS Receiver
A/C Make:
Piper
A/C Model:
PA-28-181
A/C S/N :
2890008
Registration:HB-PKG
This Supplement must be attachedtothebasicAirplaneFlight
Manual when the optional
GARMIN
GNS 430
is
installed
in
the
Aircraft
under
System
“Design ProjectPEASA.A.C.07337”
PEASA.A.C.07337”and accordingtoGARMIN Installation
Manual P/N 190-000140-02Ref.
Q.
The information
containedhereinsupplementsor supersedes the basicAirplaneFlight
Manual only inthose areas listedherein.For limitations,
procedures,and performance
Manual.
information
notcontainedinthisdocument,consultthebasicAirplaneFlight
Issuedated 14.09.2007
Original
EASA approved
Page: 9-80-(1)
page 1 of8
Issued: SEPTEMBER 14, 2007
GNS 1 of 8
a
AVIONITEC Ltd.
GeneralAviation
Center
P.O. Box 63
8058 Zurich-Airport
Switzerland
HB-PKG
PiperPA-28-181
AFM-Supplement
No. 073341-011 for
GARMIN GNS 430
Log of Revisions
Rev.-Nr.
Pages
Date
Remarks/Change
Issue
Original
1 8
14.09.2007
Complete Supplement
Issuedated 14.09.2007
Original
EASA approved
Page: 9-80-(2)
page 2 of8
Issued: SEPTEMBER 14, 2007
GNS 2 of 8
AVIONITEC Ltd.
GeneralAviation
Center
P.O. Box 63
8058 Zurich-Airport
Switzerland
HB-PKG
PiperPA-28-181
AFM-Supplement
No.073341-011 for
GARMIN GNS 430
Table of Contents
SECTION
I
PAGE
GENERAL
4
II LIMITATIONS
5
III EMERGENCYPROCEDURES
6
IV NORMAL
7
V
PROCEDURES
PERFORMANCE
VI WEIGHT
8
AND BALANCE
VII AIRPLANE & SYSTEM
8
8
DESCRIPTIONS
Issuedated 14.09.2007
Original
EASA approved
Page: 9-80-(3)
page 3 of 8
Issued: SEPTEMBER 14, 2007
GNS 3 of 8
AVIONITEC Ltd.
GeneralAviation
Center
P.O. Box 63
8058 Zurich-Airport
Switzerland
HB-PKG
PiperPA-28-181
AFM-Supplement
No. 073341-011 for
GARMIN GNS 430
SECTION
GENERAL
I
1. The GNS 430 System isa fully
which containsa
integrated,
panel mounted instrument,
VHF Communications Transceiver,
a VOR/ILS receiver,
and a Global Positioning
System (GPS) Navigationcomputer.The system consistsof a GPS antenna, GPS
VHF COMM antenna and a
Receiver,VHF/VQR/LOC/GS antenna,VOR/ILS receiver,
VHF Communications Transceiver.
The primaryfunction
of the VHF Communication
communicationwithAirTraffic
Control.
The
portionof the equipment isto facilitate
primaryfunctionof theVOR/ILS Receiverportionof the equipment isto receiveand
demodulate VOR, Localizer,
and GlideSlope signals.
The primaryfunctionoftheGPS
recover
portionof the system isto acquiresignalsfrom the GPS system satellites,
orbital
in
data,make range and Dopplermeasurements, and processthisinformation
real-time
toobtaintheuser’sposition,
and time.
velocity,
2. Providedthe GARMIN GNS 430’sGPS receiverisreceiving
adequate usable signals,
ithas been demonstrated capable of and has been shown to meet the accuracy
for:
specifications
•
S
•
•
VFR/IFR enrouteand terminal(GPS, Loran-C,VOR, VOR-DME,
TACAN, NDB, NDB-DME, RNAV) operationwithintheU.S. National
AirspaceSystem inaccordancewithAC 20-138A.
The approved sensors,forthe singleGNS 430 installation,
forNorth
AtlanticMinimum NavigationPerformance Specification
(MNPS)
AirspaceinaccordancewithAC 91-49 and AC 120-33.
The system meets RNP5 airspace(BRNAV) requirementsof AC
90-96 and inaccordancewithAC 20-138A, and EASA AMC 20-4,
usablenavigationinformation
from the GPS
provideditis receiving
receiver.
The equipment as installed
has been found to comply with the
on oceanicand
requirementsforGPS primarymeans of navigation
remote airspace,when used in conjunctionwith the 400 Series
TrainerProgram incorporating
the FDE Prediction
Program. This
does notconstitute
an operational
approval.
NavigationisaccomplishedusingtheWGS-84 (NAD-83) coordinatereferencedatum.
Navigationdata is based upon use of only the Global Positioning
System (GPS)
operatedby theUnitedStatesofAmerica.
Issuedated 14.09.2007
Original
EASA approved
Page: 9-80-(4)
page4of8
Issued: SEPTEMBER 14, 2007
GNS 4 of 8
A’IIONITEC Ltd.
GeneralAviation
Center
P.O. Box 63
8058 Zurich-Airport
Switzerland
HB-PKG
PiperPA-28-181
AFM-Supplement
No. 073341-011 for
GARMIN GNS 430
SECTION II
LIMITATIONS
1.The GARMIN GNS 430 Pilot’s
Guide, P/N 190-00140-00,Rev. F, dated July,2000 or
to the flight
crew whenever
laterappropr.revision,
must be immediatelyavailable
is
on
theuse
ofthe
navigation predicated
system.
2. The GNS 430 must utilize
thefollowing
or laterFAA approvedsoftwareversions.
SoftwareVersion
2.00
2.00
2.00
1.25
2.00
Sub-System
Main
GPS
COMM
VOR/LOC
G/S
The Main softwareversionisdisplayedon theGNS 430 selftestpage immediately
on
afterturn-onfor5 seconds.The remainingsystem softwareversionscan be verified
theAUX group sub-page 2,“SOFTWARE/DATABASE
VER”:
3. IFR enrouteand terminal
isprohibited
unlessthe pilot
verifies
the currency
navigation
of the data base or verifies
each selectedwaypoint for accuracy by referenceto
currentapproved data.
is
4. When GPS integrity
Monitoring(RAIM))capability
(ReceiverAutonomous Integrity
en routeIFR operationcan be continuedprovidedthe GARMIN GNS 430 position
lost,
isverified
navigation
every 15 minutes,using otheron board IFR approved aircraft
equipment or otherground referencedlocations.
5. The Aircraft
forthe
must have allapproved additional
navigation
equipment required
routeof flight
and operational.
installed
specific
6. Ifnot previously
defaultsettingsmust be made in the ,,SET”
defined,the following
Guide for procedure if
menu of the GNS 430 priorto operation(referto Pilot’s
necessary):
(a) dis,spd
vs
(b) alt,
(c) map datum
(d) posn
unitsto,,nautical
miles”and ,,knots”)
(setsnavigation
unitsto ,,feet”
and ,,feet
fpm (setsaltitude
perminute”)
WGS 84 (setsmap datum to WGS-84, see note below)
deg-min(setsnavigation
gridunitsto decimalminutes.)
1m
k
NOTE: in some areas outsidethe United States,datums otherthan WGS-84 or
NAD-83 may be used. Ifthe GNS 430 isauthorizedforuse by the appropriate
Airworthiness
the requiredgeodeticdatum must be setinthe GNS 430
authority,
priortoitsuse fornavigation.
Issuedated 14.09.2007
Original
EASA approved
Page: 9-80-(5)
page 5 of8
Issued: SEPTEMBER 14, 2007
GNS 5 of 8
AilONlTEC
General
P.O.
Ltd.
HB-PKG
Aviation Center
Piper PA-28-181
Box 63
AFM-Supplement
No. 073341-011
8058
Zurich-Airport
Switzerland
7. The
GARMIN
is limited to VFR-operation.
GPS-System
The
following placard
GNS
must
for
430
be installed:
GPS limitedto VFR!
SECTION
III
EMERGENCY
PROCEDURES
ABNORMAL
PROCEDURES
1. If GARMIN
GNS
operational
430
navigation
navigation information is not available or invalid, utilize remaining
as required.
equipment
2. If ,,RAIM
POSITION
WARN”
is displayed the system will flag and no longer
message
The
crew
should
revert to the GNS
430
VOR/ILS
provide navigational guidance.
receiver or an alternate means
of navigation other than the GNS
430’s GPS
receiver.
3. If ,,RAIM
NOT
AVAILABLE”
is displayed in the enroute or terminal phase of
message
or revert to an alternate means
of
flight,continue to navigate using the GPS
equipment
430’s GPS
receiver appropriate to the route and phase
navigation other than the GNS
of flight.When
continuing to use GPS
navigation, position must be verified every 15
minutes
the
using
GNS
430’s
VOR/ILS
receiver
or another
approved
navigation
system.
4. In an in-flightemergency,
and holding the Comm
depressing
2 seconds
will select the emergency
of 121.5 MHz
frequency
frequency window.
5. The
CB
GNS
430
System
is protected
labeled
transfer button for
into the “Active”
by the following Circuit Breakers:
Description
GNS
430 COM
Bus
Avionic Bus
CB rating
10 Amp.
Location
CB Panel
GPS
pwr.
GNS
Avionic Bus
5 Amp.
Copi-side
CB Panel
Audio
pwr. & Display
King KA-134
Avionic Bus
5 Amp.
Copi-side
CB Panel
COM
1
430
Main
Copi-side
Original Issue dated
EASA
approved
Page: 9-80-(6)
14.09.2007
page
Issued: SEPTEMBER 14, 2007
6 of 8
GNS 6 of 8
AiIONITEC Ltd.
GeneralAviation
Center
P.O. Box 63
8058 Zurich-Airport
Switzerland
HB-PKG
PiperPA-28-181
AFM-Supplement
No. 073341-011 for
GARMIN GNS 430
IV
SECTION
NORMAL
PROCEDURES
1. DETAILED OPERATING
PROCEDURES
Normal operatingproceduresare describedinthe GARMIN GNS 430 Pilot’s
Guide, P/N
revision.
190-00140-00,Rev. F, dated July2000 or later
appropriate
2. PILOT’S DISPLAY
The GNS 430 System datawill
appear on the CDI. The sourceof dataiseitherGPS or
VLOC as annunciatedon the GNS 430 displayabove theCDI key and insidethe
Gl-106A Indicator.
NOTE: Itisthe Pilot’s
to assure thatpublished or assigned
responsibility
are
with.Course
procedures
correctlycomplied
guidance isnot provided forall
430
ARINC
424
See
the
GNS
Pilot’s
Guide fordetailed
possible
legtypes.
for specificARINC 424
operatingprocedures regardingnavigationcapabilities
legtypes.
3. AUTOPILOT
OPERATION
to the autopilotcan be
Coupling of the GNS 430 System steeringinformation
the
inTrack
mode.
accomplishedby operating Autopilot
System
When the autopilot
system is using L/R DeviationData suppliedby the GNS 430
the
course
isnot automatically
driventothedesiredtrack.The course
System,
pointer
on
the
CDI
must
be
set
to
the
desiredtrack(DTK) indicatedby the
pointer
manually
GNS 430. For detailedautopilot
referto the FAA Approved
instructions,
operational
Manual
for
the
Flight
Supplement
autopilot.
Issuedated 14.09.2007
Original
EASA approved
Page: 9-80-(7)
page 7 of 8
Issued: SEPTEMBER 14, 2007
GNS 7 of 8
AvIONITEC Ltd.
GeneralAviation
Center
P.O. Box 63
8058 Zurich-Airport
Switzerland
HB-PKG
PiperPA-28-181
AFM-Supplement
No. 073341-011 for
GARMIN GNS 430
SECTION
V
PERFORMANCE
No change.
SECTION
VI
WEIGHT AND BALANCE
See current
weightand balancedata.
AIRPLANE
SECTION
& SYSTEM
VII
DESCRIPTIONS
See GNS 430 Pilot’s
Guide forcompletedescription
oftheGNS 430 system.
Issuedated 14.09.2007
Original
EASA approved
Page: 9-80-(8)
page 8 of8
Issued: SEPTEMBER 14, 2007
GNS 8 of 8
TABLE
OF
CONTENTS
SECTION
OPERATING
10
TIPS
Page
No.
Paragraph
No.
10.1
General
10-I
10.3
Operating Tips
10-I
REPORT:
Page: 10-0-(1)
Revision: 9, JUNE 29, 1984
VB-1120
10-i
PIPER
AIRCRAFT
P4-28-181, ARCHER
CORPORATION
II
SECTION
OPERATING
SECTION
10
OPERATING
TIPS
10
TIPS
10.1 GENERAL
This section provides operating tipsof particularvalue in the operation
of Archer II.
10.3 OPERATING
TIPS
(a) Learn to trim for takeoff so that only a very lightback pressure on
the control wheel is required to liftthe airplane off the ground.
G(b)The best speed for takeoff isabout 53 KIAS under normal conditions.
conditions.
Trying to pull the airplane off the ground at too low an airspeed
decreases the controllabilityof the airplane in the event of
airspeed
engine failure.
(c) Flaps may be lowered at airspeedsup to 102 KIAS. To reduce flap
operating loads,itisdesirableto have the airplaneat a slower speed
before extending the flaps.The flapstep willnot support weight if
the flaps are in any extended position.The flaps must be placed in
position before they willlock and support weight on the
the “UP”
step.
(d) Before attempting to reset any circuitbreaker, allow a two to five
minute cooling off period.
(e) Before starting the engine, check that all radio switches, light
switches and the pitotheat switch are in the off positionso as not to
create an overloaded condition when the starteris engaged.
(f) Anti-collisionlightsshould not be operating when flyingthrough
cloud, fog or haze, since reflectedlight can produce spacial disorientation.
disorientation.
Strobe lightsshould not be used in close proximity to
the ground such as during taxiing,takeoff or landing.
ISSUED:
DT’uTcT’fl.
Page: 10-1-(0)
JULY
2, 1979
ITTTI’
REPORT:
VB-1120
)fl iQA
Revision: 9, JUNE 29, 1984
10-1
SECTION
OPERATING
10
PIPER
TIPS
AIRCRAFT
CORPORATION
PA-28-181, ARCHER
II
(g) The rudder pedals are suspended from a torque tube which extends
across the fuselage. The pilot shot1d become familiar with the
on
proper positioning of his feet
the;rudder pedals so as to avoid
interferencewith the torque tube when noving the rudder pedals or
operating the toe brakes..
(h) In an effortto avoid accktents,pilotshould obtain and study the
available in FAA
mfd
safety related infrmati
publications
such as regulationadviôry
circulars,Aviation News, AIM and
safety aids.
(i) Prolöngedslips or skIds which resJt 16 excess of 2000 ft.of altitude
Ioss or other radicalor extreme mäheuvers which could cause Uncovering,of
the fuel outletnust be ávoded as fuelflow interruption
Uncovering,of
may occur when tank berig used.;isnotfull.
however, should
(j) Hand startingof the ngine isnot recomnded,
hand startingof the engine be required,only experienced personnel
should attempt this procedure. The magneto selectorshould be
placed to “LEFT”
during the starting,procedure to reduce the
probability of “kickback.” Place the ignitionswitch to “BOTH”
position afterthe engine has started.
REPORT:
10-2
Page: 10-2-(0)
VB-1120
ISSUED:
REVISED:
JULY
JUNE
Revision: 9, JUNE 29, 1984
2, 1979
29, 1984
10-2