PA 28 161 Warrior III

WARRIOR III
pa-28-161
REFERENCE ONLY
THIS ELECTRONIC VERSION
OF THE POH IS
NOT APPROVED TO
REPLACE ANY OPERATING
INFORMATION REQUIRED
BY THE REGULATIONS.
pilots
operating
handbook
and
faa approved
airplane flight manual
airplane airplane
serial no._______________________ regist. no.____________________
pa-28-161
report: VB-1565 faa approved by:

WILLIAM R. MOREU
D.O.A. NO. SO-1
date of approval: PIPER AIRCRAFT CORPORATION
JULY 1, 1994 vero beach, florida
FAA APPROVED IN NORMAL and utility CATEGORies BASEd ON CAR 3.

THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO
THE PILOT BY CAR 3 AND CONStiTUTES THE APPROVED AIRPLANE FLIGHT
MANUAL AND MUST BE CARRIED IN THE AIRPLANE AT ALL TIMEs.
warning
Extreme care must be exercised to limit the use of
this handbook to applicable aircraft. This handbook is valid for use with the airplane identified
on the face of the title page. Subsequent revisions
supplied by Piper AIRCRAFT CORPORATION must be
properly inserted.
Published by
PUBLICATIONS DEPARTMENT
Issued: JULY 1, 1994
1994, 1995, 2015
Piper Aircraft Corporation
All Rights Reserved
REPORT: VB-1565 ISSUED: JULY 1, 1994
REVISED: July 17, 2015
ii
APPLICABILITY
Application of this handbook is limited to the specific Piper PA-28-161
model airplane designated by serial number and registration number on the
face of the title page of this handbook.
This handbook cannot he used for operational purposes unless kept in
a current status.
REVISIONS
The information compiled in the Pilot's Operating H:mdhook, with the
exception of the equipment list, will be kept current by revisions distributed
to the airplane owners. The equipment list was current at the time the airplane was licensed by the manufacturer and thereafter must he maintained
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 instructions given below:
1. Revision pages will replace only pages with the same page number.
2. Insert all additional pages in proper numerical order within each
section.
3. Page numbers followed by a small letter shall be inserted in direct
sequence with the same conunon numbered page.
II. Identification of Revised Material
Revised text and illustrations shall 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 will indicate that an entire page was added.
REPORT: VB-1565
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 location of material on
a page will not be identified by symbols.
ORIGINAL PAGES ISSUED
The original pages issued for this handbook prior to revision are given
below:
Title, ii through vii, 1-1 through 1-10, 2-1- through 2-9, 3-1 through
3-16, 4-1 Uuough 4-25, 5-1 U1rough 5-29,6-1 U1rough 6-17,7-1 Uuough 7-26,
8-1 through 8-18,9-1 through 9-72 and 10-1 through 10-2.
REPORT: VB-1565
iv
pilots operating handbook log of revisions

Current Revisions to the PA-28-161 WARRIOR III Pilots Operating
Hand-book, REPORT: VB-1565 issued JULY 1, 1994.
Revision
Number and Revised
Description of Revisions
Code Pages
FAA Approval
Signature and
Date

Rev. 1
v
(PR950224)
5-3

5-4

5-5

5-6

5-7

5-9

5-18

5-19

5-20

5-20b

5-21

5-22

5-23

5-24

5-25

5-26
Added Rev 1 to Log of Revs.

Revised Para. 5.5 (note) (a) 1& 6
Revised Para. 5.5 (b) 5
Revised Para. 5.5 (c).3 & 4
Revised Para. 5.5 (d).1, 2, & 3
(e) 2
Revised Para. 5.5 (e), (f).& (g)
Revised Para. 5.7 List of Fig.
Added Fig. 5-15.
Revised Fig. 5-17.
Revised Fig. 5-19.
Added Fig. 5-21.
Added Fig. 5-23.
PETER E. PECK
Added Fig. 5-23a.
FAA/DOA
Added Fig. 5-23b.
Coordinator
Added Fig. 5-25.
Added Fig. 5-29 .
JUNE. 9, 1995
Added Fig. 5-31.
Date

Rev. 2
(PR150717)

Added copyright information.

Added Rev. 2 to L of R.
Revised Para. 2.25.
Revised Para. 4.13.
Revised Para. 8.1.
Revised Para. 8.1.
ii
v
2-9
4-17
8-1
8-2
ISSUED: JULY 1, 1994

Eric A. Wright
July 17, 2015
REPORT: VB-1565
v
pilots operating handbook log of revisions

Revision
Number and Revised
Description of Revisions
Code Pages

REPORT: VB-1565
vi
FAA Approval
Signature and
Date
TABLE OF CONTENTS
SECTION 1
GENERAL
SECTION 2
LIMITATIONS
SECTION 3
EMERGENCY PROCEDURES
SECTION 4
NORMAL PROCEDURES
SECTION 5
PERFORMANCE
SECTION 6
WEIGHT AND BALANCE
SECTION 7
DESCRIPTION AND OPERATION OF

THE AIRPLANE AND ITS SYSTEMS
SECTION 8
AIRPLANE HANDLING, SERVICING

AND MAINTENANCE
SECTION 9
SUPPLEMENTS
SECTION 10
OPERATING TIPS
REI>ORT: VB-1565
vii
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-1565
viii
TABLE OF CONTENTS
TABLE OF CONTENTS
SECTION 1
SECTION 1
GENERAL
GENERAL
Paragraph
No.
1.1
1.3
1.5
1.7
1.9
1.11
1.13
1.15
1.17
1.19
Page
No.
Introduction ..................................................................................
Engines .........................................................................................
Propellers......................................................................................
Fuel...............................................................................................
Oil.................................................................................................
Maximum Weights .......................................................................
Standard Airplane Weight ............................................................
Baggage Space .............................................................................
Specific Loadings .........................................................................
Symbols, Abbreviations and Terminology ...................................
1-1
1-3
1-3
1-3
1-4
1-4
1-4
1-4
1-4
1-5
REPORT: VB-1565
1-i
Paragraph
No.
1.1
1.3
1.5
1.7
1.9
1.11
1.13
1.15
1.17
1.19
Page
No.
Introduction ..................................................................................
Engines .........................................................................................
Propellers......................................................................................
Fuel...............................................................................................
Oil.................................................................................................
Maximum Weights .......................................................................
Standard Airplane Weight ............................................................
Baggage Space .............................................................................
Specific Loadings .........................................................................
Symbols, Abbreviations and Terminology ...................................
1-1
1-3
1-3
1-3
1-4
1-4
1-4
1-4
1-4
1-5
REPORT: VB-1565
1-i
REPORT: VB-1565
1-ii
REPORT: VB-1565
1-ii
PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR III
SECTION 1
GENERAL

SECTION 1
SECTION 1
GENERAL
1.1
SECTION 1
GENERAL
GENERAL
INTRODUCTION
1.1
INTRODUCTION
This Pilots Operating Handbook is designed for maximum utilization as

an operating guide for the pilot. It includes the material required to be
furnished to the pilot by the FAR/CAR. It also contains supplemental data
supplied by the airplane manufacturer.
This Pilots Operating Handbook is designed for maximum utilization as

an operating guide for the pilot. It includes the material required to be
furnished to the pilot by the FAR/CAR. It also contains supplemental data
supplied by the airplane manufacturer.
This handbook is not designed as a substitute for adequate and competent

flight instruction, knowledge of current airworthiness directives, applicable
federal air regulations or advisory circulars. It is not intended to be a guide
for basic flight instruction or a training manual and should not be used for
operational purposes unless kept in a current status.
This handbook is not designed as a substitute for adequate and competent

flight instruction, knowledge of current airworthiness directives, applicable
federal air regulations or advisory circulars. It is not intended to be a guide
for basic flight instruction or a training manual and should not be used for
operational purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the

responsibility of the owner. The pilot in command is responsible for
determining that the airplane is safe for flight. The pilot is also responsible
for remaining within the operating limitations as outlined by instrument
markings, placards, and this handbook.
Assurance that the airplane is in an airworthy condition is the

responsibility of the owner. The pilot in command is responsible for
determining that the airplane is safe for flight. The pilot is also responsible
for remaining within the operating limitations as outlined by instrument
markings, placards, and this handbook.
Although the arrangement of this handbook is intended to increase its

in-flight capabilities, it should not be used solely as an occasional operating
reference. The pilot should study the entire handbook to familiarize himself
with the limitations, performance, procedures and operational handling
characteristics of the airplane before flight.
Although the arrangement of this handbook is intended to increase its

in-flight capabilities, it should not be used solely as an occasional operating
reference. The pilot should study the entire handbook to familiarize himself
with the limitations, performance, procedures and operational handling
characteristics of the airplane before flight.
The handbook has been divided into numbered (arabic) sections, each
provided with a finger-tip tab divider for quick reference. The limitations
and e m e rgency procedures have been placed ahead of the normal
procedures, performance and other sections to provide easier access to
information that may be required in flight. The Emergency Procedures
Section has been furnished with a red tab divider to present an instant
reference to the section. Provisions for expansion of the handbook have been
made by the deliberate omission of certain paragraph numbers, figure
numbers, item numbers and pages noted as being intentionally left blank.
The handbook has been divided into numbered (arabic) sections, each
provided with a finger-tip tab divider for quick reference. The limitations
and e m e rgency procedures have been placed ahead of the normal
procedures, performance and other sections to provide easier access to
information that may be required in flight. The Emergency Procedures
Section has been furnished with a red tab divider to present an instant
reference to the section. Provisions for expansion of the handbook have been
made by the deliberate omission of certain paragraph numbers, figure
numbers, item numbers and pages noted as being intentionally left blank.
REPORT: VB-1565
1-1
REPORT: VB-1565
1-1
SECTION 1
GENERAL

SECTION 1
GENERAL
THREE VIEW
Figure 1-1
REPORT: VB-1565
1-2

THREE VIEW
Figure 1-1
REPORT: VB-1565
1-2

1.3
ENGINES
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
1.5
Number of Engines
Engine Manufacturer
Engine Model Number
Rated Horsepower
Rated Speed (rpm)
Bore (inches)
Stroke (inches)
Displacement (cubic inches)
Compression Ratio
Engine Type
Number of Propellers
Propeller Manufacturer
Model
Number of Blades
Propeller Diameter (inches)
(1) Maximum
(2) Minimum
(f) Propeller Type
1
Lycoming
O-320-D3G
160
2700
5.125
3.875
319.8
8.5:1
Four Cylinder, Direct Drive,
Horizontally Opposed,
Air Cooled
1
Sensenich
74DM6-0-60
2
(2) Alternate Fuel
1
Lycoming
O-320-D3G
160
2700
5.125
3.875
319.8
8.5:1
Four Cylinder, Direct Drive,
Horizontally Opposed,
Air Cooled
PROPELLERS
Model
Number of Blades
Propeller Diameter (inches)
(1) Maximum
(2) Minimum
(f) Propeller Type
1.7
AVGAS ONLY
Number of Engines
Engine Manufacturer
Engine Model Number
Rated Horsepower
Rated Speed (rpm)
Bore (inches)
Stroke (inches)
Displacement (cubic inches)
Compression Ratio
Engine Type
(a)
(b)
(c)
(d)
(e)
74
72
Fixed Pitch
SECTION 1
GENERAL
ENGINES
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
1.5
FUEL
(a) Fuel Capacity (U.S. gal) (total)

(b) Usable Fuel (U.S. gal) (total)
(c) Fuel
(1) Minimum Octane

1.3
PROPELLERS
(a)
(b)
(c)
(d)
(e)
1.7
SECTION 1
GENERAL
1
Sensenich
74DM6-0-60
2
74
72
Fixed Pitch
FUEL
AVGAS ONLY
50
48
100 Green or 100LL Blue
Aviation Grade
Refer to Fuel Requirements,
Section 8 - Handling, Servicing
and Maintenance.
REPORT: VB-1565
1-3
(a) Fuel Capacity (U.S. gal) (total)

(b) Usable Fuel (U.S. gal) (total)
(c) Fuel
(1) Minimum Octane
(2) Alternate Fuel
50
48
100 Green or 100LL Blue
Aviation Grade
Refer to Fuel Requirements,
Section 8 - Handling, Servicing
and Maintenance.
REPORT: VB-1565
1-3
SECTION 1
GENERAL
1.9

OIL
1.9
(a) Oil Capacity (U.S. quarts)

(b) Oil Specification
8
Refer to latest issue
of Lycoming Service
Instruction 1014.
(c) Oil Viscosity per Average Ambient

Temp. for Starting

OIL
(a) Oil Capacity (U.S. quarts)
(b) Oil Specification
8
Refer to latest issue
of Lycoming Service
Instruction 1014.
(c) Oil Viscosity per Average Ambient

Temp. for Starting
(1) Above 60F

(2) 30F to 90F
(3) 0F to 70F
Single
S.A.E. 50
S.A.E. 40
S.A.E. 30
(4) Below 10F
S.A.E. 20
Multi
S.A.E. 40 or 50
S.A.E. 40
S.A.E. 40 or
20W-30
S.A.E. 20W-30
1.11 MAXIMUM WEIGHTS

(a)
(b)
(c)
(d)
SECTION 1
GENERAL
Maximum Takeoff Weight (lbs)

Maximum Ramp Weight (lbs)
Maximum Landing Weight (lbs)
Maximum Weight in Baggage
Compartment (lbs)
(1) Above 60F

(2) 30F to 90F
(3) 0F to 70F
Single
S.A.E. 50
S.A.E. 40
S.A.E. 30
(4) Below 10F
S.A.E. 20
Multi
S.A.E. 40 or 50
S.A.E. 40
S.A.E. 40 or
20W-30
S.A.E. 20W-30
1.11 MAXIMUM WEIGHTS

Normal
2440
2447
2440
200
Utility
2020
2027
2020
0
(a)
(b)
(c)
(d)
Maximum Takeoff Weight (lbs)

Maximum Ramp Weight (lbs)
Maximum Landing Weight (lbs)
Maximum Weight in Baggage
Compartment (lbs)
Normal
2440
2447
2440
200
Utility
2020
2027
2020
0
1.13 STANDARD AIRPLANE WEIGHTS
1.13 STANDARD AIRPLANE WEIGHTS
Refer to Figure 6-5 for the Standard Empty Weight and the Useful
Load.
Refer to Figure 6-5 for the Standard Empty Weight and the Useful
Load.
1.15 BAGGAGE SPACE
1.15 BAGGAGE SPACE
(a) Compartment Volume (cubic feet
24
1.17 SPECIFIC LOADINGS

(a) Wing Loading (lbs per sq ft)
(b) Power Loading (lbs per hp)
REPORT: VB-1565
1-4
(a) Compartment Volume (cubic feet
24
1.17 SPECIFIC LOADINGS

14.4
15.3
(a) Wing Loading (lbs per sq ft)

(b) Power Loading (lbs per hp)
REPORT: VB-1565
1-4
14.4
15.3

SECTION 1
GENERAL

SECTION 1
GENERAL
1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
The following definitions are of symbols, abbreviations and terminology

used throughout the handbook and those which may be of added operational
significance to the pilot.
The following definitions are of symbols, abbreviations and terminology

used throughout the handbook and those which may be of added operational
significance to the pilot.
(a) General Airspeed Terminology and Symbols
(a) General Airspeed Terminology and Symbols
CAS
Calibrated Airspeed means the indicated

speed of an aircraft, corrected for position
and instrument error. Calibrated airspeed is
equal to true airspeed in standard
atmosphere at sea level.
CAS
Calibrated Airspeed means the indicated

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

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

relative to the ground.
IAS
Indicated Airspeed is the speed of an aircraft as shown on the airspeed indicator

when corrected for instrument error. IAS
values published in this handbook assume
zero instrument error.
IAS
Indicated Airspeed is the speed of an aircraft as shown on the airspeed indicator

when corrected for instrument error. IAS
values published in this handbook assume
zero instrument error.
KIAS
Indicated Airspeed expressed in Knots.
KIAS
Indicated Airspeed expressed in Knots.
Mach Number is the ratio of true airspeed

to the speed of sound.
Mach Number is the ratio of true airspeed

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

relative to undisturbed air which is the
CAS corrected for altitude, temperature
and compressibility.
TAS
True Airspeed is the airspeed of an airplane

relative to undisturbed air which is the
CAS corrected for altitude, temperature
and compressibility.
VA
Maneuvering Speed is the maximum speed

at which application of full available
aerodynamic control will not overstress the
airplane.
VA
Maneuvering Speed is the maximum speed

at which application of full available
aerodynamic control will not overstress the
airplane.
VFE
Maximum Flap Extended Speed is the

highest speed permissible with wing flaps
in a prescribed extended position.
VFE
Maximum Flap Extended Speed is the

highest speed permissible with wing flaps
in a prescribed extended position.
REPORT: VB-1565
1-5
REPORT: VB-1565
1-5
SECTION 1
GENERAL

SECTION 1
GENERAL

VNE/MNE
Ne v e r E x c e e d S p e e d o r M a c h
Number is the speed limit that
should not be exceeded at any time.
VNE/MNE
Ne v e r E x c e e d S p e e d o r M a c h
Number is the speed limit that
should not be exceeded at any time.
VNO
Maximum Structural Cruising Speed is the

speed that should not be exceeded except
in smooth air and then only with caution.
VNO
Maximum Structural Cruising Speed is the

speed that should not be exceeded except
in smooth air and then only with caution.
VS
Stalling Speed or the minimum steady

flight speed at which the airplane is
controllable.
VS

controllable.
VSO

controllable in the landing configuration.
VSO

controllable in the landing configuration.
VX
Best Angle-of-Climb Speed is the airspeed

which delivers the greatest gain of altitude
in the shortest possible horizontal distance.
VX
Best Angle-of-Climb Speed is the airspeed

which delivers the greatest gain of altitude
in the shortest possible horizontal distance.
VY
Best Rate-of-Climb Speed is the airspeed

which delivers the greatest gain in altitude
in the shortest possible time.
VY
Best Rate-of-Climb Speed is the airspeed

which delivers the greatest gain in altitude
in the shortest possible time.
(b) Meteorological Terminology
(b) Meteorological Terminology
ISA
International Standard Atmosphere in

which: The air is a dry perfect gas; The
temperature at sea level is 15 Celsius (59
Fahrenheit); The pressure at sea level is
29.92 inches Hg (1013.2 mb); The temperature gradient from sea level to the altitude
at whic h t h e t e m p e r a t u r e i s - 5 6 . 5 C
( - 6 9 .7F) is -0.00198C (-0.003564F) per
foot and zero above that altitude.
ISA
International Standard Atmosphere in

which: The air is a dry perfect gas; The
temperature at sea level is 15 Celsius (59
Fahrenheit); The pressure at sea level is
29.92 inches Hg (1013.2 mb); The temperature gradient from sea level to the altitude
at whic h t h e t e m p e r a t u r e i s - 5 6 . 5 C
( - 6 9 .7F) is -0.00198C (-0.003564F) per
foot and zero above that altitude.
OAT
Outside Air Temperature is the free air

static temperature obtained either from
inflight temperature indications or ground
meteorological sources, adjusted for instrument error and compressibility effects.
OAT
Outside Air Temperature is the free air

static temperature obtained either from
inflight temperature indications or ground
meteorological sources, adjusted for instrument error and compressibility effects.
REPORT: VB-1565
1-6
ISSUED: DECEMBER 08, 1995
REPORT: VB-1565
1-6
ISSUED: DECEMBER 08, 1995

SECTION 1
GENERAL

SECTION 1
GENERAL
Indicated Pressure
Altitude
The number actually read from an

altimeter when the barometric subscale has
been set to 29.92 inches of mercury (1013.2
millibars).
Indicated Pressure
Altitude
The number actually read from an

altimeter when the barometric subscale has
been set to 29.92 inches of mercury (1013.2
millibars).
Pressure Altitude
Altitude measured from standard sea-level

pressure (29.92 in. Hg) by a pressure or
barometric altimeter. It is the indicated
pressure altitude corrected for position and
instr u m e n t e r r o r. I n t h i s h a n d b o o k ,
altimeter instrument errors are assumed to
be zero.
Pressure Altitude
Altitude measured from standard sea-level

pressure (29.92 in. Hg) by a pressure or
barometric altimeter. It is the indicated
pressure altitude corrected for position and
instr u m e n t e r r o r. I n t h i s h a n d b o o k ,
altimeter instrument errors are assumed to
be zero.
Station Pressure
Actual atmospheric pressure at field

elevation.
Station Pressure
Actual atmospheric pressure at field

elevation.
Wind
The wind velocities recorded as variables on

the charts of this handbook are to be
understood as the headwind or tailwind
components of the reported winds.
Wind
The wind velocities recorded as variables on

the charts of this handbook are to be
understood as the headwind or tailwind
components of the reported winds.
(c) Power Terminology
(c) Power Terminology
Takeoff Power
Maximum power permissible for takeoff.
Takeoff Power
Maximum power permissible for takeoff.
Maximum Continuous Power
Maximum power permissible continuously

during flight.
Maximum Continuous Power
Maximum power permissible continuously

during flight.
Maximum Climb
Power
Maximum power permissible during

climb.
Maximum Climb
Power

climb.
Maximum Cruise
Power

cruise.
Maximum Cruise
Power

cruise.
(d) Engine Instruments

EGT Gauge
(d) Engine Instruments

Exhaust Gas Temperature Gauge
REPORT: VB-1565
1-7
EGT Gauge
Exhaust Gas Temperature Gauge
REPORT: VB-1565
1-7
SECTION 1
GENERAL

(e) Airplane Performance and Flight Planning Terminology
SECTION 1
GENERAL

(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.
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
Velocity
The demonstrated crosswind velocity is the

velocity of the crosswind component for
which adequate control of the airplane
during takeoff and landing was actually
demonstrated during certification tests.
Demonstrated
Crosswind
Velocity
The demonstrated crosswind velocity is the

velocity of the crosswind component for
which adequate control of the airplane
during takeoff and landing was actually
demonstrated during certification tests.
Accelerate-Stop
Distance
The distance required to accelerate an airplane to a specified speed and, assuming

failure of an engine at the instant that speed
is attained, to bring the airplane to a stop.
Accelerate-Stop
Distance
The distance required to accelerate an airplane to a specified speed and, assuming

failure of an engine at the instant that speed
is attained, to bring the airplane to a stop.
Route Segment
A part of a route. Each end of that part is

identified by (1) a geographical location
or (2) a point at which a definite radio fix
can be established.
Route Segment
A part of a route. Each end of that part is

identified by (1) a geographical location
or (2) a point at which a definite radio fix
can be established.
(f) Weight and Balance Terminology
(f) Weight and Balance Terminology
Reference Datum
An imaginary vertical plane from which all

horizontal distances are measured for
balance purposes.
Reference Datum
An imaginary vertical plane from which all

horizontal distances are measured for
balance purposes.
Station
A location along the airplane fuselage

usually given in terms of distance from the
reference datum.
Station
A location along the airplane fuselage

usually given in terms of distance from the
reference datum.
Arm
The horizontal distance from the reference

datum to the center of gravity (C.G.) of an
item.
Arm
The horizontal distance from the reference

datum to the center of gravity (C.G.) of an
item.
REPORT: VB-1565
1-8
REPORT: VB-1565
1-8

SECTION 1
GENERAL

SECTION 1
GENERAL
Moment
The product of the weight of an item

multiplied by its arm. (Moment divided by
a constant is used to simplify balance
calculations by reducing the number of
digits.)
Moment
The product of the weight of an item

multiplied by its arm. (Moment divided by
a constant is used to simplify balance
calculations by reducing the number of
digits.)
Center of Gravity
(C.G.)
The point at which an airplane would

balance if suspended. Its distance from the
reference datum is found by dividing the
total moment by the total weight of the
airplane.
Center of Gravity
(C.G.)
The point at which an airplane would

balance if suspended. Its distance from 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 airplanes

individual moments and dividing the sum
by the total weight.
C.G. Arm
The arm obtained by adding the airplanes

individual moments and dividing the sum
by the total weight.
C.G. Limits
The extreme center of gravity locations

within which the airplane must be operated
at a given weight.
C.G. Limits
The extreme center of gravity locations

within which the airplane must be operated
at a given weight.
Usable Fuel
Fuel available for flight planning.
Usable Fuel
Fuel available for flight planning.
Unusable Fuel
Fuel remaining after a runout test has been

completed in accordance with governmental regulations.
Unusable Fuel
Fuel remaining after a runout test has been

completed in accordance with governmental regulations.
Standard Empty
Weight
Weight of a standard airplane including

unusable fuel, full operating fluids and full
oil.
Standard Empty
Weight
Weight of a standard airplane including

unusable fuel, full operating fluids and full
oil.
Basic Empty
Weight
Standard empty weight plus optional

equipment.
Basic Empty
Weight
Standard empty weight plus optional

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

weight if applicable, and basic empty
weight.
Useful Load
Difference between takeoff weight, or ramp

weight if applicable, and basic empty
weight.
Maximum Ramp
Weight
Maximum weight approved for ground

maneuver. (It includes weight of start, taxi
and run up fuel.)
Maximum Ramp
Weight
Maximum weight approved for ground

maneuver. (It includes weight of start, taxi
and run up fuel.)
REPORT: VB-1565
1-9
REPORT: VB-1565
1-9
SECTION 1
GENERAL

SECTION 1
GENERAL

Maximum
Takeoff Weight
Maximum weight approved for the start

of the takeoff run.
Maximum
Takeoff Weight
Maximum weight approved for the start

of the takeoff run.
Maximum
Landing Weight
Maximum weight approved for the landing

touchdown.
Maximum
Landing Weight
Maximum weight approved for the landing

touchdown.
Maximum Zero
Fuel Weight
Maximum weight exclusive of usable fuel.
Maximum Zero
Fuel Weight
Maximum weight exclusive of usable fuel.
REPORT: VB-1565
1-10
REPORT: VB-1565
1-10
TABLE OF CONTENTS
TABLE OF CONTENTS
SECTION 2
SECTION 2
LIMITATIONS
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
2.25
Page
No.
General .........................................................................................
Airspeed Limitations ....................................................................
Airspeed Indicator Markings........................................................
Power Plant Limitations ...............................................................
Power Plant Instrument Markings ................................................
Weight Limits ...............................................................................
Center of Gravity Limits ..............................................................
Maneuver Limits ..........................................................................
Flight Load Factors ......................................................................
Kinds of Operation Equipment List .............................................
Fuel Limitations ...........................................................................
Placards ........................................................................................
2-1
2-1
2-2
2-2
2-3
2-4
2-5
2-5
2-6
2-6
2-7
2-8
REPORT: VB-1565
2-i
Paragraph
No.
2.1
2.3
2.5
2.7
2.9
2.11
2.13
2.15
2.17
2.19
2.21
2.25
Page
No.
General .........................................................................................
Airspeed Limitations ....................................................................
Airspeed Indicator Markings........................................................
Power Plant Limitations ...............................................................
Power Plant Instrument Markings ................................................
Weight Limits ...............................................................................
Center of Gravity Limits ..............................................................
Maneuver Limits ..........................................................................
Flight Load Factors ......................................................................
Kinds of Operation Equipment List .............................................
Fuel Limitations ...........................................................................
Placards ........................................................................................
2-1
2-1
2-2
2-2
2-3
2-4
2-5
2-5
2-6
2-6
2-7
2-8
REPORT: VB-1565
2-i
REPORT: VB-1565
2-ii
REPORT: VB-1565
2-ii

SECTION 2
LIMITATIONS

SECTION 2
SECTION 2
LIMITATIONS
2.1
SECTION 2
LIMITATIONS
LIMITATIONS
GENERAL
2.1
GENERAL
This section provides the FAA Approved operating limitations,

instrument markings, color coding and basic placards necessary for
operation of the airplane and its systems.
This section provides the FAA Approved operating limitations,

instrument markings, color coding and basic placards necessary for
operation of the airplane and its systems.
This airplane must be operated as a normal or utility category airplane

in compliance with the operating limitations stated in the form of placards
and markings and those given in this section and handbook.
This airplane must be operated as a normal or utility category airplane

in compliance with the operating limitations stated in the form of placards
and markings and those given in this section and handbook.
Limitations associated with those optional systems and equipment

which require handbook supplements can be found in Section 9 (Supplements).
Limitations associated with those optional systems and equipment

which require handbook supplements can be found in Section 9 (Supplements).
2.3
2.3
AIRSPEED LIMITATIONS
SPEED
Never Exceed Speed (VNE) - Do not
exceed this speed in any operation.
Maximum Structural Cruising Speed
(VNO) - Do not exceed this speed
except in smooth air and then only
with caution.
Maximum Flaps Extended Speed
(VFE) - Do not exceed this speed
with the flaps extended.
KIAS
160
126
103
KCAS
AIRSPEED LIMITATIONS
SPEED
KIAS
KCAS
153
Never Exceed Speed (VNE) - Do not

exceed this speed in any operation.
160
153
122
Maximum Structural Cruising Speed

(VNO) - Do not exceed this speed
except in smooth air and then only
with caution.
126
122
100
Maximum Flaps Extended Speed

(VFE) - Do not exceed this speed
with the flaps extended.
103
100
REPORT: VB-1565
2-1
REPORT: VB-1565
2-1
SECTION 2
LIMITATIONS

SPEED
KIAS
Design Maneuvering Speed (VA) Do not make full or abrupt control

movements above this speed.
At 2440 LBS. G.W.
At 1531 LBS. G.W.
2.5
KCAS

SPEED
KIAS
Design Maneuvering Speed (VA) Do not make full or abrupt control

movements above this speed.
At 2440 LBS. G.W.
At 1531 LBS. G.W.
108
89
111
88
CAUTION
CAUTION
Maneuvering speed decreases at lighter weight

as the effects of aerodynamic forces become
more pronounced. Linear interpolation may be
used for intermediate gross weights. Maneuvering speed should not be exceeded while
operating in rough air.
Maneuvering speed decreases at lighter weight

as the effects of aerodynamic forces become
more pronounced. Linear interpolation may be
used for intermediate gross weights. Maneuvering speed should not be exceeded while
operating in rough air.
AIRSPEED INDICATOR MARKINGS

MARKING
Red Radial Line (Never Exceed)
Yellow Arc(Caution Range - Smooth Air Only)
Green Arc (Normal Operating Range)
White Arc (Flap Down)
2.7
111
88
SECTION 2
LIMITATIONS
2.5
POWER PLANT LIMITATIONS

(a)
(b)
(c)
(d)
Number of Engines
1
Engine Manufacturer
Lycoming
Engine Model No.
O-320-D3G
Engine Operating Limits
(1) Maximum Horsepower
160
(2) Maximum Rotation Speed (RPM)
2700
(3) Maximum Oil Temperature
245F
(e) Oil Pressure
Minimum (red line)
25 PSI
Maximum (red line)
115 PSI
(f) Fuel Pressure
Minimum (red line)
.5 PSI
Maximum (red line)
8 PSI
(g) Fuel (AVGAS ONLY)
(minimum grade)
100 or 100LL Aviation Grade
REPORT: VB-1565
2-2
MARKING
Red Radial Line (Never Exceed)
Yellow Arc(Caution Range - Smooth Air Only)
White Arc (Flap Down)
2.7
108
89
AIRSPEED INDICATOR MARKINGS
KIAS
160
126 to 160
50 to 126
44 to 103
KCAS
KIAS
160
126 to 160
50 to 126
44 to 103
POWER PLANT LIMITATIONS

(a)
(b)
(c)
(d)
Number of Engines
1
Engine Manufacturer
Lycoming
Engine Model No.
O-320-D3G
Engine Operating Limits
(1) Maximum Horsepower
160
(2) Maximum Rotation Speed (RPM)
2700
(3) Maximum Oil Temperature
245F
(e) Oil Pressure
Minimum (red line)
25 PSI
Maximum (red line)
115 PSI
(f) Fuel Pressure
Minimum (red line)
.5 PSI
Maximum (red line)
8 PSI
(g) Fuel (AVGAS ONLY)
(minimum grade)
100 or 100LL Aviation Grade
REPORT: VB-1565
2-2

Propeller Model
Propeller Diameter
Minimum
Maximum
(l) 74DM6-0-60 Propeller Tolerance
(static rpm at maximum permissible
throttle setting, Sea Level, ISA)
SECTION 2
LIMITATIONS
(h)
(i)
(j)
(k)
2.9

1
Sensenich
74DM6-0-60
Propeller Model
Propeller Diameter
Minimum
Maximum
(l) 74DM6-0-60 Propeller Tolerance
(static rpm at maximum permissible
throttle setting, Sea Level, ISA)
SECTION 2
LIMITATIONS
(h)
(i)
(j)
(k)
72 IN.
74 IN.
Not above 2430 RPM

Not below 2330 RPM
1
Sensenich
74DM6-0-60
72 IN.
74 IN.
Not above 2430 RPM

Not below 2330 RPM
NOTE
NOTE
Refer to the airplane maintenance manual for test

procedure to determine approved static rpm
under non standard conditions.

NOTE
NOTE


POWER PLANT INSTRUMENT MARKINGS

(a) Tachometer
Red Line (Maximum Continuous Power)
(b) Oil Temperature
Red Line (Maximum)
2.9
500 to 2700 RPM
2700 RPM
100 to 245F
245F
REPORT: VB-1565
2-3
POWER PLANT INSTRUMENT MARKINGS

(a) Tachometer
Red Line (Maximum Continuous Power)
(b) Oil Temperature
Red Line (Maximum)
500 to 2700 RPM

2700 RPM
100 to 245F
245F
REPORT: VB-1565
2-3
SECTION 2
LIMITATIONS
2.9

POWER PLANT INSTRUMENT MARKINGS (Continued)

(c) Oil Pressure
Yellow Arc (Caution Range) (Idle)
Yellow Arc (Ground Warm-Up)
Red Line (Minimum)
Red Line (Maximum)
(d) Fuel Pressure
Red Line (Minimum)
Red Line (Maximum)
55 to 90 PSI
25 to 55 PSI
95 to 115 PSI
25 PSI
115 PSI
.5 to 8 PSI
.5 PSI
8 PSI
2.11 WEIGHT LIMITS
SECTION 2
LIMITATIONS
2.9

POWER PLANT INSTRUMENT MARKINGS (Continued)

(c) Oil Pressure
Yellow Arc (Caution Range) (Idle)
Yellow Arc (Ground Warm-Up)
Red Line (Minimum)
Red Line (Maximum)
(d) Fuel Pressure
Red Line (Minimum)
Red Line (Maximum)
55 to 90 PSI
25 to 55 PSI
95 to 115 PSI
25 PSI
115 PSI
.5 to 8 PSI
.5 PSI
8 PSI
2.11 WEIGHT LIMITS

Normal
2440 LBS
2447 LBS
200 LBS
(a) Maximum Weight

(b) Maximum Ramp Weight
(c) Maximum Baggage
Utility
2020 LBS
2027 LBS
0 LBS
Normal
2440 LBS
2447 LBS
200 LBS
(a) Maximum Weight

(b) Maximum Ramp Weight
(c) Maximum Baggage
NOTE
NOTE
Refer to Section 5 (Performance) for maximum

weight as limited by performance.
Refer to Section 5 (Performance) for maximum

weight as limited by performance.
REPORT: VB-1565
2-4
REPORT: VB-1565
2-4
Utility
2020 LBS
2027 LBS
0 LBS

SECTION 2
LIMITATIONS
2.13 CENTER OF GRAVITY LIMITS
(a) Normal Category

Forward Limit
Inches Aft of Datum
Rearward Limit
Inches Aft of Datum
88.3
83.0
93.0
93.0
2440
1950 (and less)
(b) Utility Category
Weight
Pounds
SECTION 2
LIMITATIONS
2.13 CENTER OF GRAVITY LIMITS
(a) Normal Category

Weight
Pounds

Weight
Pounds
Forward Limit
Inches Aft of Datum
Rearward Limit
Inches Aft of Datum
88.3
83.0
93.0
93.0
Forward Limit
Inches Aft of Datum
Rearward Limit
Inches Aft of Datum
83.0
83.8
93.0
93.0
2440
1950 (and less)
(b) Utility Category
Forward Limit
Inches Aft of Datum
Rearward Limit
Inches Aft of Datum
83.0
83.8
93.0
93.0
1950 (and less)

2020
Weight
Pounds
1950 (and less)
2020
NOTES
NOTES
Straight line variation between points given.
Straight line variation between points given.
The datum used is 78.4 inches ahead of the wing

leading edge at the inboard intersection of the
straight and tapered section.
The datum used is 78.4 inches ahead of the wing

leading edge at the inboard intersection of the
straight and tapered section.
It is the responsibility of the airplane owner and

the pilot to insure that the airplane is properly
loaded. See Section 6 (Weight and Balance) for
proper loading instructions.
It is the responsibility of the airplane owner and

the pilot to insure that the airplane is properly
loaded. See Section 6 (Weight and Balance) for
proper loading instructions.
2.15 MANEUVER LIMITS
2.15 MANEUVER LIMITS
(a) Normal Category - All acrobatic maneuvers including spins

prohibited.
(b) Utility Category - Approved Maneuvers for bank angles exceeding
60:
Steep Turns
Lazy Eights
Chandelles
Entry Speed
111 KIAS
111 KIAS
111 KIAS
REPORT: VB-1565
2-5
(a) Normal Category - All acrobatic maneuvers including spins

prohibited.
(b) Utility Category - Approved Maneuvers for bank angles exceeding
60:
Steep Turns
Lazy Eights
Chandelles
Entry Speed
111 KIAS
111 KIAS
111 KIAS
REPORT: VB-1565
2-5
SECTION 2
LIMITATIONS

2.17 FLIGHT LOAD FACTORS
SECTION 2
LIMITATIONS

2.17 FLIGHT LOAD FACTORS

Normal
Utility
3.8 G
4.4 G
No inverted maneuvers
approved
(a) Positive Load Factor (Maximum)

(b) Negative Load Factor (Maximum)
Normal
Utility
3.8 G
4.4 G
No inverted maneuvers
approved
(a) Positive Load Factor (Maximum)

(b) Negative Load Factor (Maximum)
2.19 KINDS OF OPERATION EQUIPMENT LIST
2.19 KINDS OF OPERATION EQUIPMENT LIST
This airplane may be operated in day or night VFR, day or night IFR when
the appropriate equipment is installed and operable.
This airplane may be operated in day or night VFR, day or night IFR when
the appropriate equipment is installed and operable.
The following equipment list identifies the systems and equipment upon
which type certification for each kind of operation was predicated and must
be installed and operable for the particular kind of operation indicated.
However, certain operations may be authorized with certain listed equipment and/or systems inoperative under certain conditions and under
provisions defined by a current Minimum Equipment List (MEL) approved
by the FAA which is dated concurrently with or after this Pilots Operating
Handbook and FAA Approved Airplane Flight Manual and authorized
under an operating regulation which provides for use of an MEL.
The following equipment list identifies the systems and equipment upon
which type certification for each kind of operation was predicated and must
be installed and operable for the particular kind of operation indicated.
However, certain operations may be authorized with certain listed equipment and/or systems inoperative under certain conditions and under
provisions defined by a current Minimum Equipment List (MEL) approved
by the FAA which is dated concurrently with or after this Pilots Operating
Handbook and FAA Approved Airplane Flight Manual and authorized
under an operating regulation which provides for use of an MEL.
(a) Day VFR

(1) Airspeed indicator
(2) Altimeter
(3) Magnetic compass
(4) Tachometer
(5) Oil pressure indicator
(6) Oil temperature indicator
(7) Fuel pressure indicator
(8) Fuel quantity indicator - each tank
(9) Volt-ammeter
(10) Elevator/rudder trim indicator
(11) Alternator
(12) Safety restraint - each occupant
(b) Night VFR
(1) All equipment required for Day VFR
(2) Position lights
(3) Instrument lights
(4) Anti-collision (strobe) lights
REPORT: VB-1565
2-6
(a) Day VFR

(1) Airspeed indicator
(2) Altimeter
(3) Magnetic compass
(4) Tachometer
(5) Oil pressure indicator
(6) Oil temperature indicator
(7) Fuel pressure indicator
(8) Fuel quantity indicator - each tank
(9) Volt-ammeter
(10) Elevator/rudder trim indicator
(11) Alternator
(12) Safety restraint - each occupant
(b) Night VFR
(2) Position lights
(3) Instrument lights
(4) Anti-collision (strobe) lights
REPORT: VB-1565
2-6

SECTION 2
LIMITATIONS

SECTION 2
LIMITATIONS
(c) Day IFR

(2) Vacuum pump
(3) Gyro suction indicator
(c) Day IFR

(2) Vacuum pump
(3) Gyro suction indicator
(d) Night IFR

(1) All equipment required for Day and Night VFR
(2) All equipment required for Day IFR
(d) Night IFR

(1) All equipment required for Day and Night VFR
(2) All equipment required for Day IFR
NOTE
NOTE
The above system and equipment list does not

include specific flight instruments and communication/navigation equipment required by the
FAR Part 91 and 135 operating requirements.
The above system and equipment list does not

include specific flight instruments and communication/navigation equipment required by the
FAR Part 91 and 135 operating requirements.
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 flight attitudes.
(c) Usable Fuel
The usable fuel in this airplane has been
determined as 24.0 gallons in each wing.
2.21 FUEL LIMITATIONS

50 U.S. GAL
2 U.S. GAL
48 U.S. GAL
REPORT: VB-1565
2-7
(a) Total Capacity

(b) Unusable Fuel
The unusable fuel for this airplane has
been determined as 1.0 gallon in each
wing in critical flight attitudes.
(c) Usable Fuel
The usable fuel in this airplane has been
determined as 24.0 gallons in each wing.
50 U.S. GAL
2 U.S. GAL
48 U.S. GAL
REPORT: VB-1565
2-7
SECTION 2
LIMITATIONS

2.25 PLACARDS
SECTION 2
LIMITATIONS

2.25 PLACARDS
In full view of the pilot:
THIS AIRPLANE MUST BE OPERATED AS A

NORMAL OR UTILITY CATEGORY AIRPLANE
IN COMPLIANCE WITH THE OPERATING
LIMITATIONS STATED IN THE FORM OF
PLACARDS, MARKINGS AND MANUALS.
THIS AIRPLANE MUST BE OPERATED AS A

NORMAL OR UTILITY CATEGORY AIRPLANE
IN COMPLIANCE WITH THE OPERATING
LIMITATIONS STATED IN THE FORM OF
PLACARDS, MARKINGS AND MANUALS.
ALL MARKINGS AND PLACARDS ON THIS AIRPLANE APPLY TO ITS OPERATION AS A

UTILITY CATEGORY AIRPLANE. FOR NORMAL
AND UTILITY CATEGORY OPERATION, REFER
TO THE PILOTS OPERATING HANDBOOK.
ALL MARKINGS AND PLACARDS ON THIS AIRPLANE APPLY TO ITS OPERATION AS A UTILITY
CATEGORY AIRPLANE. FOR NORMAL AND
UTILITY CATEGORY OPERATION, REFER TO
THE PILOTS OPERATING HANDBOOK.
NO ACROBATIC MANEUVERS ARE APPROVED

FOR NORMAL CATEGORY OPERATIONS. SPINS
ARE PROHIBITED FOR NORMAL AND UTILITY
CATEGORY.
NO ACROBATIC MANEUVERS ARE APPROVED

FOR NORMAL CATEGORY OPERATIONS. SPINS
ARE PROHIBITED FOR NORMAL AND UTILITY
CATEGORY.
TAKEOFF CHECKLIST
Fuel on proper tank
Electric fuel pump on
Engine gauges checked
Flaps - set
Carb. heat off
Mixture set
TAKEOFF CHECKLIST
Seat backs erect

Fasten belts/harness
Trim tab - set
Controls - free
Door - latched
Fuel on proper tank

Engine gauges checked
Flaps - set
Carb. heat off
Mixture set
LANDING CHECKLIST
Fuel on proper tank
Mixture rich
Seat backs erect
REPORT: VB-1565
2-8
Seat backs erect

Trim tab - set
Controls - free
Door - latched
LANDING CHECKLIST
Flaps - set (White Arc)

Fuel on proper tank

Mixture rich
Seat backs erect
REPORT: VB-1565
2-8
Flaps - set (White Arc)


SECTION 2
LIMITATIONS
Adjacent to upper door latch:

ENGAGE LATCH BEFORE FLIGHT
On inside of the baggage compartment door:
BAGGAGE MAXIMUM 200 LBS
UTILITY CATEGORY OPERATION NO BAGGAGE
OR AFT PASSENGERS ALLOWED. NORMAL
CATEGORY OPERATION - SEE PILOTS OPERATING HANDBOOK WEIGHT AND BALANCE
SECTION FOR BAGGAGE AND AFT PASSENGER
LIMITATIONS.
Va = 111 KIAS AT 2440# (SEE P.O.H.)
UTILITY CATEGORY OPERATION - NO AFT
PASSENGERS ALLOWED.
DEMO. X-WIND 17 KTS.
In full view of the pilot when the oil cooler winterization kit is installed:
OIL COOLER WINTERIZATION PLATE TO BE
REMOVED WHEN AMBIENT TEMPERATURE
EXCEEDS 50F.

REPORT: VB-1565
2-9
SECTION 2
LIMITATIONS


UTILITY CATEGORY OPERATION ONLY
(1) NO AFT PASSENGERS ALLOWED.
(2) ACROBATIC MANEUVERS ARE LIMITED
TO THE FOLLOWING:

SPINS PROHIBITED
STEEP TURNS
LAZY EIGHTS
CHANDELLES
ENTRY SPEED
111 KIAS
111 KIAS
111 KIAS

WARNING = TURN OFF STROBE LIGHTS WHEN
IN CLOSE PROXIMITY TO GROUND OR DURING
FLIGHT THROUGH CLOUD, FOG OR HAZE.
Adjacent to fuel filler caps (serial numbers 28-8316037 and up):
REPORT: VB-1565
2-10
TABLE OF CONTENTS
TABLE OF CONTENTS
SECTION 3
SECTION 3
Paragraph
No.
3.1
3.2
3.3
3.5
3.7
3.9
3.11
3.13
3.15
3.17
3.19
3.21
3.23
3.24
3.25
Page
No.
General .........................................................................................
Airspeeds for Safe Operation .......................................................
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...............................................................
Electrical Failures.....................................................................
Electrical Overload...................................................................
Spin Recovery ..........................................................................
Open Door ................................................................................
Engine Roughness ....................................................................
Carburetor Icing .......................................................................
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...................................................................
Electrical Failures.........................................................................
Electrical Overload.......................................................................
Spin Recovery ..............................................................................
3-1
3-2
3-3
3-3
3-3
3-3
3-4
3-4
3-5
3-5
3-5
3-5
3-5
3-6
3-6
3-7
3-7
3-9
3-9
3-9
3-10
3-11
3-11
3-12
3-12
3-13
3-13
3-14
3-15
REPORT: VB-1565
3-i
Paragraph
No.
3.1
3.2
3.3
3.5
3.7
3.9
3.11
3.13
3.15
3.17
3.19
3.21
3.23
3.24
3.25
Page
No.
General .........................................................................................
Airspeeds for Safe Operation .......................................................
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...............................................................
Electrical Failures.....................................................................
Electrical Overload...................................................................
Spin Recovery ..........................................................................
Open Door ................................................................................
Engine Roughness ....................................................................
Carburetor Icing .......................................................................
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...................................................................
Electrical Failures.........................................................................
Electrical Overload.......................................................................
Spin Recovery ..............................................................................
3-1
3-2
3-3
3-3
3-3
3-3
3-4
3-4
3-5
3-5
3-5
3-5
3-5
3-6
3-6
3-7
3-7
3-9
3-9
3-9
3-10
3-11
3-11
3-12
3-12
3-13
3-13
3-14
3-15
REPORT: VB-1565
3-i
TABLE OF CONTENTS
TABLE OF CONTENTS
SECTION 3 (cont)
SECTION 3 (cont)
Paragraph
No.
3.27 Open Door ....................................................................................
3.29 Carburetor Icing ...........................................................................
3.31 Engine Roughness ........................................................................
REPORT: VB-1565
3-ii
Page
No.
3-15
3-15
3-16
Paragraph
No.
3.27 Open Door ....................................................................................
3.29 Carburetor Icing ...........................................................................
3.31 Engine Roughness ........................................................................
REPORT: VB-1565
3-ii
Page
No.
3-15
3-15
3-16

SECTION 3

SECTION 3
SECTION 3
SECTION 3
3.1 GENERAL
3.1 GENERAL
The recommended procedures for coping with various types of

emergencies and critical situations are provided by this section. All of
required (FAA regulations) emergency procedures and those necessary for
operation of the airplane as determined by the operating and design features of
the airplane are presented.
The recommended procedures for coping with various types of

emergencies and critical situations are provided by this section. All of
required (FAA regulations) emergency procedures and those necessary for
operation of the airplane as determined by the operating and design features of
the airplane are presented.
Emergency procedures associated with those optional systems and

equipment which require handbook supplements are provided in Section 9
(Supplements).
Emergency procedures associated with those optional systems and

equipment which require handbook supplements are provided in Section 9
(Supplements).
The first portion of this section consists of an abbreviated emergency

check list which supplies an action sequence for critical situations with
little emphasis on the operation of systems.
The first portion of this section consists of an abbreviated emergency

check list which supplies an action sequence for critical situations with
little emphasis on the operation of systems.
The remainder of the section is devoted to amplified emergency

procedures containing additional information to provide the pilot with a
more complete understanding of the procedures.
The remainder of the section is devoted to amplified emergency

procedures containing additional information to provide the pilot with a
more complete understanding of the procedures.
These procedures are suggested as a course of action for coping with the
particular condition described, but are not a substitute for sound judgement
and common sense. Pilots should familiarize themselves with the procedures
given in this section and be prepared to take appropriate action should an
emergency arise.
These procedures are suggested as a course of action for coping with the
particular condition described, but are not a substitute for sound judgement
and common sense. Pilots should familiarize themselves with the procedures
given in this section and be prepared to take appropriate action should an
emergency arise.
Most basic emergency procedures, such as power off landings, are a

normal part of pilot training. Although these emergencies are discussed here,
this information is not intended to replace such training, but only to provide a
source of reference and review, and to provide information on procedures
which are not the same for all aircraft. It is suggested that the pilot review
standard emergency procedures periodically to remain proficient in them.
Most basic emergency procedures, such as power off landings, are a

normal part of pilot training. Although these emergencies are discussed here,
this information is not intended to replace such training, but only to provide a
source of reference and review, and to provide information on procedures
which are not the same for all aircraft. It is suggested that the pilot review
standard emergency procedures periodically to remain proficient in them.
REPORT: VB-1565
3-1
REPORT: VB-1565
3-1
SECTION 3
3.2

AIRSPEEDS FOR SAFE OPERATION
SECTION 3
3.2
3.2a STALL SPEEDS

AIRSPEEDS FOR SAFE OPERATION
3.2a STALL SPEEDS
2440 lbs (0 Flaps)...........................................................................50 KIAS

2440 lbs (Full Flaps).......................................................................44 KIAS
3.2b MANEUVERING SPEEDS
2440 lbs (0 Flaps)...........................................................................50 KIAS

2440 lbs (Full Flaps).......................................................................44 KIAS
3.2b MANEUVERING SPEEDS
2440 lbs..........................................................................................111 KIAS

1531 lbs............................................................................................88 KIAS
3.2c NEVER EXCEED SPEED
2440 lbs..........................................................................................111 KIAS

1531 lbs............................................................................................88 KIAS
3.2c NEVER EXCEED SPEED
Never Exceed Speed ......................................................................160 KIAS
Never Exceed Speed ......................................................................160 KIAS
3.2c POWER OFF GLIDE SPEED

2325 lbs (0 Flaps)...........................................................................73 KIAS
3.2c POWER OFF GLIDE SPEED

2325 lbs (0 Flaps)...........................................................................73 KIAS
3.3
3.3
EMERGENCY PROCEDURES CHECKLIST
EMERGENCY PROCEDURES CHECKLIST
ENGINE FIRE DURING START
ENGINE FIRE DURING START
Starter ...............................................................................................crank engine

Mixture ................................................................................................idle cut-off
Throttle ..........................................................................................................open
Electric Fuel Pump ........................................................................................OFF
Fuel Selector ..................................................................................................OFF
Abandon if fire continues
Starter ...............................................................................................crank engine

Throttle ..........................................................................................................open
Electric Fuel Pump ........................................................................................OFF
Fuel Selector ..................................................................................................OFF
Abandon if fire continues
REPORT: VB-1565
3-2
REPORT: VB-1565
3-2

SECTION 3

SECTION 3
ENGINE POWER LOSS DURING TAKEOFF
ENGINE POWER LOSS DURING TAKEOFF
If sufficient runway remains for a normal landing, land straight ahead.
If sufficient runway remains for a normal landing, land straight ahead.
If insufficient runway remains

Maintain safe airspeed
Make only shallow turn to avoid obstructions
Flaps as situation requires
If insufficient runway remains

Make only shallow turn to avoid obstructions
Flaps as situation requires
If sufficient altitude has been gained to attempt a restart:

Fuel Selector ...................................................................................switch to tank
containing fuel
Electric Fuel Pump................................................................................check ON
Mixture ..............................................................................................check RICH
Carburetor Heat ...............................................................................................ON
If sufficient altitude has been gained to attempt a restart:

containing fuel
Electric Fuel Pump................................................................................check ON
Mixture ..............................................................................................check RICH
If power is not regained, proceed with power off landing.
If power is not regained, proceed with power off landing.
ENGINE POWER LOSS IN FLIGHT
ENGINE POWER LOSS IN FLIGHT

containing fuel
Electric Fuel Pump ..........................................................................................ON
Mixture ........................................................................................................RICH
Engine Gauges ......................................................................check for indication
of cause of power loss

containing fuel
Mixture ........................................................................................................RICH
Engine Gauges ......................................................................check for indication
of cause of power loss
If no fuel pressure is indicated, check tank selector position to be sure it is

on a tank containing fuel.
If no fuel pressure is indicated, check tank selector position to be sure it is

on a tank containing fuel.
When power is restored:

Carburetor heater ..........................................................................................OFF
Electric fuel pump .........................................................................................OFF
When power is restored:

Carburetor heater ..........................................................................................OFF
Electric fuel pump .........................................................................................OFF
If power is not restored, prepare for power off landing.

Trim for 73 KIAS
If power is not restored, prepare for power off landing.

Trim for 73 KIAS
REPORT: VB-1565
3-3
REPORT: VB-1565
3-3
SECTION 3

SECTION 3

POWER OFF LANDING
POWER OFF LANDING
Locate suitable field.

Establish spiral pattern.
1000 ft. above field at downwind position for normal landing approach.
When field can easily be reached slow to 63 KIAS for shortest landing.
Locate suitable field.

Establish spiral pattern.
1000 ft. above field at downwind position for normal landing approach.
When field can easily be reached slow to 63 KIAS for shortest landing.
Touchdowns should normally be made at lowest possible airspeed with full

flaps.
Touchdowns should normally be made at lowest possible airspeed with full

flaps.
When committed to landing:

Ignition ..........................................................................................................OFF
Battery Master switch ....................................................................................OFF
ALTR Switch .................................................................................................OFF
Fuel selector ..................................................................................................OFF
Mixture ...............................................................................................idle cut-off
Seat belts and harnesses ................................................................................tight
When committed to landing:

Ignition ..........................................................................................................OFF
ALTR Switch .................................................................................................OFF
Seat belts and harnesses ................................................................................tight
FIRE IN FLIGHT
FIRE IN FLIGHT
NOTE:
The posibility of an engine fire in flight is extremely remote.
The procedure given is general and Pilot judgment should be
the determining factor for action in such an emergency.
NOTE:
The posibility of an engine fire in flight is extremely remote.
The procedure given is general and Pilot judgment should be
the determining factor for action in such an emergency.
Source of fire ..............................................................................................check
Source of fire ..............................................................................................check
Electrical fire (smoke in cabin):

ALTR Switch .................................................................................................OFF
Vents .............................................................................................................open
Cabin heat .....................................................................................................OFF
Land as soon as practical.
Electrical fire (smoke in cabin):

ALTR Switch .................................................................................................OFF
Vents .............................................................................................................open
Cabin heat .....................................................................................................OFF
Engine fire:
Throttle .................................................................................................CLOSED
Electric fuel pump ..............................................................................check OFF
Heater ............................................................................................................OFF
Defroster .......................................................................................................OFF
Proceed with POWER OFF LANDING procedure.
Engine fire:
Throttle .................................................................................................CLOSED
Electric fuel pump ..............................................................................check OFF
Heater ............................................................................................................OFF
Defroster .......................................................................................................OFF
Proceed with POWER OFF LANDING procedure.
REPORT: VB-1565
3-4
REPORT: VB-1565
3-4

SECTION 3

SECTION 3
LOSS OF OIL PRESSURE
LOSS OF OIL PRESSURE
Land as soon as possible and investigate cause.

Prepare for power off landing.
Land as soon as possible and investigate cause.

LOSS OF FUEL PRESSURE
LOSS OF FUEL PRESSURE
Electric fuel pump ..........................................................................................ON

Fuel selector ..................................................................................check on tank
containing fuel
Electric fuel pump ..........................................................................................ON

Fuel selector ..................................................................................check on tank
containing fuel
HIGH OIL TEMPERATURE
HIGH OIL TEMPERATURE
Land at nearest airport and investigate the problem.

Land at nearest airport and investigate the problem.

ELECTRICAL FAILURES
ELECTRICAL FAILURES
NOTE:
Anytime the bus voltage is below 25 Vdc, the Low
Bus Voltage Annunciator will be illuminated.
NOTE:
ALT annunciator light illuminated:

Ammeter .......................................................................Check to verify inop. alt.
ALT annunciator light illuminated:

Ammeter .......................................................................Check to verify inop. alt.
If ammeter shows zero:

ALT switch ....................................................................................................OFF
If ammeter shows zero:

ALT switch ....................................................................................................OFF
Reduce electrical loads to minimum:

ALT circuit breaker .....................................................................Check and reset
as required
ALT switch .....................................................................................................ON
Reduce electrical loads to minimum:

ALT circuit breaker .....................................................................Check and reset
as required
ALT switch .....................................................................................................ON
If power not restored:

ALT switch ....................................................................................................OFF
If power not restored:

ALT switch ....................................................................................................OFF
If alternator output cannot be restored, reduce electrical loads and land as

soon as practical. Anticipate complete electrical failure. Duration of battery
power will be dependent on electrical load and battery condition prior to
failure.
If alternator output cannot be restored, reduce electrical loads and land as

soon as practical. Anticipate complete electrical failure. Duration of battery
power will be dependent on electrical load and battery condition prior to
failure.
REPORT: VB-1565
3-5
REPORT: VB-1565
3-5
SECTION 3

SECTION 3

ELECTRICAL OVERLOAD (Alternator over 20 amps above known

electrical load)
ELECTRICAL OVERLOAD (Alternator over 20 amps above known

electrical load)
ALT switch .....................................................................................................ON

If alternator loads are reduced:
Electrical load .....................................................................Reduce to Minimum
ALT switch .....................................................................................................ON

If alternator loads are reduced:
Electrical load .....................................................................Reduce to Minimum

NOTE
NOTE
Due to increased system voltage and radio

frequency noise, operation with ALT switch ON
and BATT switch OFF should be made only
when required by an electrical system failure.
Due to increased system voltage and radio

frequency noise, operation with ALT switch ON
and BATT switch OFF should be made only
when required by an electrical system failure.
If alternator loads are not reduced:

ALT switch ....................................................................................................OFF
BATT switch ......................................................................................As required
If alternator loads are not reduced:

ALT switch ....................................................................................................OFF
BATT switch ......................................................................................As required
Land as soon as possible. Anticipate complete electrical failure.
Land as soon as possible. Anticipate complete electrical failure.
SPIN RECOVERY
SPIN RECOVERY
Rudder...........................................................................................full opposite to
direction of rotation
Rudder...........................................................................................full opposite to
direction of rotation
Control wheel...........................................................................full forward while

neutralizing ailerons
Control wheel...........................................................................full forward while

neutralizing ailerons
Throttle............................................................................................................idle
Rudder.....................................................................neutral (when rotation stops)
Throttle............................................................................................................idle
Rudder.....................................................................neutral (when rotation stops)
Control wheel ..................................................................as required to smoothly

regain level flight attitude
Control wheel ..................................................................as required to smoothly

regain level flight attitude
REPORT: VB-1565
3-6
REPORT: VB-1565
3-6

SECTION 3

SECTION 3
OPEN DOOR
OPEN DOOR
If both upper and lower latches are open, the door will trail slightly open and
airspeeds will be reduced slightly.
If both upper and lower latches are open, the door will trail slightly open and
airspeeds will be reduced slightly.
To close the door in flight:

Slow airplane to 89 KIAS
Cabin vents ...................................................................................................close
Storm window ..............................................................................................open
If upper latch is open .....................................................................................latch
If side latch is open ............................................................pull on arm rest while
moving latch handle to
latched position.
To close the door in flight:

Slow airplane to 89 KIAS
Cabin vents ...................................................................................................close
Storm window ..............................................................................................open
If upper latch is open .....................................................................................latch
If side latch is open ............................................................pull on arm rest while
moving latch handle to
latched position.
If both latches are open .................................................................latch side latch

then top latch.
If both latches are open .................................................................latch side latch

then top latch.
ENGINE ROUGHNESS
ENGINE ROUGHNESS
If roughness continues after one min:

Carburetor Heat..............................................................................................OFF
Mixture..........................................................................................adjust for max.
smoothness
Fuel Selector......................................................................................switch tanks
Engine Gauges .............................................................................................check
Magneto Switch ......................................................................................L then R
then BOTH
If operation is satisfactory on either magneto, continue on that magneto at
reduced power and full RICH mixture to first airport.
If roughness continues after one min:

Carburetor Heat..............................................................................................OFF
smoothness
Fuel Selector......................................................................................switch tanks
Engine Gauges .............................................................................................check
Magneto Switch ......................................................................................L then R
then BOTH
If operation is satisfactory on either magneto, continue on that magneto at
reduced power and full RICH mixture to first airport.
CARBURETOR ICING
CARBURETOR ICING

smoothness

smoothness
REPORT: VB-1565
3-7
REPORT: VB-1565
3-7
SECTION 3

REPORT: VB-1565
3-8
SECTION 3

REPORT: VB-1565
3-8

SECTION 3

SECTION 3
3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL)
3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL)
The following paragraphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding of the recommended course of action and probable cause of an
emergency situation.
The following paragraphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding of the recommended course of action and probable cause of an
emergency situation.
3.7 ENGINE FIRE DURING START
3.7 ENGINE FIRE DURING START
Engine fires during start are usually the result of overpriming. The first
attempt to extinguish the fire is to try to start the engine and draw the excess
fuel back into the induction system.
Engine fires during start are usually the result of overpriming. The first
attempt to extinguish the fire is to try to start the engine and draw the excess
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 throttle and crank the engine. This is an attempt to
draw the fire back into the engine.
If a fire is present before the engine has started, move the mixture control
to idle cut-off, open the throttle and crank the engine. This is an attempt to
draw the fire back into the engine.
If the engine has started, continue operating to try to pull the fire into
the engine.
If the engine has started, continue operating to try to pull the fire into
the engine.
In either case (above), if fire continues more than a few seconds, the fire
should be extinguished by the best available external means.
In either case (above), if fire continues more than a few seconds, the fire
should be extinguished by the best available external means.
The fuel selector valves should be OFF and the mixture at idle cut-off
if an external fire extingueshing method is to be used.
The fuel selector valves should be OFF and the mixture at idle cut-off
if an external fire extingueshing method is to be used.
3.9 ENGINE POWER LOSS DURING TAKEOFF
3.9 ENGINE POWER LOSS DURING TAKEOFF
The proper action to be taken if loss of power occurs during takeoff will
depend on the circumstances of the particular situation.
The proper action to be taken if loss of power occurs during takeoff will
depend on the circumstances of the particular situation.
If sufficient runway remains to complete a normal landing, land straight

ahead.
If sufficient runway remains to complete a normal landing, land straight

ahead.
If insufficient runway remains, maintain a safe airspeed and make only a

shallow turn if necessary to avoid obstructions. Use of flaps depends on the
circumstances. Normally, flaps should be fully extended for touchdown.
If insufficient runway remains, maintain a safe airspeed and make only a

shallow turn if necessary to avoid obstructions. Use of flaps depends on the
circumstances. Normally, flaps should be fully extended for touchdown.
If sufficient altitude has been gained to attempt a restart, maintain a safe

airspeed and switch the fuel selector to another tank containing fuel. Check
the electric fuel pump to ensure that it is ON and that the mixture is RICH.
The carburetor heat should be ON.
If sufficient altitude has been gained to attempt a restart, maintain a safe

airspeed and switch the fuel selector to another tank containing fuel. Check
the electric fuel pump to ensure that it is ON and that the mixture is RICH.
The carburetor heat should be ON.
REPORT: VB-1565
3-9
REPORT: VB-1565
3-9
SECTION 3

SECTION 3

If engine failure was caused by fuel exhaustion, power will not be

regained after switching fuel tanks until the empty fuel lines are filled. This
may require up to ten seconds.

regained after switching fuel tanks until the empty fuel lines are filled. This
may require up to ten seconds.
If power is not regained, proceed with the Power Off Landing procedure
(refer to the emergency check list and paragraph 3.13).
(refer to the emergency check list and paragraph 3.13).
3.11 ENGINE POWER LOSS IN FLIGHT
3.11 ENGINE POWER LOSS IN FLIGHT
Complete engine power loss is usually caused by fuel flow interruption,

and power will be restored shortly after fuel flow is restored. If power loss
occurs at a low altitude, the first step is to prepare for an emergency landing
(refer to paragraph 3.13). An airspeed of at least 73 KIAS should be maintained.
Complete engine power loss is usually caused by fuel flow interruption,

and power will be restored shortly after fuel flow is restored. If power loss
occurs at a low altitude, the first step is to prepare for an emergency landing
(refer to paragraph 3.13). An airspeed of at least 73 KIAS should be maintained.
If altitude permits, switch the fuel selector to another tank containing

fuel and turn the electric fuel pump ON. Move the mixture control to RICH
and the carburetor heat to ON. Check the engine gauges for an indication
of the cause of the power loss. If no fuel pressure is indicated, check the tank
selector position to be sure it is on a tank containing fuel.
If altitude permits, switch the fuel selector to another tank containing

fuel and turn the electric fuel pump ON. Move the mixture control to RICH
and the carburetor heat to ON. Check the engine gauges for an indication
of the cause of the power loss. If no fuel pressure is indicated, check the tank
selector position to be sure it is on a tank containing fuel.
When power is restored move the carburetor heat to the OFF position
and turn OFF the electric fuel pump.
When power is restored move the carburetor heat to the OFF position
and turn OFF the electric fuel pump.
If the preceding steps do not restore power, prepare for an emergency

landing.
If the preceding steps do not restore power, prepare for an emergency

landing.
If time permits, turn the magneto switch to L then to R then back to

BOTH. Move the throttle and mixture control levers to different settings.
This may restore power if the problem is too rich or too too lean a mixture
or if there is a partial fuel system restriction. Try other fuel tanks. Water in
the fuel could take some time to be used up, and allowing the engine to
windmill may restore power. If power loss is due to water, fuel pressure
indications will be normal.
If time permits, turn the magneto switch to L then to R then back to

BOTH. Move the throttle and mixture control levers to different settings.
This may restore power if the problem is too rich or too too lean a mixture
or if there is a partial fuel system restriction. Try other fuel tanks. Water in
the fuel could take some time to be used up, and allowing the engine to
windmill may restore power. If power loss is due to water, fuel pressure
indications will be normal.

restored after switching fuel tanks until the empty fuel lines are filled. This
may required up to ten seconds.

restored after switching fuel tanks until the empty fuel lines are filled. This
may required up to ten seconds.
(refer to the emergency checklist and paragraph 3.13).
(refer to the emergency checklist and paragraph 3.13).
REPORT: VB-1565
3-10
REPORT: VB-1565
3-10

SECTION 3

SECTION 3
3.13 POWER OFF LANDING
3.13 POWER OFF LANDING
If loss of power occurs at altitude, trim the aircraft for best gliding angle
(73 KIAS) and look for a suitable field. If measures taken to restore power are
not effective, and if time permits, check your charts for airports in the
immediate vicinity; it may be possible to land at one if you have sufficient
altitude. If possible, notify the FAA by radio of your difficulty and intentions. If another pilot or passenger is aboard, let him help.
If loss of power occurs at altitude, trim the aircraft for best gliding angle
(73 KIAS) and look for a suitable field. If measures taken to restore power are
not effective, and if time permits, check your charts for airports in the
immediate vicinity; it may be possible to land at one if you have sufficient
altitude. If possible, notify the FAA by radio of your difficulty and intentions. If another pilot or passenger is aboard, let him help.
When you have located a suitable field, establish a spiral pattern around
this field. Try to be at 1000 feet above the field at the downwind position
to make a normal landing approach. When the field can easily be reached,
slow to 63 KIAS for the shortest landing. Excess altitude may be lost by
widening your pattern, using flaps or slipping, or a combination of these.
When you have located a suitable field, establish a spiral pattern around
this field. Try to be at 1000 feet above the field at the downwind position
to make a normal landing approach. When the field can easily be reached,
slow to 63 KIAS for the shortest landing. Excess altitude may be lost by
widening your pattern, using flaps or slipping, or a combination of these.
Touchdown should normally be made at the lowest possible airspeed.
Touchdown should normally be made at the lowest possible airspeed.
When committed to a landing, lower the flaps as desired, close the

throttle, move the mixture to idle cut-off, and shut OFF the magnetos. Turn
the battery master and alternator switches OFF. Move the fuel selector valve
to OFF. The seat belts and shoulder harness should be tightened.
When committed to a landing,lower the flaps as desired, close the

throttle, move the mixture to idle cut-off, and shut OFF the magnetos. Turn
the battery master and alternator switches OFF. Move the fuel selector valve
to OFF. The seat belts and shoulder harness should be tightened.
3.15 FIRE IN FLIGHT
3.15 FIRE IN FLIGHT
The presence of fire is noted through smoke, smell and heat in the cabin.
It is essential that the source of the fire be promptly identified through
instrument readings, characteristics of the smoke, or other indications since
the action to be taken differs somewhat in each case.
The presence of fire is noted through smoke, smell and heat in the cabin.
It is essential that the source of the fire be promptly identified through
instrument readings, characteristics of the smoke, or other indications since
the action to be taken differs somewhat in each case.
Check for the source of the fire first.
Check for the source of the fire first.
If an electrical fire is indicated (smoke in the cabin), the battery 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.
If an electrical fire is indicated (smoke in the cabin), the battery 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.
If an engine fire is present, switch the fuel selector to OFF and close the
throttle. The mixture should be at idle cut-off. Turn the electric fuel pump
OFF. In all cases, the heater and defroster should be OFF. If radio communication is not required, select battery master and alternator switches OFF.
Proceed with power off landing procedure.
If an engine fire is present, switch the fuel selector to OFF and close the
throttle. The mixture should be at idle cut-off. Turn the electric fuel pump
OFF. In all cases, the heater and defroster should be OFF. If radio communication is not required, select battery master and alternator switches OFF.
Proceed with power off landing procedure.
REPORT: VB-1565
3-11
REPORT: VB-1565
3-11
SECTION 3

SECTION 3

NOTE::
NOTE::
The possibility of an engine fire in flight is

extremely remote. The procedure given is
general and pilot judgement should be the
determining factor for action in such an
emergency.
The possibility of an engine fire in flight is

extremely remote. The procedure given is
general and pilot judgement should be the
determining factor for action in such an
emergency.
3.17 LOSS OF OIL PRESSURE
3.17 LOSS OF OIL PRESSURE
Loss of oil pressure may be either partial of complete. A partial loss of

oil pressure usually indicates a malfunction in the oil pressure regulating
system, and a landing should be made as soon as possible to investigate the
cause and prevent engine damage.
Loss of oil pressure may be either partial of complete. A partial loss of

oil pressure usually indicates a malfunction in the oil pressure regulating
system, and a landing should be made as soon as possible to investigate the
cause and prevent engine damage.
A complete loss of oil pressure indication may signify oil exhaustion or

may be the result of a faulty gauge. In either case, proceed toward the
nearest airport, and be prepared for a forced landing. If the problem is not a
pressure gauge malfunction, the engine may stop suddenly. Maintain altitude
until such time as a dead stick landing can be accomplished. Don't change
power settings unnecessarily, as this may hasten complete power loss.
A complete loss of oil pressure indication may signify oil exhaustion or

may be the result of a faulty gauge. In either case, proceed toward the nearest
airport, and be prepared for a forced landing. If the problem is not a pressure
gauge malfunction, the engine may stop suddenly. Maintain altitude until
such time as a dead stick landing can be accomplished. Don't change power
settings unnecessarily, as this may hasten complete power loss.
Depending on the circumstances, it may be advisable to make an off

airport landing while power is still available, particularly if other
indications of actual oil pressure loss, such as sudden increases in
temperatures, or oil smoke, are apparent, and an airport is not close.
Depending on the circumstances, it may be advisable to make an off

airport landing while power is still available, particularly if other
indications of actual oil pressure loss, such as sudden increases in
temperatures, or oil smoke, are apparent, and an airport is not close.
If engine stoppage occurs, proceed with a Power Off Landing.
If engine stoppage occurs, proceed with a Power Off Landing.
3.19 LOSS OF FUEL PRESSURE
3.19 LOSS OF FUEL PRESSURE
The most probable cause of loss of fuel pressure is either fuel depletion
in the fuel tank selected or failure of the engine driven fuel pump. If loss of
fuel pressure occurs, turn ON the electric fuel pump and check that the fuel
selector is on a tank containing usable fuel.
The most probable cause of loss of fuel pressure is either fuel depletion
in the fuel tank selected or failure of the engine driven fuel pump. If loss of
fuel pressure occurs, turn ON the electric fuel pump and check that the fuel
selector is on a tank containing usable fuel.
If loss of fuel pressure is due to failure of the engine driven fuel pump the
electric fuel pump will supply sufficient fuel pressure.
If loss of fuel pressure is due to failure of the engine driven fuel pump the
electric fuel pump will supply sufficient fuel pressure.
REPORT: VB-1565
3-12
REPORT: VB-1565
3-12

SECTION 3

SECTION 3
3.19 LOSS OF FUEL PRESSURE (CONT'D)
3.19 LOSS OF FUEL PRESSURE (CONT'D)
After fuel pressure and power are regained, turn the electric fuel pump
OFF. If fuel pressure starts to drop, turn the electric fuel pump ON and land at
the nearest suitable airport as soon as possible and have the cause investigated.
After fuel pressure and power are regained, turn the electric fuel pump
OFF. If fuel pressure starts to drop, turn the electric fuel pump ON and land at
the nearest suitable airport as soon as possible and have the cause investigated.
CAUTION
If normal engine operation and fuel pressure is
not immediately re-established, the electric fuel
pump should be turned off. The lack of fuel
pressure indication could indicate a leak in the
fuel system, or fuel exhaustion.
CAUTION
If normal engine operation and fuel pressure is
not immediately re-established, the electric fuel
pump should be turned off. The lack of fuel
pressure indication could indicate a leak in the
fuel system, or fuel exhaustion.
3.21 HIGH OIL TEMPERATURE

An abnormally high oil temperature indication may be caused by a low oil
level, an obstruction in the oil cooler, damaged or improper baffle seals, a
defective gauge, or other causes. Land as soon as practical at an appropriate
airport and have the cause investigated.
3.21 HIGH OIL TEMPERATURE

An abnormally high oil temperature indication may be caused by a low oil
level, an obstruction in the oil cooler, damaged or improper baffle seals, a
defective gauge, or other causes. Land as soon as practical at an appropriate
airport and have the cause investigated.
A steady, rapid rise in oil temperature is a sign of trouble. Land at the

nearest airport and let a mechanic investigate the problem. Watch the oil
pressure gauge for an accompanying loss of pressure.
A steady, rapid rise in oil temperature is a sign of trouble. Land at the

nearest airport and let a mechanic investigate the problem. Watch the oil
pressure gauge for an accompanying loss of pressure.
3.23 ELECTRICAL FAILURES
3.23 ELECTRICAL FAILURES
NOTE:
NOTE:
Loss of alternator output is detected through zero reading on the ammeter

and alternator inop annunciator. Before executing the following procedure,
ensure that the reading is zero, and not merely low, by actuating an electrically
powered device, such as the landing light. If no increase in the ammeter
reading is noted, alternator failure can be assumed.
Loss of alternator output is detected through zero reading on the ammeter

and alternator inop annunciator. Before executing the following procedure,
ensure that the reading is zero, and not merely low, by actuating an electrically
powered device, such as the landing light. If no increase in the ammeter
reading is noted, alternator failure can be assumed.
The electrical load should be reduced as much as possible. Check for an

open alternator field circuit breaker.
The electrical load should be reduced as much as possible. Check for an

open alternator field circuit breaker.
Next attempt to reset the overvoltage relay by moving the ALTR switch to
OFF for one second and then to ON. If the trouble was caused by a momentary
overvoltage condition (30.5 volts and up) this procedure should return the
ammeter to a normal reading.
Next attempt to reset the overvoltage relay by moving the ALTR switch to
OFF for one second and then to ON. If the trouble was caused by a momentary
overvoltage condition (30.5 volts and up) this procedure should return the
ammeter to a normal reading.
REPORT: VB-1565
3-13
REPORT: VB-1565
3-13
SECTION 3

3.23 ELECTRICAL FAILURES (CONT'D)
SECTION 3

3.23 ELECTRICAL FAILURES (CONT'D)
NOTE:
Low Bus Voltage Annunciator and Alternator
Inop. Annunciatorwill be illuminated.
NOTE:
Low Bus Voltage Annunciator and Alternator
Inop. Annunciatorwill be illuminated.
If the ammeter continues to indicate ZERO output, or if the alternator will

not remain reset, turn off the ALTR switch, maintain minimum electrical load
and land as soon as practical. Anticipate complete electrical failure. Duration
of battery power will be dependent on electrical load and battery condition
prior to failure.
If the ammeter continues to indicate ZERO output, or if the alternator will

not remain reset, turn off the ALTR switch, maintain minimum electrical load
and land as soon as practical. Anticipate complete electrical failure. Duration
of battery power will be dependent on electrical load and battery condition
prior to failure.
3.24 ELECTRICAL OVERLOAD (Alternator over 20 amps above

known electrical load)
3.24 ELECTRICAL OVERLOAD (Alternator over 20 amps above

known electrical load)
If abnormally high alternator output is observed (more than 20 amps

above known electrical load for the operating conditions), it may be caused
by a low battery, a battery fault or other abnormal electrical load. If the
cause is a low battery, the indication should begin to decrease toward normal
within 5 minutes. If the overload condition persists, attempt to reduce the
load by turning off non-essential equipment.
If abnormally high alternator output is observed (more than 20 amps

above known electrical load for the operating conditions), it may be caused
by a low battery, a battery fault or other abnormal electrical load. If the
cause is a low battery, the indication should begin to decrease toward normal
within 5 minutes. If the overload condition persists, attempt to reduce the
load by turning off non-essential equipment.
Turn the BATT switch OFF and the ammeter should decrease. Turn the
BATT switch ON and continue to monitor the ammeter. If the alternator
output does not decrease within 5 minutes, turn the BATT switch OFF and
land as soon as possible. All electrical loads are being supplied by the
alternator.
Turn the BATT switch OFF and the ammeter should decrease. Turn the
BATT switch ON and continue to monitor the ammeter. If the alternator
output does not decrease within 5 minutes, turn the BATT switch OFF and
land as soon as possible. All electrical loads are being supplied by the
alternator.
NOTE
NOTE
Due to higher voltage and radio frequency

noise, operation with the ALT switch ON
and the BATT switch OFF should be made
only when required by an electrical failure.
Due to higher voltage and radio frequency

noise, operation with the ALT switch ON
and the BATT switch OFF should be made
only when required by an electrical failure.
REPORT: VB-1565
3-14
REPORT: VB-1565
3-14

SECTION 3

SECTION 3
3.25 SPIN RECOVERY
3.25 SPIN RECOVERY
Intentional spins are prohibited in this airplane. If a spin is inadvertently

entered, immediately apply full rudder opposite to the direction of rotation.
Move the control wheel full forward while neutralizing the ailerons. Move
the throttle to IDLE. When the rotation stops, neutralize the rudder and ease
back on the control wheel as required to smoothly regain a level flight
attitude.
Intentional spins are prohibited in this airplane. If a spin is inadvertently

entered, immediately apply full rudder opposite to the direction of rotation.
Move the control wheel full forward while neutralizing the ailerons. Move
the throttle to IDLE. When the rotation stops, neutralize the rudder and ease
back on the control wheel as required to smoothly regain a level flight
attitude.
3.27 OPEN DOOR
3.27 OPEN DOOR
The cabin door on the Cherokee is double latched, so the chance of

it springing open in flight at both the top and side are remote. However,
should you forget the upper latch, or not fully engage the side latch, the door
may spring partially open. This will usually happen at takeoff or soon afterward. A partially open door will not affect normal flight characteristics, and
a normal landing can be made with the door open.
The cabin door on the Cherokee is double latched, so the chance of

it springing open in flight at both the top and side are remote. However,
should you forget the upper latch, or not fully engage the side latch, the door
may spring partially open. This will usually happen at takeoff or soon afterward. A partially open door will not affect normal flight characteristics, and
a normal landing can be made with the door open.
If both upper and side latches are open, the door will trail slightly open,
and airspeed will be reduced slightly.
If both upper and side latches are open, the door will trail slightly open,
and airspeed will be reduced slightly.
To close the door in flight, slow the airplane to 89 KIAS, close the cabin
vents and open the storm window. If the top latch is open, latch it. If the side
latch is open, pull on the arm rest while moving the latch handle to the
latched position. If both latches are open, close the side latch then the top
latch.
To close the door in flight, slow the airplane to 89 KIAS, close the cabin
vents and open the storm window. If the top latch is open, latch it. If the side
latch is open, pull on the arm rest while moving the latch handle to the
latched position. If both latches are open, close the side latch then the top
latch.
3.29 CARBURETOR ICING
3.29 CARBURETOR ICING
Under certain moist atmospheric conditions at temperatures of -5C

to 20C, it is possible for ice to form in the induction system, even in
summer weather. This is due to the high air velocity through the carburetor
venturi and absorption of heat from this air by vaporization of the fuel.
Under certain moist atmospheric conditions at temperatures of -5C

to 20C, it is possible for ice to form in the induction system, even in
summer weather. This is due to the high air velocity through the carburetor
venturi and absorption of heat from this air by vaporization of the fuel.
To avoid this, carburetor preheat is provided to replace the heat lost by

vaporization. Carburetor heat should be full on when carburetor ice is
encountered. Adjust mixture for maximum smoothness.
To avoid this, carburetor preheat is provided to replace the heat lost by

vaporization. Carburetor heat should be full on when carburetor ice is
encountered. Adjust mixture for maximum smoothness.
REPORT: VB-1565
3-15
REPORT: VB-1565
3-15
SECTION 3

SECTION 3

3.31 ENGINE ROUGHNESS
3.31 ENGINE ROUGHNESS
Engine roughness is usually due to carburetor icing which is indicated by

a drop in RPM, and may be accompanied by a slight loss of airspeed or
altitude. If too much ice is allowed to accumulate, restoration of full power
may not be possible; therefore, prompt action is required.
Engine roughness is usually due to carburetor icing which is indicated by

a drop in RPM, and may be accompanied by a slight loss of airspeed or
altitude. If too much ice is allowed to accumulate, restoration of full power
may not be possible; therefore, prompt action is required.
Turn carburetor heat on (see Note). RPM will decrease slightly and
roughness will increase. Wait for a decrease in engine roughness or an
increase in RPM, indicating ice removal. If there is no change in approximately one minute, return the carburetor heat to OFF.
Turn carburetor heat on (see Note). RPM will decrease slightly and
roughness will increase. Wait for a decrease in engine roughness or an
increase in RPM, indicating ice removal. If there is no change in approximately one minute, return the carburetor heat to OFF.
If the engine is still rough, adjust the mixture for maximum smoothness.
The engine will run rough if the mixture is too rich or too lean. The electric
fuel pump should be switched to ON and the fuel selector switched 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 operation is satisfactory on either magneto, proceed on that magneto, at
reduced power, with mixture full RICH, to a landing at the first available
airport.
If the engine is still rough, adjust the mixture for maximum smoothness.
The engine will run rough if the mixture is too rich or too lean. The electric
fuel pump should be switched to ON and the fuel selector switched 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 operation is satisfactory on either magneto, proceed on that magneto, at
reduced power, with mixture full RICH, to a landing at the first available
airport.
If roughness persists, prepare for a precautionary landing at pilots

discretion.
If roughness persists, prepare for a precautionary landing at pilots

discretion.
NOTE
NOTE
Partial carburetor heat may be worse than no

heat at all, since it may melt part of the ice
which will refreeze in the intake system. Therefore when using carburetor heat always use full
heat; and, when ice is removed, return the
control to the full cold position.
Partial carburetor heat may be worse than no

heat at all, since it may melt part of the ice
which will refreeze in the intake system. Therefore when using carburetor heat always use full
heat; and, when ice is removed, return the
control to the full cold position.
REPORT: VB-1565
3-16
REPORT: VB-1565
3-16
TABLE OF CONTENTS
TABLE OF CONTENTS
SECTION 4
SECTION 4
NORMAL PROCEDURES
NORMAL PROCEDURES
Paragraph
No.
4.1
4.3
4.5
4.7
4.9
4.11
4.13
4.15
4.17
4.19
Page
No.
General .........................................................................................
Airspeeds For Safe Operations.....................................................
Normal Procedures Check List ....................................................
Preparation ...............................................................................
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 .....................................................................................
Approach And Landing ............................................................
Stopping Engine .......................................................................
Parking......................................................................................
Amplified Normal Procedures (General) .....................................
Preflight Check.............................................................................
Before Starting Engine .................................................................
Starting Engine .............................................................................
Warm-Up ......................................................................................
Taxiing..........................................................................................
Ground Check ..............................................................................
4-1
4-2
4-3
4-3
4-4
4-6
4-6
4-6
4-7
4-7
4-7
4-7
4-8
4-8
4-9
4-10
4-10
4-10
4-11
4-11
4-11
4-12
4-12
4-15
4-15
4-17
4-18
4-18
REPORT: VB-1565
4-i
Paragraph
No.
4.1
4.3
4.5
4.7
4.9
4.11
4.13
4.15
4.17
4.19
Page
No.
General .........................................................................................
Airspeeds For Safe Operations.....................................................
Normal Procedures Check List ....................................................
Preparation ...............................................................................
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 .....................................................................................
Approach And Landing ............................................................
Stopping Engine .......................................................................
Parking......................................................................................
Amplified Normal Procedures (General) .....................................
Preflight Check.............................................................................
Before Starting Engine .................................................................
Starting Engine .............................................................................
Warm-Up ......................................................................................
Taxiing..........................................................................................
Ground Check ..............................................................................
4-1
4-2
4-3
4-3
4-4
4-6
4-6
4-6
4-7
4-7
4-7
4-7
4-8
4-8
4-9
4-10
4-10
4-10
4-11
4-11
4-11
4-12
4-12
4-15
4-15
4-17
4-18
4-18
REPORT: VB-1565
4-i
TABLE OF CONTENTS
TABLE OF CONTENTS
SECTION 4 (cont)
SECTION 4 (cont)
Paragraph
No.
4.21
4.23
4.25
4.27
4.29
4.31
4.33
4.35
4.37
4.39
4.41
4.43
Before Takeoff..............................................................................
Takeoff..........................................................................................
Climb............................................................................................
Cruising ........................................................................................
Descent .........................................................................................
Approach And Landing ................................................................
Stopping Engine ...........................................................................
Parking..........................................................................................
Stalls .............................................................................................
Turbulent Air Operation ...............................................................
Weight And Balance.....................................................................
Noise Levels .................................................................................
REPORT: VB-1565
4-ii
Page
No.
4-19
4-20
4-21
4-21
4-22
4-23
4-24
4-24
4-25
4-25
4-25
4-26
Paragraph
No.
4.21
4.23
4.25
4.27
4.29
4.31
4.33
4.35
4.37
4.39
4.41
4.43
Before Takeoff..............................................................................
Takeoff..........................................................................................
Climb............................................................................................
Cruising ........................................................................................
Descent .........................................................................................
Approach And Landing ................................................................
Stopping Engine ...........................................................................
Parking..........................................................................................
Stalls .............................................................................................
Turbulent Air Operation ...............................................................
Weight And Balance.....................................................................
Noise Levels .................................................................................
REPORT: VB-1565
4-ii
Page
No.
4-19
4-20
4-21
4-21
4-22
4-23
4-24
4-24
4-25
4-25
4-25
4-26

4.1
SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES
SECTION 4
SECTION 4
NORMAL PROCEDURES
NORMAL PROCEDURES
GENERAL
4.1
GENERAL
This section describes the recommended procedures for the conduct of

normal operations for the WARRIOR III. All of the required (FAA regulations)
procedures and those necessary for operation of the airplane as determined
by the operating and design features of the airplane are presented.
This section describes the recommended procedures for the conduct of

normal operations for the WARRIOR III. All of the required (FAA regulations)
procedures and those necessary for operation of the airplane as determined
by the operating and design features of the airplane are presented.
Normal procedures associated with those optional systems and equipment which require handbook supplements are provided by Section 9
(Supplements).
Normal procedures associated with those optional systems and equipment which require handbook supplements are provided by Section 9
(Supplements).
These procedures are provided to present a source of reference and review

and to supply information on procedures which are not the same for all
aircraft. Pilots should familiarize themselves with the procedures given in
this section in order to become proficient in the normal operations of the
airplane.
These procedures are provided to present a source of reference and review

and to supply information on procedures which are not the same for all
aircraft. Pilots should familiarize themselves with the procedures given in
this section in order to become proficient in the normal operations of the
airplane.
The first portion of this section consists of a short form checklist which
supplies an action sequence for normal operations with little emphasis on
the operation of the systems.
The first portion of this section consists of a short form checklist which
supplies an action sequence for normal operations with little emphasis on
the operation of the systems.
The remainder of the section is devoted to amplified normal procedures

which provide detailed information and explanations of the procedures
and how to perform them. This portion of the section is not intended for
use as an in-flight reference due to the lengthy explanations. The short
form checklist should be used for this purpose.
The remainder of the section is devoted to amplified normal procedures

which provide detailed information and explanations of the procedures
and how to perform them. This portion of the section is not intended for
use as an in-flight reference due to the lengthy explanations. The short
form checklist should be used for this purpose.
REPORT: VB-1565
4-1
REPORT: VB-1565
4-1
SECTION 4
NORMAL PROCEDURES
4.3

AIRSPEEDS FOR SAFE OPERATIONS
SECTION 4
NORMAL PROCEDURES
4.3

AIRSPEEDS FOR SAFE OPERATIONS
The following airspeeds are those which are significant to the operation
of the airplane. These figures are for standard airplanes flown at gross weight
under standard conditions at sea level.
The following airspeeds are those which are significant to the operation
of the airplane. These figures are for standard airplanes flown at gross weight
under standard conditions at sea level.
Performance for a specific airplane may vary from published figures

depending upon the equipment installed; the condition of the engine, airplane and equipment; atmospheric conditions and piloting technique.
Performance for a specific airplane may vary from published figures

depending upon the equipment installed; the condition of the engine, airplane and equipment; atmospheric conditions and piloting technique.
(a)
(b)
(c)
(d)
(e)
(f)
Best Rate of Climb Speed

Best Angle of Climb Speed
Turbulent Air Operating Speed (See Subsection 2.3)
Maximum Flap Speed
Landing Final Approach Speed (Flaps 40)
Maximum Demonstrated Crosswind Velocity
REPORT: VB-1565
4-2
79 KIAS
63 KIAS
111 KIAS
103 KIAS
63 KIAS
17 KTS
(a)
(b)
(c)
(d)
(e)
(f)
Best Rate of Climb Speed

Best Angle of Climb Speed
Turbulent Air Operating Speed (See Subsection 2.3)
Maximum Flap Speed
Landing Final Approach Speed (Flaps 40)
Maximum Demonstrated Crosswind Velocity
REPORT: VB-1565
4-2
79 KIAS
63 KIAS
111 KIAS
103 KIAS
63 KIAS
17 KTS

SECTION 4
NORMAL PROCEDURES

WALK-AROUND
Figure 4-1
SECTION 4
NORMAL PROCEDURES
WALK-AROUND
Figure 4-1
4.5 NORMAL PROCEDURES CHECKLIST
4.5 NORMAL PROCEDURES CHECKLIST
PREPARATION
PREPARATION
Airplane status............................................................airworthy, papers on board

Weather .....................................................................................................suitable
Baggage ..............................................................................weighed, stowed, tied
Weight and C.G.................................................................................within limits
Navigation ................................................................................................planned
Charts and navigation equipment............................................................on board
Performance and range............................................................computed and safe
Airplane status............................................................airworthy, papers on board

Weather .....................................................................................................suitable
Baggage ..............................................................................weighed, stowed, tied
Weight and C.G.................................................................................within limits
Navigation ................................................................................................planned
Charts and navigation equipment............................................................on board
Performance and range............................................................computed and safe
REPORT: VB-1565
4-3
REPORT: VB-1565
4-3
SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES

PREFLIGHT CHECK
COCKPIT
Control wheel ....................................................................................release belts
Avionics .........................................................................................................OFF
Parking brake ...................................................................................................Set
Electric switches ............................................................................................OFF
Magneto switch..............................................................................................OFF
Master switch ..................................................................................................ON
Fuel quantity gauges ....................................................................................check
Annunciator panel........................................................................................check
Master switch.................................................................................................OFF
Flight controls ..............................................................................................check
Flaps.............................................................................................................check
Trim ...........................................................................................check, set neutral
Pitot drain .......................................................................................DRAIN, close
Static drain .....................................................................................DRAIN, close
Windows............................................................................................check, clean
Tow bar ..........................................................................................................stow
Baggage.......................................................................................................secure
Baggage door ....................................................................................close, secure
PREFLIGHT CHECK
COCKPIT
Control wheel ....................................................................................release belts
Avionics .........................................................................................................OFF
Parking brake ...................................................................................................Set
Electric switches ............................................................................................OFF
Magneto switch..............................................................................................OFF
Master switch ..................................................................................................ON
Fuel quantity gauges ....................................................................................check
Annunciator panel........................................................................................check
Flight controls ..............................................................................................check
Flaps.............................................................................................................check
Trim ...........................................................................................check, set neutral
Pitot drain .......................................................................................DRAIN, close
Static drain .....................................................................................DRAIN, close
Windows............................................................................................check, clean
Tow bar ..........................................................................................................stow
Baggage.......................................................................................................secure
Baggage door ....................................................................................close, secure
RIGHT WING
RIGHT WING
Wing ..................................................................................free of ice, snow, frost

Control surfaces ...............................................................check for interference free of ice, snow, frost
Hinges ................................................................................check for interference
Static wicks ..................................................................................................check
Wing tip and lights.......................................................................................check
Fuel tank...........................................................................................check supply
visually - secure caps
Fuel tank sump ..................................................................drain, check for water,
sediment and proper fuel
Fuel vent ........................................................................................................clear
Tie down and chock...................................................................................remove
Main gear strut............................................................................................proper
inflation (4.50 in.)
Tire ..............................................................................................................check
Brake block and discs ..................................................................................check
Fresh air inlet.................................................................................................clear

Fuel tank...........................................................................................check supply
Fuel tank sump ..................................................................drain, check for water,
Fuel vent ........................................................................................................clear
Tire ..............................................................................................................check
REPORT: VB-1565
4-4
REPORT: VB-1565
4-4

SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES
NOSE SECTION
Fuel and oil ...................................................................................check for leaks
Cowling.......................................................................................................secure
Windshield ....................................................................................................clean
Propeller and spinner ...................................................................................check
Air inlets ........................................................................................................clear
Alternator belt .................................................................................check tension
Landing light................................................................................................check
Nose chock ................................................................................................remove
Nose gear strut ............................................................................................proper
Nose wheel tire ............................................................................................check
Oil .......................................................................................................check level
Dipstick.........................................................................................properly seated
Fuel strainer.......................................................................drain, check for water,
NOSE SECTION
Fuel and oil ...................................................................................check for leaks
Cowling.......................................................................................................secure
Windshield ....................................................................................................clean
Propeller and spinner ...................................................................................check
Air inlets ........................................................................................................clear
Alternator belt .................................................................................check tension
Landing light................................................................................................check
Nose chock ................................................................................................remove
Nose gear strut ............................................................................................proper
Nose wheel tire ............................................................................................check
Oil .......................................................................................................check level
Dipstick.........................................................................................properly seated
Fuel strainer.......................................................................drain, check for water,
LEFT WING
Tire ..............................................................................................................check
Fuel tanks .........................................................................................check supply
Fuel tank sumps.................................................................drain, check for water,
Fuel vents ......................................................................................................open
Pitot head.......................................................................................remove cover holes clear
LEFT WING
Tire ..............................................................................................................check
Fuel tanks .........................................................................................check supply
Fuel tank sumps.................................................................drain, check for water,
Fuel vents ......................................................................................................open
Pitot head.......................................................................................remove cover holes clear
FUSELAGE
Antennas ......................................................................................................check
Empennage .......................................................................Free of ice, snow, frost
FUSELAGE
Antennas ......................................................................................................check
Empennage .......................................................................Free of ice, snow, frost
REPORT: VB-1565
4-5
REPORT: VB-1565
4-5
SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES


Stabilator and trim tab........................................................check for interference
Tie down....................................................................................................remove
Master switch ..................................................................................................ON
Cockpit lighting ...........................................................................................check
Nav and strobe lights ...................................................................................check
Stall warning ................................................................................................check
Pitot heat ......................................................................................................check
All switches ...................................................................................................OFF
Passengers ....................................................................................................board
Cabin door...................................................................................close and secure
Seat belts and harnesses ..................................................................fasten - check
interia reel

Stabilator and trim tab........................................................check for interference
Tie down....................................................................................................remove
Master switch ..................................................................................................ON
Cockpit lighting ...........................................................................................check
Nav and strobe lights ...................................................................................check
Stall warning ................................................................................................check
Pitot heat ......................................................................................................check
All switches ...................................................................................................OFF
Passengers ....................................................................................................board
Cabin door...................................................................................close and secure
Seat belts and harnesses ..................................................................fasten - check
interia reel
BEFORE STARTING ENGINE
BEFORE STARTING ENGINE
Brakes ...............................................................................................................set
Carburetor Heat .......................................................................................full OFF
Fuel Selector ......................................................................................desired tank
Radios ............................................................................................................OFF
Brakes ...............................................................................................................set
Carburetor Heat .......................................................................................full OFF
Fuel Selector ......................................................................................desired tank
Radios ............................................................................................................OFF
STARTING ENGINE WHEN COLD
STARTING ENGINE WHEN COLD
Throttle ..................................................................................................1/4" open

Master switch ..................................................................................................ON
Electric fuel pump ...........................................................................................ON
Mixture..................................................................................................full RICH
Starter.........................................................................................................engage
Throttle ........................................................................................................adjust
Oil Pressure..................................................................................................check
If engine does not start within 10 sec., prime and repeat starting procedure.
Throttle ..................................................................................................1/4" open

Master switch ..................................................................................................ON
Starter.........................................................................................................engage
Throttle ........................................................................................................adjust
If engine does not start within 10 sec., prime and repeat starting procedure.
STARTING ENGINE WHEN HOT
STARTING ENGINE WHEN HOT
Throttle ..................................................................................................1/2" open

Master Switch..................................................................................................ON
Starter.........................................................................................................engage
Throttle ..................................................................................................1/2" open

Master Switch..................................................................................................ON
Starter.........................................................................................................engage
REPORT: VB-1565
4-6
REPORT: VB-1565
4-6

SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES
Throttle ........................................................................................................adjust
Oil pressure ..................................................................................................check
Throttle ........................................................................................................adjust
STARTING ENGINE WHEN FLOODED
STARTING ENGINE WHEN FLOODED
Throttle ...................................................................................................open full

Master switch ..................................................................................................ON
Electric fuel pump..........................................................................................OFF
Starter.........................................................................................................engage
Mixture.....................................................................................................advance
Throttle ........................................................................................................retard
Throttle ...................................................................................................open full

Master switch ..................................................................................................ON
Starter.........................................................................................................engage
Mixture.....................................................................................................advance
Throttle ........................................................................................................retard
STARTING ENGINE WITH EXTERNAL POWER SOURCE
STARTING ENGINE WITH EXTERNAL POWER SOURCE
All electrical equipment.................................................................................OFF
Terminals ..................................................................................................connect
External power plug .................................................................................insert in
fuselage
Proceed with normal start
Throttle .........................................................................................lowest possible
RPM
External power plug ....................................................................disconnect from
fuselage
Master switch.......................................................................ON - check ammeter
All electrical equipment.................................................................................OFF
Terminals ..................................................................................................connect
External power plug .................................................................................insert in
fuselage
Proceed with normal start
Throttle .........................................................................................lowest possible
RPM
External power plug ....................................................................disconnect from
fuselage
Master switch.......................................................................ON - check ammeter
WARM-UP
WARM-UP
Throttle .....................................................................................800 to 1200 RPM
Throttle .....................................................................................800 to 1200 RPM
TAXIING
TAXIING
Chocks.....................................................................................................removed
Taxi area ........................................................................................................clear
Throttle .............................................................................................apply slowly
Brakes ..........................................................................................................check
Steering ........................................................................................................check
Chocks.....................................................................................................removed
Taxi area ........................................................................................................clear
Throttle .............................................................................................apply slowly
Brakes ..........................................................................................................check
Steering ........................................................................................................check
REPORT: VB-1565
4-7
REPORT: VB-1565
4-7
SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES

GROUND CHECK
GROUND CHECK
Throttle ................................................................................................2000 RPM

Magnetos ..............................................................................max. drop 175 RPM
-max. diff. 50 RPM
Vacuum .........................................................................................4.8" to 5.2" Hg
Oil temp .......................................................................................................check
Annunciator panel..............................................................................press-to-test
Carburetor Heat............................................................................................check
(Observe approx. 75 RPM drop)
Throttle ................................................................................................2000 RPM

Magnetos ..............................................................................max. drop 175 RPM
-max. diff. 50 RPM
Vacuum .........................................................................................4.8" to 5.2" Hg
Oil temp .......................................................................................................check
Annunciator panel..............................................................................press-to-test
Carburetor Heat............................................................................................check
(Observe approx. 75 RPM drop)
Engine is warm for takeoff when throttle can be opened without engine
faltering.
Fuel pressure ................................................................................................check
Throttle ..................................................................................................RETARD
Engine is warm for takeoff when throttle can be opened without engine
faltering.
Fuel pressure ................................................................................................check
Throttle ..................................................................................................RETARD
BEFORE TAKEOFF
BEFORE TAKEOFF
Master switch ..................................................................................................ON

Flight instruments ........................................................................................check
Fuel selector........................................................................................proper tank
Engine gauges ..............................................................................................check
Carburetor heat ..............................................................................................OFF
Seat backs ......................................................................................................erect
Mixture .............................................................................................................set
Belts/harness..................................................................................fastened/check
Empty seats ............................................................................................seat belts
snugly fastened
Flaps..................................................................................................................set
Trim tab.............................................................................................................set
Controls...........................................................................................................free
Door...............................................................................................................latch
Master switch ..................................................................................................ON

Flight instruments ........................................................................................check
Engine gauges ..............................................................................................check
Carburetor heat ..............................................................................................OFF
Seat backs ......................................................................................................erect
Mixture .............................................................................................................set
Belts/harness..................................................................................fastened/check
Empty seats ............................................................................................seat belts
snugly fastened
Flaps..................................................................................................................set
Trim tab.............................................................................................................set
Controls...........................................................................................................free
Door...............................................................................................................latch
REPORT: VB-1565
4-8
REPORT: VB-1565
4-8

SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES
TAKEOFF
TAKEOFF
NORMAL
NORMAL
Flaps..................................................................................................................set
Trim ..................................................................................................................set
Accelerate to 45 to 55 KIAS
Control wheel ..............................................................................back pressure to
rotate to climb attitude
Flaps..................................................................................................................set
Trim ..................................................................................................................set
Accelerate to 45 to 55 KIAS
Control wheel ..............................................................................back pressure to
0 FLAPS TAKEOFF PERFORMANCE
Flaps .................................................................................................................UP
Accelerate to 40-52 KIAS (depending on weight)
Control Wheel .............................................................................back pressure to
Accelerate to and maintain 44 to 57 KIAS (depending on weight) until
obstacle clearance is achieved and climb out at 79 KIAS.
Flaps .................................................................................................................UP
Flaps........................................................................................25 (second notch)

Flaps ................................................................................................retract slowly

SOFT FIELD, OBSTACLE CLEARANCE
SOFT FIELD, OBSTACLE CLEARANCE

Accelerate and lift off nose gear as soon as possible. Lift off at lowest possible
airspeed. Accelerate just above ground to 52 KIAS to climb past obstacle
height. Continue climbing while accelerating to best rate of climb speed, 79
KIAS.

Accelerate and lift off nose gear as soon as possible. Lift off at lowest possible
airspeed. Accelerate just above ground to 52 KIAS to climb past obstacle
height. Continue climbing while accelerating to best rate of climb speed, 79
KIAS.
REPORT: VB-1565
4-9
REPORT: VB-1565
4-9
SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES

SOFT FIELD, NO OBSTACLE
SOFT FIELD, NO OBSTACLE

Accelerate and lift off nose gear as soon as possible. Lift off at lowest
possible airspeed. Accelerate just above ground to best rate of climb speed,
79 KIAS.

Accelerate and lift off nose gear as soon as possible. Lift off at lowest
possible airspeed. Accelerate just above ground to best rate of climb speed,
79 KIAS.
CLIMB
CLIMB
Best rate (flaps up)..................................................................................79 KIAS

Best angle (flaps up) ...............................................................................63 KIAS
En route...................................................................................................87 KIAS
Electric fuel pump......................................................................................OFF at
desired altitude
Best rate (flaps up)..................................................................................79 KIAS

Best angle (flaps up) ...............................................................................63 KIAS
En route...................................................................................................87 KIAS
Electric fuel pump......................................................................................OFF at
desired altitude
CRUISING
CRUISING
Reference performance charts and Avco-Lycoming Operators Manual.

Normal max power ........................................................................................75%
Power ......................................................................................set per power table
Mixture ........................................................................................................adjust
Reference performance charts and Avco-Lycoming Operators Manual.

Normal max power ........................................................................................75%
Power ......................................................................................set per power table
Mixture ........................................................................................................adjust
DESCENT
DESCENT
NORMAL
NORMAL
Throttle ..................................................................................................2500 rpm

Airspeed ................................................................................................126 KIAS
Mixture............................................................................................................rich
Carburetor heat ..............................................................................ON if required
Throttle ..................................................................................................2500 rpm

Airspeed ................................................................................................126 KIAS
Mixture............................................................................................................rich
POWER OFF
POWER OFF

Throttle..........................................................................................................close
Airspeed...............................................................................................as required
Mixture ................................................................................................as required
Power ..........................................................verify with throttle every 30 seconds

Throttle..........................................................................................................close
Airspeed...............................................................................................as required
Mixture ................................................................................................as required
Power ..........................................................verify with throttle every 30 seconds
REPORT: VB-1565
4-10
REPORT: VB-1565
4-10

SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES
APPROACH AND LANDING
APPROACH AND LANDING

Seat backs ......................................................................................................erect
Belts/harness .....................................................................................fasten/check
Mixture .............................................................................................................set
Flaps ......................................................................................set - 103 KIAS max
Air conditioner...............................................................................................OFF
Trim to 70 KIAS
Final approach speed (flaps 40) ............................................................63 KIAS

Seat backs ......................................................................................................erect
Belts/harness .....................................................................................fasten/check
Mixture .............................................................................................................set
Flaps ......................................................................................set - 103 KIAS max
Air conditioner...............................................................................................OFF
Trim to 70 KIAS
Final approach speed (flaps 40) ............................................................63 KIAS
STOPPING ENGINE
STOPPING ENGINE
Flaps............................................................................................................retract
Air Conditioner ..............................................................................................OFF
Radios ............................................................................................................OFF
Throttle .......................................................................................................full aft
Magnetos........................................................................................................OFF
Flaps............................................................................................................retract
Air Conditioner ..............................................................................................OFF
Radios ............................................................................................................OFF
Throttle .......................................................................................................full aft
Magnetos........................................................................................................OFF
PARKING
PARKING
Parking brake ....................................................................................................set

Control wheel .............................................................................secure with belts
Flaps ...........................................................................................................full up
Wheel chocks............................................................................................in place
Tie downs ....................................................................................................secure
Parking brake ....................................................................................................set

Control wheel .............................................................................secure with belts
Flaps ...........................................................................................................full up
Wheel chocks............................................................................................in place
Tie downs ....................................................................................................secure
REPORT: VB-1565
4-11
REPORT: VB-1565
4-11
SECTION 4
NORMAL PROCEDURES
4.7

AMPLIFIED NORMAL PROCEDURES (GENERAL)
SECTION 4
NORMAL PROCEDURES
4.7

AMPLIFIED NORMAL PROCEDURES (GENERAL)
The following paragraphs are provided to supply detailed information

and explanations of the normal procedures necessary for the safe operation
of the airplane.
The following paragraphs are provided to supply detailed information

and explanations of the normal procedures necessary for the safe operation
of the airplane.
4.9
4.9
PREFLIGHT CHECK
PREFLIGHT CHECK
PREPARATION
PREPARATION
The airplane should be given a thorough preflight and walk-around

check. The preflight should include a check of the airplanes required papers,
operational status, computation of weight and C.G. limits, takeoff and
landing distances, and in-flight performance. A weather briefing should be
obtained for the intended flight path, and any other factors relating to a
safe flight should be checked before takeoff.
The airplane should be given a thorough preflight and walk-around

check. The preflight should include a check of the airplanes required papers,
operational status, computation of weight and C.G. limits, takeoff and
landing distances, and in-flight performance. A weather briefing should be
obtained for the intended flight path, and any other factors relating to a
safe flight should be checked before takeoff.
CAUTION
CAUTION
The flap position should be noted before

boarding the airplane. The flaps must be placed
in the UP position before they will lock and
support weight on the step.
The flap position should be noted before

boarding the airplane. The flaps must be placed
in the UP position before they will lock and
support weight on the step.
COCKPIT
COCKPIT
Upon entering the cockpit, release the seat belts securing the control
wheel, turn OFF all avionics equipment, and set the parking brake. Insure
that all electrical switches and the magneto switch are OFF and that the
mixture is in idle cut-off. Turn ON the master switch, check the fuel quantity
gauges for adequate supply and check that the annunciator panel illuminates. Turn OFF the master switch. Check the primary flight controls and
flaps for proper operation and set the trim to neutral. Open the pitot and
static drains to remove any moisture that has accumulated in the lines.
Check the windows for cleanliness. Properly stow the tow bar and baggage
and secure. Close and secure the baggage door.
Upon entering the cockpit, release the seat belts securing the control
wheel, turn OFF all avionics equipment, and set the parking brake. Insure
that all electrical switches and the magneto switch are OFF and that the
mixture is in idle cut-off. Turn ON the master switch, check the fuel quantity
gauges for adequate supply and check that the annunciator panel illuminates. Turn OFF the master switch. Check the primary flight controls and
flaps for proper operation and set the trim to neutral. Open the pitot and
static drains to remove any moisture that has accumulated in the lines.
Check the windows for cleanliness. Properly stow the tow bar and baggage
and secure. Close and secure the baggage door.
REPORT: VB-1565
4-12
REPORT: VB-1565
4-12

SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES
RIGHT WING
RIGHT WING
Begin the walk-around at the trailing edge of the right wing by checking
that the wing surface and control surfaces are clear of ice, frost, snow or other
extraneous substances. Check the flap, aileron and hinges for damage and
operational interference. Static wicks should be firmly attached and in good
condition. Check the wing tip and lights for damage.
Begin the walk-around at the trailing edge of the right wing by checking
that the wing surface and control surfaces are clear of ice, frost, snow or other
extraneous substances. Check the flap, aileron and hinges for damage and
operational interference. Static wicks should be firmly attached and in good
condition. Check the wing tip and lights for damage.
Open the fuel cap and visually check the fuel color and the quantity
should match the indication that was on the fuel quantity gauge, replace cap
securely. The fuel tank vent should be clear of obstructions.
Open the fuel cap and visually check the fuel color and the quantity
should match the indication that was on the fuel quantity gauge, replace cap
securely. The fuel tank vent should be clear of obstructions.
Drain the fuel tank through the quick drain located at the lower
inboard rear corner of the tank, making sure that enough fuel has been
drained to insure that all water and sediment is removed. The fuel system
should be drained daily prior to the first flight and after each refueling and
checked for proper fuel.
Drain the fuel tank through the quick drain located at the lower
inboard rear corner of the tank, making sure that enough fuel has been
drained to insure that all water and sediment is removed. The fuel system
should be drained daily prior to the first flight and after each refueling and
checked for proper fuel.
CAUTION
CAUTION
When draining any amount of fuel, care should

be taken to insure that no fire hazard exists
before starting engine.

be taken to insure that no fire hazard exists
before starting engine.
Remove the tie down and chock.
Remove the tie down and chock.
Next, a check of the landing gear. Check the gear strut for proper
inflation; there should be 4.50 .25 inches of strut exposure under a normal
static load. Check the tire for cuts, wear, and proper inflation. Make a visual
check of the brake block and disc.
Check that the fresh air inlet is clear of foreign matter.
Next, a check of the landing gear. Check the gear strut for proper
inflation; there should be 4.50 .25 inches of strut exposure under a normal
static load. Check the tire for cuts, wear, and proper inflation. Make a visual
check of the brake block and disc.
Check that the fresh air inlet is clear of foreign matter.
NOSE SECTION
NOSE SECTION
Check the general condition of the nose section, look for oil or fluid
leakage and that the cowling is secure. Check the windshield and clean if
necessary. The propeller and spinner should be checked for detrimental nicks,
cracks, or other defects. The air inlets should be clear of obstructions and
check the alternator belt for proper tension. The landing light should be clean
and intact.
Check the general condition of the nose section, look for oil or fluid
leakage and that the cowling is secure. Check the windshield and clean if
necessary. The propeller and spinner should be checked for detrimental nicks,
cracks, or other defects. The air inlets should be clear of obstructions and
check the alternator belt for proper tension. The landing light should be clean
and intact.
REPORT: VB-1565
4-13
REPORT: VB-1565
4-13
SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES

Remove the chock and check the nose gear strut for proper inflation,
there should be 3.25 .25 inches of strut exposure under a normal static
load. Check the tire for cuts, wear, and proper inflation. Check the engine
baffle seals. Check the oil level, make sure that the dipstick has been
properly seated.
Remove the chock and check the nose gear strut for proper inflation,
there should be 3.25 .25 inches of strut exposure under a normal static
load. Check the tire for cuts, wear, and proper inflation. Check the engine
baffle seals. Check the oil level, make sure that the dipstick has been
properly seated.
Open the fuel strainer located on the left side of the firewall long enough
to remove any accumulation of water and sediment and check for proper
fuel.
Open the fuel strainer located on the left side of the firewall long enough
to remove any accumulation of water and sediment and check for proper
fuel.
LEFT WING
LEFT WING
The wing surface should be clear of ice, frost, snow, or other extraneous
substances. Check that the fresh air inlet is clear of foreign matter and
remove the chock. Check the main gear strut for proper inflation, there
should be 4.50 .25 inches of strut exposure under a normal static load.
Check the tire and the brake block and disc.
The wing surface should be clear of ice, frost, snow, or other extraneous
substances. Check that the fresh air inlet is clear of foreign matter and
remove the chock. Check the main gear strut for proper inflation, there
should be 4.50 .25 inches of strut exposure under a normal static load.
Check the tire and the brake block and disc.
Open the fuel cap and visually check the fuel color. The quantity should
match the indication on the fuel quantity gauge. Replace cap securely. The
fuel tank vent should be clear of obstructions. Drain enough fuel to insure
that all water and sediment has been removed and check for proper fuel.
Open the fuel cap and visually check the fuel color. The quantity should
match the indication on the fuel quantity gauge. Replace cap securely. The
fuel tank vent should be clear of obstructions. Drain enough fuel to insure
that all water and sediment has been removed and check for proper fuel.
Remove tie down and chock. Remove the cover from the pitot/static
head on the underside of the wing. Make sure the holes are open and clear
of obstructions. Check the wing tip and lights for damage. Check the
aileron, flap, and hinges for damage and operational interference and that the
static wicks are firmly attached and in good condition.
Remove tie down and chock. Remove the cover from the pitot/static
head on the underside of the wing. Make sure the holes are open and clear
of obstructions. Check the wing tip and lights for damage. Check the
aileron, flap, and hinges for damage and operational interference and that the
static wicks are firmly attached and in good condition.
FUSELAGE
FUSELAGE
Check the condition and security of the antennas. The empennage

should be clear of ice, frost, snow, or other extraneous substances, and the
fresh air inlet on the side of fuselage should be clear of foreign matter.
Check the stabilator and trim tab for damage and operational interference.
The trim tab should move in the same direction as the stabilator. Remove
the tie down.
Check the condition and security of the antennas. The empennage

should be clear of ice, frost, snow, or other extraneous substances, and the
fresh air inlet on the side of fuselage should be clear of foreign matter.
Check the stabilator and trim tab for damage and operational interference.
The trim tab should move in the same direction as the stabilator. Remove
the tie down.
Upon returning to the cockpit, an operational check of the interior

lights, exterior lights, stall warning system, and pitot heat should now be
made. Turn the battery master switch and other appropriate switches ON. Check
the panel lighting and the overhead flood light. Visually confirm that exterior
lights are operational. Lift the stall detector on the leading edge of the left
Upon returning to the cockpit, an operational check of the interior

lights, exterior lights, stall warning system, and pitot heat should now be
made. Turn the battery master switch and other appropriate switches ON. Check
the panel lighting and the overhead flood light. Visually confirm that exterior
lights are operational. Lift the stall detector on the leading edge of the left
REPORT: VB-1565
4-14
REPORT: VB-1565
4-14

SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES
wing and determine that the warning horn is activated. With the pitot heat
switch ON, the pitot head will be hot to the touch. After these checks are
complete, the master switch and all electrical switches should be turned
OFF.
wing and determine that the warning horn is activated. With the pitot heat
switch ON, the pitot head will be hot to the touch. After these checks are
complete, the master switch and all electrical switches should be turned
OFF.
Board the passengers and close and secure the cabin door. Fasten the
seat belts and shoulder harnesses. Pull test the locking restraint feature of
the shoulder harness inertia reel. Fasten seat belts on empty seats.
Board the passengers and close and secure the cabin door. Fasten the
seat belts and shoulder harnesses. Pull test the locking restraint feature of
the shoulder harness inertia reel. Fasten seat belts on empty seats.
4.11 BEFORE STARTING ENGINE
4.11 BEFORE STARTING ENGINE
Before starting the engine the brakes should be set ON and the carburetor heat lever moved to the full OFF position. The fuel selector should
then be moved to the desired tank. Check to make sure that all the radios are
OFF.
Before starting the engine the brakes should be set ON and the carburetor heat lever moved to the full OFF position. The fuel selector should
then be moved to the desired tank. Check to make sure that all the radios are
OFF.
4.13 STARTING ENGINE
4.13 STARTING ENGINE
(a) Starting Engine When Cold
(a) Starting Engine When Cold
Open the throttle lever approximately 1/4 inch. Turn ON the

master switch and the electric fuel pump.
Open the throttle lever approximately 1/4 inch. Turn ON the

master switch and the electric fuel pump.
Move the mixture control to full RICH and engage the starter by
rotating the magneto switch clockwise. When the engine fires,
release the magneto switch, and move the throttle to the desired
setting.
Move the mixture control to full RICH and engage the starter by
rotating the magneto switch clockwise. When the engine fires,
release the magneto switch, and move the throttle to the desired
setting.
If the engine does not fire within five to ten seconds, disengage
the starter, prime the engine and repeat the starting procedure (priming
is accomplished by lifting the switch guard and depressing the
momentary electric prime button for the desired time.)
If the engine does not fire within five to ten seconds, disengage
the starter, prime the engine and repeat the starting procedure (priming
is accomplished by lifting the switch guard and depressing the
momentary electric prime button for the desired time.)
REPORT: VB-1565
4-15
REPORT: VB-1565
4-15
SECTION 4
NORMAL PROCEDURES

(b) Starting Engine When Hot
SECTION 4
NORMAL PROCEDURES

(b) Starting Engine When Hot
Open the throttle approximately 1/2 inch. Turn ON the master

switch and the electric fuel pump. Move the mixture control lever
to full RICH and engage the starter by rotating the magneto switch
clockwise. When the engine fires, release the magneto switch and
move the throttle to the desired setting.
(c) Starting Engine When Flooded
Open the throttle approximately 1/2 inch. Turn ON the master

switch and the electric fuel pump. Move the mixture control lever
to full RICH and engage the starter by rotating the magneto switch
clockwise. When the engine fires, release the magneto switch and
move the throttle to the desired setting.
(c) Starting Engine When Flooded
The throttle lever should be full OPEN. Turn ON the master

switch and turn OFF the electric fuel pump. Move the mixture
control lever to idle cut-off and engage the starter by rotating the
magneto switch clockwise. When the engine fires, release the
magneto switch, advance the mixture and retard the throttle.
(d) Starting Engine With External Power Source
The throttle lever should be full OPEN. Turn ON the master

switch and turn OFF the electric fuel pump. Move the mixture
control lever to idle cut-off and engage the starter by rotating the
magneto switch clockwise. When the engine fires, release the
magneto switch, advance the mixture and retard the throttle.
(d) Starting Engine With External Power Source
An External Power receptacle allows the operator to use an

external battery to crank the engine without having to gain access
to the airplanes battery.
An External Power receptacle allows the operator to use an

external battery to crank the engine without having to gain access
to the airplanes battery.
Turn the master switch OFF and turn all electrical equipment
OFF. Insert the plug of a 28 volt DC aux power jumper cable
into the socket located on the fuselage. Note that when the plug is
inserted, the electrical system is ON. Proceed with the normal
starting technique.
Turn the master switch OFF and turn all electrical equipment
OFF. Insert the plug of a 28 volt DC aux power jumper cable
into the socket located on the fuselage. Note that when the plug is
inserted, the electrical system is ON. Proceed with the normal
starting technique.
After the engine has started reduce power to the lowest

possible RPM, to reduce sparking, and disconnect the jumper
cable from the aircraft. Turn the master switch ON and check the
alternator ammeter for an indication of output. DO NOT
ATTEMPT FLIGHT IF THERE IS NO INDICATION OF
ALTERNATOR OUTPUT.
After the engine has started reduce power to the lowest

possible RPM, to reduce sparking, and disconnect the jumper
cable from the aircraft. Turn the master switch ON and check the
alternator ammeter for an indication of output. DO NOT
ATTEMPT FLIGHT IF THERE IS NO INDICATION OF
ALTERNATOR OUTPUT.
REPORT: VB-1565
4-16
REPORT: VB-1565
4-16

PA-28-161 WARRIOR III
SECTION 4
NORMAL PROCEDURES
NOTE
For all normal operations using the Aux Power
jumper cables, the master switch should be
OFF, but it is possible to use the ships battery
in parallel by turning the master switch ON.
This will give longer cranking capabilities, but
will not increase the amperage.
CAUTION
Care should be exercised, because, if the ships
battery has been depleted, the external power
supply can be reduced to the level of the
ships battery. This can be tested by turning
the master switch ON momentarily while the
starter is engaged. If cranking speed increases,
the ships battery is at a higher level than the
external power supply.
When the engine is firing evenly, advance the throttle to 800 rpm. If oil
pressure is not indicated within thirty seconds, stop the engine and determine
the trouble. In cold weather it will take a few seconds longer to get an oil
pressure indication. If the engine has failed to start, refer to the Lycoming
Operating Handbook, Engine Troubles and Their Remedies.
NOTE:
Starter manufacturer recommends starter cranking
periods be limited to 10 seconds with a 20 second
rest period between cranking attempts. Maximum
of 6 start periods allowed. If start is not achieved
on sixth attempt allow starter to cool for 30
minutes before attempting additional starts.
4.15 WARM-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 idling at low
rpm, as this practice may result in fouled spark plugs.
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.
REPORT: VB-1565
4-17
SECTION 4
NORMAL PROCEDURES

Do not operate the engine at high rpm when running up or taxiing over
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
instructed and approved by a qualified person authorized by the owner.
Ascertain that the propeller back blast and taxi areas are clear.
Power should be applied slowly to start the taxi roll. Taxi a few feet
forward and apply the brakes to determine their effectiveness. While taxiing,
make slight turns to ascertain the effectiveness of the steering.
Observe wing clearances when taxiing near buildings or other stationary
objects. If possible, station an observer outside the airplane.
Avoid holes and ruts when taxiing over uneven ground.
Do not operate the engine at high rpm when running up or taxiing over
ground containing loose stones, gravel or any loose material that may cause
damage to the propeller blades.
4.19 GROUND CHECK
The magnetos should be checked at 2000 rpm. Drop off on either
magneto should not exceed 175 rpm and the difference between the
magnetos should not exceed 50 rpm. Operation on one magneto should
not exceed 10 seconds.
Check the vacuum gauge; the indicator should read 4.8 to 5.2 Hg at 2000
rpm.
Check the annunciator panel lights with the press-to-test button.
Carburetor heat should also be checked prior to takeoff to be sure the
control is operating properly and to clean any ice which may have formed
during taxiing. Avoid prolonged ground operation with carburetor heat ON
as the air is unfiltered.
REPORT: VB-1565
4-18

SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES
The electric fuel pump should be turned OFF after starting or during
warm-up to make sure that the engine driven pump is operating. Check both
oil temperature and oil pressure. The temperature may be low for some time
if the engine is being run for the first time of the day. The engine is warm
enough for takeoff when the throttle can be opened without the engine
faltering.
The electric fuel pump should be turned OFF after starting or during
warm-up to make sure that the engine driven pump is operating. Check both
oil temperature and oil pressure. The temperature may be low for some time
if the engine is being run for the first time of the day. The engine is warm
enough for takeoff when the throttle can be opened without the engine
faltering.
4.21 BEFORE TAKEOFF
4.21 BEFORE TAKEOFF
All aspects of each particular takeoff should be considered prior to

executing the takeoff procedure.
All aspects of each particular takeoff should be considered prior to

executing the takeoff procedure.
Insure that the master switch is ON. Check and set all of the flight
instruments as required. Check the fuel selector to make sure it is on the
proper tank (fullest). Turn ON the electric fuel pump to prevent loss of power
should the engine driven pump fail during takeoff, and check the engine
gauges. The carburetor heat should be in the OFF position.
Insure that the master switch is ON. Check and set all of the flight
instruments as required. Check the fuel selector to make sure it is on the
proper tank (fullest). Turn ON the electric fuel pump to prevent loss of power
should the engine driven pump fail during takeoff, and check the engine
gauges. The carburetor heat should be in the OFF position.
All seat backs should be erect and the seat belts and shoulder harness
should be fastened. Pull test the locking restraint feature of the shoulder
harness inertia reel. Fasten the seat belts snugly around the empty seats.
All seat backs should be erect and the seat belts and shoulder harness
should be fastened. Pull test the locking restraint feature of the shoulder
harness inertia reel. Fasten the seat belts snugly around the empty seats.
The mixture should be set.
The mixture should be set.

NOTE
NOTE
The mixture should be set FULL RICH, but a

minimum amount of leaning is permitted for
smooth engine operation when taking off at high
elevation.
The mixture should be set FULL RICH, but a

minimum amount of leaning is permitted for
smooth engine operation when taking off at high
elevation.
Exercise and set the flaps and trim tab. Insure proper flight control
movement and response. The door should be properly secured and latched.
Exercise and set the flaps and trim tab. Insure proper flight control
movement and response. The door should be properly secured and latched.
REPORT: VB-1565
4-19
REPORT: VB-1565
4-19
SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES

4.23 TAKEOFF (See charts in Section 5)
4.23 TAKEOFF (See charts in Section 5)
The normal takeoff technique is conventional. The trim should be set

slightly aft of neutral, with the exact setting determined by the loading of the
airplane. Allow the airplane to accelerate to 45 to 55 KIAS depending on
the weight of the aircraft and ease back on the control wheel to rotate to
climb attitude. Premature raising of the nose or raising it to an excessive
angle will result in a delayed takeoff. After takeoff, let the airplane
accelerate to the desired climb speed by lowering the nose slightly.
The normal takeoff technique is conventional. The trim should be set

slightly aft of neutral, with the exact setting determined by the loading of the
airplane. Allow the airplane to accelerate to 45 to 55 KIAS depending on
the weight of the aircraft and ease back on the control wheel to rotate to
climb attitude. Premature raising of the nose or raising it to an excessive
angle will result in a delayed takeoff. After takeoff, let the airplane
accelerate to the desired climb speed by lowering the nose slightly.
Takeoffs are normally made with flaps up; however, for short field
takeoffs and for takeoffs under difficult conditions, such as deep grass or a
soft surface, total distances can be reduced appreciably by lowering the
flaps to 25 and rotating at lower airspeed.
Takeoffs are normally made with flaps up; however, for short field
takeoffs and for takeoffs under difficult conditions, such as deep grass or a
soft surface, total distances can be reduced appreciably by lowering the
flaps to 25 and rotating at lower airspeed.
A short field takeoff is accomplished without flaps by applying full

power before brake release; lift off at 40-52 KIAS (depending on weight) and
accelerate to and maintain 44-57 KIAS (depending on weight) past obstacle
and climb out at 79 KIAS.
A short field takeoff is accomplished without flaps by applying full

power before brake release; lift off at 40-52 KIAS (depending on weight) and
accelerate to and maintain 44-57 KIAS (depending on weight) past obstacle
and climb out at 79 KIAS.
A short field takeoff with an obstacle clearance is accomplished by first

lowering the flaps to 25. Apply full power before brake release and accelerate to 40-52 KIAS (depending on weight) and rotate. Accelerate to and
maintain 44-57 KIAS (depending on weight) until obstacle clearance is
attained. After the obstacle has been cleared, accelerate to 79 KIAS and then
slowly retract the flaps.
A short field takeoff with an obstacle clearance is accomplished by first

lowering the flaps to 25. Apply full power before brake release and accelerate to 40-52 KIAS (depending on weight) and rotate. Accelerate to and
maintain 44-57 KIAS (depending on weight) until obstacle clearance is
attained. After the obstacle has been cleared, accelerate to 79 KIAS and then
slowly retract the flaps.
Takeoff from a soft field with an obstacle clearance requires the use of
25 flaps. Accelerate the airplane and lift the nose gear off as soon as possible
and lift off at the lowest possible airspeed. Accelerate just above the ground
to 52 KIAS to climb past obstacle clearance height. Continue climbing while
accelerating to the best rate of climb speed, 79 KIAS and slowly retract the
flaps.
Takeoff from a soft field with an obstacle clearance requires the use of
25 flaps. Accelerate the airplane and lift the nose gear off as soon as possible
and lift off at the lowest possible airspeed. Accelerate just above the ground
to 52 KIAS to climb past obstacle clearance height. Continue climbing while
accelerating to the best rate of climb speed, 79 KIAS and slowly retract the
flaps.
For a soft field takeoff without an obstacle to clear, extend the flaps 25,
accelerate the airplane and lift the nose gear off as soon as possible. Lift off at
the lowest possible airspeed. Accelerate just above the ground to the best
rate of climb speed, 79 KIAS, and retract the flaps while climbing out.
For a soft field takeoff without an obstacle to clear, extend the flaps 25,
accelerate the airplane and lift the nose gear off as soon as possible. Lift off at
the lowest possible airspeed. Accelerate just above the ground to the best
rate of climb speed, 79 KIAS, and retract the flaps while climbing out.
REPORT: VB-1565
4-20
REPORT: VB-1565
4-20

SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES
4.25 CLIMB
4.25 CLIMB
The best rate of climb at gross weight will be obtained at 79 KIAS. The
best angle of climb may be obtained at 63 KIAS. At lighter than gross weight
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.
The best rate of climb at gross weight will be obtained at 79 KIAS. The
best angle of climb may be obtained at 63 KIAS. At lighter than gross weight
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 electric fuel pump may be
turned off.
When reaching the desired altitude, the electric fuel pump may be
turned off.
4.27 CRUISE
4.27 CRUISE
The cruising efficiency and speed is determined by many factors, including

power setting, altitude, temperature, loading and equipment installed in the
airplane.
The cruising efficiency and speed is determined by many factors, including

power setting, altitude, temperature, loading and equipment installed in the
airplane.
The normal cruising power is 55% to 75% of the rated horsepower of the
engine. Airspeeds which may be obtained at various altitudes and power
settings can be determined from the performance graphs provided by Section
5.
The normal cruising power is 55% to 75% of the rated horsepower of the
engine. Airspeeds which may be obtained at various altitudes and power
settings can be determined from the performance graphs provided by Section
5.
Use of the mixture control in cruising flight significantly reduces fuel

consumption while reducing lead deposits when alternate fuels are used. The
mixture should be full rich when operating above 75% power, and leaned
during cruising operation when 75% power or less is being used.
Use of the mixture control in cruising flight significantly reduces fuel

consumption while reducing lead deposits when alternate fuels are used. The
mixture should be full rich when operating above 75% power, and leaned
during cruising operation when 75% power or less is being used.
To lean the mixture for best power cruise performance place the
mixture control full forward and set the throttle slightly below (approximately
35 RPM) the desired cruise power setting and lean the mixture to peak RPM.
Adjust the throttle, if necessary, for final RPM setting.
To lean the mixture for best power cruise performance place the
mixture control full forward and set the throttle slightly below (approximately
35 RPM) the desired cruise power setting and lean the mixture to peak RPM.
Adjust the throttle, if necessary, for final RPM setting.
For Best Economy cruise, a simplified leaning procedure which

consistently allows accurate achievement of best engine efficiency has been
developed. Best Economy Cruise performance is obtained with the throttle
fully open. To obtain a desired cruise power setting, set the throttle and
mixture control full forward, taking care not to exceed the engine speed
limitation, then begin leaning the mixture. The RPM will increase slightly
but will then begin to decrease. Continue leaning until the desired cruise
engine RPM is reached. This will provide best fuel economy and maximum
miles per gallon for a given power setting. See following CAUTION when
using this procedure.
For Best Economy cruise, a simplified leaning procedure which

consistently allows accurate achievement of best engine efficiency has been
developed. Best Economy Cruise performance is obtained with the throttle
fully open. To obtain a desired cruise power setting, set the throttle and
mixture control full forward, taking care not to exceed the engine speed
limitation, then begin leaning the mixture. The RPM will increase slightly
but will then begin to decrease. Continue leaning until the desired cruise
engine RPM is reached. This will provide best fuel economy and maximum
miles per gallon for a given power setting. See following CAUTION when
using this procedure.
REPORT: VB-1565
4-21
REPORT: VB-1565
4-21
SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES

CAUTION
CAUTION
Prolonged operation at powers above 75% with

a leaned mixture can result in engine damage.
While establishing Best Economy Cruise
Mixture, below 6,000 feet, care must be taken
not to remain in the range above 75% power
more than 15 seconds while leaning. Above
6,000 feet the engine is incapable of generating
more than 75%.
Prolonged operation at powers above 75% with

a leaned mixture can result in engine damage.
While establishing Best Economy Cruise
Mixture, below 6,000 feet, care must be taken
not to remain in the range above 75% power
more than 15 seconds while leaning. Above
6,000 feet the engine is incapable of generating
more than 75%.
Always remember that the electric fuel pump should be turned ON

before switching tanks, and should be left on for a short period thereafter. In
order to keep the airplane in best lateral trim during cruising flight, the fuel
should be used alternately from each tank. It is recommended that one tank
be used for one hour after takeoff, then the other tank be used for two hours;
then return to the first tank, which will have approximately one and one half
hours of fuel remaining if the tanks were full at takeoff. The second tank will
contain approximately one half hour of fuel. Do not run tanks completely
dry in flight. The electric fuel pump should be normally OFF, so that any
malfunction of the engine driven fuel pump is immediately apparent. If signs
of fuel starvation should occur at any time during flight, fuel exhaustion
should be suspected, at which time the fuel selector should be immediately
positioned to the other tank and the electric fuel pump switched to the ON
position.
Always remember that the electric fuel pump should be turned ON

before switching tanks, and should be left on for a short period thereafter. In
order to keep the airplane in best lateral trim during cruising flight, the fuel
should be used alternately from each tank. It is recommended that one tank
be used for one hour after takeoff, then the other tank be used for two hours;
then return to the first tank, which will have approximately one and one half
hours of fuel remaining if the tanks were full at takeoff. The second tank will
contain approximately one half hour of fuel. Do not run tanks completely
dry in flight. The electric fuel pump should be normally OFF, so that any
malfunction of the engine driven fuel pump is immediately apparent. If signs
of fuel starvation should occur at any time during flight, fuel exhaustion
should be suspected, at which time the fuel selector should be immediately
positioned to the other tank and the electric fuel pump switched to the ON
position.
4.29 DESCENT
4.29 DESCENT
NORMAL
NORMAL
To achieve the performance on Figure 5-31, a power on descent must

be used. The throttle should be set for 2500 RPM, mixture full rich and
maintain an airspeed of 126 KIAS. In case carburetor ice is encountered
apply full carburetor heat.
To achieve the performance on Figure 5-31, a power on descent must

be used. The throttle should be set for 2500 RPM, mixture full rich and
maintain an airspeed of 126 KIAS. In case carburetor ice is encountered
apply full carburetor heat.
POWER OFF
POWER OFF
If a prolonged power off descent is to be made, apply full carburetor

heat prior to power reduction if icing conditions are suspected,. Throttle
should be retarded and mixture control leaned as required. Power response
should be verified approximately every 30 seconds by partially opening and
then closing the throttle (clearing the engine). When leveling off, enrichen
mixture, set power as required and select carburetor heat off unless
carburetor icing conditions are suspected.
If a prolonged power off descent is to be made, apply full carburetor

heat prior to power reduction if icing conditions are suspected,. Throttle
should be retarded and mixture control leaned as required. Power response
should be verified approximately every 30 seconds by partially opening and
then closing the throttle (clearing the engine). When leveling off, enrichen
mixture, set power as required and select carburetor heat off unless
carburetor icing conditions are suspected.
REPORT: VB-1565
4-22
REPORT: VB-1565
4-22

SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES
4.31 APPROACH AND LANDING (See charts in Section 5)
4.31 APPROACH AND LANDING (See charts in Section 5)
Check to insure the fuel selector is on the proper (fullest) tank and that the
seat backs are erect. The seat belts and shoulder harnesses should be fastened
and the inertia reel checked.
Check to insure the fuel selector is on the proper (fullest) tank and that the
seat backs are erect. The seat belts and shoulder harnesses should be fastened
and the inertia reel checked.
Turn the electric fuel pump ON. The mixture should be set in the full
RICH position.
Turn the electric fuel pump ON. The mixture should be set in the full
RICH position.
The airplane should be trimmed to an initial-approach speed of about

70 KIAS with a final-approach speed of 63 KIAS with flaps extended to
40. The flaps can be lowered at speeds up to 103 KIAS, if desired.
The airplane should be trimmed to an initial-approach speed of about

70 KIAS with a final-approach speed of 63 KIAS with flaps extended to
40. The flaps can be lowered at speeds up to 103 KIAS, if desired.
The mixture control should be kept in full RICH position to insure

maximum acceleration if it should be necessary to open the throttle again.
Carburetor heat should not be applied unless there is an indication of carburetor
icing, since the use of carburetor heat causes a reduction in power which
may be critical in case of a go-around. Full throttle operation with carburetor
heat on can cause detonation.
The mixture control should be kept in full RICH position to insure

maximum acceleration if it should be necessary to open the throttle again.
Carburetor heat should not be applied unless there is an indication of carburetor
icing, since the use of carburetor heat causes a reduction in power which
may be critical in case of a go-around. Full throttle operation with carburetor
heat on can cause detonation.
The amount of flap used during landings and the speed of the aircraft at
contact with the runway should be varied according to the landing surface
and conditions of wind and airplane loading. It is generally good practice to
contact the ground at the minimum possible safe speed consistent with
existing conditions.
The amount of flap used during landings and the speed of the aircraft at
contact with the runway should be varied according to the landing surface
and conditions of wind and airplane loading. It is generally good practice to
contact the ground at the minimum possible safe speed consistent with
existing conditions.
Normally, the best technique for short and slow landings is to use full
flap and enough power to maintain the desired airspeed and approach flight
path. Mixture should be full RICH, fuel on the fullest tank, and electric fuel
pump ON. Reduce the speed during the flareout and contact the ground
close to the stalling speed. 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 is most effective when flaps are raised and back pressure
is applied to the control wheel, putting most of the aircraft weight on the
main wheels. In high wind conditions, particularly in strong cross-winds, it
may be desirable to approach the ground at higher than normal speeds with
partial or no flaps.
Normally, the best technique for short and slow landings is to use full
flap and enough power to maintain the desired airspeed and approach flight
path. Mixture should be full RICH, fuel on the fullest tank, and electric fuel
pump ON. Reduce the speed during the flareout and contact the ground
close to the stalling speed. 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 is most effective when flaps are raised and back pressure
is applied to the control wheel, putting most of the aircraft weight on the
main wheels. In high wind conditions, particularly in strong cross-winds, it
may be desirable to approach the ground at higher than normal speeds with
partial or no flaps.
REPORT: VB-1565
4-23
REPORT: VB-1565
4-23
SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES

4.33 STOPPING ENGINE
4.33 STOPPING ENGINE
At the pilots discretion, the flaps should be raised and the electric fuel
pump turned OFF. The radios should be turned OFF, and the engine
stopped by disengaging the mixture control lock and pulling the mixture
control back to idle cut-off. The throttle should be left full aft to avoid
engine vibration while stopping. Then the magneto and master switches must
be turned OFF.
At the pilots discretion, the flaps should be raised and the electric fuel
pump turned OFF. The radios should be turned OFF, and the engine
stopped by disengaging the mixture control lock and pulling the mixture
control back to idle cut-off. The throttle should be left full aft to avoid
engine vibration while stopping. Then the magneto and master switches must
be turned OFF.
NOTE
NOTE
When alternate fuels are used, the engine

should be run up to 1200 RPM for one minute
prior to shutdown to clean out any unburned
fuel.
When alternate fuels are used, the engine

should be run up to 1200 RPM for one minute
prior to shutdown to clean out any unburned
fuel.
NOTE
NOTE
The flaps must be placed in the UP position

for the flap step to support weight. Passengers
should be cautioned accordingly.
The flaps must be placed in the UP position

for the flap step to support weight. Passengers
should be cautioned accordingly.
4.35 PARKING
4.35 PARKING
If necessary, the airplane should be moved on the ground with the aid of
the nose wheel tow bar provided with each airplane and secured behind the
rear seats. The aileron and stabilator controls should be secured by looping
the safety belt through the control wheel and pulling it snug. The flaps are
locked when in the UP position and should be left retracted.
If necessary, the airplane should be moved on the ground with the aid of
the nose wheel tow bar provided with each airplane and secured behind the
rear seats. The aileron and stabilator controls should be secured by looping
the safety belt through the control wheel and pulling it snug. The flaps are
locked when in the UP position and should be left retracted.
Tie downs can be secured to rings provided under each wing and to the
tail skid. The rudder is held in position by its connections to the nose wheel
steering and normally does not have to be secured.
Tie downs can be secured to rings provided under each wing and to the
tail skid. The rudder is held in position by its connections to the nose wheel
steering and normally does not have to be secured.
REPORT: VB-1565
4-24
REPORT: VB-1565
4-24

SECTION 4
NORMAL PROCEDURES

SECTION 4
NORMAL PROCEDURES
4.37 STALLS
4.37 STALLS
The stall characteristics are conventional. An approaching stall is

indicated by a stall warning horn which is activated between five and ten
KTS above stall speed. Mild airframe buffeting and gentle pitching may
also precede the stall.
The stall characteristics are conventional. An approaching stall is

indicated by a stall warning horn which is activated between five and ten
KTS above stall speed. Mild airframe buffeting and gentle pitching may
also precede the stall.
The gross weight stalling speed with power off and full flaps is 44 KIAS.
With the flaps up this speed is increased. Loss of altitude during stalls varies
from 100 to 275 feet, depending on configuration and power.
The gross weight stalling speed with power off and full flaps is 44 KIAS.
With the flaps up this speed is increased. Loss of altitude during stalls varies
from 100 to 275 feet, depending on configuration and power.
NOTE
NOTE
The stall warning system is inoperative with the

master switch OFF.
The stall warning system is inoperative with the

master switch OFF.
During preflight, the stall warning system should be checked by turning

the master switch ON, lifting the detector and checking to determine if the horn
is actuated. The master switch should be returned to the OFF position after the
check is complete.
During preflight, the stall warning system should be checked by turning

the master switch ON, lifting the detector and checking to determine if the horn
is actuated. The master switch should be returned to the OFF position after the
check is complete.
4.39 TURBULENT AIR OPERATION
4.39 TURBULENT AIR OPERATION
In keeping with good operating practice used in all aircraft, it is recommended that when turbulent air is encountered or expected, the airspeed
be reduced to maneuvering speed to reduce the structural loads caused by
gusts and to allow for inadvertent speed build-ups which may occur as a
result of the turbulence or of distractions caused by the conditions. (See
Subsection 2.3.)
In keeping with good operating practice used in all aircraft, it is recommended that when turbulent air is encountered or expected, the airspeed
be reduced to maneuvering speed to reduce the structural loads caused by
gusts and to allow for inadvertent speed build-ups which may occur as a
result of the turbulence or of distractions caused by the conditions. (See
Subsection 2.3.)
4.41 WEIGHT AND BALANCE
4.41 WEIGHT AND BALANCE
It is the responsibility of the owner and pilot to determine that the airplane
remains within the allowable weight vs. center of gravity envelope while in
flight.
It is the responsibility of the owner and pilot to determine that the airplane
remains within the allowable weight vs. center of gravity envelope while in
flight.
For weight and balance data, refer to Section 6 (Weight and Balance).
For weight and balance data, refer to Section 6 (Weight and Balance).
REPORT: VB-1565
4-25
REPORT: VB-1565
4-25
SECTION 4
NORMAL PROCEDURES

4.43 NOISE LEVEL
SECTION 4
NORMAL PROCEDURES

4.43 NOISE LEVEL
The noise level of this aircraft is 72.9 dB(A).
The noise level of this aircraft is 72.9 dB(A).
No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or
unacceptable for operation at, into, or out of, any airport.
No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or
unacceptable for operation at, into, or out of, any airport.
The above statement notwithstanding, the noise level stated above has
been verified by 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 all FAR 36 noise standards applicable to this
type.
The above statement notwithstanding, the noise level stated above has
been verified by 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 all FAR 36 noise standards applicable to this
type.
REPORT: VB-1565
4-26
REPORT: VB-1565
4-26
TABLE OF CONTENTS
TABLE OF CONTENTS
SECTION 5
SECTION 5
PERFORMANCE
PERFORMANCE
Paragraph
No.
5.1
5.3
5.5
5.7
Page
No.
General ..........................................................................................
Introduction - Performance and Flight Planning...........................
Flight Planning Example...............................................................
Performance Graphs......................................................................
List of Figures ..........................................................................
5-1
5-1
5-3
5-9
5-9
REPORT: VB-1565
5-i
Paragraph
No.
5.1
5.3
5.5
5.7
Page
No.
General ..........................................................................................
Introduction - Performance and Flight Planning...........................
Flight Planning Example...............................................................
Performance Graphs......................................................................
List of Figures ..........................................................................
5-1
5-1
5-3
5-9
5-9
REPORT: VB-1565
5-i
REPORT: VB-1565
5-ii
REPORT: VB-1565
5-ii

SECTION 5
PERFORMANCE

SECTION 5
SECTION 5
PERFORMANCE
PERFORMANCE
SECTION 5
PERFORMANCE
5.1 GENERAL
5.1 GENERAL
All of the required (FAA regulations) and complementary performance

information applicable to this aircraft is provided by this section.
All of the required (FAA regulations) and complementary performance

information applicable to this aircraft is provided by this section.
Performance information associated with those optional systems and

equipment that require handbook supplements is provided by Section 9
(Supplements).
Performance information associated with those optional systems and

equipment that require handbook supplements is provided by Section 9
(Supplements).
5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING
5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING
The performance information presented in this section is based on

measured Flight Test Data corrected to I.C.A.O. standard day conditions and
analytically expanded for the various parameters of weight, altitude,
temperature, etc.
The performance information presented in this section is based on

measured Flight Test Data corrected to I.C.A.O. standard day conditions and
analytically expanded for the various parameters of weight, altitude,
temperature, etc.
The performance charts are unfactored and do not make any allowance for
varying degrees of pilot proficiency or mechanical deterioration of the aircraft.
This performance, however, can be duplicated by following the stated
procedures in a properly maintained airplane.
The performance charts are unfactored and do not make any allowance for
varying degrees of pilot proficiency or mechanical deterioration of the aircraft.
This performance, however, can be duplicated by following the stated
procedures in a properly maintained airplane.
Effects of conditions not considered on the charts must be evaluated by the

pilot, such as the effect of soft or grass runway surface on takeoff and landing
performance, or the effect of winds aloft on cruise and range performance.
Endurance can be grossly affected by improper leaning procedures, and inflight
fuel flow and quantity checks are recommended.
Effects of conditions not considered on the charts must be evaluated by the

pilot, such as the effect of soft or grass runway surface on takeoff and landing
performance, or the effect of winds aloft on cruise and range performance.
Endurance can be grossly affected by improper leaning procedures, and inflight
fuel flow and quantity checks are recommended.
REMEMBER! To get chart performance, follow the chart procedures.
REMEMBER! To get chart performance, follow the chart procedures.
REPORT: VB-1565
5-1
REPORT: VB-1565
5-1
SECTION 5
PERFORMANCE

SECTION 5
PERFORMANCE

The information provided by paragraph 5.5 (Flight Planning Example)

outlines a detailed flight plan using the performance charts in this section.
Each chart includes its own example to show how it is used.
The information provided by paragraph 5.5 (Flight Planning Example)

outlines a detailed flight plan using the performance charts in this section.
Each chart includes its own example to show how it is used.
WARNING
WARNING
Performance information derived by extrapolation beyond the limits shown on the charts
should not be used for flight planning
purposes.
Performance information derived by extrapolation beyond the limits shown on the charts
should not be used for flight planning
purposes.
REPORT: VB-1565
5-2
REPORT: VB-1565
5-2

SECTION 5
PERFORMANCE
5.5 FLIGHT PLANNING EXAMPLE

SECTION 5
PERFORMANCE
5.5 FLIGHT PLANNING EXAMPLE
NOTE:
The information contained in this Section
(5.5) is to be used for example purposes only.
(a) Aircraft Loading
NOTE:
The information contained in this Section
(5.5) is to be used for example purposes only.
(a) Aircraft Loading
The first step in planning a flight is to calculate the airplane

weight and center of gravity by utilizing the information provided by
Section 6 (Weight and Balance) of this handbook.
The first step in planning a flight is to calculate the airplane

weight and center of gravity by utilizing the information provided by
Section 6 (Weight and Balance) of this handbook.
The basic empty weight for the airplane as licensed at the

factory has been entered in Figure 6-5. If any alterations to the
airplane have been made affecting weight and balance, reference to
the aircraft logbook and Weight and Balance Record (Figure 6-7)
should be made to determine the current basic empty weight of the
airplane.
The basic empty weight for the airplane as licensed at the

factory has been entered in Figure 6-5. If any alterations to the
airplane have been made affecting weight and balance, reference to
the aircraft logbook and Weight and Balance Record (Figure 6-7)
should be made to determine the current basic empty weight of the
airplane.
Make use of the Weight and Balance Loading Form (Figure

6-11) and the C.G. Range and Weight graph (Figure 6-15) to determine the total weight of the airplane and the center of gravity position.
Make use of the Weight and Balance Loading Form (Figure

6-11) and the C.G. Range and Weight graph (Figure 6-15) to determine the total weight of the airplane and the center of gravity position.
After proper utilization of the information provided, the following

weights apply to the flight planning example.
After proper utilization of the information provided, the following

weights apply to the flight planning example.
The landing weight cannot be determined until the weight of the

fuel to be used has been established [refer to item (g)(1)].
(1) Basic Empty Weight
1406 lbs.
(2) Occupants (4 x 170 lbs.)
680 lbs.
(3) Baggage and Cargo
50 lbs.
(4) Fuel (6 lb/gal x 30)
180 lbs.
(5) Takeoff Weight
2316 lbs.
(6) Landing Weight
(a)(5) minus (g)(1), (2316 lbs.
minus 188.4 lbs.
2127.6 lbs.
The landing weight cannot be determined until the weight of the

fuel to be used has been established [refer to item (g)(1)].
(1) Basic Empty Weight
1406 lbs.
(2) Occupants (4 x 170 lbs.)
680 lbs.
(3) Baggage and Cargo
50 lbs.
(4) Fuel (6 lb/gal x 30)
180 lbs.
(5) Takeoff Weight
2316 lbs.
(6) Landing Weight
(a)(5) minus (g)(1), (2316 lbs.
minus 188.4 lbs.
2127.6 lbs.
The takeoff weight is below the maximum of 2440 lbs., and the weight
and balance calculations have determined that the C.G. position is within the
approved limits.
The takeoff weight is below the maximum of 2440 lbs., and the weight
and balance calculations have determined that the C.G. position is within the
approved limits.

REVISED: JUNE 9, 1995

REPORT: VB-1565
5-3
REPORT: VB-1565
5-3
SECTION 5
PERFORMANCE

(b) Takeoff and Landing
SECTION 5
PERFORMANCE

(b) Takeoff and Landing
Now that the aircraft loading has been determined, all aspects
of the takeoff and landing must be considered.
Now that the aircraft loading has been determined, all aspects
of the takeoff and landing must be considered.
All of the existing conditions at the departure and destination

airport must be acquired, evaluated and maintained throughout
the flight.
All of the existing conditions at the departure and destination

airport must be acquired, evaluated and maintained throughout
the flight.
Apply the departure airport conditions and takeoff weight to

the appropriate Takeoff Performance graph (Figures 5-7 and
5-9 or 5-11 and 5-13) to determine the length of runway necessary
for the takeoff and/or the barrier distance.
Apply the departure airport conditions and takeoff weight to

the appropriate Takeoff Performance graph (Figures 5-7 and
5-9 or 5-11 and 5-13) to determine the length of runway necessary
for the takeoff and/or the barrier distance.
The landing distance calculations are performed in the same

manner using the existing conditions at the destination airport and,
when established, the landing weight.
The landing distance calculations are performed in the same

manner using the existing conditions at the destination airport and,
when established, the landing weight.
The conditions and calculations for the example flight are

listed below. The takeoff and landing distances required for the
example flight have fallen well below the available runway lengths.
The conditions and calculations for the example flight are listed
below. The takeoff and landing distances required for the example
flight have fallen well below the available runway lengths.
(1) Pressure Altitude

(2) Temperature
(3) Wind Component
(4) Runway Length Available
(5) Runway Required
Departure
Airport
Destination
Airport
1500 ft.
27C
15 KTS
(Headwind)
4800 ft.
2100 ft.*
2500 ft.
24C
0 KTS
7600 ft.
1105 ft.**
(1) Pressure Altitude

(2) Temperature
(3) Wind Component
(4) Runway Length Available
(5) Runway Required
Departure
Airport
Destination
Airport
1500 ft.
27C
15 KTS
(Headwind)
4800 ft.
2100 ft.*
2500 ft.
24C
0 KTS
NOTE
NOTE
The remainder of the performance charts used

in this flight planning example assume a no
wind condition. The effect of winds aloft must
be considered by the pilot when computing
climb, cruise and descent performance.
The remainder of the performance charts used

in this flight planning example assume a no
wind condition. The effect of winds aloft must
be considered by the pilot when computing
climb, cruise and descent performance.
*reference Figure 5-9

**reference Figure 5-35
REPORT: VB-1565
5-4
7600 ft.
1105 ft.**

**reference Figure 5-35

REPORT: VB-1565
5-4


SECTION 5
PERFORMANCE
(c) Climb

SECTION 5
PERFORMANCE
(c) Climb
The next step in the flight plan is to determine the necessary

climb segment components.
The next step in the flight plan is to determine the necessary

climb segment components.
The desired cruise pressure altitude and corresponding cruise

outside air temperature values are the first variables to be considered in determining the climb components from the Fuel, Time
and Distance to Climb graph (Figure 5-19). After the fuel, time and
distance for the cruise pressure altitude and outside air temperature
values have been established, apply the existing conditions at the
departure field to graph (Figure 5-19). Now, subtract the values
obtained from the graph for the field of departure conditions from
those for the cruise pressure altitude.
The desired cruise pressure altitude and corresponding cruise

outside air temperature values are the first variables to be considered in determining the climb components from the Fuel, Time
and Distance to Climb graph (Figure 5-19). After the fuel, time and
distance for the cruise pressure altitude and outside air temperature
values have been established, apply the existing conditions at the
departure field to graph (Figure 5-19). Now, subtract the values
obtained from the graph for the field of departure conditions from
those for the cruise pressure altitude.
The remaining values are the true fuel, time and distance
components for the climb segment of the flight plan corrected for field
pressure altitude and temperature.
The remaining values are the true fuel, time and distance
components for the climb segment of the flight plan corrected for field
pressure altitude and temperature.
The following values were determined from the above instructions in the flight planning example.
(1) Cruise Pressure Altitude
5000 ft.
(2) Cruise OAT
16C
(3) Time to Climb (11.0 min. minus
3.0 min.)
8.0 min.*
(4) Distance to Climb (16.0 miles minus
3.0 miles)
13.0 miles*
(5) Fuel to Climb (3 gal. minus 1.0 gal.)
2.0 gal.*
The following values were determined from the above instructions in the flight planning example.
(1) Cruise Pressure Altitude
5000 ft.
(2) Cruise OAT
16C
(3) Time to Climb (11.0 min. minus
3.0 min.)
8.0 min.*
(4) Distance to Climb (16.0 miles minus
3.0 miles)
13.0 miles*
(5) Fuel to Climb (3 gal. minus 1.0 gal.)
2.0 gal.*
(d) Descent
(d) Descent
The descent data will be determined prior to the cruise data to

provide the descent distance for establishing the total cruise
distance.
The descent data will be determined prior to the cruise data to

provide the descent distance for establishing the total cruise
distance.
Utilizing the cruise pressure altitude and OAT, determine the

basic fuel, time and distance for descent (Figure 5-31). These figures
must be adjusted for the field pressure altitude and temperature at
the destination airport. To find the necessary adjustment values,
use the existing pressure altitude and temperature conditions at the
destination airport as variables to find the fuel, time and distance
Utilizing the cruise pressure altitude and OAT, determine the

basic fuel, time and distance for descent (Figure 5-31). These figures
must be adjusted for the field pressure altitude and temperature at
the destination airport. To find the necessary adjustment values,
use the existing pressure altitude and temperature conditions at the
destination airport as variables to find the fuel, time and distance

REPORT: VB-1565
5-5

REPORT: VB-1565
5-5
SECTION 5
PERFORMANCE

SECTION 5
PERFORMANCE

values from the graph (Figure 5-31). Now, subtract the values
obtained from the field conditions from the values obtained from
the cruise conditions to find the true fuel, time and distance values
needed for the flight plan.
values from the graph (Figure 5-31). Now, subtract the values
obtained from the field conditions from the values obtained from
the cruise conditions to find the true fuel, time and distance values
needed for the flight plan.
The values obtained by proper utilization of the graphs for the

descent segment of the example are shown below.
(1) Time to Descend
(8.8 min. minus 4.9 min.)
9.0 min.*
(2) Distance to Descend
(19.6 miles minus 11.0 miles)
8.6 miles*
(3) Fuel to Descend
(1.9 gal. minus 1.0 gal.)
.9 gal.*
The values obtained by proper utilization of the graphs for the

descent segment of the example are shown below.
(1) Time to Descend
(8.8 min. minus 4.9 min.)
9.0 min.*
(2) Distance to Descend
(19.6 miles minus 11.0 miles)
8.6 miles*
(3) Fuel to Descend
(1.9 gal. minus 1.0 gal.)
.9 gal.*
(e) Cruise
(e) Cruise
Using the total distance to be traveled during the flight, subtract

the previously calculated distance to climb and distance to descend
to establish the total cruise distance. Refer to the appropriate Avco
Lycoming Operators Manual when selecting the cruise power
setting. The established pressure altitude and temperature values
and the selected cruise power should now be utilized to determine
the true airspeed from the Cruise Performance graph (Figure 5-21
or 5-23).
Using the total distance to be traveled during the flight, subtract

the previously calculated distance to climb and distance to descend
to establish the total cruise distance. Refer to the appropriate Avco
Lycoming Operators Manual when selecting the cruise power
setting. The established pressure altitude and temperature values
and the selected cruise power should now be utilized to determine
the true airspeed from the Cruise Performance graph (Figure 5-21
or 5-23).
Calculate the cruise fuel consumption for the cruise power

setting from the information provided by the Avco Lycoming
Operators Manual.
Calculate the cruise fuel consumption for the cruise power

setting from the information provided by the Avco Lycoming
Operators Manual.
The cruise time is found by dividing the cruise distance by the

cruise speed and the cruise fuel is found by multiplying the cruise
fuel consumption by the cruise time.
The cruise time is found by dividing the cruise distance by the

cruise speed and the cruise fuel is found by multiplying the cruise
fuel consumption by the cruise time.
The cruise calculations established for the cruise segment of the

flight planning example are as follows:
(1) Total Distance
300 miles
(2) Cruise Distance
(e)(1) minus (c)(4) minus (d)(2),
(300 minus 13 miles minus 8.6 miles)
278.4 miles
The cruise calculations established for the cruise segment of the

flight planning example are as follows:
(1) Total Distance
300 miles
(2) Cruise Distance
(e)(1) minus (c)(4) minus (d)(2),
(300 minus 13 miles minus 8.6 miles)
278.4 miles

REPORT: VB-1565
5-6

REPORT: VB-1565
5-6


(3) Cruise Power Best Power Mixture
(4) Cruise Speed
(5) Cruise Fuel Consumption
(6) Cruise Time
(e)(2) divided by (e)(4), (278.4
miles divided by 114 KTS)
(7) Cruise Fuel
(e)(5) multiplied by (e)(6), (11.4
GPH mulitiplied by 2.50 hrs.)
SECTION 5
PERFORMANCE
75% rated power
(2665 RPM)
114 KTS TAS*
11.4 GPH
2.44 hrs.
28.5 gal.
(f) Total Flight Time

(3) Cruise Power Best Power Mixture
(4) Cruise Speed
(5) Cruise Fuel Consumption
(6) Cruise Time
(e)(2) divided by (e)(4), (278.4
miles divided by 114 KTS)
(7) Cruise Fuel
(e)(5) multiplied by (e)(6), (11.4
GPH mulitiplied by 2.50 hrs.)
SECTION 5
PERFORMANCE
75% rated power
(2665 RPM)
114 KTS TAS*
11.4 GPH
2.44 hrs.
28.5 gal.
(f) Total Flight Time
The total flight time is determined by adding the time to climb,

the time to descend and the cruise time. Remember! The time values
taken from the climb and descent graphs are in minutes and must be
converted to hours before adding them to the cruise time.
The total flight time is determined by adding the time to climb,

the time to descend and the cruise time. Remember! The time values
taken from the climb and descent graphs are in minutes and must be
converted to hours before adding them to the cruise time.
The following flight time is required for our flight planning

example.
(1) Total Flight Time
(c)(3) plus (d)(1) plus (e)(6),
(.13 hrs. plus .07 hrs. plus 2.44 hrs.)
2.64 hrs.
The following flight time is required for our flight planning

example.
(1) Total Flight Time
(c)(3) plus (d)(1) plus (e)(6),
(.13 hrs. plus .07 hrs. plus 2.44 hrs.)
2.64 hrs.
(g) Total Fuel Required
(g) Total Fuel Required
Determine the total fuel required by adding the fuel to climb,

the fuel to descend and the cruise fuel. When the total fuel (in
gallons) is determined, multiply this value by 6 lb/gal. to determine
the total fuel weight used for the flight.
Determine the total fuel required by adding the fuel to climb,

the fuel to descend and the cruise fuel. When the total fuel (in
gallons) is determined, multiply this value by 6 lb/gal. to determine
the total fuel weight used for the flight.
The total fuel calculations for the example flight plan are
shown below.
(1) Total Fuel Required
(c)(5) plus (d)(3) plus (e)(7),
(2.0 gal. plus .9 gal. plus 28.5 gal.)
31.4 gal.
(31.4 gal. multiplied by 6 lb/gal.)
188.4 lbs.
The total fuel calculations for the example flight plan are
shown below.
(1) Total Fuel Required
(c)(5) plus (d)(3) plus (e)(7),
(2.0 gal. plus .9 gal. plus 28.5 gal.)
31.4 gal.
(31.4 gal. multiplied by 6 lb/gal.)
188.4 lbs.
*reference Figure 5-23b

*reference Figure 5-23b

REPORT: VB-1565
5-7

REPORT: VB-1565
5-7
SECTION 5
PERFORMANCE

REPORT: VB-1565
5-8
SECTION 5
PERFORMANCE

REPORT: VB-1565
5-8

SECTION 5
PERFORMANCE
5.7 PERFORMANCE GRAPHS

SECTION 5
PERFORMANCE
5.7 PERFORMANCE GRAPHS
LIST OF FIGURES
LIST OF FIGURES
Figure
No.
Page
No.
Figure
No.
Page
No.
5-1 Temperature Conversion...............................................................

5-3 Airspeed System Calibration........................................................
5-5 Stall Speed....................................................................................
5-7 0 Flaps Takeoff Ground Roll ......................................................
5-9 0 Flaps Takeoff Performance ......................................................
5-11 25 Flaps Takeoff Ground Roll ....................................................
5-13 25 Flaps Takeoff Performance ....................................................
5-15 Engine Performance .....................................................................
5-17 Climb Performance ......................................................................
5-19 Fuel, Time and Distance to Climb................................................
5-21 Cruise Performance- Speed Power...............................................
5-23 Engine & Cruise Performance- 55% Power.................................
5-23a Engine & Cruise Performance- 65% Power.................................
5-23b Engine & Cruise Performance- 75% Best Power.........................
5-25 Range............................................................................................
5-29 Endurance.....................................................................................
5-31 Fuel, Time and Distance to Descend............................................
5-33 Glide Performance........................................................................
5-35 Landing Distance..........................................................................
5-37 Landing Ground Roll Distance ....................................................
5-11
5-12
5-13
5-14
5-15
5-16
5-17
5-18
5-19
5-20
5-20b
5-21
5-21
5-23
5-24
5-25
5-26
5-27
5-28
5-29
5-1 Temperature Conversion...............................................................

5-3 Airspeed System Calibration........................................................
5-5 Stall Speed....................................................................................
5-7 0 Flaps Takeoff Ground Roll ......................................................
5-9 0 Flaps Takeoff Performance ......................................................
5-11 25 Flaps Takeoff Ground Roll ....................................................
5-13 25 Flaps Takeoff Performance ....................................................
5-15 Engine Performance .....................................................................
5-17 Climb Performance ......................................................................
5-19 Fuel, Time and Distance to Climb................................................
5-21 Cruise Performance- Speed Power...............................................
5-23 Engine & Cruise Performance- 55% Power.................................
5-23a Engine & Cruise Performance- 65% Power.................................
5-23b Engine & Cruise Performance- 75% Best Power.........................
5-25 Range............................................................................................
5-29 Endurance.....................................................................................
5-31 Fuel, Time and Distance to Descend............................................
5-33 Glide Performance........................................................................
5-35 Landing Distance..........................................................................
5-37 Landing Ground Roll Distance ....................................................
5-11
5-12
5-13
5-14
5-15
5-16
5-17
5-18
5-19
5-20
5-20b
5-21
5-21
5-23
5-24
5-25
5-26
5-27
5-28
5-29

REPORT: VB-1565
5-9

REPORT: VB-1565
5-9
SECTION 5
PERFORMANCE

REPORT: VB-1565
5-10
SECTION 5
PERFORMANCE

REPORT: VB-1565
5-10

SECTION 5
PERFORMANCE

SECTION 5
PERFORMANCE
40
100
90
30
80
70
20
60
50
Sea LeveiiSA
Standard Day
10
40
30
FAHRENHEIT
DEGREES
CELSIUS
DEGREES
20
-10
10
0
-20
-10
-20
-30
-30
-40
TEMPERATURE CONVERSION
Figure 5-1
TEMPERATURE CONVERSION
Figure 5-1
-40
REPORT: VB-1565
5-11
REPORT: VB-1565
5-11
SECTION 5
PERFORMANCE

SECTION 5
PERFORMANCE

PA-28-161
AIRSPEED SYSTEM CALIBRATION
160
II)
1-
140
cL1J
120
L1J
0..
II)
FLAPS UP
a:
;;:
cL1J
100
1<(
a:
Ill
::::i
<(
80
WING FLAPS 40
60
40
40
60
80
100
120
INDICATED AIRSPEED -

Figure 5-3
REPORT: VB-1565
5-12
140
160
180
KNOTS

Figure 5-3
REPORT: VB-1565
5-12
STALL SPEED
Figure 5-5

SECTION 5
PERFORMANCE
REPORT: VB-1565
5-13
Example:
Gross Weight: 2170 lbs.
Angle of bank: 20
Flap position : 40
Stall speed, indicated: 44 KTS
STALL SPEED
________
CALIBRATED
STALL SPEED
STALL SPEED
Figure 5-5
INDICATED
STALL SPEED
ui
~
oo
...
60
ui
1:.::
FLAPS
so

PA-28-161
cw
w
c..
en
....
::1:
(!)
40
::::
<l
l-
3:
en
::!!
::::>
40' FLAPS
30
::!!
2400
2200
2000
1800
GROSS WEIGHT- LBS.
1600
20
ANGLE OF BANK -
40
60
DEGREES
SECTION 5
PERFORMANCE
REPORT: VB-1565
5-13
::!!
c(
SECTION 5
PERFORMANCE
0 FLAPS TAKEOFF GROUND ROLL

Figure 5-7
REPORT: VB-1565
5-14
SECTION 5
PERFORMANCE
oo
1
Example:
FLAPS TAKEOFF GROUND ROLL
tt.
u==~
ASSOCIATED CONDITIONS:
.
. .
.f
PAVED, LEVEL, DRY RUNWAY
Departure a1rport pressure alt1tud:. 1500 ft. FULL POWER BEFORE BRAKE RELEASE
Departure a1rport temperature: 27 C
~
FLAPS 0 o
H-
fff
-i ~
tnrrtTTfT+++J:ttrmr 111111111111 J:H!'
We1ght: 2316 lbs.

Wind: 15 KTS headwind
Ground roll: 1150 ft.
Lift-off speed: 50 KIAS
52
t--+-++
1'"
jtr
48
liFT OFF SPEED - KIA,oSmmtttrn-m
tttmt:::t-::nr
ntt p+f~~.H
"t'
:r-r
t +
'~
1-
u..
' ' t-+++H++H-tffi

~'\
a:
u..
w
_.I
roooo
2000 j
~
0
a:
~~
. ..,
1500 ::::>
a:
~'\
C!l
~~
u..
u..
ui
~
1000
<(
......0
1-
500
u.:
w
a:
-40
-30
-20
-10
10
OUTSIDE AIR TEMP. -
20
30
'C
40
2400 23,00 2200 21,00 2000 1900 1800 1700
WEIGHT
LBS
10
WIND- KTS
15


Figure 5-7
REPORT: VB-1565
5-14
PA-28-161

SECTION 5
PERFORMANCE
REPORT: VB-1565
5-15

Figure 5-9
FLAPS TAKEOFF PERFORMANCE
50 FT. BARRIER SPEED- KIAS

H- 5~ ,5,oj::!:j:j:bt47
Example
Departure airport pressure alt1tude: 1500 ft.
Departure airport temperature: 27"C
Weight 2316 lbs.
Distance over 50 ft. barrier: 2100 ft.
Barrier speed: 55 KIAS
44
...,_;
4BmiW4's'miW43
1111111
52
LIFT OFF SPEED -
KIAS
a:
UJ
a:
a:
3500
3000
<(
al
,_;
...

oo
PAVED. LEVEL, DRY RUNWAY
FULL POWER BEFORE BRAKE
RELEASE
FLAPS oo
t57
Ltl
a:
2500
UJ
>
2000
0
~
1500
1-
1000
500
u:UJ
-30
-20
-10
10
OUTSIDE AIR TEMP. -
20
'C
30
40
......
0
UJ
)<:
<(
a:
-40
<(
2400
23~0
2200 21:00 2000 19:00 1800
WEIGHT- LBS.
17~0
1-
10
15
WIND- KTS.
SECTION 5
PERFORMANCE
REPORT: VB-1565
5-15

Figure 5-9
PA-28-161
SECTION 5
PERFORMANCE

Figure 5-11
REPORT: VB-1565
5-16
FULL POWER BEFORE BRAKE RELEASE
FLAPS 25
52
48
46
43
Example:
Departure airport pressure altitude: 1500
Departure airport tE
Weight: 2175 lbs.
Ground roll: 975ft.
LIFT OFF SPEED - KIAS
SECTION 5
PERFORMANCE
2500
....:
~'<.
LL
<Oor;l
.....
2000
a:
-~
"~'
-'-<~
::l
!f~"l()
\;)Q<,;. .
....,~
.~<,;.~'-~
w,l\to
i<,-.1<,;.'~<,;.~\:
.. t;'b~
"<?~<,;;
1500
"'
Ill
....J
w
1000 "'
<(
1-
...:
w
500
0:
-30
-20
-10
10
20
OUTSIDE AIR TEMP. -
30
oc
40
C)
LL
LL
~
~
-40
2400 2300 2200 21 00 2000 1900 1800 1700
WEIGHT- LBS.
WIND
KTS.


Figure 5-11
REPORT: VB-1565
5-16
PA-28-161

SECTION 5
PERFORMANCE
REPORT: VB-1565
5-17

Figure 5-13
Example:
Departure airport pressure altitude: 1500 ft.
Departure airport temperature: 2rc
Weight: 2175 lbs.
Wind: 1 5 KTS headwind
Dista nee over 50 ft. barrier: 1 500 ft.
Barrier speed: 53 KIAS
FULL POWER BEFORE BRAKE RELEASE
FLAPS 25"
.......
KIAS
44
47
~lJ\W
43
a:
UJ
!(zg::f
.4000
-.:'lo
a:
a:
<(
. w,"'~
- 0 3500
Ill

......,:
3000 0
ltl
2500
a:
UJ
>
0
2000
en
"'
1500 <(
3N
I
1000
::::;
500
u.:
w
!l!lll!!l!!!!!!l!!!l!!!!l!!!lll
-30
-20
-10
10
OUTSIDE AIR TEMP. -
20
oc
30
40
....
VI
0
u..
u..
0
UJ
~
a:
-40
UJ
(.)
.....
II
2400 2300 2200 2100 2000 190018001700
WEIGHT- LBS.
111!1111
....<(
5
WIND -
10
15
KTS.
SECTION 5
PERFORMANCE
REPORT: VB-1565
5-17

Figure 5-13
PA-28-161
SECTION 5
PERFORMANCE
REPORT: VB-1565
5-18

ENGINE PERFORMANCE
Figure 5-15

PROPELLER: Sensenich 74DM6-0-60
OAT= ISA
10000
f-
Example:
Pressure Altitude: 5000 It
Power: 75%
Engine Speed: 2630 RPM
9000
'
SECTION 5
PERFORMANCE
REPORT: VB-1565
5-18
POWER vs RPM
ENGINE PERFORMANCE
r-
Powers are percent of 160 BHP

RPM applicable to both best
power & best economy mixture
ff-
f-
f-
'
8000
'i
L::
~
6000
::>
'
1-
5 5000
<(
f-t
0:::
4000
:
-I'-
Q.o/1
'-'l:
c-
o\{'
!3
o\{'
((';)
I
(/)
g:
sIt
o'{>
'
'
3000
'
'
/:?'
'
2000
'
i
I
1000 c-
f-
'
I
S.L
-5
f-
f-
f/7-
'
10
15
OUTSIDE AIR TEMPERATURE- C
-f=:'+- f - ff-
---r
2300
+-
2400
2500
ENGINE SPEED- RPM
2600


ENGINE PERFORMANCE
Figure 5-15
'
7000

CLIMB PERFORMANCE
Figure 5-17

SECTION 5
PERFORMANCE
REPORT: VB-1565
5-19
ISA- 15 C
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
677
628
578
528
478
429
379
330
280
231
181
132
83
33
EXAMPLE
PRESSURE ALTITUDE: 5000FT
OAT: 16C(ISA+11C)
MAX RATE OF CLIMB:
374 FPM
OUTSIDE AIR TEMPERATURE

ISA
ISA + 10 C
ISA + 20 C
644
595
545
495
446
396
346
298
248
198
149
99
49
0
624
574
524
475
425
376
326
277
227
177
128
79
29
-21
604
554
504
455
405
356
306
257
207
157
108
59
9
-41
ISA + 30 C
585
534
485
436
386
337
287
238
188
138
89
40
-10
-60
SECTION 5
PERFORMANCE
REPORT: VB-1565
5-19
PRESSURE
ALTITUDE
FEET
MAXIMUM RATE OF CLIMB

CLIMB PERFORMANCE
Figure 5-17

GROSS WEIGHT: 2440 lb.
POWER:
FULL THROTTLE
MIXTURE:
FULL RICH
FLAPS:
UP
AIRSPEED:
79 KIAS
SECTION 5
PERFORMANCE

FUEL, TIME AND DISTANCE TO CLIMB

Figure 5-19
REPORT: VB-1565
5-20
Example:
Departure Altitude Pressure Altitude: 1500 fl
Departure Airport Temperature: 27 C
Cruise Pressure Altitude: 5000 fl.
Cruise OAT: 16 C
Time to climb(11 min. minus 3 min.): 8 min
Distance to climb (16.0 miles minus 3.0 miles): 13 NM
Fuel to Climb (3 gal. minus 1 gal): 2 gal
Distance shown based on zero wind

Propeller Sensenich 7 4DM6-0-60
ASSOCIATED CONDITIONS
2440LBS
WEIGHT:
POWER:
FULL THROTTLE
FULL RICH
MIXTURE:
FLAPS:
UP
AIRSPEED:
79 KIAS
Ui
'
"'
t-
:~~-~
f-J
~
~
+-+-
ff
'-++---,
-+
.00'
t-
+-+-+--
S.L. PRESSURE ALTITUD~: fEET
-15
-5
15
25
35
45
OUTSIDE AIR TEMP- C
10 20 30 40 50 0
TIME -MIN
10
12
FUEL- GAL
20
40
60
80
100
DISTANCE - NM

Jl
.,.
-25
SECTION 5
PERFORMANCE

FUEL, TIME AND DISTANCE TO CLIMB

Figure 5-19
REPORT: VB-1565
5-20
TIME, FUEL, & DISTANCE TO CLIMB
,------------':.......,

SECTION 5
PERFORMANCE

REPORT: VB-1565
5-20a

SECTION 5
PERFORMANCE

REPORT: VB-1565
5-20a
SECTION 5
PERFORMANCE

CRUISE PERFORMANCE - SPEED POWER

Figure 5-21
REPORT: VB-1565
5-20b
!\
Example:
Pressure Altitude: 5000 ft
Power: 75%
True Airspeed: 114 kt
9000
1
SECTION 5
PERFORMANCE
OAT= ISA Mid Cruise Weight 2300 Lbs Propeller: Sensenich 74DM6-0-60
10000
8000
f-
~ 7000
s$
!i!
~ 6000
::J
f-
i=
5000
-n
~
~t
/8
f8
_J
<(
0:::
=r
~-=
--
m==
CD -
::J
~=
~ 3000
w
0:::
a...
f::
-1
-~==
'
'
4000
1-
cf::
I)-
2000
I
!g=
~~
g:
1000
I
0
-5
f----1::0
--
-5
10
OUTSIDE AIR TEMPERATURE- C
'\;
15
+, +f
95
I~-
100
105
110
TRUE AIRSPEED - KTS
115
120


CRUISE PERFORMANCE - SPEED POWER

Figure 5-21
REPORT: VB-1565
5-20b
CRUISE PERFORMANCE SPEED POWER

SECTION 5
PERFORMANCE

SECTION 5
PERFORMANCE
Engine & Cruise Performance for Non-ISA OAT

RPM for Constant 55% Power
Fuel Flow: Best Economy Mixture 7.9 GPH
Pressure
Altitude
Feet
Sea Level
2000
4000
6000
8000
9000
10000
Indicated Outside Air Temperature
Engine
Speed
RPM
True Air
Speed
Knots
92
oc
oc
Of
ISA-15
ISA
ISA +10
ISA +20
ISA +30
0
15
25
35
45
32
59
95
113
2210
2250
2280
2300
2330
ISA 15
ISA
ISA +10
ISA +20
ISA +30
4
11
21
31
41
25
52
70
88
106
2260
2300
2320
2350
2370
ISA -15
ISA
ISA +10
ISA +20
ISA +30
8
7
17
27
37
18
45
63
81
99
2300
2340
2370
2400
2420
ISA -15
ISA
ISA +10
ISA +20
ISA +30
-12
3
13
23
33
10
37
55
73
91
2350
2390
2410
2440
2460
ISA -15
ISA
ISA+10
ISA +17.5
16
-1
9
16.5
4
31
49
62
2390
2430
2460
2475
100
ISA 15
ISA
ISA +8.5
-18
-3
5.5
0
27
42
2410
2450
2480
101
ISA -15
ISA
-20
-3
24
2430
2480
102
104
-5
77
98
94
100
96
102
98
104
104
104
Example:
Cruise Altitude: 5000 ft
Cruise Temperature: 16 C (ISA + 11 C)
Engine Speed: 2390 RPM (By Interpolation)
ENGINE & CRUISE PERFORMANCE - 55% POWER

Figure 5-23

REPORT: VB-1565
5-21

Figure 5-23

REPORT: VB-1565
5-21
SECTION 5
PERFORMANCE

SECTION 5
PERFORMANCE


Fuel Flow: Best Economy Mixture 9.2 GPH
Pressure
Altitude
Feet
Sea Level
2000
4000
6000
8000
9000
10000
oc
oc
OF
Engine
Speed
RPM
True Air
Speed
Knots
ISA-15
ISA
ISA +10
ISA +20
ISA +30
0
15
25
35
45
32
59
77
95
113
2340
2390
2420
2440
2470
100
ISA -15
ISA
ISA +10
ISA +20
ISA +30
-4
11
21
31
41
25
52
70
88
106
2390
2440
2460
2490
2520
103
ISA -15
ISA
ISA +10
ISA +20
ISA +30
-8
7
17
27
37
18
45
63
81
99
2440
2480
2510
2540
2560
105
ISA -15
ISA
ISA +10
ISA +20
ISA +30
-12
3
13
23
33
10
37
55
73
91
2490
2530
2560
2580
2600
107
ISA -15
ISA
ISA +10
ISA +17.5
-16
-1
9
16.5
4
31
49
62
2530
2580
2610
2630
109
ISA -15
ISA
ISA +8.5
-18
-3
5.5
0
27
42
2560
2600
2630
110
ISA -15
-20
-3
2580
112
106
108
111
113
114
114
Example:
Cruise Temperature: 16 C (I SA+ 11 a C)

Figure 5-23a
REPORT: VB-1565
5-22


Figure 5-23a
REPORT: VB-1565
5-22


SECTION 5
PERFORMANCE

SECTION 5
PERFORMANCE

Fuel Flow: Best Power Mixture 11.4 GPH
Pressure
Altitude
Feet
Sea Level
2000
3000
4000
5000
6000
7000
oc
oc
OF
Engine
Speed
RPM
ISA-15
ISA
ISA+10
ISA +20
ISA +30
0
15
25
35
45
32
59
77
95
113
2460
2510
2540
2560
2590
106
ISA-15
ISA
ISA+10
ISA +20
ISA +30
-4
11
21
31
41
25
52
70
88
106
2510
2560
2590
2620
2640
108
ISA -15
ISA
ISA+10
ISA +20
ISA +30
-6
9
19
29
39
21
48
66
84
102
2540
2580
2610
2640
2670
109
ISA -15
ISA
ISA+10
ISA +20
ISA +30
-8
7
17
27
37
18
45
63
81
99
2560
2610
2640
2670
2690
110
ISA-15
ISA
ISA +10
ISA +20
-10
5
15
25
14
41
59
77
2590
2630
2660
2690
112
114
ISA-15
ISA
ISA +10
-12
3
13
10
37
55
2610
2660
2690
113
ISA-15
ISA
-14
1
6.8
34
2640
2690
114
True Air
Speed
Knots
112
114
114
114
Example:
Cruise Temperature: 16 C (I SA+ 11 o C)
ENGINE & CRUISE PERFORMANCE - 75% BEST POWER

Figure 5-23b

REPORT: VB-1565
5-23
ENGINE & CRUISE PERFORMANCE - 75% BEST POWER

Figure 5-23b

REPORT: VB-1565
5-23
SECTION 5
PERFORMANCE
REPORT: VB-1565
5-24

RANGE
Figure 5-25

14000
48 GAL USABLE FUEL
2440 LBS GROSS WT.
PROPELLER SENSENICH 74DM6-0-60
Example:
Cruise pressure altitude: 5000 ft.
Cruise power: 75% Best power mixture
Range w/45 min. reserve@ 55% power: 414 NM
Range w/o reserve: 474 NM
12000
Ii
MIXTURE
POWER
55%
BEST ECONOMY
65%
BEST ECONOMY
75%
BEST POWER
Note: See Section 4.27 for
mixture setting procedure
II
L'
'
SECTION 5
PERFORMANCE
REPORT: VB-1565
5-24
RANGE
i
10000
1-
w
w
~I/
_J
<(
'
a.
c:::
6000
let
:81
}.
11
(f)
(f)

w
ll.
'
1/
1/
2000
1/
S.L.
'
380
400
:i
'
420
I
II
:I
ii
I
I
I i
440
460
480
1/
'
I
I
I
I
I
.I
500
if
440
460
'I
. i
1.()
1/
'
I
.L
"
'
1.()
1/
'
4000
:e*
1.()
::J
c:::
'
I
0::
LU
~
'
!
I
Ii
:I
I'
!I
'I'
480
I 1/
500
520
I
I
'I
540 560
'
580 600
RANGE- NAUTICAL MILES (INCLUDES DISTANCE TO CLIMB AND DESCEND)

RANGE
Figure 5-25
0
::J
1-
II
o:.l/
8000
i/
u..
w'
NO RESERVE
45 MIN RESERVE AT 55% POWER
ENDURANCE
Figure 5-29


SECTION 5
PERFORMANCE
REPORT: VB-1565
5-25
Cruise power: 75% best power mixture
Endurance w/ 45 min. reserve @ 55%
power: 3.65 hrs.
Endurance w/o reserve: 4.17
11000
48 GAL USABLE FUEL 2440 LBS GROSS WT.
PROPELLER SENSENICH 74DM6-0-60
45 MIN RESERVE AT 55% POWER
NO
I POWER
55 %
65 %
MIXTURE
BEST ECONOMY
BEST ECONOMY
75%
BEST POWER
Note: See Section 4.27 for
mixture setting procedure
RESERVE~
10000
9000
-..J
f~
0'1
0~
ENDURANCE
Figure 5-29
LL
"U
8000
i=
_J
CJ'
CJ'
~
0.
~
0
0-
::u,=t=FJ=f=F
6000
-+-
5000
-+-++- 1--t++-
0::
::::> 4000
r-;-
(/)
(/)
w
0::
a..
~1=
(11
;u
<(
cr>
"U
7000
-..J
'if!.
0'1
1-
::::>
1-
~
0


ENDURANCE
Example:
3000
t ----+--
1000
i'l
S.L.
3.0
3.5
4.0
4.5
5.0
5.5
4.0
-::::::::::
4.5
5.0
ENDURANCE-HOURS
(ENDURANCE INCLUDES TIME TO CLIMB AND DESCEND)
5.5
6.0
SECTION 5
PERFORMANCE
REPORT: VB-1565
5-25
2000
SECTION 5
PERFORMANCE

FUEL, TIME AND DISTANCE TO DESCEND

Figure 5-31
REPORT: VB-1565
5-26
POWER:
2500 RPM
AIRSPEED:
126 KIAS
Distance show based on zero wind

Propeller Sensenich 74DM6-0-60
TIME
MIN
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
0
8
21
26
29
31
33
34
35
36
37
38
39
ISA- 15 C
FUEL
DIST
GAL
NM
0
2
4
4
5
5
5
6
6
6
6
6
6
0
16
43
53
59
64
67
70
73
76
78
80
81
oc
TIME
MIN
0
5
8
10
12
14
15
16
17
18
19
19
20
ISA
FUEL
GAL
DIST
NM
TIME
MIN
0
1
2
2
2
2
3
3
3
3
3
3
3
0
10
17
22
26
29
32
34
36
38
40
42
43
0
3
5
6
8
9
10
11
12
13
13
14
15
Example:
Cruise Pressure Altitude: 5000 ft
Cruise Temperature: 16 C (ISA + 11 C)
Time To Descend: 8.8 min (By Interpolation)
Fuel To Descend: 1.9 gal (By Interpolation)
Distance To Descend: 19.6 miles (By Interpolation)
Destination Airport Pressure Altitude: 2500 ft
Destination Airport Temperature: 24 C (ISA + 14 C)
ISA + 10 C
FUEL
DIST
GAL
NM
0
1
1
1
2
2
2
2
2
2
2
2
2
0
6
10
14
17
20
22
24
26
28
30
31
33
TIME
MIN
ISA + 20 C
FUEL
DIST
GAL
NM
0
2
3
5
6
7
8
9
9
10
11
11
12
0
1
1
1
1
1
2
2
2
2
2
2
2
0
4
8
11
13
16
18
20
21
23
25
26
28
TIME
MIN
0
1
3
4
5
6
7
7
8
9
9
10
10
ISA + 30 C
FUEL
DIST
GAL
NM
0
1
1
1
1
1
1
1
2
2
2
2
2
0
3
6
9
11
13
15
17
18
20
21
23
24
Time To Descend: 4.9 min (By Interpolation)

Fuel To Descend: 1.0 gal
Distance To Descend: 11 miles
Actual Time To Descend From Cruise To Destination Airport (8.8- 4.9): 3.9 min
Actual Fuel To Descend From Cruise To Destination Airport (1.9- 1): 0.9 gal
Actual Distance To Descend From Cruise To Destination Airport (19.6- 11): 8.6 NM

PRESSURE
ALTITUDE
FEET
SECTION 5
PERFORMANCE

FUEL, TIME AND DISTANCE TO DESCEND

Figure 5-31
REPORT: VB-1565
5-26
TIME, FUEL, AND DISTANCE TO DESCEND

SECTION 5
PERFORMANCE

SECTION 5
PERFORMANCE
GLIDE PERFORMANCE
WEIGHT 2440 LBS. PROP WINDMILLING
FLAPS 0' NO WIND
73 KIAS
Example:
Terrain pressure altitude: 2000 ft.
Glide distance (9.5 miles minus 3.9 miles): 5.6 nautical miles
12000
10000
1-
w
w
u..
8000
::>
1-
i=
....1
6000
<1:
CRUISE
a:
::>
U)
U)
w
a..
4000
a:
2000
SEA lEVEl
TEA
I!II
10
GLIDE RANGE -
20
25
GLIDE PERFORMANCE
Figure 5-33
GLIDE PERFORMANCE
Figure 5-33
15
NAUTICAL MILES
REPORT: VB-1565
5-27
REPORT: VB-1565
5-27
SECTION 5
PERFORMANCE
REPORT: VB-1565
5-28

LANDING DISTANCE
Figure 5-35
SECTION 5
PERFORMANCE
REPORT: VB-1565
5-28
PA-28-161
LANDING DISTANCE
POWER OFF, FLAPS - 40 o
PAVED LEVEL DRY RUNWAY, MAXIMUM BRAKING
49
......,
65
n.
45
37
0
Z--1~
3: ~-
0 ~-
~sw
1400
~
~"<>~
"'oq 1200
- . -~E. "\.1:\"'iuoE.
I'~'>E..ss.u . -
.....
u.:
w
a:
II!H IIJ'Rll CIS
ui
.....
"'
0
0
1000
'<t
I
w
::;
u.:
w
a:
-40
-30
-20
-10
10
OUTSIDE AIR TEMP. -
20
o
30
40
2400
2300
2200
2100
2000 19'00 1aoo 17'00
WEIGHT -
LBS.
10
WIND- KTS.
600
15

LANDING DISTANCE
Figure 5-35
Example:
Destination airport altitude: 2500 ft.
Destination airport temperature: 24C
Destination airport wind: 0 KTS
Landing Weight: 2179 lbs.
Distance over 50 ft. barrier:

SECTION 5
PERFORMANCE
REPORT: VB-1565
5-29
LANDING GROUND ROLL DISTANCE

Figure 5-37
Example:
I lllllllllll lllllll
Destination airport pressure altitude: 2500 ft.
POWER OFF, FLAPS- 40'
Destination airport temperature: 24'C
PAVED LEVEL DRY RUN\1\o
Destination airport wind: 0 KTS
45
Landing Weight: 2179 lbs.
TOUCH DOWN SPEED
Ground Roll: 625ft.
KIAS
-~
800
z0~~
:::
3E ;!
0
z
...
~
::::;-
700
....
....
a:
~~'i
tti
a:
600
~()
c
z

:I
a:
(!)
ui
"'....
500
-t
"'zw
400
u:
w
a:
300
-30
-20
-10
10
20
30
40
2400
2200
2300
OUTSIDE AIR TEMP. -
'C
z
0
z<(
....
::::;
-40
(!)
2000
2100
1800
1900
WEIGHT- LBS.
10
15
1700
WIND -
KTS.
SECTION 5
PERFORMANCE
REPORT: VB-1565
5-29

Figure 5-37
PA-28-161
SECTION 5
PERFORMANCE

REPORT: VB-1565
5-30
SECTION 5
PERFORMANCE

REPORT: VB-1565
5-30
Paragraph
No.
6.1
6.3
6.5
6.7
6.9
TABLE OF CONTENTS
TABLE OF CONTENTS
SECTION 6
SECTION 6
WEIGHT AND BALANCE
WEIGHT AND BALANCE

Page
No.
General ......................................................................................... 6-1

Airplane Weighing Procedure ...................................................... 6-2
Weight and Balance Data and Record .......................................... 6-6
Weight and Balance Determination for Flight ............................. 6-11
Instructions for Using the Weight and Balance Plotter ................ 6-15
Equipment List (Form 240-0009) .................................. Supplied with
aircraft paperwork
REPORT: VB-1565
6-i
Paragraph
No.
6.1
6.3
6.5
6.7
6.9
Page
No.
General ......................................................................................... 6-1

Airplane Weighing Procedure ...................................................... 6-2
Weight and Balance Data and Record .......................................... 6-6
Weight and Balance Determination for Flight ............................. 6-11
Instructions for Using the Weight and Balance Plotter ................ 6-15
Equipment List (Form 240-0009) .................................. Supplied with
aircraft paperwork
REPORT: VB-1565
6-i
REPORT: VB-1565
6-ii
REPORT: VB-1565
6-ii

SECTION 6
WEIGHT AND BALANCE

SECTION 6
WEIGHT AND BALANCE
SECTION 6
SECTION 6
WEIGHT AND BALANCE
WEIGHT AND BALANCE
6.1 GENERAL
6.1 GENERAL
In order to achieve the performance and flying characteristics which are

designed into the airplane, it must be flown with the weight and center of
gravity (C.G.) position within the approved operating range (envelope).
Although the airplane offers a flexibility of loading, it cannot be flown with
the maximum number of adult passengers, full fuel tanks and maximum
baggage. With this loading flexibility comes responsibility. The pilot must
insure that the airplane is loaded within the loading envelope before
takeoff.
In order to achieve the performance and flying characteristics which are

designed into the airplane, it must be flown with the weight and center of
gravity (C.G.) position within the approved operating range (envelope).
Although the airplane offers a flexibility of loading, it cannot be flown with
the maximum number of adult passengers, full fuel tanks and maximum
baggage. With this loading flexibility comes responsibility. The pilot must
insure that the airplane is loaded within the loading envelope before
takeoff.
Misloading carries consequences for any aircraft. An overloaded airplane will not take off, climb or cruise as well as a properly loaded one. The
heavier the airplane is loaded, the less climb performance it will have.
Misloading carries consequences for any aircraft. An overloaded airplane will not take off, climb or cruise as well as a properly loaded one. The
heavier the airplane is loaded, the less climb performance it will have.
Center of gravity is a determining factor in flight characteristics. If the

C.G. is too far forward in any airplane, it may be difficult to rotate for takeoff
or landing. If the C.G. is too far aft, the airplane may rotate prematurely on
takeoff or tend to pitch up during climb. Longitudinal stability will be
reduced. This can lead to inadvertent stalls and even spins; and spin recovery
becomes more difficult as the center of gravity moves aft of the approved
limit.
Center of gravity is a determining factor in flight characteristics. If the

C.G. is too far forward in any airplane, it may be difficult to rotate for takeoff
or landing. If the C.G. is too far aft, the airplane may rotate prematurely on
takeoff or tend to pitch up during climb. Longitudinal stability will be
reduced. This can lead to inadvertent stalls and even spins; and spin recovery
becomes more difficult as the center of gravity moves aft of the approved
limit.
A properly loaded airplane, however, will perform as intended. Before

the airplane is licensed, it is weighed, and a basic empty weight and C.G.
location is computed (basic empty weight consists of the standard empty
weight of the airplane plus the optional equipment). Using the basic empty
weight and C.G. location, the pilot can easily determine the weight and C.G.
position for the loaded airplane by computing the total weight and moment
and then determining whether they are within the approved envelope.
A properly loaded airplane, however, will perform as intended. Before

the airplane is licensed, it is weighed, and a basic empty weight and C.G.
location is computed (basic empty weight consists of the standard empty
weight of the airplane plus the optional equipment). Using the basic empty
weight and C.G. location, the pilot can easily determine the weight and C.G.
position for the loaded airplane by computing the total weight and moment
and then determining whether they are within the approved envelope.
REPORT: VB-1565
6-1
REPORT: VB-1565
6-1
SECTION 6
WEIGHT AND BALANCE

SECTION 6
WEIGHT AND BALANCE

The basic empty weight and C.G. location are recorded in the Weight
and Balance Data Form (Figure 6-5) and the Weight and Balance Record
(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 is required 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 it is done.
The basic empty weight and C.G. location are recorded in the Weight
and Balance Data Form (Figure 6-5) and the Weight and Balance Record
(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 is required 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 it is done.
A weight and balance calculation is necessary in determining how much

fuel or baggage can be loaded so as to keep within allowable limits. Check
calculations prior to adding fuel to insure against improper loading.
A weight and balance calculation is necessary in determining how much

fuel or baggage can be loaded so as to keep within allowable limits. Check
calculations prior to adding fuel to insure against improper loading.
The following pages are forms used in weighing an airplane in

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.
The following pages are forms used in weighing an airplane in

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
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 is supplied by Figure 6-5.
At the time of licensing, Piper Aircraft Corporation provides each

airplane with the basic empty weight and center of gravity location. This
data is supplied 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:
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
(a) Preparation
(1) Be certain that all items checked in the airplane equipment
list are installed in the proper location in the airplane.
(1) Be certain that all items checked in the airplane equipment

list are installed in the proper location in the airplane.
(2) Remove excessive dirt, grease, moisture, and foreign items,

such as rags and tools, from the airplane before weighing.
(2) Remove excessive dirt, grease, moisture, and foreign items,

such as rags and tools, from the airplane before weighing.
REPORT: VB-1565
6-2
REPORT: VB-1565
6-2

SECTION 6
WEIGHT AND BALANCE
(3) Defuel airplane. Then open all fuel drains until all remaining fuel is drained. Operate engine on each tank until all
undrainable fuel is used and engine stops. Then add the
unusable fuel (2.0 gallons total, 1.0 gallon each wing).

SECTION 6
WEIGHT AND BALANCE
(3) Defuel airplane. Then open all fuel drains until all remaining fuel is drained. Operate engine on each tank until all
undrainable fuel is used and engine stops. Then add the
unusable fuel (2.0 gallons total, 1.0 gallon each wing).
CAUTION
CAUTION
Whenever the fuel system is completely drained

and fuel is replenished, it will be necessary to
run the engine for a minimum of three minutes
at 1000 RPM on each tank to insure no air exists
in the fuel supply lines.
Whenever the fuel system is completely drained

and fuel is replenished, it will be necessary to
run the engine for a minimum of three minutes
at 1000 RPM on each tank to insure no air exists
in the fuel supply lines.
(4) Fill with oil to full capacity.
(4) Fill with oil to full capacity.
(5) Place pilot and copilot seats in fourth (4th) notch, aft of
forward position. Put flaps in fully retracted position
and all control surfaces in the neutral position. Tow bar
should be in the proper location and all entrance and
baggage doors should be closed.
(5) Place pilot and copilot seats in fourth (4th) notch, aft of
forward position. Put flaps in fully retracted position
and all control surfaces in the neutral position. Tow bar
should be in the proper location and all entrance and
baggage doors should be closed.
(6) Weigh the airplane inside a closed building to prevent errors

in the scale readings due to wind.
(6) Weigh the airplane inside a closed building to prevent errors

in the scale readings due to wind.
(b) Leveling
(b) Leveling
(1) With airplane on scales, block main gear oleo pistons in the
fully extended position.
(1) With airplane on scales, block main gear oleo pistons in the
fully extended position.
(2) Level airplane (refer to Figure 6-3) by deflating the nose

wheel tire to center bubble on level.
(2) Level airplane (refer to Figure 6-3) by deflating the nose

wheel tire to center bubble on level.
REPORT: VB-1565
6-3
REPORT: VB-1565
6-3
SECTION 6
WEIGHT AND BALANCE

(c) Weighing - Airplane Basic Empty Weight
Scale
Reading
Tare
Net
Weight
With the airplane level and brakes released, record the weight
shown on each scale. Deduct the tare, if any, from each reading.
Scale Position and Symbol
Nose Wheel
(N)
Nose Wheel
(N)
Right Main Wheel
(R)
Right Main Wheel
(R)
Left Main Wheel
(L)
Left Main Wheel
(L)
Basic Empty Weight,

(as Weighed)
(T)
Basic Empty Weight,

(as Weighed)
(T)
WEIGHING FORM
Figure 6-1
REPORT: VB-1565
6-4

(c) Weighing - Airplane Basic Empty Weight
With the airplane level and brakes released, record the weight
shown on each scale. Deduct the tare, if any, from each reading.
Scale Position and Symbol
SECTION 6
WEIGHT AND BALANCE
Scale
Reading
Tare
Net
Weight
WEIGHING FORM
Figure 6-1
REPORT: VB-1565
6-4

SECTION 6
WEIGHT AND BALANCE
(d) Basic Empty Weight Center of Gravity

(d) Basic Empty Weight Center of Gravity
(1) The following geometry applies to the PA-28-161 airplane

when it is level. Refer to Leveling paragraph 6.3 (b).
(1) The following geometry applies to the PA-28-161 airplane

when it is level. Refer to Leveling paragraph 6.3 (b).
LEVELING DIAGRAM
Figure 6-3
LEVELING DIAGRAM
Figure 6-3
(2) The basic empty weight center of gravity (as weighed

including optional equipment, full oil and unusable fuel) can
be determined by the following formula:
C.G. Arm = N (A) + (R + L) (B)
T
inches
(2) The basic empty weight center of gravity (as weighed

including optional equipment, full oil and unusable fuel) can
be determined by the following formula:
C.G. Arm = N (A) + (R + L) (B)
T
Where: T = N + R + L
SECTION 6
WEIGHT AND BALANCE
inches
Where: T = N + R + L
REPORT: VB-1565
6-5
REPORT: VB-1565
6-5
SECTION 6
WEIGHT AND BALANCE

SECTION 6
WEIGHT AND BALANCE

6.5 WEIGHT AND BALANCE DATA AND RECORD
6.5 WEIGHT AND BALANCE DATA AND RECORD
The Basic Empty Weight, Center of Gravity Location and Useful Load
listed in Figure 6-5 are for the airplane as licensed at the factory. These figures
apply only to the specific airplane serial number and registration number
shown.
The Basic Empty Weight, Center of Gravity Location and Useful Load
listed in Figure 6-5 are for the airplane as licensed at the factory. These figures
apply only to the specific airplane serial number and registration number
shown.
The basic empty weight of the airplane as licensed at the factory has
been entered in the Weight and Balance Record (Figure 6-7). This form is
provided to present the current status of the airplane basic empty weight
and a complete history of previous modifications. Any change to the permanently installed equipment or modification which affects weight or
moment must be entered in the Weight and Balance Record and Equipment List.
The basic empty weight of the airplane as licensed at the factory has
been entered in the Weight and Balance Record (Figure 6-7). This form is
provided to present the current status of the airplane basic empty weight
and a complete history of previous modifications. Any change to the permanently installed equipment or modification which affects weight or
moment must be entered in the Weight and Balance Record and Equipment List.
REPORT: VB-1565
6-6
REPORT: VB-1565
6-6

SECTION 6
WEIGHT AND BALANCE

SECTION 6
WEIGHT AND BALANCE
MODEL PA-28-161, WARRIOR III
MODEL PA-28-161, WARRIOR III
Airplane Serial Number _________________________
Airplane Serial Number _________________________
Registration Number ___________________________
Registration Number ___________________________
Date ________________________________________
Date ________________________________________
AIRPLANE BASIC EMPTY WEIGHT
AIRPLANE BASIC EMPTY WEIGHT
C.G. Arm
Weight x (Inches Aft = Moment
(Lbs)
of Datum)
(In-Lbs)
Item
C.G. Arm
Weight x (Inches Aft = Moment
(Lbs)
of Datum)
(In-Lbs)
Item
Actual
Standard Empty Weight* Computed
Actual
Standard Empty Weight* Computed
Optional Equipment
Optional Equipment
Basic Empty Weight
Basic Empty Weight
*The standard empty weight includes full oil capacity and 2.0 gallons of
unusable fuel.
*The standard empty weight includes full oil capacity and 2.0 gallons of
unusable fuel.
AIRPLANE USEFUL LOAD NORMAL CATEGORY OPERATION
AIRPLANE USEFUL LOAD NORMAL CATEGORY OPERATION
(Ramp Weight) - (Basic Empty Weight) = Useful Load
(Ramp Weight) - (Basic Empty Weight) = Useful Load
(Normal Category: (2447 lbs) - (
lbs) =
lbs
(Normal Category: (2447 lbs) - (
lbs) =
lbs
(Utility Category:
lbs) =
lbs
(Utility Category:
lbs) =
lbs
(2027 lbs) - (
(2027 lbs) - (
THIS BASIC EMPTY WEIGHT, C.G,. AND USEFUL LOAD ARE

FOR THE AIRPLANE AS LICENSED AT THE FACTORY. REFER
TO APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS
HAVE BEEN MADE.
THIS BASIC EMPTY WEIGHT, C.G,. AND USEFUL LOAD ARE

FOR THE AIRPLANE AS LICENSED AT THE FACTORY. REFER
TO APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS
HAVE BEEN MADE.
WEIGHT AND BALANCE DATA FORM

Figure 6-5
WEIGHT AND BALANCE DATA FORM

Figure 6-5
REPORT: VB-1565
6-7
REPORT: VB-1565
6-7
SECTION 6
WEIGHT AND BALANCE

REPORT: VB-1565
6-8
SECTION 6
WEIGHT AND BALANCE

REPORT: VB-1565
6-8

SECTION 6
WEIGHT AND BALANCE
REPORT: VB-1565
6-9
WEIGHT AND BALANCE RECORD

Figure 6-7
Moment
/100
Wt.
(Lb.)
Moment
/100
SECTION 6
WEIGHT AND BALANCE
- - - -
REPORT: VB-1565
6-9
WEIGHT AND BALANCE RECORD

Figure 6-7
As licensed

Arm
(ln.)
Wt.
(Lb.)
<~
.......
>
:g
Description of Article
or Modification
z
s
B
Date
+"-"
,---.
,---.
Running Basic
Empty Weight
Weight Change
"-" '"0
'"0 ~
Page Number
Registration Number
Serial Number
PA-28-161
SECTION 6
WEIGHT AND BALANCE

WEIGHT AND BALANCE RECORD (cont)

Figure 6-7 (cont)
REPORT: VB-1565
6-10
Arm
(ln.)
Moment
/100
Wt.
(Lb.)
Moment
/100
SECTION 6
WEIGHT AND BALANCE
--
Description of Article
or Modification
'-'13
13 >
"Co
~5
~
Wt.
(Lb.)
Running Basic
Empty Weight
Weight Change
+'-'
REPORT: VB-1565
6-10

WEIGHT AND BALANCE RECORD (cont)

Figure 6-7 (cont)
Date
Page Number
Registration Number
Serial Number
PA-28-161

SECTION 6
WEIGHT AND BALANCE
6.7 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT

(a) Add the weight of all items 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 of all items to be loaded to the basic empty weight
moment.
(d) Divide the total moment by the total weight to determine the C.G.
location.
(e) By using the figures of item (a) and item (d) (above), locate a point
on the C.G. range and weight graph (Figure 6-15). If the point falls
within the C.G. envelope, the loading meets the weight and balance
requirements.
Basic Empty Weight

Pilot and Front Passenger
Passengers (Rear Seats)*
Fuel (48 Gallon Maximum)
Baggage* (200 Lbs. Maximum)
Ramp Weight (2447 Lbs. Normal,
2027 Lbs. Utility Maximum)
Fuel Allowance
For Engine Start, Taxi and Run Up
Takeoff Weight (2440 Lbs. Normal,
Weight
(Lbs)
1500.0
340.0
340.0
267.0
Arm Aft
Datum
(Inches)
85.9
80.5
118.1
95.0
142.8
Moment
(In-Lbs)
128850
27370
40154
25365
2447.0
90.6
221739
-7.0
95.0
-665
2440.0
90.6
221074

SECTION 6
WEIGHT AND BALANCE
6.7 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT

(a) Add the weight of all items 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 of all items to be loaded to the basic empty weight
moment.
(d) Divide the total moment by the total weight to determine the C.G.
location.
(e) By using the figures of item (a) and item (d) (above), locate a point
on the C.G. range and weight graph (Figure 6-15). If the point falls
within the C.G. envelope, the loading meets the weight and balance
requirements.
Basic Empty Weight

Fuel Allowance
Weight
(Lbs)
1500.0
340.0
340.0
267.0
Arm Aft
Datum
(Inches)
85.9
80.5
118.1
95.0
142.8
Moment
(In-Lbs)
128850
27370
40154
25365
2447.0
90.6
221739
-7.0
95.0
-665
2440.0
90.6
221074
The center of gravity (C.G.) of this sample loading problem is at 90.6 inches
aft of the datum line. Locate this point (90.6) on the C.G. range and
weight graph. Since this point falls within the weight - C.G. envelope, this
loading meets the weight and balance requirements.
The center of gravity (C.G.) of this sample loading problem is at 90.6 inches
aft of the datum line. Locate this point (90.6) on the C.G. range and
weight graph. Since this point falls within the weight - C.G. envelope, this
loading meets the weight and balance requirements.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER

TO INSURE THAT THE AIRPLANE IS LOADED PROPERLY.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER

TO INSURE THAT THE AIRPLANE IS LOADED PROPERLY.
*Utility Category Operation - No baggage or aft passengers allowed.
SAMPLE LOADING PROBLEM (NORMAL CATEGORY)

Figure 6-9
REPORT: VB-1565
6-11
SAMPLE LOADING PROBLEM (NORMAL CATEGORY)

Figure 6-9
REPORT: VB-1565
6-11
SECTION 6
WEIGHT AND BALANCE

Weight
(Lbs)
Arm Aft
Datum
(Inches)
SECTION 6
WEIGHT AND BALANCE
Moment
(In-Lbs)
Basic Empty Weight

Weight
(Lbs)
Arm Aft
Datum
(Inches)
Basic Empty Weight
80.5
80.5
118.1
118.1
95.0
142.8
95.0

Fuel Allowance
Moment
(In-Lbs)
142.8

-7
95.0
-665
Fuel Allowance
-7
95.0
-665


Totals must be within approved weight and C.G. limits. It is the responsibility of the airplane owner and the pilot to insure that the airplane is loaded
properly. The Basic Empty Weight C.G. is noted on the Weight and Balance
Data Form (Figure 6-5). If the airplane has been altered, refer to the Weight
and Balance Record for this information.
Totals must be within approved weight and C.G. limits. It is the responsibility of the airplane owner and the pilot to insure that the airplane is loaded
properly. The Basic Empty Weight C.G. is noted on the Weight and Balance
Data Form (Figure 6-5). If the airplane has been altered, refer to the Weight
and Balance Record for this information.
WEIGHT AND BALANCE LOADING FORM

Figure 6-11
REPORT: VB-1565
6-12
WEIGHT AND BALANCE LOADING FORM

Figure 6-11
REPORT: VB-1565
6-12

SECTION 6
WEIGHT AND BALANCE

SECTION 6
WEIGHT AND BALANCE
450
.}
.,.,,.~
400
q'>"
,..,<l!J
q_~o""'
350
\~~"
.,,.r>.>"''"
.,<>
"'
300
q'>
'~-'"
Vi
c
z
:::;)
250
!!:.
1-
:I:
(!J
jjj
$:
fl>'l><b"'
<1>"'~
200
c<(
0
-'
150
100
50
10
15
20
25
30
35
40
MOMENT/1000 (POUNDS- INCHES)
LOADING GRAPH
Figure 6-13
LOADING GRAPH
Figure 6-13
REPORT: VB-1565
6-13
REPORT: VB-1565
6-13
SECTION 6
WEIGHT AND BALANCE

SECTION 6
WEIGHT AND BALANCE
WEIGHT
vs

89
90
C.G. ENVELOPE
2440 MAX. GROSS WT.
NORMAL CATEGORY
86
I')
en
0)---~-1800
'
r-~---+--~--+---+-~r-~---+--~--;~
~
-
1J:
\---+---+---+---1---+---+---+--+---+----1 :---- S! -1700

w
"'"'{
3:
r--+--~~r-~--+--+---r--t--+--;-------~-1600
<1:
.....
0..
r--r--~-+--+--+--+--+--+--+--;--------~-1500
<1:
~-----~8,~3~8~4~8~5~8~6~8~7~8~8~8~9~9~0~9~1~9~2~9~3~------- 1200
C.G. LOCATION (INCHES AFT DATUM)
C.G. RANGE AND WEIGHT

Figure 6-15
REPORT: VB-1565
6-14
C.G. RANGE AND WEIGHT

Figure 6-15
REPORT: VB-1565
6-14
TABLE OF CONTENTS
TABLE OF CONTENTS
SECTION 7
SECTION 7
DESCRIPTION AND OPERATION

OF THE AIRPLANE AND ITS SYSTEMS

Paragraph
No.
7.1
7.3
7.5
7.7
7.9
7.11
7.13
7.15
7.17
7.19
7.21
7.23
7.25
7.27
7.29
7.31
7.33
7.35
7.37
7.39
Page
No.
The Airplane.................................................................................
Airframe .......................................................................................
Engine and Propeller ....................................................................
Landing Gear................................................................................
Flight Controls..............................................................................
Engine Controls............................................................................
Fuel System ..................................................................................
Electrical System..........................................................................
Vacuum System ............................................................................
Instrument Panel...........................................................................
Pitot-Static System .......................................................................
Heating and Ventilating System ...................................................
Cabin Features..............................................................................
Baggage Area ...............................................................................
Stall Warning................................................................................
Finish............................................................................................
Piper External Power....................................................................
Emergency Locator Transmitter...................................................
Air Conditioning ..........................................................................
Carburetor Ice Detection System .................................................
7-1
7-1
7-2
7-4
7-5
7-6
7-8
7-10
7-13
7-15
7-18
7-21
7-21
7-22
7-22
7-22
7-23
7-23
7-25
7-26
REPORT: VB-1565
7-i
Paragraph
No.
7.1
7.3
7.5
7.7
7.9
7.11
7.13
7.15
7.17
7.19
7.21
7.23
7.25
7.27
7.29
7.31
7.33
7.35
7.37
7.39
Page
No.
The Airplane.................................................................................
Airframe .......................................................................................
Engine and Propeller ....................................................................
Landing Gear................................................................................
Flight Controls..............................................................................
Engine Controls............................................................................
Fuel System ..................................................................................
Electrical System..........................................................................
Vacuum System ............................................................................
Instrument Panel...........................................................................
Pitot-Static System .......................................................................
Heating and Ventilating System ...................................................
Cabin Features..............................................................................
Baggage Area ...............................................................................
Stall Warning................................................................................
Finish............................................................................................
Piper External Power....................................................................
Emergency Locator Transmitter...................................................
Air Conditioning ..........................................................................
Carburetor Ice Detection System .................................................
7-1
7-1
7-2
7-4
7-5
7-6
7-8
7-10
7-13
7-15
7-18
7-21
7-21
7-22
7-22
7-22
7-23
7-23
7-25
7-26
REPORT: VB-1565
7-i
REPORT: VB-1565
7-ii
REPORT: VB-1565
7-ii

SECTION 7
DESCRIPTION & OPERATION

SECTION 7
SECTION 7
SECTION 7


7.1 THE AIRPLANE
7.1 THE AIRPLANE
The WARRIOR III is a single-engine, fixed gear monoplane of all metal

construction with low semi-tapered wings. It has four place seating and a
baggage capacity of two hundred pounds.
The WARRIOR III is a single-engine, fixed gear monoplane of all metal

construction with low semi-tapered wings. It has four place seating and a
baggage capacity of two hundred pounds.
7.3 AIRFRAME
7.3 AIRFRAME
The primary structure, with the exception of the steel tube engine
mount, steel landing gear struts and isolated areas, is of aluminum alloy
construction. Lightweight plastics are used extensively in the extremities the wing tips, the engine cowling, etc. - and in nonstructural components
throughout the airplane.
The primary structure, with the exception of the steel tube engine
mount, steel landing gear struts and isolated areas, is of aluminum alloy
construction. Lightweight plastics are used extensively in the extremities the wing tips, the engine cowling, etc. - and in nonstructural components
throughout the airplane.
The fuselage is a conventional semi-monocoque structure. On the right

side of the airplane is a cabin door for entrance and exit. A baggage door is
installed aft of the rear seat.
The fuselage is a conventional semi-monocoque structure. On the right

side of the airplane is a cabin door for entrance and exit. A baggage door is
installed aft of the rear seat.
The wing is of a conventional, semi-tapered design incorporating a laminar

flow, NACA 652415, airfoil section. The cantilever wings are attached to each
side of the fuselage by insertion of the butt ends of the main spars into a spar
box carry-through which is an integral part of the fuselage structure. The spar
box carry-through structure, located under the rear seat, provides in effect a
continuous main spar. The wings are also attached fore and aft of the main
spar by an auxiliary front spar and a rear spar. The rear spar, in addition to
taking torque and drag loads, provides a mount for flaps and ailerons. The
four-position wing flaps are mechanically controlled by a handle located
between the front seats. When fully retracted, the right flap locks into place to
provide a step for cabin entry. Each wing contains one fuel tank.
The wing is of a conventional, semi-tapered design incorporating a laminar

flow, NACA 652415, airfoil section. The cantilever wings are attached to each
side of the fuselage by insertion of the butt ends of the main spars into a spar
box carry-through which is an integral part of the fuselage structure. The spar
box carry-through structure, located under the rear seat, provides in effect a
continuous main spar. The wings are also attached fore and aft of the main
spar by an auxiliary front spar and a rear spar. The rear spar, in addition to
taking torque and drag loads, provides a mount for flaps and ailerons. The
four-position wing flaps are mechanically controlled by a handle located
between the front seats. When fully retracted, the right flap locks into place to
provide a step for cabin entry. Each wing contains one fuel tank.
REPORT: VB-1565
7-1
REPORT: VB-1565
7-1
SECTION 7

SECTION 7

A vertical stabilizer, an all-movable horizontal stabilator, and a rudder

make up the empennage. The stabilator incorporates an anti-servo tab which
improves longitudinal stability and provides longitudinal trim. This tab
moves in the same direction as the stabilator, but with increased travel.
A vertical stabilizer, an all-movable horizontal stabilator, and a rudder

make up the empennage. The stabilator incorporates an anti-servo tab which
improves longitudinal stability and provides longitudinal trim. This tab
moves in the same direction as the stabilator, but with increased travel.
7.5 ENGINE AND PROPELLER
7.5 ENGINE AND PROPELLER
The PA-28-161 is powered by a four cylinder, direct drive, horizontally

opposed engine rated at 160 HP at 2700 RPM. It is equipped with a starter, a
60 amp 28 volt alternator, a shielded ignition, two magnetos, vacuum pump
drive, a fuel pump, and a wetted polyurethane foam induction air filter.
The PA-28-161 is powered by a four cylinder, direct drive, horizontally

opposed engine rated at 160 HP at 2700 RPM. It is equipped with a starter, a
60 amp 28 volt alternator, a shielded ignition, two magnetos, vacuum pump
drive, a fuel pump, and a wetted polyurethane foam induction air filter.
The engine compartment is accessible for inspection through top-hinged

side panels on either side of the engine cowlings. The engine cowlings are
cantilever structures attached at the fire wall. The engine mounts are
constructed of steel tubing, and dynafocal mounts are provided to reduce
vibration.
The engine compartment is accessible for inspection through top-hinged

side panels on either side of the engine cowlings. The engine cowlings are
cantilever structures attached at the fire wall. The engine mounts are
constructed of steel tubing, and dynafocal mounts are provided to reduce
vibration.
The exhaust system is constructed of stainless steel and incorporates

dual mufflers with heater shrouds to supply heated air for the cabin, the
defroster system and the carburetor deicing system.
The exhaust system is constructed of stainless steel and incorporates

dual mufflers with heater shrouds to supply heated air for the cabin, the
defroster system and the carburetor deicing system.
An oil cooler is located on the left rear of the engine mounted to the
engine baffling. Engine cooling air, which is picked up in the nose section of
the engine cowling and carried through the baffling, is utilized on the left side
for the oil cooler. A winterization plate is provided to restrict air during
winter operation (refer to Section 8).
An oil cooler is located on the left rear of the engine mounted to the
engine baffling. Engine cooling air, which is picked up in the nose section of
the engine cowling and carried through the baffling, is utilized on the left side
for the oil cooler. A winterization plate is provided to restrict air during
winter operation (refer to Section 8).
Engine air enters on either side of the propeller through openings in a

nose cowling and is carried through the engine baffling around the engine
and oil cooler. Air for the muffler shroud is also picked up from the nose
cowling and carried through a duct to the shroud. Carburetor induction air
enters a chin scoop on the lower right cowling and is passed through a wetted
polyurethane filter to the carburetor air box. Heated air enters the carburetor
air box through a hose connected to the heater shroud.
Engine air enters on either side of the propeller through openings in a

nose cowling and is carried through the engine baffling around the engine
and oil cooler. Air for the muffler shroud is also picked up from the nose
cowling and carried through a duct to the shroud. Carburetor induction air
enters a chin scoop on the lower right cowling and is passed through a wetted
polyurethane filter to the carburetor air box. Heated air enters the carburetor
air box through a hose connected to the heater shroud.
A fixed pitch propeller is installed as standard equipment. The propeller

has a 74-inch diameter with a 60-inch pitch. The pitch is determined at 75%
of the diameter. The propeller is made of an aluminum alloy construction.
A fixed pitch propeller is installed as standard equipment. The propeller

has a 74-inch diameter with a 60-inch pitch. The pitch is determined at 75%
of the diameter. The propeller is made of an aluminum alloy construction.
The pilot should read and follow the procedures recommended in the
Lycoming Operators Manual for this engine in order to obtain maximum
engine efficiency and time between engine overhauls.
The pilot should read and follow the procedures recommended in the
Lycoming Operators Manual for this engine in order to obtain maximum
engine efficiency and time between engine overhauls.
REPORT: VB-1565
7-2
REPORT: VB-1565
7-2

SECTION 7

SECTION 7
; I
bi
l
MAIN WHEEL ASSEMBLY

Figure 7-1
MAIN WHEEL ASSEMBLY

Figure 7-1
REPORT: VB-1565
7-3
REPORT: VB-1565
7-3
SECTION 7

SECTION 7

7.7 LANDING GEAR
7.7 LANDING GEAR
The fixed-gear PA-28-161 is equipped with a Cleveland 5.00 x 5 wheel

on the nose gear and a Cleveland 6.00 x 6 wheel on each main gear (Figure
7-1). Cleveland single disc hydraulic brake assemblies are provided on the
main gear. The nose gear has a 5.00 x 5 four-ply tire, while the main wheel
assemblies have 6.00 x 6 four-ply tires. At gross weight, the main gear tires
require a pressure of 24 psi, and the nose gear tire requires a pressure of 30
psi.
The fixed-gear PA-28-161 is equipped with a Cleveland 5.00 x 5 wheel

on the nose gear and a Cleveland 6.00 x 6 wheel on each main gear (Figure
7-1). Cleveland single disc hydraulic brake assemblies are provided on the
main gear. The nose gear has a 5.00 x 5 four-ply tire, while the main wheel
assemblies have 6.00 x 6 four-ply tires. At gross weight, the main gear tires
require a pressure of 24 psi, and the nose gear tire requires a pressure of 30
psi.
A spring device is incorporated in the rudder pedal torque tube assembly

to provide rudder trim. A bungee in the nose gear steering mechanism
reduces steering effort and dampens bumps and shocks during taxiing. By
using the rudder pedals and the brakes, the nose gear is steerable through a
30 degree arc each side of center. Later aircraft have the bungee removed
from the nose gear steering mechanism and are steerable through a 20 degree
arc each side of center. A shimmy dampener is also included in the nose gear.
A spring device is incorporated in the rudder pedal torque tube assembly

to provide rudder trim. A bungee in the nose gear steering mechanism
reduces steering effort and dampens bumps and shocks during taxiing. By
using the rudder pedals and the brakes, the nose gear is steerable through a
30 degree arc each side of center. Later aircraft have the bungee removed from
the nose gear steering mechanism and are steerable through a 20 degree arc
each side of center. A shimmy dampener is also included in the nose gear.
The three struts are of the air-oil type with the normal static load
extension being 3.25 inches for the nose gear and 4.50 inches for the main
gear.
The three struts are of the air-oil type with the normal static load
extension being 3.25 inches for the nose gear and 4.50 inches for the main
gear.
The brakes are actuated by toe brake pedals which are attached to the
rudder pedals or by a hand lever and master cylinder located below and
behind the center of the instrument sub panel. Hydraulic cylinders are located
above each pedal and adjacent to the hand brake lever. The brake fluid
reservoir is installed on the top left front face of the fire wall. The parking
brake is incorporated in the master cylinder and is actuated by pulling back
on the brake lever and depressing the knob attached to the left side of the
handle. To release the parking brake, pull back on the brake lever to
disengage the catch mechanism and allow the handle to swing forward
(refer to Figure 7-5).
The brakes are actuated by toe brake pedals which are attached to the
rudder pedals or by a hand lever and master cylinder located below and
behind the center of the instrument sub panel. Hydraulic cylinders are located
above each pedal and adjacent to the hand brake lever. The brake fluid
reservoir is installed on the top left front face of the fire wall. The parking
brake is incorporated in the master cylinder and is actuated by pulling back
on the brake lever and depressing the knob attached to the left side of the
handle. To release the parking brake, pull back on the brake lever to
disengage the catch mechanism and allow the handle to swing forward
REPORT: VB-1565
7-4
REPORT: VB-1565
7-4

SECTION 7

SECTION 7
FLIGHT CONTROL CONSOLE

Figure 7-3
FLIGHT CONTROL CONSOLE

Figure 7-3
7.9 FLIGHT CONTROLS
7.9 FLIGHT CONTROLS
Dual flight controls are provided as standard equipment. The flight

controls actuate the control surfaces through a cable system.
Dual flight controls are provided as standard equipment. The flight

controls actuate the control surfaces through a cable system.
The horizontal surface (stabilator) is of the flying tail design with a trim
tab mounted on the trailing edge. This tab serves the dual function of
providing trim control and pitch control forces. The trim tab is actuated by a
trim control wheel located on the control console between the front seats
(Figure 7-3). Forward rotation of the wheel gives nose down trim and aft
rotation gives nose up trim.
The horizontal surface (stabilator) is of the flying tail design with a trim
tab mounted on the trailing edge. This tab serves the dual function of
providing trim control and pitch control forces. The trim tab is actuated by a
trim control wheel located on the control console between the front seats
(Figure 7-3). Forward rotation of the wheel gives nose down trim and aft
rotation gives nose up trim.
The rudder is conventional in design and incorporates a rudder trim. The

trim mechanism is a spring loaded recentering device. The trim control is
located on the right side of the pedestal below the throttle quadrant (refer to
Figure 7-5). Turning the trim control clockwise gives nose right trim and
counterclockwise rotation gives nose left trim.
The rudder is conventional in design and incorporates a rudder trim. The

trim mechanism is a spring loaded recentering device. The trim control is
located on the right side of the pedestal below the throttle quadrant (refer to
Figure 7-5). Turning the trim control clockwise gives nose right trim and
counterclockwise rotation gives nose left trim.
REPORT: VB-1565
7-5
REPORT: VB-1565
7-5
SECTION 7

SECTION 7

Manually controlled flaps are provided on the PA-28-161. The flaps are
balanced and spring loaded to return to the retracted (up) position. A
control handle, which is located between the two front seats on the control
console (Figure 7-3), extends the flaps by the use of a control cable. To
extend the flaps, the handle is pulled up to the desired flap setting of 10, 25 or
40 degrees. To retract, depress the button on the end of the handle and lower
the control. When extending or retracting flaps, there is a pitch change in the
airplane. This pitch change can be corrected either by stabilator trim or
increased control wheel force. When the flaps are in the retracted (up)
position the right flap, provided with an over-center lock mechanism, acts
as a step.
Manually controlled flaps are provided on the PA-28-161. The flaps are
balanced and spring loaded to return to the retracted (up) position. A
control handle, which is located between the two front seats on the control
console (Figure 7-3), extends the flaps by the use of a control cable. To
extend the flaps, the handle is pulled up to the desired flap setting of 10, 25 or
40 degrees. To retract, depress the button on the end of the handle and lower
the control. When extending or retracting flaps, there is a pitch change in the
airplane. This pitch change can be corrected either by stabilator trim or
increased control wheel force. When the flaps are in the retracted (up)
position the right flap, provided with an over-center lock mechanism, acts
as a step.
NOTE
NOTE
The right flap will support a load only in the

fully retracted (up) position. When the flap is to
be used as a step, make sure the flaps are in the
retracted (up) position.
The right flap will support a load only in the

fully retracted (up) position. When the flap is to
be used as a step, make sure the flaps are in the
retracted (up) position.
7.11 ENGINE CONTROLS
7.11 ENGINE CONTROLS
Engine controls consist of a throttle control and a mixture control lever.

These controls are located on the control quadrant on the lower center of the
instrument panel (Figure 7-5) where they are accessible to both the pilot and
the copilot. The controls utilize teflon-lined control cables to reduce friction
and binding.
Engine controls consist of a throttle control and a mixture control lever.

These controls are located on the control quadrant on the lower center of the
instrument panel (Figure 7-5) where they are accessible to both the pilot and
the copilot. The controls utilize teflon-lined control cables to reduce friction
and binding.
The throttle lever is used to adjust engine RPM. The mixture control
lever is used to adjust the air to fuel ratio. The engine is shut down by the
placing of the mixture lever in the full lean position. For information on the
leaning procedure, see the Avco-Lycoming Operators Manual.
The throttle lever is used to adjust engine RPM. The mixture control
lever is used to adjust the air to fuel ratio. The engine is shut down by the
placing of the mixture lever in the full lean position. For information on the
leaning procedure, see the Avco-Lycoming Operators Manual.
The friction adjustment lever on the right side of the control quadrant
may be adjusted to increase or decrease the friction holding the throttle and
mixture controls or to lock the controls in a selected position.
The friction adjustment lever on the right side of the control quadrant
may be adjusted to increase or decrease the friction holding the throttle and
mixture controls or to lock the controls in a selected position.
The carburetor heat control lever is located to the right of the control
quadrant on the instrument panel. The control is placarded with two
positions: ON (down), OFF (up).
The carburetor heat control lever is located to the right of the control
quadrant on the instrument panel. The control is placarded with two
positions: ON (down), OFF (up).
REPORT: VB-1565
7-6
REPORT: VB-1565
7-6

SECTION 7

SECTION 7
)
\''1
II ___--
CONTROL QUADRANT AND CONSOLE

Figure 7-5
REPORT: VB-1565
7-7
CONTROL QUADRANT AND CONSOLE

Figure 7-5
REPORT: VB-1565
7-7
SECTION 7

SECTION 7
FUEL SELECTOR
Figure 7-7

FUEL SELECTOR
Figure 7-7
7.13 FUEL SYSTEM
7.13 FUEL SYSTEM
Fuel is stored in two twenty-five gallon (24 gallons usable) fuel tanks,
giving the airplane a total capacity of fifty U.S. gallons (48 gallons usable).
Each tank is equipped with a filler neck 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 tanks are secured to the leading edge of
each wing with screws and nut plates. This allows removal for service or
inspection.
Fuel is stored in two twenty-five gallon (24 gallons usable) fuel tanks,
giving the airplane a total capacity of fifty U.S. gallons (48 gallons usable).
Each tank is equipped with a filler neck 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 tanks are secured to the leading edge of
each wing with screws and nut plates. This allows removal for service or
inspection.
The fuel tank selector control (Figure 7-7) is located on the left side panel
forward of the pilots seat. The button on the selector cover must be depressed
and held while the handle is moved to the OFF position. The button releases
automatically when the handle is moved back to the ON position.
The fuel tank selector control (Figure 7-7) is located on the left side panel
forward of the pilots seat. The button on the selector cover must be depressed
and held while the handle is moved to the OFF position. The button releases
automatically when the handle is moved back to the ON position.
An auxiliary electric fuel pump is provided in case of the failure of the

engine-driven pump. The electric pump should be ON for all takeoffs and
landings and when switching tanks. The fuel pump switch is located in the
switch panel above the throttle quadrant.
An auxiliary electric fuel pump is provided in case of the failure of the

engine-driven pump. The electric pump should be ON for all takeoffs and
landings and when switching tanks. The fuel pump switch is located in the
switch panel above the throttle quadrant.
REPORT: VB-1565
7-8
REPORT: VB-1565
7-8

SECTION 7

SECTION 7
CARBURETOR
TRANSDUCER
FUEL PRESSURE
GAUGE
ENGINE FUEl PUivP
ELECTRIC FUEL PUMP
RIGHT MAIN TANK
LEFT MAIN TANK
FUEL QUANTITY
GAUGE
FUEL SYSTEM SCHEMATIC

Figure 7-9
FUEL SYSTEM SCHEMATIC

Figure 7-9
REPORT: VB-1565
7-9
REPORT: VB-1565
7-9
SECTION 7

SECTION 7

The fuel drains should be opened daily prior to first flight to check for
water or sediment and proper fuel. Each tank has an individual drain at the
bottom, inboard rear corner. A fuel strainer, located on the lower left front
of the fire wall, has a drain which is accessible from outside the nose section.
The strainer should also be drained before the first flight of the day. Refer to
Section 8 for the complete fuel draining procedure.
The fuel drains should be opened daily prior to first flight to check for
water or sediment and proper fuel. Each tank has an individual drain at the
bottom, inboard rear corner. A fuel strainer, located on the lower left front
of the fire wall, has a drain which is accessible from outside the nose section.
The strainer should also be drained before the first flight of the day. Refer to
Section 8 for the complete fuel draining procedure.
Fuel quantity and fuel pressure gauges are combined in a single gauge
located on the center of the instrument panel just above the engine tachometer
Fuel quantity and fuel pressure gauges are combined in a single gauge
located on the center of the instrument panel just above the engine tachometer
An electric engine priming system is available to facilitate starting.

Pressing the momentary primer switch on, automatically activates the electric
fuel pump and opens a solenoid valve, which then supplies fuel to the fuel
primer lines.
An electric engine priming system is available to facilitate starting.

Pressing the momentary primer switch on, automatically activates the electric
fuel pump and opens a solenoid valve, which then supplies fuel to the fuel
primer lines.
7.15 ELECTRICAL SYSTEM
7.15 ELECTRICAL SYSTEM
The electrical system includes a 28-volt, 60-amp alternator; a 24-volt

battery; a voltage regulator and a master switch relay (Figure 7-11). The
battery is in a box, mounted on the forward right face of the fire wall. The
regulator and overvoltage relay are located on the forward left side of the
fuselage behind the instrument panel.
The electrical system includes a 28-volt, 60-amp alternator; a 24-volt

battery; a voltage regulator and a master switch relay (Figure 7-11). The
battery is in a box, mounted on the forward right face of the fire wall. The
regulator and overvoltage relay are located on the forward left side of the
fuselage behind the instrument panel.
Electrical switches are located on the right center instrument panel (refer
to Figure 7-15), and the circuit breakers are located on the lower right
instrument panel (refer to Figure 7-13). Three rheostat switches located on the
pilots lower instrument panel controls and dims the switch, panel and avionics
lights.
Electrical switches are located on the right center instrument panel (refer
to Figure 7-15), and the circuit breakers are located on the lower right
instrument panel (refer to Figure 7-13). Three rheostat switches located on the
pilots lower instrument panel controls and dims the switch, panel and avionics
lights.
Standard electrical accessories include a starter, electric fuel pump, stall

warning indicator, fuel gauge, ammeter, and annunciator panel.
Standard electrical accessories include a starter, electric fuel pump, stall

warning indicator, fuel gauge, ammeter, and annunciator panel.
REPORT: VB-1565
7-10
REPORT: VB-1565
7-10

SECTION 7

SECTION 7
The annunciator panel includes alternator inop., and oil pressure indicator
lights. The annunciator panel also includes a vacuum inop. light, low volts and
starter engage indicator lights. The annunciator panel lights are provided only
as a warning to the pilot that a system may not be operating properly, and that
he should check and monitor the applicable system gauge to determine when
or if any necessary action is required.
The annunciator panel includes alternator inop., and oil pressure indicator
lights. The annunciator panel also includes a vacuum inop. light, low volts and
starter engage indicator lights. The annunciator panel lights are provided only
as a warning to the pilot that a system may not be operating properly, and that
he should check and monitor the applicable system gauge to determine when
or if any necessary action is required.
Electrical accessories include navigation lights, wing tip recognition lights,

wing tip strobe lights, landing light, instrument lighting, and cabin dome light.
Circuits will handle the addition of communications and navigational
equipment.
Electrical accessories include navigation lights, wing tip recognition lights,

wing tip strobe lights, landing light, instrument lighting, and cabin dome light.
Circuits will handle the addition of communications and navigational
equipment.
A flood 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.
A flood 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.
WARNING
WARNING
Anti-collision lights should not be operating

when flying through cloud, fog or haze, since the
reflected light can produce spatial disorientation. Strobe lights should not be used in
close proximity to the ground such as during
taxiing, takeoff or landing.
Anti-collision lights should not be operating

when flying through cloud, fog or haze, since the
reflected light can produce spatial disorientation. Strobe lights should not be used in
close proximity to the ground such as during
taxiing, takeoff or landing.
Unlike previous generator systems, the ammeter as installed does not show
battery discharge; rather, it indicates the electrical load on the alternator in
amperes. With all the electrical equipment off and the master switch on, the
ammeter will indicate the charging rate of the battery. As each electrical unit
is switched on, the ammeter will indicate the total ampere draw of all the
units including the battery. For example, the average continuous load for
night flight with radios on is about 30 amperes. This 30 ampere value plus
approximately 2 amperes for a fully charged battery will appear continuously
under these flight conditions. The amount of current shown on the ammeter
will tell immediately if the alternator system is operating normally, as the
amount of current shown should equal the total amperage drawn by the
electrical equipment which is operating.
Unlike previous generator systems, the ammeter as installed does not show
battery discharge; rather, it indicates the electrical load on the alternator in
amperes. With all the electrical equipment off and the master switch on, the
ammeter will indicate the charging rate of the battery. As each electrical unit
is switched on, the ammeter will indicate the total ampere draw of all the
units including the battery. For example, the average continuous load for
night flight with radios on is about 30 amperes. This 30 ampere value plus
approximately 2 amperes for a fully charged battery will appear continuously
under these flight conditions. The amount of current shown on the ammeter
will tell immediately if the alternator system is operating normally, as the
amount of current shown should equal the total amperage drawn by the
electrical equipment which is operating.
For abnormal and/or emergency operation and procedures, see Section

3.
For abnormal and/or emergency operation and procedures, see Section

3.
REPORT: VB-1565
7-11
REPORT: VB-1565
7-11
SECTION 7

SECTION 7

ALTERNATOR
FIELD
BATIERY
FEEDER
STARTER
&ACC.
TO LIGHT
DIMMING
ALTERNATOR
SWITCH
sa
AMMETER
EXTERNAL POWER RECEPTICAL
STARTER
ELECTRIC
CLOCK
...... ...._
I.....___. ,c(]--
OIL PRESSURE
SWITCH
ALTERNATOR AND STARTER SCHEMATIC

Figure 7-11
REPORT: VB-1565
7-12
ALTERNATOR AND STARTER SCHEMATIC

Figure 7-11
REPORT: VB-1565
7-12

SECTION 7
CIRCUIT BREAKER PANEL

Figure 7-13

SECTION 7
CIRCUIT BREAKER PANEL

Figure 7-13
7.17 VACUUM SYSTEM
7.17 VACUUM SYSTEM
The vacuum system is designed to operate the air-driven gyro instruments. This includes the directional and attitude gyros when installed. The
system consists of an engine driven vacuum pump, a vacuum regulator, a filter
and the necessary plumbing.
The vacuum system is designed to operate the air-driven gyro instruments. This includes the directional and attitude gyros when installed. The
system consists of an engine driven vacuum pump, a vacuum regulator, a filter
and the necessary plumbing.
The vacuum pump is a dry-type pump. A shear drive protects the pump
from damage. If the drive shears, the gyros will become inoperative.
The vacuum pump is a dry-type pump. A shear drive protects the pump
from damage. If the drive shears, the gyros will become inoperative.
A vacuum gauge, mounted on the far left instrument panel, provides a pilot
check for the system during operation. A decrease in pressure in a system that
remained constant over an extended period may indicate a dirty filter, dirty
screens, possibly a sticky vacuum regulator or leak in the system (a low
vacuum indicator light is provided in the annunciator panel). Zero pressure
would indicate a sheared pump drive, defective pump, possibly a defective
A vacuum gauge, mounted on the far left instrument panel, provides a pilot
check for the system during operation. A decrease in pressure in a system that
remained constant over an extended period may indicate a dirty filter, dirty
screens, possibly a sticky vacuum regulator or leak in the system (a low
vacuum indicator light is provided in the annunciator panel). Zero pressure
would indicate a sheared pump drive, defective pump, possibly a defective
REPORT: VB-1565
7-13
REPORT: VB-1565
7-13
SECTION 7

SECTION 7

gauge or collapsed line. In the event of any gauge variation from the norm,
the pilot should have a mechanic check the system to prevent possible
damage to the system components or eventual failure of the system.
gauge or collapsed line. In the event of any gauge variation from the norm,
the pilot should have a mechanic check the system to prevent possible
damage to the system components or eventual failure of the system.
A vacuum regulator is provided in the system to protect the gyros. The

valve is set so the normal vacuum reads 4.8 to 5.2 inches of mercury, a setting
which provides sufficient vacuum to operate all the gyros at their rated RPM.
Higher settings will damage the gyros and with a low setting the gyros will be
unreliable. The regulator is located behind the instrument panel. Vacuum
pressure, even though set correctly, can read lower at very high altitude
(above 12,000 ft), and at low engine RPM (usually on approach or during
training maneuvers). This is normal and should not be considered a
malfunction.
A vacuum regulator is provided in the system to protect the gyros. The

valve is set so the normal vacuum reads 4.8 to 5.2 inches of mercury, a setting
which provides sufficient vacuum to operate all the gyros at their rated RPM.
Higher settings will damage the gyros and with a low setting the gyros will be
unreliable. The regulator is located behind the instrument panel. Vacuum
pressure, even though set correctly, can read lower at very high altitude
(above 12,000 ft), and at low engine RPM (usually on approach or during
training maneuvers). This is normal and should not be considered a
malfunction.
REPORT: VB-1565
7-14
REPORT: VB-1565
7-14

SECTION 7

SECTION 7
7.19 INSTRUMENT PANEL
7.19 INSTRUMENT PANEL
The instrument panel (Figure 7-15) is designed to accommodate instruments and avionics equipment for VFR and IFR flights.
The instrument panel (Figure 7-15) is designed to accommodate instruments and avionics equipment for VFR and IFR flights.
The artificial horizon and directional gyro are vacuum operated and are
located in the center of the left hand instrument panel. The vacuum gauge is
located on the upper left hand instrument panel. The turn indicator on the left
side is electrically operated.
The artificial horizon and directional gyro are vacuum operated and are
located in the center of the left hand instrument panel. The vacuum gauge is
located on the upper left hand instrument panel. The turn indicator on the left
side is electrically operated.
The radios are located in the center section of the panel, and the circuit
breakers are in the lower right corner of the panel.
The radios are located in the center section of the panel, and the circuit
breakers are in the lower right corner of the panel.
Standard instruments include a compass, an airspeed indicator, a

tachometer, altimeter, ammeter, engine cluster gauge, fuel quantity gauge, and
an annunciator panel. The compass is mounted on the windshield bow in clear
view of the pilot.
Standard instruments include a compass, an airspeed indicator, a

tachometer, altimeter, ammeter, engine cluster gauge, fuel quantity gauge, and
an annunciator panel. The compass is mounted on the windshield bow in clear
view of the pilot.
REPORT: VB-1565
7-15
REPORT: VB-1565
7-15

TYPICAL INSTRUMENT PANEL

Figure 7-15
SECTION 7
REPORT: VB-1565
7-16
...
..,
.......
...
~-
0~0
Q)!Qr
9! e~
IS
e si
82 i
ei
. - E>i
e -
=
=
==
...
=
ei
i =
.
~
et
e~ =
~ d'
<:>-
...
-..,
>
....
....
..,
>
:!
....
....
...
:!

IJ \)m
/
...
.... _ /

Figure 7-15
....
N
SECTION 7
..,
.....
,._
....
REPORT: VB-1565
7-16
CLOCK (ELECTRIC) (OPTIONAL)

AIRSPEED INDICATOR
ATTITUDE GYRO
ALTIMETER
DAY/NIGHT SWITCH
ANNUNCIATOR PANEL
COMPASS (MAGNETIC)
COMPASS CORRECTION CARD
COMM / NAV RADIO
TRANSPONDER
AMMETER (DIGITAL)
HOUR METER
TACHOMETER (RPM)
FUEL QUANTITY
DIRECTIONAL GYRO
TURN & BANK
VACUUM GAUGE
17. CABIN AIR CONTROL

WINDSHIELD DEFROST AND HEAT
18. CIRCUIT BREAKER PANEL
19. CARB. HEAT
20. SWITCH PANEL
21. ENGINE GAUGE, OIL TEMP
OIL AND FUEL PRESSURE
22. VOR/LOC NAVIGATION INDICATOR
23. VERTICAL SPEED INDICATOR
24. LIGHT CONTROL AND DIMMING
SWITCH, INST. PANEL,& RADIOS
25. MAGNETO & START SWITCH
26. MIC/PHONE JACKS
27. ELT CONTROL
28. INTERCOM CONTROL
29 ENGINE PRIMER (ELECTRIC)
SECTION 7
REPORT: VB-1565
7-17
1.
2.
3.
4.
5.
6.
7.
7a.
8.
9.
10
11.
12.
13.
14.
15.
16.


Figure 7-15 (cont)
17. CABIN AIR CONTROL

WINDSHIELD DEFROST AND HEAT
18. CIRCUIT BREAKER PANEL
19. CARB. HEAT
20. SWITCH PANEL
21. ENGINE GAUGE, OIL TEMP
OIL AND FUEL PRESSURE
22. VOR/LOC NAVIGATION INDICATOR
23. VERTICAL SPEED INDICATOR
24. LIGHT CONTROL AND DIMMING
SWITCH, INST. PANEL,& RADIOS
25. MAGNETO & START SWITCH
26. MIC/PHONE JACKS
27. ELT CONTROL
28. INTERCOM CONTROL
29 ENGINE PRIMER (ELECTRIC)
SECTION 7
REPORT: VB-1565
7-17
CLOCK (ELECTRIC) (OPTIONAL)

AIRSPEED INDICATOR
ATTITUDE GYRO
ALTIMETER
DAY/NIGHT SWITCH
ANNUNCIATOR PANEL
COMPASS (MAGNETIC)
COMPASS CORRECTION CARD
COMM / NAV RADIO
TRANSPONDER
AMMETER (DIGITAL)
HOUR METER
TACHOMETER (RPM)
FUEL QUANTITY
DIRECTIONAL GYRO
TURN & BANK
VACUUM GAUGE


Figure 7-15 (cont)
1.
2.
3.
4.
5.
6.
7.
7a.
8.
9.
10
11.
12.
13.
14.
15.
16.
SECTION 7

SECTION 7

7.21 PITOT-STATIC SYSTEM
7.21 PITOT-STATIC SYSTEM
The system supplies both pitot and static pressure for the airspeed
indicator, altimeter, and vertical speed indicator (Figure 7-17).
The system supplies both pitot and static pressure for the airspeed
indicator, altimeter, and vertical speed indicator (Figure 7-17).
Pitot and static pressure are picked up by a pitot head installed on the
bottom of the left wing and carried through pitot and static lines within the
wing and fuselage to the gauges on the instrument panel.
Pitot and static pressure are picked up by a pitot head installed on the
bottom of the left wing and carried through pitot and static lines within the
wing and fuselage to the gauges on the instrument panel.
An alternate static source control valve is located below the left side of
the instrument panel. When the valve is set in the alternate position, the
altimeter, vertical speed indicator and airspeed indicator will be using cabin
air for static pressure. The storm window and cabin vents must be closed and
the cabin heater and defroster must be on during alternate static source
operation. The altimeter error is less than 50 feet unless otherwise placarded.
An alternate static source control valve is located below the left side of
the instrument panel. When the valve is set in the alternate position, the
altimeter, vertical speed indicator and airspeed indicator will be using cabin
air for static pressure. The storm window and cabin vents must be closed and
the cabin heater and defroster must be on during alternate static source
operation. The altimeter error is less than 50 feet unless otherwise placarded.
Both the pitot and static lines can be drained through separate drain
valves located on the left lower side of the fuselage interior.
Both the pitot and static lines can be drained through separate drain
valves located on the left lower side of the fuselage interior.
A heated pitot head, which alleviates problems with icing and heavy
rain, is available as optional equipment. The switch for the heated pitot head
is located on the electrical switch panel to the left of the right control wheel.
A heated pitot head, which alleviates problems with icing and heavy
rain, is available as optional equipment. The switch for the heated pitot head
is located on the electrical switch panel to the left of the right control wheel.
A pitot heat inop/off annunciator is provided with the heated pitot head
option. The annunciator will be on anytime the pitot heat is turned off or is
drawing insufficient current to adequately heat the pitot head.
A pitot heat inop/off annunciator is provided with the heated pitot head
option. The annunciator will be on anytime the pitot heat is turned off or is
drawing insufficient current to adequately heat the pitot head.
To prevent bugs and water from entering the pitot and static pressure
holes, a cover should be placed over the pitot head. A partially or completely
blocked pitot head will give erratic or zero readings on the instruments.
To prevent bugs and water from entering the pitot and static pressure
holes, a cover should be placed over the pitot head. A partially or completely
blocked pitot head will give erratic or zero readings on the instruments.
NOTE
NOTE
During the preflight, check to make sure the

pitot cover is removed.
During the preflight, check to make sure the

pitot cover is removed.
REPORT: VB-1565
7-18
REPORT: VB-1565
7-18
REPORT: VB-1565
7-19
SECTION 7
PITOT-STATIC SYSTEM
Figure 7-17


//
r;---1 i----
REPORT: VB-1565
7-19
1. ALTIMETER
2. A IRSPEED INDICATOR
3. PITOT HEAT SWITCH(OPTIONAL)
4. VERTICAL SPEEO INDICATOR
$. PITOT HEAD
6. DRAIN VALVES
7. ALTERNATE STATIC SOURCE
SECTION 7
PITOT-STATIC SYSTEM
Figure 7-17
/
>./'/
( ___ /
/"
1---I /
,..-
SECTION 7

HEATING AND VENTILATING SYSTEM

Figure 7-19
REPORT: VB-1565
7-20
/~\/-------
REPORT: VB-1565
7-20
/----
l./
I
__ ..,
FRESH AIR
CABIN HEAT

(>
//
FRESH AIR INLET

CABIN EXHAUST OUTLET
DEFROSTER OUTLETS
BLOWER SWITCH PANEL
DEFROSTER CONTROL
HEATER CONTROL
CABIN HEAT DIVERSICN CONTROL
FRESH AIR CONTROL !COCKPIT)
FRESH AIR CONTROL !PASSENGER)
1
2
3
4
5
6
7
8
9
)
/
HEATING AND VENTILATING SYSTEM

Figure 7-19
-------
SECTION 7
~~~
~""'"

SECTION 7

SECTION 7
7.23 HEATING AND VENTILATING SYSTEM
7.23 HEATING AND VENTILATING SYSTEM
Heat for the cabin interior and the defroster system is provided by a shroud
attached to the muffler (Figure 7-19). The amount of heat can be regulated with
the controls located on the far right side of the instrument panel.
Heat for the cabin interior and the defroster system is provided by a shroud
attached to the muffler (Figure 7-19). The amount of heat can be regulated with
the controls located on the far right side of the instrument panel.
The airflow between front and rear seats can be regulated by the heat
diversion controls located on either side of the console atop the heat ducts.
The airflow between front and rear seats can be regulated by the heat
diversion controls located on either side of the console atop the heat ducts.
CAUTION
CAUTION
When cabin heat is operated, heat duct surface

becomes hot. This could result in burns if arms
or legs are placed too close to heat duct outlets
or surface.
When cabin heat is operated, heat duct surface

becomes hot. This could result in burns if arms
or legs are placed too close to heat duct outlets
or surface.
Fresh air inlets are located in the leading edges of the wings near the
fuselage. At each front seat location there is an adjustable fresh air outlet on the
side of the cabin near the floor. Cabin air is exhausted through an outlet
located below the rear seat.
Fresh air inlets are located in the leading edges of the wings near the
fuselage. At each front seat location there is an adjustable fresh air outlet on the
side of the cabin near the floor. Cabin air is exhausted through an outlet
located below the rear seat.
7.25 CABIN FEATURES
7.25 CABIN FEATURES
For ease of entry and exit and for pilot-passenger comfort, the front
seats are adjustable fore and aft. The right front seat tilts forward to allow
easy entry to the rear seats. The cabin interior includes a pilot storm window,
ash trays and armrests on each front seat, two map pockets and pockets on the
backs of the front seats.
For ease of entry and exit and for pilot-passenger comfort, the front
seats are adjustable fore and aft. The right front seat tilts forward to allow
easy entry to the rear seats. The cabin interior includes a pilot storm window,
ash trays and armrests on each front seat, two map pockets and pockets on the
backs of the front seats.
The front seats are vertically adjustable.
The front seats are vertically adjustable.
REPORT: VB-1565
7-21
REPORT: VB-1565
7-21
SECTION 7

SECTION 7

Shoulder harnesses with inertia reels are provided for each front seat
occupant and, depending on the model year, are provided as standard or
optional equipment for the occupants of the rear seats. A check of the inertia
reel mechanism can be made by pulling sharply on the strap and checking
that the reel will lock in place under sudden stress. This locking feature
prevents the strap from extending and holds the occupant in place. Under
normal movement the strap will extend and retract as required. Shoulder
harnesses should be routinely worn during takeoff, landing and whenever an
inflight emergency situation occurs.
Shoulder harnesses with inertia reels are provided for each front seat
occupant and, depending on the model year, are provided as standard or
optional equipment for the occupants of the rear seats. A check of the inertia
reel mechanism can be made by pulling sharply on the strap and checking
that the reel will lock in place under sudden stress. This locking feature
prevents the strap from extending and holds the occupant in place. Under
normal movement the strap will extend and retract as required. Shoulder
harnesses should be routinely worn during takeoff, landing and whenever an
inflight emergency situation occurs.
7.27 BAGGAGE AREA
7.27 BAGGAGE AREA
A 24 cubic foot baggage area, located behind the rear seat, is accessible
from the cabin or loaded through a large 20 x 22 inch outside baggage door
on the right side of the fuselage. Maximum capacity is 200 pounds. Tiedown straps are available and they should be used at all times.
A 24 cubic foot baggage area, located behind the rear seat, is accessible
from the cabin or loaded through a large 20 x 22 inch outside baggage door
on the right side of the fuselage. Maximum capacity is 200 pounds. Tiedown straps are available and they should be used at all times.
NOTE
NOTE
It is the pilots responsibility to be sure when

the baggage is loaded that the aircraft C.G. falls
within the allowable C.G. range. (See Weight
and Balance Section.)
It is the pilots responsibility to be sure when

the baggage is loaded that the aircraft C.G. falls
within the allowable C.G. range. (See Weight
and Balance Section.)
7.29 STALL WARNING
7.29 STALL WARNING
An approaching stall is indicated by an audible alarm located behind

the instrument panel. The indicator activates at between five and ten knots
above stall speed.
An approaching stall is indicated by an audible alarm located behind

the instrument panel. The indicator activates at between five and ten knots
above stall speed.
7.31 FINISH
7.31 FINISH
All exterior surfaces are primed with etching primer and finished with
acrylic lacquer. To keep the finish attractive, economy size spray cans of
touch-up paint are available from Piper Dealers.
All exterior surfaces are primed with etching primer and finished with
acrylic lacquer. To keep the finish attractive, economy size spray cans of
touch-up paint are available from Piper Dealers.
REPORT: VB-1565
7-22
REPORT: VB-1565
7-22

SECTION 7

SECTION 7
7.33 PIPER EXTERNAL POWER
7.33 PIPER EXTERNAL POWER
A external power receptacle is accessible through a receptacle cover door

located on the right rear side of the fuselage, aft 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 airplanes battery. Instructions on
a placard located on the cover door of the receptacle should be followed before
using the external power. For instructions see STARTING WITH EXTERNAL
POWER SOURCE in Section 4 - Normal Operating Procedures.
A external power receptacle is accessible through a receptacle cover door

located on the right rear side of the fuselage, aft 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 airplanes battery. Instructions on
a placard located on the cover door of the receptacle should be followed before
using the external power. For instructions see STARTING WITH EXTERNAL
POWER SOURCE in Section 4 - Normal Operating Procedures.
7.35 EMERGENCY LOCATOR TRANSMITTER*
7.35 EMERGENCY LOCATOR TRANSMITTER*
The Emergency Locator Transmitter (ELT), when installed, is located in

the aft portion of the fuselage just below the stabilator leading edge and is
accessible through a plate on the right side of the fuselage. This plate is
attached with slotted-head nylon screws for ease of removal; these screws may
be readily removed with a variety of common items such as a dime, a key, a
knife blade, etc. If there are no tools available in an emergency, the screw heads
may be broken off by any means. The ELT meets the requirements of FAR
91.52.
The Emergency Locator Transmitter (ELT), when installed, is located in

the aft portion of the fuselage just below the stabilator leading edge and is
accessible through a plate on the right side of the fuselage. This plate is
attached with slotted-head nylon screws for ease of removal; these screws may
be readily removed with a variety of common items such as a dime, a key, a
knife blade, etc. If there are no tools available in an emergency, the screw heads
may be broken off by any means. The ELT meets the requirements of FAR
91.52.
A battery replacement date is marked on the transmitter to comply with

FAA regulations, the battery must be replaced on or before this date. The
battery must also be replaced if the transmitter has been used in an emergency
situation or, if the accumulated test time exceeds one hour, or if the unit has
been inadvertently activated for an undetermined time period.
A battery replacement date is marked on the transmitter to comply with

FAA regulations, the battery must be replaced on or before this date. The
battery must also be replaced if the transmitter has been used in an emergency
situation or, if the accumulated test time exceeds one hour, or if the unit has
been inadvertently activated for an undetermined time period.
NOTE
NOTE
If for any reason a test transmission is

necessary, the test transmission should be
conducted only in the first five minutes of any
hour and limited to three audio sweeps. If the
tests must be made at any other time, the tests
should be coordinated with the nearest FAA
tower or flight service station.
If for any reason a test transmission is

necessary, the test transmission should be
conducted only in the first five minutes of any
hour and limited to three audio sweeps. If the
tests must be made at any other time, the tests
should be coordinated with the nearest FAA
tower or flight service station.
REPORT: VB-1565
7-23
REPORT: VB-1565
7-23
SECTION 7

SECTION 7

ARTEX 110-4 ELT OPERATION
ARTEX 110-4 ELT OPERATION
On the ELT unit itself is a two position switch placarded ON and OFF.
The OFF position is selected when the transmitter is installed at the factory
and the switch should remain in that position whenever the unit is installed in
the airplane.
On the ELT unit itself is a two position switch placarded ON and OFF.
The OFF position is selected when the transmitter is installed at the factory
and the switch should remain in that position whenever the unit is installed in
the airplane.
A pilots remote switch, placarded ON and ARM is located on the left

hand side of the pilot's instrument panel to allow the transmitter to be armed or
turned on from inside the cabin. The switch is normally in ARM position.
Moving the switch to ON will activate the transmitter. A warning light located
above the remote switch will alert you when ever the ELT is activated.
A pilots remote switch, placarded ON and ARM is located on the left

hand side of the pilot's instrument panel to allow the transmitter to be armed or
turned on from inside the cabin. The switch is normally in ARM position.
Moving the switch to ON will activate the transmitter. A warning light located
above the remote switch will alert you when ever the ELT is activated.
Should the ELT be activated inadvertently it can be reset by either

positioning the remote switch to the ON then immediately relocating it to the
ARM position, or by setting the switch on the ELT to ON and then back to
OFF.
Should the ELT be activated inadvertently it can be reset by either

positioning the remote switch to the ON then immediately relocating it to the
ARM position, or by setting the switch on the ELT to ON and then back to
OFF.
In the event the transmitter is activated by an impact, it can be turned off

by moving the ELT switch OFF. Normal operation can then be restored by
resetting the switch to ARM. It may also be turned off and reset by
positioning the remote switch to the ON and then immediately to the ARM
position.
In the event the transmitter is activated by an impact, it can be turned off

by moving the ELT switch OFF. Normal operation can then be restored by
resetting the switch to ARM. It may also be turned off and reset by
positioning the remote switch to the ON and then immediately to the ARM
position.
The transmitter can be activated manually at any time by placing either

the remote switch or the ELT switch to the ON position.
The transmitter can be activated manually at any time by placing either

the remote switch or the ELT switch to the ON position.
NOTE:
Three sweeps of the emergency tone and an
illuminated warning light indicates a normally
functioning unit. The warning light must
illuminate during the first 3 second test period.
If it does not illuminate, a problem is indicated
such as a "G" switch failure.
NOTE:
Three sweeps of the emergency tone and an
illuminated warning light indicates a normally
functioning unit. The warning light must
illuminate during the first 3 second test period.
If it does not illuminate, a problem is indicated
such as a "G" switch failure.
The ELT should be checked during postflight to make certain the unit has
not been activated. Check by selecting 121.50 MHz on an operating receiver.
If a downward sweeping audio tone is heard the ELT may have been
activated. Set the remote switch to ON. If there is no change in the volume of
the signal, your airplane's ELT is probably transmitting. Setting the remote
switch back to OFF will automatically reset the ELT and should stop the
signal being received on 121.50 MHz.
The ELT should be checked during postflight to make certain the unit has
not been activated. Check by selecting 121.50 MHz on an operating receiver.
If a downward sweeping audio tone is heard the ELT may have been
activated. Set the remote switch to ON. If there is no change in the volume of
the signal, your airplane's ELT is probably transmitting. Setting the remote
switch back to OFF will automatically reset the ELT and should stop the
signal being received on 121.50 MHz.
REPORT: VB-1565
7-24
REPORT: VB-1565
7-24
TABLE OF CONTENTS
TABLE OF CONTENTS
SECTION 8
SECTION 8
AIRPLANE HANDLING, SERVICING 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 .........................................................................................
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 ...............................................................
8-1
8-2
8-3
8-4
8-5
8-7
8-8
8-9
8-11
8-12
8-12
8-15
8-16
8-16
8-19
REPORT: VB-1565
8-i
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 .........................................................................................
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 ...............................................................
8-1
8-2
8-3
8-4
8-5
8-7
8-8
8-9
8-11
8-12
8-12
8-15
8-16
8-16
8-19
REPORT: VB-1565
8-i
REPORT: VB-1565
8-ii
REPORT: VB-1565
8-ii

PA-28-161 WARRIOR
SECTION 8
HAND/SERV/MAINT
SECTION 8
8.1 GENERAL
This section provides general guidelines relating to the handling, servicing,
and maintenance of the WARRIOR III. For complete maintenance instructions,
refer to the PA-28-161 Maintenance Manual.
Every owner should stay in close contact with an authorized Piper
Service Center or Pipers Customer Service Department to obtain the latest
information pertaining to their airplane, and to avail themselves of Pipers
support systems.
Piper takes a continuing interest in having owners get the most efficient
use from their airplane and keeping it in the best mechanical condition.
Consequently, Piper, from time to time, issues service releases including
Service Bulletins, Service Letters, Service Spares Letters, and others relating
to the airplane.
Piper Service Bulletins are of special importance and Piper considers
compliance mandatory. These are available on the Piper.com website.
Depending on the nature of the release, material and labor allowances may
apply. This information is provided to all authorized Piper Service Centers.
Service Letters deal with product improvements and servicing techniques
pertaining to the airplane. These are available on the Piper.com website..
Owners should give careful attention to Service Letter information.
Service Spares Letters offer improved parts, kits, and optional equipment
which were not available originally, and which may be of interest to the
owner.

REPORT: VB-1565
8-1
SECTION 8
HAND/SERV/MAINT

PA-28-161 WARRIOR
Maintenance manuals, parts catalogs, and revisions to both, are available

from Piper Service Centers.
Any correspondence regarding the airplane should include the airplane
model and serial number to ensure proper response.
8.3 AIRPLANE INSPECTION PERIODS
Piper Aircraft Corporation has developed inspection items and required
inspection intervals for the PA-28-161 (see the latest revision of the PA-28161 Maintenance and Inspection Manuals). The PA-28-161 Inspection
Manual contains appropriate forms, and all inspection procedures 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 cannot accept responsibility for the continued airworthiness of any
aircraft not maintained to these standards, and/or not brought into compliance
with applicable Service Bulletins issued by Piper Aircraft Corporation,
instructions issued by the engine, propeller, or accessory manufacturers, or
Airworthiness Directives issued by the FAA.
A programmed inspection, approved by the FAA, is also available to
the owner. This involves routine and detailed inspections to allow maximum
utilization of the airplane. Maintenance inspection costs are reduced and the
maximum standard of continued airworthiness is maintained. Complete details
are available from Piper Aircraft Corporation.
In addition, but in conjunction with the above, the FAA requires periodic
inspections on all aircraft to keep the Airworthiness Certificate in effect.
The owner is responsible for assuring compliance with these inspection
requirements and for maintaining proper documentation in logbooks and/or
maintenance records.
REPORT: VB-1565
8-2


SECTION 8
HANDLING, SERV & MAINT

SECTION 8
A spectrographic analysis of the engine oil is available from several

sources. This inspection, if performed properly, provides a good check of the
internal condition of the engine. To be accurate, induction air filters must be
cleaned or changed regularly, and oil samples must be taken and sent in at
regular intervals.
A spectrographic analysis of the engine oil is available from several

sources. This inspection, if performed properly, provides a good check of the
internal condition of the engine. To be accurate, induction air filters must be
cleaned or changed regularly, and oil samples must be taken and sent in at
regular intervals.
8.5 PREVENTIVE MAINTENANCE
8.5 PREVENTIVE MAINTENANCE
The holder of a pilot certificate issued under Federal Aviation Regulations

(FAR) Part 61 may perform certain preventive maintenance as defined in the
FARs. This maintenance may be performed only on an aircraft which the pilot
owns and operates, and which is not used in air carrier or air taxi/commercial
operations service.
The holder of a pilot certificate issued under Federal Aviation Regulations

(FAR) Part 61 may perform certain preventive maintenance as defined in the
FARs. This maintenance may be performed only on an aircraft which the pilot
owns and operates, and which is not used in air carrier or air taxi/commercial
operations service.
All other aircraft maintenance must be accomplished by a person or

facility appropriately certificated by the Federal Aviation Administration
(FAA) to perform that work.
All other aircraft maintenance must be accomplished by a person or

facility appropriately certificated by the Federal Aviation Administration
(FAA) to perform that work.
Anytime maintenance is accomplished, an entry must be made in the

appropriate aircraft maintenance records. The entry shall include:
Anytime maintenance is accomplished, an entry must be made in the

appropriate aircraft maintenance records. The entry shall include:
(a)
(b)
(c)
(d)
(e)
The date the work was accomplished.

Description of the work.
Number of hours on the aircraft.
The certificate number of pilot performing the work.
Signature of the individual doing the work.
REPORT: VB-1565
8-3
(a)
(b)
(c)
(d)
(e)
The date the work was accomplished.

Description of the work.
Number of hours on the aircraft.
The certificate number of pilot performing the work.
Signature of the individual doing the work.
REPORT: VB-1565
8-3
SECTION 8

SECTION 8

8.7 AIRPLANE ALTERATIONS
8.7 AIRPLANE ALTERATIONS
If the owner desires to have his aircraft modified, he must obtain FAA
approval for the alteration. Major alterations accomplished in accordance
with Advisory Circular 43.13-2, when performed by an A & P mechanic,
may be approved by the local FAA office. Major alterations to the basic
airframe or systems not covered by AC 43.13-2 require a Supplemental Type
Certificate.
If the owner desires to have his aircraft modified, he must obtain FAA
approval for the alteration. Major alterations accomplished in accordance
with Advisory Circular 43.13-2, when performed by an A & P mechanic,
may be approved by the local FAA office. Major alterations to the basic
airframe or systems not covered by AC 43.13-2 require a Supplemental Type
Certificate.
The owner or pilot is required to ascertain that the following Aircraft

Papers are in order and in the aircraft.
(a) To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate Form FAA-8100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3.
(3) Aircraft Radio Station License if transmitters are installed.
The owner or pilot is required to ascertain that the following Aircraft

Papers are in order and in the aircraft.
(a) To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate Form FAA-8100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3.
(3) Aircraft Radio Station License if transmitters are installed.
(b) To be carried in the aircraft at all times:

(1) Pilots Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair
and Alteration Form FAA-337, if applicable.
(3) Aircraft equipment list.
Although the aircraft and engine logbooks are not required to be in the
aircraft, they should be made available upon request. Logbooks should be
complete and up to date. Good records will reduce maintenance cost by
giving the mechanic information about what has or has not been accomplished.
(b) To be carried in the aircraft at all times:

(1) Pilots Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair
and Alteration Form FAA-337, if applicable.
(3) Aircraft equipment list.
Although the aircraft and engine logbooks are not required to be in the
aircraft, they should be made available upon request. Logbooks should be
complete and up to date. Good records will reduce maintenance cost by
giving the mechanic information about what has or has not been accomplished.
REPORT: VB-1565
8-4
REPORT: VB-1565
8-4

SECTION 8
8.9 GROUND HANDLING

SECTION 8
8.9 GROUND HANDLING
(a) Towing
(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 that will not damage or
excessively strain the nose gear steering assembly. Towing lugs are
incorporated as part of the nose gear fork.
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 that will not damage or
excessively strain the nose gear steering assembly. Towing lugs are
incorporated as part of the nose gear fork.
CAUTIONS
CAUTIONS
When towing with power equipment, do not

turn the nose gear beyond its steering radius in
either direction, as this will result in damage to
the nose gear and steering mechanism.
When towing with power equipment, do not

turn the nose gear beyond its steering radius in
either direction, as this will result in damage to
the nose gear and steering mechanism.
Do not tow the airplane when the controls are

secured.
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 struts as high up on the tubes as possible. Lines
should be long enough to clear the nose and/or tail by not less than
fifteen feet, and a qualified person should ride in the pilots seat to
maintain control by use of the brakes.
(b) Taxiing
(b) Taxiing
Before attempting to taxi the airplane, ground personnel

should be instructed and approved by a qualified person authorized
by the owner. Engine starting and shut-down procedures as well as
taxi techniques should be covered. When it is ascertained that the
propeller back blast and taxi areas are clear, power should be
applied to start the taxi roll, and the following checks should be
performed:
(1) Taxi a few feet forward and apply the brakes to determine
their effectiveness.
(2) While taxiing, make slight turns to ascertain the effectiveness of the steering.
(3) Observe wing clearance when taxiing near buildings or other
stationary objects. If possible, station an observer outside the
airplane.
In the event towing lines are necessary, ropes should be attached

to both main gear struts as high up on the tubes as possible. Lines
should be long enough to clear the nose and/or tail by not less than
fifteen feet, and a qualified person should ride in the pilots seat to
maintain control by use of the brakes.
REPORT: VB-1565
8-5
Before attempting to taxi the airplane, ground personnel

should be instructed and approved by a qualified person authorized
by the owner. Engine starting and shut-down procedures as well as
taxi techniques should be covered. When it is ascertained that the
propeller back blast and taxi areas are clear, power should be
applied to start the taxi roll, and the following checks should be
performed:
(1) Taxi a few feet forward and apply the brakes to determine
their effectiveness.
(2) While taxiing, make slight turns to ascertain the effectiveness of the steering.
(3) Observe wing clearance when taxiing near buildings or other
stationary objects. If possible, station an observer outside the
airplane.
REPORT: VB-1565
8-5
SECTION 8

(4) When taxiing over uneven ground, avoid holes and ruts.
(5) Do not operate the engine at high RPM when running up or
taxiing over ground containing loose stones, gravel, or any
loose material that may cause damage to the propeller
blades.
(c) Parking
SECTION 8

(4) When taxiing over uneven ground, avoid holes and ruts.
(5) Do not operate the engine at high RPM when running up or
taxiing over ground containing loose stones, gravel, or any
loose material that may cause damage to the propeller
blades.
(c) Parking
When parking the airplane, be sure that it is sufficiently protected from adverse weather conditions and that it presents no
danger to other aircraft. When parking the airplane for any length
of time or overnight, it is suggested that it be moored securely.
(1) To park the airplane, head it into the wind if possible.
(2) Set the parking brake by pulling back on the brake lever
and depressing the knob on the handle. To release the
parking brake, pull back on the handle until the catch
disengages; then allow the handle to swing forward.
When parking the airplane, be sure that it is sufficiently protected from adverse weather conditions and that it presents no
danger to other aircraft. When parking the airplane for any length
of time or overnight, it is suggested that it be moored securely.
(1) To park the airplane, head it into the wind if possible.
(2) Set the parking brake by pulling back on the brake lever
and depressing the knob on the handle. To release the
parking brake, pull back on the handle until the catch
disengages; then allow the handle to swing forward.
CAUTION
CAUTION
Care should be taken when setting brakes that

are overheated or during cold weather when
accumulated moisture may freeze a brake.
Care should be taken when setting brakes that

are overheated or during cold weather when
accumulated moisture may freeze a brake.
(3) Aileron and stabilator controls should be secured with the

front seat belt and chocks used to properly block the
wheels.
(d) Mooring
(d) Mooring
The airplane should be moored for immovability, security and

protection. The following procedures should be used for the proper
mooring of the airplane:
(1) Head the airplane into the wind if possible.
(2) Retract the flaps.
(3) Immobilize the ailerons and stabilator by looping the seat
belt through the control wheel and pulling it snug.
(4) Block the wheels.
REPORT: VB-1565
8-6
(3) Aileron and stabilator controls should be secured with the

front seat belt and chocks used to properly block the
wheels.
The airplane should be moored for immovability, security and

protection. The following procedures should be used for the proper
mooring of the airplane:
(1) Head the airplane into the wind if possible.
(2) Retract the flaps.
(3) Immobilize the ailerons and stabilator by looping the seat
belt through the control wheel and pulling it snug.
(4) Block the wheels.
REPORT: VB-1565
8-6

SECTION 8
(5) Secure tie-down ropes to the wing tie-down rings and to the
tail skid 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.

SECTION 8
(5) Secure tie-down ropes to the wing tie-down rings and to the
tail skid 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.
CAUTION
CAUTION
Use bowline knots, square knots or locked slip

knots. Do not use plain slip knots.
Use bowline knots, square knots or locked slip

knots. Do not use plain slip knots.
NOTE
NOTE
Additional preparations for high winds include

using tie-down ropes from the landing gear forks
and securing the rudder.
Additional preparations for high winds include

using tie-down ropes from the landing gear forks
and securing the rudder.
(6) Install a pitot head cover if available. Be sure to remove the

pitot head cover before flight.
(7) Cabin and baggage doors should be locked when the
airplane is unattended.
(6) Install a pitot head cover if available. Be sure to remove the

pitot head cover before flight.
(7) Cabin and baggage doors should be locked when the
airplane is unattended.
8.11 ENGINE AIR FILTER
8.11 ENGINE AIR FILTER
The wet-type polyurethane foam air filter must be inspected at least once
every fifty hours. Under extremely adverse operating conditions, it may be
necessary to inspect the filter more frequently. The filter is disposable and
inexpensive and a spare should be kept on hand for a rapid replacement.
The wet-type polyurethane foam air filter must be inspected at least once
every fifty hours. Under extremely adverse operating conditions, it may be
necessary to inspect the filter more frequently. The filter is disposable and
inexpensive and a spare should be kept on hand for a rapid replacement.
(a) Removal Of Engine Air Filter
(a) Removal Of Engine Air Filter
The filter is located in the lower right front of the engine

compartment and may be removed by the following procedure:
(1) Open the right side of the engine cowling.
(2) Loosen each of the four quarter-turn fasteners securing the
air filter cover.
(3) Separate the cover and remove the filter.
(4) Inspect the filter. If it is excessively dirty or shows any
damage, replace it immediately.
REPORT: VB-1565
8-7
The filter is located in the lower right front of the engine

compartment and may be removed by the following procedure:
(1) Open the right side of the engine cowling.
(2) Loosen each of the four quarter-turn fasteners securing the
air filter cover.
(3) Separate the cover and remove the filter.
(4) Inspect the filter. If it is excessively dirty or shows any
damage, replace it immediately.
REPORT: VB-1565
8-7
SECTION 8

SECTION 8

(b) Cleaning Engine Air Filter
(b) Cleaning Engine Air Filter

The induction air filter must be cleaned at least once every 50
hours, and more often, even daily, when operating in dusty conditions. Extra filters are inexpensive, and a spare should be kept on
hand for use as a rapid replacement.
The induction air filter must be cleaned at least once every 50

hours, and more often, even daily, when operating in dusty conditions. Extra filters are inexpensive, and a spare should be kept on hand
for use as a rapid replacement.
To clean the filter:

(1) Tap the filter gently to remove dirt particles, being careful
not to damage the filter. DO NOT wash the filter in any
liquid. DO NOT attempt to blow out dirt with compressed
air.
(2) If the filter is excessively dirty or shows any damage, replace it immediately.
(3) Wipe the filter housing with a clean cloth soaked in unleaded
gasoline. When the filter housing is clean and dry, install the
filter.
(c) Installation Of Engine Air Filter
To clean the filter:

(1) Tap the filter gently to remove dirt particles, being careful
not to damage the filter. DO NOT wash the filter in any
liquid. DO NOT attempt to blow out dirt with compressed
air.
(2) If the filter is excessively dirty or shows any damage, replace it immediately.
(3) Wipe the filter housing with a clean cloth soaked in unleaded
gasoline. When the filter housing is clean and dry, install the
filter.
(c) Installation Of Engine Air Filter
When replacing the filter, install the filter in the reverse order of
removal.
When replacing the filter, install the filter in the reverse order of
removal.
8.13 BRAKE SERVICE
8.13 BRAKE SERVICE
The brake system is filled with MIL-H-5606 (petroleum base) hydraulic

brake fluid. The fluid level should be checked periodically or at every 50hour inspection and replenished when necessary. The brake reservoir is
located on the fire wall in the engine compartment. If the entire system must
be refilled, fill with fluid under pressure from the brake end of the system.
This will eliminate air from the system.
The brake system is filled with MIL-H-5606 (petroleum base) hydraulic

brake fluid. The fluid level should be checked periodically or at every 50hour inspection and replenished when necessary. The brake reservoir is
located on the fire wall in the engine compartment. If the entire system must
be refilled, fill with fluid under pressure from the brake end of the system.
This will eliminate air from the system.
No adjustment of the brake clearances is necessary. If after extended

service brake blocks become excessively worn, they should be replaced with
new segments.
No adjustment of the brake clearances is necessary. If after extended

service brake blocks become excessively worn, they should be replaced with
new segments.
REPORT: VB-1565
8-8
REPORT: VB-1565
8-8

SECTION 8

SECTION 8
8.15 LANDING GEAR SERVICE
8.15 LANDING GEAR SERVICE
The main landing gears use 6.00 x 6 wheels and the nose gear carries a
5.00 x 5 wheel. All three tires are four-ply rating, type III tires with tubes.
(Refer to paragraph 8.23).
The main landing gears use 6.00 x 6 wheels and the nose gear carries a
5.00 x 5 wheel. All three tires are four-ply rating, type III tires with tubes.
(Refer to paragraph 8.23).
Wheels are removed by taking off the hub cap, cotter pin, axle nut, and
the two bolts holding the brake segment in place. Mark tire and wheel for
reinstallation; then dismount by deflating the tire, removing the three
through-bolts from the wheel and separating the wheel halves.
Wheels are removed by taking off the hub cap, cotter pin, axle nut, and
the two bolts holding the brake segment in place. Mark tire and wheel for
reinstallation; then dismount by deflating the tire, removing the three
through-bolts from the wheel and separating the wheel halves.
Landing gear oleos should be serviced according to the instructions on

the units. The main oleos should be extended under normal static load until
4.50 .25 inches of oleo piston tube is exposed, and the nose gear should
show 3.25 .25 inches. Should the strut exposure be below that required, it
should be determined whether air or oil is required by first raising the airplane on jacks. Depress the valve core to allow air to escape from the strut
housing chamber. Remove the filler plug and slowly raise the strut to full
compression. If the strut has sufficient fluid, it will be visible up to the
bottom of the filler plug hole and will then require only proper inflation.
Landing gear oleos should be serviced according to the instructions on

the units. The main oleos should be extended under normal static load until
4.50 .25 inches of oleo piston tube is exposed, and the nose gear should
show 3.25 .25 inches. Should the strut exposure be below that required, it
should be determined whether air or oil is required by first raising the airplane on jacks. Depress the valve core to allow air to escape from the strut
housing chamber. Remove the filler plug and slowly raise the strut to full
compression. If the strut has sufficient fluid, it will be visible up to the
bottom of the filler plug hole and will then require only proper inflation.
Should hydraulic fluid be below the bottom of the filler plug hole, fluid
should be added. Replace the plug with valve core removed; attach a clear
plastic hose to the valve stem of the filler plug and submerge the other end in
a container of hydraulic fluid. Fully compress and extend the strut several
times, thus drawing fluid from the container and expelling air from the strut
chamber. To allow fluid to enter the bottom chamber of the main gear strut
housing, the torque link assembly must be disconnected to let the strut be
extended a minimum of 10 inches (the nose gear torque links need not be
disconnected). Do not allow the strut to extend more than 12 inches. When
air bubbles cease to flow through the hose, compress the strut fully and again
check fluid level. Reinstall the valve core and filler plug, and the main gear
torque links, if disconnected.
Should hydraulic fluid be below the bottom of the filler plug hole, fluid
should be added. Replace the plug with valve core removed; attach a clear
plastic hose to the valve stem of the filler plug and submerge the other end in
a container of hydraulic fluid. Fully compress and extend the strut several
times, thus drawing fluid from the container and expelling air from the strut
chamber. To allow fluid to enter the bottom chamber of the main gear strut
housing, the torque link assembly must be disconnected to let the strut be
extended a minimum of 10 inches (the nose gear torque links need not be
disconnected). Do not allow the strut to extend more than 12 inches. When
air bubbles cease to flow through the hose, compress the strut fully and again
check fluid level. Reinstall the valve core and filler plug, and the main gear
torque links, if disconnected.
With fluid in the strut housing at the correct level, attach a strut pump to
the air valve and with the airplane on the ground, inflate the oleo strut to the
correct height.
With fluid in the strut housing at the correct level, attach a strut pump to
the air valve and with the airplane on the ground, inflate the oleo strut to the
correct height.
REPORT: VB-1565
8-9
REPORT: VB-1565
8-9
SECTION 8

SECTION 8
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11 .
12.
13.
14.
BRAKE SYSTEM
Figure 8-1
REPORT: VB-1565
8-10

BRAKE RESERVOIR
RIGHT BRAKE AND RUDDER PEDAL
LEFT BRAKE AND RUDDER PEDAL
RIGHT BRAKE CYLINDER
LEFT BRAKE CYLINDER
BRAKE HANDLE
HANDLE RELEASE BUTTON
LINE, INLET
CLEVIS PIN
MASTER CYLINDER ASSEMBL Y
BOLT ASSEMBLY
TORQUE TUBE
COPILOrS RIGHT BRAKE AND RUDDER PEDAL
COPILOrS LEFT BRAKE AND RUDDER PEDAL
BRAKE SYSTEM
Figure 8-1
REPORT: VB-1565
8-10

SECTION 8

SECTION 8
In jacking the aircraft for landing gear or other service, two hydraulic jacks
and a tail stand should be used. At least 250 pounds of ballast should be placed
on the base of the tail stand before the airplane is jacked up. The hydraulic
jacks should be placed under the jack points on the bottom of the wing and the
airplane jacked up until the tail skid is at the right height to attach the tail
stand. After the tail stand is attached and the ballast added, jacking may be
continued until the airplane is at the height desired.
In jacking the aircraft for landing gear or other service, two hydraulic jacks
and a tail stand should be used. At least 250 pounds of ballast should be placed
on the base of the tail stand before the airplane is jacked up. The hydraulic
jacks should be placed under the jack points on the bottom of the wing and the
airplane jacked up until the tail skid is at the right height to attach the tail
stand. After the tail stand is attached and the ballast added, jacking may be
continued until the airplane is at the height desired.
8.17 PROPELLER SERVICE
8.17 PROPELLER SERVICE
The spinner and backing plate should be frequently cleaned and

inspected for cracks. Before each flight the propeller should be inspected for
nicks, scratches, and corrosion. If found, they should be repaired as soon as
possible by a rated mechanic, since a nick or scratch causes an area of
increased stress which can lead to serious cracks or the loss of a propeller tip.
The back face of the blades should be painted when necessary with flat black
paint to retard glare. To prevent corrosion, the surface should be cleaned
and waxed periodically.
The spinner and backing plate should be frequently cleaned and

inspected for cracks. Before each flight the propeller should be inspected for
nicks, scratches, and corrosion. If found, they should be repaired as soon as
possible by a rated mechanic, since a nick or scratch causes an area of
increased stress which can lead to serious cracks or the loss of a propeller tip.
The back face of the blades should be painted when necessary with flat black
paint to retard glare. To prevent corrosion, the surface should be cleaned
and waxed periodically.
REPORT: VB-1565
8-11
REPORT: VB-1565
8-11
SECTION 8

SECTION 8

8.19 OIL REQUIREMENTS
8.19 OIL REQUIREMENTS
The oil capacity of the engine is 8 quarts, and the minimum safe quantity
is 2 quarts. It is recommended that the oil be drained and renewed every 50
hours and sooner under unfavorable operating conditions. Full flow cartridge
type oil filters should be replaced each 50 hours of operation. The interval
between oil and oil filter change is not to exceed four (4) months. The
following grades are recommended for the specified temperatures:
The oil capacity of the engine is 8 quarts, and the minimum safe quantity
is 2 quarts. It is recommended that the oil be drained and renewed every 50
hours and sooner under unfavorable operating conditions. Full flow cartridge
type oil filters should be replaced each 50 hours of operation. The interval
between oil and oil filter change is not to exceed four (4) months. The
following grades are recommended for the specified temperatures:
Average Ambient
Temperature
MIL-L-6082B
SAE Grade
MIL-L-22851
Ashless Dispersant
SAE Grades
Average Ambient
Temperature
MIL-L-6082B
SAE Grade
MIL-L-22851
Ashless Dispersant
SAE Grades
All Temperatures
Above 80F
Above 60F
30F to 90F
0F to 70F
Below 10F
-60
50
40
30
20
15W-50 or 20W-50
60
40 or 50
40
30, 40 or 20W-40
30 or 20W-30
All Temperatures
Above 80F
Above 60F
30F to 90F
0F to 70F
Below 10F
-60
50
40
30
20
15W-50 or 20W-50
60
40 or 50
40
30, 40 or 20W-40
30 or 20W-30
When operating temperatures overlap indicated ranges, use the lighter

grade oil.
When operating temperatures overlap indicated ranges, use the lighter

grade oil.
NOTE
NOTE
Refer to the latest issue of Lycoming Service

Instruction 1014 (Lubricating Oil Recommendations) for further information.
Refer to the latest issue of Lycoming Service

Instruction 1014 (Lubricating Oil Recommendations) for further information.
8.21 FUEL SYSTEM
8.21 FUEL SYSTEM
(a) Servicing Fuel System
(a) Servicing Fuel System
At every 50-hour inspection, the fuel screens in the strainer, in the

electric fuel pump, and at the carburetor inlet must be cleaned.
(b) Fuel Requirements (AVGAS ONLY)
At every 50-hour inspection, the fuel screens in the strainer, in the

electric fuel pump, and at the carburetor inlet must be cleaned.
(b) Fuel Requirements (AVGAS ONLY)
The minimum aviation grade fuel for the PA-28-161 is 100.

Since the use of lower grades can cause serious engine damage in a
short period of time, the engine warranty is invalidated by the use of
lower octanes.
Whenever 100 or 100LL grade fuel is not available, commercial
grade 100/130 should be used. (See Fuel Grade Comparison Chart).
Refer to the latest issue of Lycoming Service Instruction No. 1070
for additional information.
The minimum aviation grade fuel for the PA-28-161 is 100.

Since the use of lower grades can cause serious engine damage in a
short period of time, the engine warranty is invalidated by the use of
lower octanes.
Whenever 100 or 100LL grade fuel is not available, commercial
grade 100/130 should be used. (See Fuel Grade Comparison Chart).
Refer to the latest issue of Lycoming Service Instruction No. 1070
for additional information.
REPORT: VB-1565
8-12
REPORT: VB-1565
8-12

SECTION 8

SECTION 8
A summary of the current grades as well as the previous fuel designations is shown in the following chart:
A summary of the current grades as well as the previous fuel designations is shown in the following chart:
FUEL GRADE COMPARISON CHART
FUEL GRADE COMPARISON CHART
Previous Commercial
Fuel Grades (ASTM-D910)
Current Commercial
Fuel Grades (ASTM-D910-75)
Current Military
Fuel Grades (MIL-G-5572F)
Previous Commercial
Fuel Grades (ASTM-D910)
Current Commercial
Fuel Grades (ASTM-D910-75)
Current Military
Fuel Grades (MIL-G-5572F)
Grade
Max. TEL
Color ml/U.S. gal
Grade
Max. TEL
Color ml/U.S. gal
Grade
Max. TEL
Color ml/U.S. gal
Grade
Max. TEL
Color ml/U.S. gal
Grade
Max. TEL
Color ml/U.S. gal
Grade
Max. TEL
Color ml/U.S. gal
80/87
91/96
100/130
115/145
red
blue
green
purple
80
*100LL
100
none
red
blue
green
none
80/87
none
100/130
115/145
red
none
blue
purple
80/87
91/96
100/130
115/145
red
blue
green
purple
80
*100LL
100
none
red
blue
green
none
80/87
none
100/130
115/145
red
none
blue
purple
0.5
2.0
3.0
4.6
0.5
2.0
**3.0
none
0.5
none
2.0
4.6
0.5
2.0
3.0
4.6
0.5
2.0
**3.0
none
0.5
none
2.0
4.6
* -Grade 100LL fuel in some overseas countries is currently colored green and designated as 100L.
** -Commercial fuel grade 100 and grade 100/130 having TEL content of up to 4 ml/U.S. gallon
are approved for use in all engines certificated for use with grade 100/130 fuel.
* -Grade 100LL fuel in some overseas countries is currently colored green and designated as 100L.
** -Commercial fuel grade 100 and grade 100/130 having TEL content of up to 4 ml/U.S. gallon
are approved for use in all engines certificated for use with grade 100/130 fuel.
The operation of the aircraft is approved with an anti-icing additive in

the fuel. When anti-icing additive is used, it must meet the specification
MIL-I-27686, must be uniformly blended with the fuel while refueling, must
not exceed .15% by volume of the refueled quantity, and to ensure its
effectiveness should be blended at not less than .10% by volume. One and
one half liquid ozs. per ten gallons of fuel would fall within this range. A
blender supplied by the additive manufacturer should be used. Except for
the information contained in this section, the manufacturers mixing or
blending instructions should be carefully followed.
The operation of the aircraft is approved with an anti-icing additive in

the fuel. When anti-icing additive is used, it must meet the specification
MIL-I-27686, must be uniformly blended with the fuel while refueling, must
not exceed .15% by volume of the refueled quantity, and to ensure its
effectiveness should be blended at not less than .10% by volume. One and
one half liquid ozs. per ten gallons of fuel would fall within this range. A
blender supplied by the additive manufacturer should be used. Except for
the information contained in this section, the manufacturers mixing or
blending instructions should be carefully followed.
CAUTIONS
CAUTIONS
Assure that the additive is directed into the

flowing fuel stream. The additive flow should
start after and stop before the fuel flow. Do not
permit the concentrated additive to come in
contact with the aircraft painted surfaces or the
interior surfaces of the tanks.
Some fuels have anti-icing additives pre- blended
in the fuel at the refinery, so no further blending
should be performed.
Fuel additive cannot be used as a substitute for
preflight draining of the fuel system drains.
Assure that the additive is directed into the

flowing fuel stream. The additive flow should
start after and stop before the fuel flow. Do not
permit the concentrated additive to come in
contact with the aircraft painted surfaces or the
interior surfaces of the tanks.
Some fuels have anti-icing additives pre- blended
in the fuel at the refinery, so no further blending
should be performed.
Fuel additive cannot be used as a substitute for
preflight draining of the fuel system drains.
REPORT: VB-1565
8-13
REPORT: VB-1565
8-13
SECTION 8

SECTION 8
FUEL DRAIN
Figure 8-3
FUEL DRAIN
Figure 8-3
(c) Filling Fuel Tanks
(c) Filling Fuel Tanks
Observe all required precautions for handling gasoline. Fill the

fuel tanks through the filler located on the forward slope of the wing.
Each wing holds a maximum of 25 U.S. Gallons. When using less
than the standard 50 gallon capacity, fuel should be distributed
equally between each tank. There is approximately 17 gallons in the
fuel tank when fuel level is even with bottom of filler neck indicator.
(d) Draining Fuel Strainer, Sumps and Lines
Observe all required precautions for handling gasoline. Fill the

fuel tanks through the filler located on the forward slope of the wing.
Each wing holds a maximum of 25 U.S. Gallons. When using less
than the standard 50 gallon capacity, fuel should be distributed
equally between each tank. There is approximately 17 gallons in the
fuel tank when fuel level is even with bottom of filler neck indicator.
(d) Draining Fuel Strainer, Sumps and Lines
The fuel tank sumps and strainer should be drained daily prior
to the first flight and after refueling to avoid the accumulation of
contaminants such as water or sediment and for proper fuel.
REPORT: VB-1565
8-14

The fuel tank sumps and strainer should be drained daily prior
to the first flight and after refueling to avoid the accumulation of
contaminants such as water or sediment and for proper fuel.
REPORT: VB-1565
8-14

SECTION 8
Each fuel tank is equipped with an individual quick drain located at

the lower inboard rear corner of the tank. The fuel strainer is
equipped with a quick drain located on the front lower corner of the
fire wall. Each of the fuel tank sumps should be drained first. Then
the fuel strainer should be drained twice, once with the fuel selector
valve on each tank. Each time fuel is drained, sufficient fuel should
be allowed to flow to ensure removal of contaminants. This fuel
should be collected in a suitable container, examined for
contaminants, proper fuel and then discarded.

SECTION 8
Each fuel tank is equipped with an individual quick drain located at

the lower inboard rear corner of the tank. The fuel strainer is
equipped with a quick drain located on the front lower corner of the
fire wall. Each of the fuel tank sumps should be drained first. Then
the fuel strainer should be drained twice, once with the fuel selector
valve on each tank. Each time fuel is drained, sufficient fuel should
be allowed to flow to ensure removal of contaminants. This fuel
should be collected in a suitable container, examined for
contaminants, proper fuel and then discarded.
CAUTIONS
CAUTIONS

be taken to ensure that no fire hazard exists
before starting the engine.

be taken to ensure that no fire hazard exists
before starting the engine.
After draining, each quick drain should be

checked to make sure it has closed completely
and is not leaking.
After draining, each quick drain should be

checked to make sure it has closed completely
and is not leaking.
(e) Draining Fuel System
(e) Draining Fuel System
The bulk of the fuel may be drained from the system by opening
valve at the inboard end of each fuel tank. 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.
The bulk of the fuel may be drained from the system by opening
valve at the inboard end of each fuel tank. 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.
8.23 TIRE INFLATION
8.23 TIRE INFLATION
For maximum service from the tires, keep them inflated to the proper
pressures - 30 psi for the nose gear and 24 psi for the main gear. All wheels and
tires are balanced before original installation, and the relationship of tire, tube
and wheel should be maintained upon reinstallation. Unbalanced wheels can
cause extreme vibration in the landing gear; therefore, in the installation of new
components, it may be necessary to rebalance the wheels with the tires
mounted. When checking tire pressure, examine the tires for wear, cuts,
bruises, and slippage.
For maximum service from the tires, keep them inflated to the proper
pressures - 30 psi for the nose gear and 24 psi for the main gear. All wheels and
tires are balanced before original installation, and the relationship of tire, tube
and wheel should be maintained upon reinstallation. Unbalanced wheels can
cause extreme vibration in the landing gear; therefore, in the installation of new
components, it may be necessary to rebalance the wheels with the tires
mounted. When checking tire pressure, examine the tires for wear, cuts,
bruises, and slippage.
REPORT: VB-1565
8-15
REPORT: VB-1565
8-15
SECTION 8

SECTION 8

8.25 BATTERY SERVICE
8.25 BATTERY SERVICE
Access to the 24-volt battery is obtained by raising upper right cowl

which provides access to the battery box, which is mounted on the forward
right face of the fire wall. The sealed battery box has a leak proof vent system
with a vent tube which vents gases and acid fumes from the battery manifold.
Access to the 24-volt battery is obtained by raising upper right cowl

which provides access to the battery box, which is mounted on the forward
right face of the fire wall. The sealed battery box has a leak proof vent system
with a vent tube which vents gases and acid fumes from the battery manifold.
The battery should be checked for proper fluid level. DO NOT fill the
battery above the baffle plates. DO NOT fill the battery with acid - use only
water. A hydrometer check will determine the percent of charge in the
battery.
The battery should be checked for proper fluid level. DO NOT fill the
battery above the baffle plates. DO NOT fill the battery with acid - use only
water. A hydrometer check will determine the percent of charge in the
battery.
If the battery is not up to charge, recharge starting at a 4 amp rate and

finishing with a 2 amp rate. Quick charges are not recommended.
If the battery is not up to charge, recharge starting at a 4 amp rate and

finishing with a 2 amp rate. Quick charges are not recommended.
8.27 CLEANING
8.27 CLEANING
(a) Cleaning Engine Compartment
(a) Cleaning Engine Compartment
Before cleaning the engine compartment, place a strip of tape

on the magneto vents to prevent any solvent from entering these
units.
Before cleaning the engine compartment, place a strip of tape

on the magneto vents to prevent any solvent from entering these
units.
(1) 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 especially heavy dirt and grease
deposits, it may be necessary to brush areas that were
sprayed.
(1) 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 especially heavy dirt and grease
deposits, it may be necessary to brush areas that were
sprayed.
CAUTION
CAUTION
Do not spray solvent into the alternator,

vacuum pump, starter, or air intakes.
Do not spray solvent into the alternator,

vacuum pump, starter, or air intakes.
(3) Allow the solvent to remain on the engine from five to ten
minutes. Then rinse the engine clean with additional
solvent and allow it to dry.
(3) Allow the solvent to remain on the engine from five to ten
minutes. Then rinse the engine clean with additional
solvent and allow it to dry.
CAUTION
CAUTION
Do not operate the engine until excess solvent

has evaporated or otherwise been removed.
Do not operate the engine until excess solvent

has evaporated or otherwise been removed.
REPORT: VB-1565
8-16
REPORT: VB-1565
8-16

SECTION 8

SECTION 8
(4) Remove the protective tape from the magnetos.

(5) Lubricate the controls, bearing surfaces, etc., in accordance
with the Lubrication Chart in the PA-28-161 Service
Manual.
(b) Cleaning Landing Gear
(4) Remove the protective tape from the magnetos.

(5) Lubricate the controls, bearing surfaces, etc., in accordance
with the Lubrication Chart in the PA-28-161 Service
Manual.
(b) Cleaning Landing Gear
Before cleaning the landing gear, place a plastic cover 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, it may 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 in the PA-28-161 Service Manual.
Before cleaning the landing gear, place a plastic cover 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, it may 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 in the PA-28-161 Service Manual.
(c) Cleaning Exterior Surfaces
(c) Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water.

Harsh abrasives or alkaline soaps or detergents could make scratches
on painted or plastic surfaces or could cause corrosion of metal.
Cover areas where cleaning solution could cause damage. To wash
the airplane, use the following procedure:
(1) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or a soft
bristle brush.
(3) To remove exhaust stains, allow the solution to remain on
the surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened
with naphtha.
(5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted
surfaces. Soft cleaning cloths or a chamois should be used
to prevent scratches when cleaning or polishing. A heavier
coating of wax on the leading surfaces will reduce the
abrasion problems in these areas.
REPORT: VB-1565
8-17
The airplane should be washed with a mild soap and water.

Harsh abrasives or alkaline soaps or detergents could make scratches
on painted or plastic surfaces or could cause corrosion of metal.
Cover areas where cleaning solution could cause damage. To wash
the airplane, use the following procedure:
(1) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or a soft
bristle brush.
(3) To remove exhaust stains, allow the solution to remain on
the surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened
with naphtha.
(5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted
surfaces. Soft cleaning cloths or a chamois should be used
to prevent scratches when cleaning or polishing. A heavier
coating of wax on the leading surfaces will reduce the
abrasion problems in these areas.
REPORT: VB-1565
8-17
SECTION 8

(d) Cleaning Windshield and Windows
SECTION 8

(d) Cleaning Windshield and Windows
(1) Remove dirt, mud and other loose particles from exterior
surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft
plastic cleaner. Use a soft cloth or sponge in a straight back
and forth motion. Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with
kerosene.
(1) Remove dirt, mud and other loose particles from exterior
surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft
plastic cleaner. Use a soft cloth or sponge in a straight back
and forth motion. Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with
kerosene.
CAUTION
CAUTION
Do not use gasoline, alcohol, benzene, carbon

tetrachloride, thinner, acetone, or window
cleaning sprays.
Do not use gasoline, alcohol, benzene, carbon

tetrachloride, thinner, acetone, or window
cleaning sprays.
(4) After cleaning plastic surfaces, apply a thin coat of hard

polishing wax. Rub lightly with a soft cloth. Do not use a
circular motion.
(5) A severe scratch or mar in plastic can be removed by
rubbing out the scratch with jewelers rouge. Smooth both
sides and apply wax.
(e) Cleaning Headliner, Side Panels and Seats
(4) After cleaning plastic surfaces, apply a thin coat of hard

polishing wax. Rub lightly with a soft cloth. Do not use a
circular motion.
(5) A severe scratch or mar in plastic can be removed by
rubbing out the scratch with jewelers rouge. Smooth both
sides and apply wax.
(e) Cleaning Headliner, Side Panels and Seats
(1) Clean headliner, side panels, and seats with a stiff bristle
brush, and vacuum where necessary.
(2) Soiled upholstery, except leather, may be cleaned with a
good upholstery cleaner suitable for the material. Carefully
follow the manufacturers instructions. Avoid soaking or
harsh rubbing.
(1) Clean headliner, side panels, and seats with a stiff bristle
brush, and vacuum where necessary.
(2) Soiled upholstery, except leather, may be cleaned with a
good upholstery cleaner suitable for the material. Carefully
follow the manufacturers instructions. Avoid soaking or
harsh rubbing.
CAUTION
CAUTION
Solvent cleaners require adequate ventilation.

(3) Leather should be cleaned with saddle soap or a mild hand
soap and water.
(f) Cleaning Carpets
(3) Leather should be cleaned with saddle soap or a mild hand

soap and water.
(f) Cleaning Carpets
To clean carpets, first remove loose dirt with a whisk broom or

vacuum. For soiled spots and stubborn stains use a noninflammable
dry cleaning fluid. Floor carpets may be removed and cleaned like
any household carpet.
REPORT: VB-1565
8-18
Solvent cleaners require adequate ventilation.
To clean carpets, first remove loose dirt with a whisk broom or

vacuum. For soiled spots and stubborn stains use a noninflammable
dry cleaning fluid. Floor carpets may be removed and cleaned like
any household carpet.
REPORT: VB-1565
8-18

SECTION 8

SECTION 8
8.29 COLD WEATHER OPERATION
8.29 COLD WEATHER OPERATION
For cold weather operation a winterization plate is installed on the inlet

opening of the oil cooler. This plate should be installed whenever the
ambient temperature reaches 50 F or less. The plate should be removed and
stored in the cockpit when the ambient temperature exceeds 50 F.
For cold weather operation a winterization plate is installed on the inlet

opening of the oil cooler. This plate should be installed whenever the
ambient temperature reaches 50 F or less. The plate should be removed and
stored in the cockpit when the ambient temperature exceeds 50 F.
It is recommended that an optional Engine Breather Tube Winterization

Kit be installed for cold weather operation. This kit is available through your
Piper Dealer/Distributor.
It is recommended that an optional Engine Breather Tube Winterization

Kit be installed for cold weather operation. This kit is available through your
Piper Dealer/Distributor.
REPORT: VB-1565
8-19
REPORT: VB-1565
8-19
SECTION 8

REPORT: VB-1565
8-20
SECTION 8

REPORT: VB-1565
8-20
TABLE OF CONTENTS
TABLE OF CONTENTS
SECTION 9
SECTION 9
SUPPLEMENTS
SUPPLEMENTS
Paragraph
No.
Page
No.
Paragraph
No.
Page
No.
9.1
General .........................................................................................
9-1
9.1
General .........................................................................................
9-1
Auxiliary Vacuum System .............................................(4 pages)
9-3
Auxiliary Vacuum System .............................................(4 pages)
9-3
REPORT: VB-1565
9-i
REPORT: VB-1565
9-i
REPORT: VB-1565
9-ii
REPORT: VB-1565
9-ii

SECTION 9
SUPPLEMENTS

SECTION 9
SECTION 9
SUPPLEMENTS
SUPPLEMENTS
SECTION 9
SUPPLEMENTS
9.1 GENERAL
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
more of the various optional systems and equipment not provided with the
standard airplane.
This section provides information in the form of Supplements which are

necessary for efficient operation of the airplane when equipped with one or
more of the various optional systems and equipment not provided with the
standard airplane.
All of the Supplements provided by this section 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 is installed in the airplane.
All of the Supplements provided by this section 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 is installed in the airplane.
REPORT: VB-1565
9-1
REPORT: VB-1565
9-1
SECTION 9
SUPPLEMENTS

REPORT: VB-1565
9-2
SECTION 9
SUPPLEMENTS

REPORT: VB-1565
9-2

SECTION 9
SUPPLEMENT 1

SECTION 9
SUPPLEMENT 1
PILOT'S OPERATING HANDBOOK

AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
PILOT'S OPERATING HANDBOOK

AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO. 1
FOR
AUXILIARY VACUUM SYSTEM
SUPPLEMENT NO. 1
FOR
AUXILIARY VACUUM SYSTEM
This supplement must be attached to the Pilot's Operating Handbook

and FAA Approved Airplane Flight Manual when the Piper Auxiliary
Vacuum System is installed in accordance with Piper Drawing 87774-2.
The information contained herein supplements or supersedes the Pilot's
Operating Handbook and FAA Approved Airplane Flight Manual only in
those areas listed herein. For limitations, procedures and performance
information not contained in this supplement, consult the Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual.
This supplement must be attached to the Pilot's Operating Handbook

and FAA Approved Airplane Flight Manual when the Piper Auxiliary
Vacuum System is installed in accordance with Piper Drawing 87774-2.
The information contained herein supplements or supersedes the Pilot's
Operating Handbook and FAA Approved Airplane Flight Manual only in
those areas listed herein. For limitations, procedures and performance
information not contained in this supplement, consult the Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual.
FAA APPROVED:
FAA APPROVED:
WILLIAM R. MOREU
D.O.A. NO. SO-1
VERO BEACH, FLORIDA
DATE OF APPROVAL:
WILLIAM R. MOREU
D.O.A. NO. SO-1
VERO BEACH, FLORIDA
DATE OF APPROVAL:
REPORT: VB-1565
9-3
REPORT: VB-1565
9-3
SECTION 9
SUPPLEMENT 1

SECTION 9
SUPPLEMENT 1

SECTION 1 - GENERAL
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the

airplane when the optional Piper Auxiliary Vacuum System is installed. The
information contained within this supplement is to be used in conjunction
with the complete handbook.
This supplement supplies information necessary for the operation of the

airplane when the optional Piper Auxiliary Vacuum System is installed. The
information contained within this supplement is to be used in conjunction with
the complete handbook.
SECTION 2 - LIMITATIONS
SECTION 2 - LIMITATIONS
1.
2.
3.
The auxiliary vacuum system is limited to standby function only.

Take off with the engine driven dry air pump inoperative is not
approved.
Discontinue flight in instrument meteorological conditions (IMC)
if vacuum pressure falls below 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, whichever occurs first.
SECTION 3 - EMERGENCY PROCEDURES
1.
2.
3.
The auxiliary vacuum system is limited to standby function only.

Take off with the engine driven dry air pump inoperative is not
approved.
Discontinue flight in instrument meteorological conditions (IMC)
if vacuum pressure falls below 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, whichever occurs first.
SECTION 3 - EMERGENCY PROCEDURES
LOSS OF VACUUM SUCTION - Vacuum inop (VAC) annunciator

and VAC OFF warning lamp lit
LOSS OF VACUUM SUCTION - Vacuum inop (VAC) annunciator

and VAC OFF warning lamp lit
1.
1.
2.
3.
4.
5.
Vacuum gauge..................................Check to verify inoperative pump.

If vacuum gauge reads below 4.5 inches of mercury:
Auxiliary vacuum switch ..............................................Press AUX ON.
Verify vacuum pressure of 4.8 to 5.2 inches of mercury.
Verify VAC inop annunciator and VAC OFF lights go out.
2.
3.
4.
Vacuum gauge..................................Check to verify inoperative pump.

If vacuum gauge reads below 4.5 inches of mercury:
Auxiliary vacuum switch ..............................................Press AUX ON.
Verify vacuum pressure of 4.8 to 5.2 inches of mercury.
Verify VAC inop annunciator and VAC OFF lights go out.
CAUTION
CAUTION
Compass error may exceed 10 when auxiliary

vacuum system is in operation.
Compass error may exceed 10 when auxiliary

vacuum system is in operation.
Electrical load ............................................................................Monitor

a. Verify alternator capacity is not being exceeded.
b. If required, turn off nonessential electrical equipment.
REPORT: VB-1565
9-4
5.
Electrical load ............................................................................Monitor

a. Verify alternator capacity is not being exceeded.
b. If required, turn off nonessential electrical equipment.
REPORT: VB-1565
9-4

SECTION 9
SUPPLEMENT 1
SECTION 4 - NORMAL PROCEDURES

SECTION 9
SUPPLEMENT 1
SECTION 4 - NORMAL PROCEDURES
A. Preflight Check.
1. Set battery switch on and verify that VAC OFF lamp lights.
A. Preflight Check.
1. Set battery switch on and verify that VAC OFF lamp lights.
NOTE
NOTE
Due to electrical power requirement of the

auxiliary vacuum pump it is suggested that the
engine be operating while making the following
checks.
Due to electrical power requirement of the

auxiliary vacuum pump it is suggested that the
engine be operating while making the following
checks.
2.
Turn on auxiliary vacuum pump on and verify AUX ON

light is illuminated and electrical load is approximately
15 amps on ammeter.
3. Turn off auxiliary vacuum pump and verify AUX ON light
goes out.
B. Inflight Check - Prior to entering instrument flight conditions.
1. Turn off non-essential electrical equipment.
2. Turn on auxiliary vacuum pump and verify AUX ON light
illum i n a t e d a n d e l e c t r i c a l l o a d i s a p p r o x i m a t e l y 1 1
a m p s o n a m m e t e r.
3. Turn off auxiliary vacuum pump and verify AUX ON light goes
out.
2.
Turn on auxiliary vacuum pump on and verify AUX ON

light is illuminated and electrical load is approximately
15 amps on ammeter.
3. Turn off auxiliary vacuum pump and verify AUX ON light
goes out.
B. Inflight Check - Prior to entering instrument flight conditions.
1. Turn off non-essential electrical equipment.
2. Turn on auxiliary vacuum pump and verify AUX ON light
illum i n a t e d a n d e l e c t r i c a l l o a d i s a p p r o x i m a t e l y 1 1
a m p s o n a m m e t e r.
3. Turn off auxiliary vacuum pump and verify AUX ON light goes
out.
NOTE
NOTE
For maximum service life, avoid continuous nonemergency operation of the auxiliary vacuum
pump.
For maximum service life, avoid continuous nonemergency operation of the auxiliary vacuum
pump.
SECTION 5 - PERFORMANCE
SECTION 5 - PERFORMANCE
No change.
No change.
SECTION 6 - WEIGHT & BALANCE
SECTION 6 - WEIGHT & BALANCE
Factory installed optional equipment is included in the licensed weight

and balance data in section 6 of the Pilots Operating Handbook.
Factory installed optional equipment is included in the licensed weight

and balance data in section 6 of the Pilots Operating Handbook.
REPORT: VB-1565
9-5
REPORT: VB-1565
9-5
SECTION 9
SUPPLEMENT 1

SECTION 9
SUPPLEMENT 1

SECTION 7 - DESCRIPTION AND OPERATION
SECTION 7 - DESCRIPTION AND OPERATION
The auxiliary dry air pump system provides an independent back-up

source of pneumatic power to operate the gyro flight instruments in the
event the engine driven air pump fails.
The auxiliary dry air pump system provides an independent back-up

source of pneumatic power to operate the gyro flight instruments in the
event the engine driven air pump fails.
The auxiliary pump is mounted on the forward side of the firewall and
connects to the primary system at a manifold downstream of the vacuum
regulator. Isolation of the primary and auxiliary systems from each other is
accomplished by check valves on each side of the manifold. The primary
system vacuum switch is located on the regulator and senses vacuum
supplied to the gyros.
The auxiliary pump is mounted on the forward side of the firewall and
connects to the primary system at a manifold downstream of the vacuum
regulator. Isolation of the primary and auxiliary systems from each other is
accomplished by check valves on each side of the manifold. The primary
system vacuum switch is located on the regulator and senses vacuum
supplied to the gyros.
A control switch (labeled AUX VAC) for the auxiliary pump system is
located on the right side of the instrument panel near the vacuum suction
gage.
A control switch (labeled AUX VAC) for the auxiliary pump system is
located on the right side of the instrument panel near the vacuum suction
gage.
The switch button incorporates two annunciator light sections labeled

VAC OFF and AUX ON. The VAC OFF section is controlled by a vacuum
switch in the primary pneumatic system and illuminates an amber light
when the engine driven pump is inoperative or when the system vacuum falls
below the switch activation level. The AUX ON section is controlled by a
vacuum switch on the manifold and illuminates a blue light when the
auxiliary pump is operating and creating a vacuum in the system. When the
auxiliary pump is activated at high altitude, or if the system has developed
air leaks, the AUX ON light may fail to illuminate. This indicates that the
system vacuum is still below the AUX ON switch activation level even
though the auxiliary pump is operating. The annunciator lights do not
incorporate a press-to-test feature, if the lights do not illuminate as
expected, check for burned out lamps, replace with MS25237-330 bulbs and
retest the system.
The switch button incorporates two annunciator light sections labeled

VAC OFF and AUX ON. The VAC OFF section is controlled by a vacuum
switch in the primary pneumatic system and illuminates an amber light
when the engine driven pump is inoperative or when the system vacuum falls
below the switch activation level. The AUX ON section is controlled by a
vacuum switch on the manifold and illuminates a blue light when the
auxiliary pump is operating and creating a vacuum in the system. When the
auxiliary pump is activated at high altitude, or if the system has developed
air leaks, the AUX ON light may fail to illuminate. This indicates that the
system vacuum is still below the AUX ON switch activation level even
though the auxiliary pump is operating. The annunciator lights do not
incorporate a press-to-test feature, if the lights do not illuminate as
expected, check for burned out lamps, replace with MS25237-330 bulbs and
retest the system.
System electrical protection is provided by a 20 amp circuit breaker in

the pump motor circuit and a 5 amp circuit breaker in the annunciator light
circuit. The breakers are mounted on the circuit breaker panel.
System electrical protection is provided by a 20 amp circuit breaker in

the pump motor circuit and a 5 amp circuit breaker in the annunciator light
circuit. The breakers are mounted on the circuit breaker panel.
REPORT: VB-1565
9-6
REPORT: VB-1565
9-6

SECTION 9
SUPPLEMENT 1
REPORT: VB-1565
9-7
3
-10

PRIMARY SYSTEM
17777 7777A AUXILIARY SYSTEM
ENGINE DRIVEN DRY AIR PUMP

MANIFOLD & CHECK VALVE ASSY.
AUX. ELECTRICALLY DRIVEN DRY AIR PUMP
PRESSURE SENSING SWITCH
SYSTEM REGULATOR & PRESS. SENSING SWITCH
VACUUM (SUCTION) GAUGE
7.
8.
9.
10.
11.
ATTITUDE GYRO
DIRECTIONAL GYRO
FILTER
OVERBOARD VENT
FIREWALL
SECTION 9
SUPPLEMENT 1
REPORT: VB-1565
9-7
1.
2.
3.
4.
5.
6.
SECTION 9
SUPPLEMENT 1

REPORT: VB-1565
9-8
SECTION 9
SUPPLEMENT 1

REPORT: VB-1565
9-8
TABLE OF CONTENTS
TABLE OF CONTENTS
SECTION 10
SECTION 10
OPERATING TIPS
OPERATING TIPS
Paragraph
No.
Page
No.
10.1 General .........................................................................................

10.3 Operating Tips ..............................................................................
10-1
10-1
REPORT: VB-1565
10-i
Paragraph
No.
Page
No.
10.1 General .........................................................................................

10.3 Operating Tips ..............................................................................
10-1
10-1
REPORT: VB-1565
10-i
REPORT: VB-1565
10-ii
REPORT: VB-1565
10-ii

SECTION 10
OPERATING TIPS

SECTION 10
SECTION 10
OPERATING TIPS
OPERATING TIPS
SECTION 10
OPERATING TIPS
10.1 GENERAL
10.1 GENERAL
This section provides operating tips of particular value in the operation

of the WARRIOR III.
This section provides operating tips of particular value in the operation

of the WARRIOR III.
10.3 OPERATING TIPS
10.3 OPERATING TIPS
(a) Learn to trim for takeoff so that only a very light back pressure on the
control wheel is required to lift the airplane off the ground.
(a) Learn to trim for takeoff so that only a very light back pressure on the
control wheel is required to lift the airplane off the ground.
(b) The best speed for takeoff is about 55 KIAS under normal conditions.
Trying to pull the airplane off the ground at too low an airspeed
decreases the controllability of the airplane in the event of engine
failure.
(b) The best speed for takeoff is about 55 KIAS under normal conditions.
Trying to pull the airplane off the ground at too low an airspeed
decreases the controllability of the airplane in the event of engine
failure.
(c) Flaps may be lowered at airspeeds up to 103 KIAS. To reduce flap

operating loads, it is desirable to have the airplane at a slower speed
before extending the flaps. The flap step will not support weight if
the flaps are in any extended position. The flaps must be placed in the
"UP" position before they will lock and support weight on the step.
(c) Flaps may be lowered at airspeeds up to 103 KIAS. To reduce flap

operating loads, it is desirable to have the airplane at a slower speed
before extending the flaps. The flap step will not support weight if
the flaps are in any extended position. The flaps must be placed in the
"UP" position before they will lock and support weight on the step.
(d) Before attempting to reset any circuit breaker, allow a two to five
minute cooling off period.
(d) Before attempting to reset any circuit breaker, allow a two to five
minute cooling off period.
(e) Before starting the engine, check that all radio switches, light switches
and the pitot heat switch are in the off position so as not to create an
overloaded condition when the starter is engaged.
(e) Before starting the engine, check that all radio switches, light switches
and the pitot heat switch are in the off position so as not to create an
overloaded condition when the starter is engaged.
(f) Anti-collision lights should not be operating when flying through

cloud, fog or haze, since the reflected light can produce spatial
disorientation. Strobe lights should not be used in close proximity
to the ground such as during taxiing, takeoff or landing.
(f) Anti-collision lights should not be operating when flying through

cloud, fog or haze, since the reflected light can produce spatial
disorientation. Strobe lights should not be used in close proximity
to the ground such as during taxiing, takeoff or landing.
REPORT: VB-1565
10-1
REPORT: VB-1565
10-1
SECTION 10
OPERATING TIPS

SECTION 10
OPERATING TIPS

(g) The rudder pedals are suspended from a torque tube which extends
across the fuselage. The pilot should become familiar with the
proper positioning of his feet on the rudder pedals so as to avoid
interference with the torque tube when moving the rudder pedals or
operating the toe brakes.
(g) The rudder pedals are suspended from a torque tube which extends
across the fuselage. The pilot should become familiar with the
proper positioning of his feet on the rudder pedals so as to avoid
interference with the torque tube when moving the rudder pedals or
operating the toe brakes.
(h) In an effort to avoid accidents, pilots should obtain and study the
safety related information made available in FAA publications such
as regulations, advisory circulars, Aviation News, AIM and safety
aids.
(h) In an effort to avoid accidents, pilots should obtain and study the
safety related information made available in FAA publications such
as regulations, advisory circulars, Aviation News, AIM and safety
aids.
(i) Prolonged slips and skids which result in excess of 2000 ft. of altitude
loss, or other radical or extreme maneuvers which could cause
uncovering of the fuel outlet must be avoided as fuel flow interruption may occur when the tank being used is not full.
(i) Prolonged slips and skids which result in excess of 2000 ft. of altitude
loss, or other radical or extreme maneuvers which could cause
uncovering of the fuel outlet must be avoided as fuel flow interruption may occur when the tank being used is not full.
(j) Hand starting of the engine is not recommended, however, should

hand starting of the engine be required, only experienced personnel
should attempt this procedure. The magneto selector should be
placed to LEFT during the starting procedures to reduce the
probability of "kick back." Place the ignition switch to BOTH
position after the engine has started.
(j) Hand starting of the engine is not recommended, however, should

hand starting of the engine be required, only experienced personnel
should attempt this procedure. The magneto selector should be
placed to LEFT during the starting procedures to reduce the
probability of "kick back." Place the ignition switch to BOTH
position after the engine has started.
REPORT: VB-1565
10-2
REPORT: VB-1565
10-2

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WARRIOR III

FAA APPROVED IN NORMAL and utility CATEGORies BASEd ON CAR 3.

Revisions will be distributed whenever necessary as complete page

pilots operating handbook log of revisions

Added Rev 1 to Log of Revs.

Added copyright information.

ISSUED: JULY 1, 1994

pilots operating handbook log of revisions

ISSUED: JULY 1, 1994

WEIGHT AND BALANCE

DESCRIPTION AND OPERATION OF

AIRPLANE HANDLING, SERVICING

THIS PAGE INTENTIONALLY LEFT BLANK

THIS PAGE INTENTIONALLY LEFT BLANK

THIS PAGE INTENTIONALLY LEFT BLANK

PIPER AIRCRAFT CORPORATION

PIPER AIRCRAFT CORPORATION

This Pilots Operating Handbook is designed for maximum utilization as

This Pilots Operating Handbook is designed for maximum utilization as

This handbook is not designed as a substitute for adequate and competent

This handbook is not designed as a substitute for adequate and competent

Assurance that the airplane is in an airworthy condition is the

Assurance that the airplane is in an airworthy condition is the

Although the arrangement of this handbook is intended to increase its

Although the arrangement of this handbook is intended to increase its

ISSUED: JULY 1, 1994

ISSUED: JULY 1, 1994

PIPER AIRCRAFT CORPORATION

PIPER AIRCRAFT CORPORATION

ISSUED: JULY 1, 1994

ISSUED: JULY 1, 1994

PIPER AIRCRAFT CORPORATION

(2) Alternate Fuel

ISSUED: JULY 1, 1994

(a) Fuel Capacity (U.S. gal) (total)

PIPER AIRCRAFT CORPORATION

(a) Fuel Capacity (U.S. gal) (total)

ISSUED: JULY 1, 1994

PIPER AIRCRAFT CORPORATION

(a) Oil Capacity (U.S. quarts)

(c) Oil Viscosity per Average Ambient

PIPER AIRCRAFT CORPORATION

(c) Oil Viscosity per Average Ambient

(1) Above 60F

(4) Below 10F

1.11 MAXIMUM WEIGHTS

Maximum Takeoff Weight (lbs)

(1) Above 60F

(4) Below 10F

1.11 MAXIMUM WEIGHTS

Maximum Takeoff Weight (lbs)

1.13 STANDARD AIRPLANE WEIGHTS

1.13 STANDARD AIRPLANE WEIGHTS

1.15 BAGGAGE SPACE

1.15 BAGGAGE SPACE

(a) Compartment Volume (cubic feet

1.17 SPECIFIC LOADINGS

(a) Compartment Volume (cubic feet