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Poh Piper Navajo Pa31

Manual del avión Piper PA-31

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aviacionjlp
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756 vistas386 páginas

Poh Piper Navajo Pa31

Manual del avión Piper PA-31

Cargado por

aviacionjlp
Derechos de autor
© © All Rights Reserved
Nos tomamos en serio los derechos de los contenidos. Si sospechas que se trata de tu contenido, reclámalo aquí.
Formatos disponibles
Descarga como PDF o lee en línea desde Scribd
NAVAJO PA-31 PILOT’S DUPLICATE OPERATING AND FAA APPROVED AIRPLANE FLIGHT MANUAL SemALNo.31-8112074__Remartno, CO WH hr vias mon ‘TATIONS PASI, NAVAJO o TOONS PAS NAVI. O ‘CENTER OF GRAVITY LIMITS (GEAR EXTENDED) O Forward Rearward oO = 8 eich ‘Atot oO Pounds Dat - Max, Ramp Wei ioe ‘Mee keg ako Bie as o mas ae 4 seless 1200 138 ie} NOTES ° aren oO Datum line is located 137 inches ahead of the O° twng main spar centerine. o MANEUVER LIMITS oO Rep eee 9 ‘LIGHT LOAD FACTOR LIMITS (MANEUVERS) o 1 sive Load Factor (Maximum) ° | Negative Lond Fac (Maxima) (No Inverted Mancovers Ap Positive Lond Factor ape dow) (Maximum) samo" {OWL FLAPS LIMITATIONS Wl flaps are provided to allow control of engine tempertures. The ps should be open during ground operations and in elimbs, in no ‘ould the cylinder head temperature be allowed to exceed SOU*F othe erature to exceed 245°R, LK 1206 ISSUED: SEPTEMBER 18, 1979 PIPER AIRCRAFT CORPORATION SECTION? PA-31, NAVAJO LIMITATIONS 2.21 MINIMUM CREW ‘The minimum crew for operating this airplane is one pilot unless the typeof operation air tex, for example - see FAR’s) requires a copilot, ‘2.23 MAXIMUM OPERATING ALTITUDE - 24,000 feet 225 ‘TYPES OF OPERATION LIMITS ‘The Federal Aviation Regulations make the operator of an aircraft ‘esponsible for insuring that sufficient and proper instruments and ‘equipment are installed, operating, and calibrated forthe type of fight being undertaken, These regutatons (or example, see FAR 91,3(¢), 91.25, 91.33, 91.97 and 91,170) also specify the minimum instruments and equipment Which must be available forthe various types of Might such as VER, IFR, night, commercial air tax, high akituce, icing and so on. I is recommended that pilos of this sreaft make themselves familar with these regulations in order to avoid violating them, While the regulations list minimam insteuments and equipment, experienced pilots realize that the minimum practical instruments and equipment depends on the pilor’s capability, ‘weather, terain the Might plan, fies to be used, whether ight is during aylight or night, a high or low akitude, for hte oF not, in icing conditons ‘00, and so on. Pols are cautioned to consider al fectrs in determining ‘whether they have all the required equipment for making & particular Might. \When properiy equipped this a ‘oc TFR, and in known ling, lane may be flown day oF night, VER ‘The cerificating regulations of the FAA for this airplane require the manufecturer to specify in the Pilot's Operating Handbook the types of ‘operation for which the airplane is equipped. "The equipment installed inthis airraft has been substantiated to 2,000 feet. ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JULY 7, 1980 27 oN? PIPER AIRCRAFT CORPORATION TATIONS: A-SI, NAVAJO ‘hen this airplane was licensed it contained the properly installed ‘eat listed in the Weight and Balance Section of this Handbook and, are was stisfactry forthe types af operation Iadcated below by an )— Day VER, NL Night VER nd night IFR after adequ ravigetion radio has been install DL Day and night FR communication and Iman FAA approved oe )__. Known icing after deicing and icing equipment listed on & following page for operation in known Icing conditions hes been installed in accordance with Piper drawings ot in an AA approved manner. 1 Known icing. Deratora ace wamed that if any ofthe equipment listed as having been td at time of licensing is changed, not operating, ot aot properly ‘ned and calibrated, the alplane may notte properly equipped forall adits noted above. Iti the responsibilty ofthe pilot to determine se the ltck of a piece of equipment limits the conditions under which he be alzplane. AIRCRAFT cATIONNO. SERIAL NO. ‘mers desiring to make changes or eddtions to the equipment must hese modifications done in an FAA-approved manner. All PA-3t ‘ate licensed equipped for day and night VFR flight, end for IER cpt when there may be insufficient communications of navigation ‘quipment installed. « performance, handling qualities and steture of the stplane are ed for instrument ight. RT LK-1206 ISSUED: SEPTEMBER 18, 1979 ‘REVISED: JUNE 22, 1984 C 9 DNNNNO OOOO OOOO OOOO OOOCOOO' 1000 ) 200 PIPER AIRCRAFT CORPORATION SECTION 2 PASI, NAVAJO LIMITATIONS If an owner ofan airplane which is approved for VER flight only desires tw extend his operations to TER, he should have radio equipment installed in accordance with Piper-approved drawings or other FAA-approved data {data approved by the aviation agency of the country of registration). The ‘owner should insure thatthe radio equipment Is adequate forthe ground facilities to be used, is of sufficiently high quality and relist, i propey functioning, adjusted and calibrated, and that it is compatible with previously mstalled equipment before authorizing it to be flown under Instrument conditions. ‘This aispane is approved for day and night VFR and IFR Night when al ofthe following conditions have been met the required equipment or AA-approved equivalent is installed either originally by Piper or in an FAA-approved manner, is fonctoning properly, and is calibrated in eccor- ance with Federal Aviation Regulations; end adequate radio communic tions and navigation equipment is installed in the same manner as indicated ve. I he sla is approved fo nih FR, bat ot proved fr Hh ditions when licensed, i willbe necessary for an owner to tc eghpmen ted ts scalon as eles for High i eg condos if he desires to operate in icing conditions, If tis equipment is properly installed in accordance with Piper-approved drawings and all the other equipment required for night IFR flight is installed in an FAA-approved ‘manner, is adequate for the ground facilites to be used, is of sufficient quality, properly, and is calibrated in accordance with the FFAR's the airplane is approved for IFR fightin known icing conditions. IF ant-icing and deicing equipment is not installed in accordance with Piper drawings, FAA. approval or approval ofthe aviation agency ofthe country of registry must be obsained in order to legally conduct flight in icing conditions. Flight through any icing condition i prohibited if any ofthe ant-icing for deicing equipment is missing or aot functioning. high alte Aight and that special electron equipment Is ‘gules for Tight sbove specified altiode, FAR 135 places special requirements on air taxi and comme ‘operators. ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: JUNE 22, 1984 29 T0N2 PIPER AIRCRAFT CORPORATION TATIONS PASI, NAVAJO. PASAY | aecordance withthe FARY's, this airplane is ot properly equipped for ition of ight indicated if any ofthe equpment listed below is not fy fatale functioning, properly manclncd and calorete ling to the FAR's. The pilot is responsibie for assuring compliance he latest ammendments to FAR 91 concerning required equipment, ) Day VFR (1) Airepesd indicator @) Abimews' Q) Magnetic direction indicator @ Tachometer each engine (@) Oil preasare gauge = es engine © Sul warning indieator (1) OFl temperature gauge ~ each engine @) Manitolé pressure guage - cach engine (©) Fuel gauges (10) Foe pressure indicator «each engi (UD) Exhaust gas temperature gongs - ich engine (12) Landing gearpositon indicator (13) Seatbels- each occupant (18) Emergency loaioreanmiter 15) Above 12,500 feet = transponder with automatic altitude (06) Strerseschengae 1 Night VER 1) All equipment required for Day VFR @) Position tights Q) Strobe lighis or rotating beacon (4) Alteator «each engine (5) Instrument tights (6; Lending light if for hire er Lic1206 ISSUED: SEPTEMBER 18, 1979 REVISED: FEBRUARY 20, 1981 Qeoo¢ C0000000000000 DOODDDDDNVDONNNNNO PIPER AIRCRAFT CORPORATION SECTION? PASI, NAVAJO LIMITATIONS (©) Day IER (1) ll equipment required for Day VER (2) Two-way radio for cormmanication G) Suitable and adequate navigation radio equipment (@ Gyroscopie rte of trm indicator (5) Bank indicator (©) Clock with sweep second hand (Sensitive alimeter adjustable for barometric pressure (8) Altemators - each engine (9) Gyroscopic bank and (10) Gyroscopie direction Indicator (11) Free sir temperature indicator (@) Nigh FR (1) All equipment required for Day and Night VER {@) Alleguipment required for Day IFR (c) Flight in Positive Control Areas 0) Transponder (0 Known teing For fightin known icing conditions the fellowisg equipment ‘ust be installed in accordance with Piper drawings or in a FAA, approved manner: (1) All equipment required fr Night IFR @) Pneumatic wing and empennage boots (including inboard wing boots) {@) Electrothermal propeller boots @) Pilot side heated windshield (6) Heated piot () lee detection ight (1) Heated stall warning ransmiver (®) Non-icing heater air inlet (8) Heater combustion air alternate source (10) Forward heater UD) lee shields (12) Prop control deicer boot (13) ‘A's B" paeomati system ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 - yon? PIPER AIRCRAFT CORPORATION ‘TATIONS PA, NAVAJO. ‘The following equipment is required and is normally part of the standard airplane: () Alterate stati systems @ Elevator batance boot (G) Direct vision window 8) Flight with Third and/or Fourth Seats in the Aft Pacing Position (1) When the third and/or fourth seats are installed inthe af. faciog poston, 10 inch mlm heh eae must te installed, NOISELEVEL be corected Noise level ofthis aicraft is 75.4 dB(A) determi ‘num Normal Operating Power of 2400 RDM and 39.5 2d pressure, © determination har been made by the Federal A\ istration that the nolse levels of this airplane are or table or unacceptable fer operation at, into or out of, any airport. he above statement not withstanding, the nose level stated above his ‘erifed by and epproved by the Federal Aviation Administration level test flights concucted in accordance with FAR 36. ards: Aircraft Type and Airworthiness Certification”. The aireraft is in compliance with all FAR 36 noise standards applicable to this RR LK 206 ISSUED: SEPTEMBER 18, 1979 REVISED: JULY 7, 180 DOOODOODODNDNVNOONNNO PIPER AIRCRAFT CORPORATION SECTION? PAS, NAVAJO LIMITATIONS ‘THIS PAGE INTENTIONALLY LEFT BLANK. ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 23 ‘TION? PIPER AIRCRAFT CORPORATION TATIONS Asi, NAVAJO PLACARDS ‘top right side of instrument pane!: THIS AIRCRAFT MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS. NO ACROBATIC MANEUVERS (INCLUDING SPINS) ‘APPROVED. FOR TYPES OF OPERATION SEE PILOT'S OPERATING HANDBOOK n top left side of instrument pane: MINIMUM CONTROL SPEED texas MAXIMUM SP. LG-RET129KIAS EXTEND 1S6 IAS DESIGN MANEUVERING SPEED 19 KAS, ‘SEE PILOT'S OPERATING HANDBOOK FOR ADDITIONAL SPEEDS dn oor between pilot and copilot seats: EMERGENCY GEAR EXTENSION REMOVE COVER EXTENSION INSTRUCTIONS ON REVERSS SIDE Dn underside of emergency geer extension door: EMERGENCY GEAR EXTENSION 1. PLACE GEAR SELECTOR HANDLE IN DOWN POSITION 2. PULL EMERGENCY PUMP HANDLE OUT ASFAR AS POSSIBLE 3, PUMP HANDLE UP AND DOWN UNTIL ALL 3 GREEN LIGHTS COME ON. ‘CONTINUE PUMPING UNTIL PRESSURE BUILDS UP AND SELECTOR HANDLE [RETURNS TO NEUTRAL. ORT: LK-1206 ISSUED; SEPTEMBER 18, 1979 REVISED: JULY 7, 1980 OOO POODDODDCOODADDONDGD ODO OGDOGO OOOO OOO C00O0 PIPER AIRCRAFT CORPORATION SECTION? PASI, NAVAJO LIMITATIONS ‘On fuel system console: (2) On right end of fuel system control console: RIGHT FIREWALL FUEL SHUT OFF (®) On both ends of fuel system control console: one (©) On left end of fut sytem contro console: LEFT FIREWALL FUEL SHUT OFF (€) On the fuel control console for outboard tank: LEVEL FLIGHT ONLY ‘On window post between the second and third window on the right side of cab: EMERGENCY EXIT RELEASE REMOVE COVER PULL HANDLE DOWN PUSH EMERGENCY EXIT OUT ‘Attop of emergency exit window on moulding: EMERGENCY EXIT ‘On forward baggage compartment door: BAGGAGE CAPACITY 150 LBS MAX SEE LOADING SCHEDULE, SEPTEMBER 18, 1979 REPORT: LK:1206 REVISED: SEPTEMBER 1S, 1980 2s. ON? PIPER AIRCRAFT CORPORATION TATIONS: A-SI, NAVAJO 'n rear bulkhead in rear baggage compartment ‘MAXIMUM BAGGAGE 200 LBS: ‘SEE LOADING SCHEDULE TURN OFF ANTI-COLLISION LIGHTS WHEN TAXIING IN VICINITY OF OTHER AIRCRAFT OR DURING FLIGHT THROUGH CLOUD, FOG OR HAZE. STANDARD POSITION LIGHTS TO BE TURNED ON FOR ALL NIGHT OPERATIONS. ‘window moulding adjacent third and four passenger seats: TIREMENTS FOR OCCUPANCY OF AFT FACING SEAT |, SEAT HEADREST (10” MIN HT) INSTALLED. 2 SEAT BACK BOLTED IN UPRIGHT POSITION. ‘pilot's door window moulding (when pilot's door is installed): OPEN DOOR cLossD ‘CLOSE DOOR PRIOR TO STARTING ENGINES ‘THEET Lock PULLTO UNLOCK PRIOR TO FLIGHT ISSUED: SEPTEMBER 18, 1979 eo00000000 °o PIPER AIRCRAFT CORPORATION SECTION? PASS, NAVAJO LIMITATIONS ‘On lower left instrument panel (When windshield wiper is installed) WINDSHIELD WIPER DO NOT OPERATE ABOVE 126 KIAS ‘OR ON DRY WINDSHIELD (On inside of nacelle locker doors: BAGGAGE CAPACITY 150 LBS. MAX. ‘SEE LOADING SCHEDULE DO NOT EXCEED 1OLBS/SQ. FT. FLOOR LOADING OR 100 LBS. DIFF. BETWEEN LOCKERS ISSUED: SEPTEMBER 18, 1979 ‘REPORT: LK-1206 REVISED: JUNE 12, 1980 a7 Ton2 PIPER AIRCRAFT CORPORATION TATIONS PAsSI, NAVAJO 1 top center of aft bin panel (cargo loading placard): RT LKa206 ISSUED: SRPTEMRER 18, 1979 COO0GOOD0000000000 OVCO0D0NPO000 DO O¢ 3g ‘TABLE OF CONTENTS SECTIONS EMERGENCY PROCEDURES Pa Ne 41 33 33 3 3 xa a8 38 i xo Engine Fie in Fight... 33 Elteircal Fit. 39 Crosseed, 39 Coming Out of Crostead (One Alternator Inoperative Light On. ret ‘Two AlterraorIropecaive Lights On. ae Propalie/Governo Malfenctions ——— Emergensy Gear Extension Ermergeney Exlneonnn Gear Up Landing Flap Sysiem Malfunction ing Pred). eglehie reo el (Below 83 KAS Engine Fai Daring (BKIAS or above). er sie B16 REPORT: LK-1206 3 TABLE OF CONTENTS (cont) SECTION’ (ont) ‘Engine Failue Dacing Shor Field Takeoft Engine Failure Ducig Clb. Engine Failure During Flight AS). Ele Fre Dc Fl (Above 76 KIA), ie Lots of Ol Pest cnnnmnonsnnnrnrvon Rough Air Operation Engine Fie on Ground) 2 2 28 23 23 RRSRRG 2 oo0000000000000000000000C ooo0o0o0e PIPER AIRCRAFT CORPORATION SRCTIONS PASSI, NAVAJO EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES: 34 GENERAL ‘The recommended procedures for coping with various types of ‘emergencies and critical situations are proviced in this section. All of the required (FAA regulations) emergency procedures and those necesstry for the operation of the airplane as determined by the operating and design features ofthe airplane are presente. Emergency procedures associated with those optional systems and ‘equipment which require handbook supplements are provided in Section 9 (Supplements). ‘The first portion of this section consists of an abbrovited emergency checklist which supplies an action sequence for ertcal situations with Tite emphasis on the operation of systems, ‘The remainder ofthe section presents amplified emergency procedures containing additional information to provide the pl with a more complete ‘understanding of te procedures. “These procedures are suggested as a cours of action for coping with the pentcular condition described, bot are not a substitute for sound judgment ‘and common sense. Plots should familiarize thmaclves with the ‘given in this section and be prepared to take appropriate action should an emergency aise, ‘Most basic emergency procedures, such as power off landings. ore @ ‘normal part of pilot waning, Although these emergencies are discussed here, this information is not intended to replace such traning, but only to provide 8 source of reference and review, and to provide information on procedures wiih are not the samme for all aircraft. I is suggested that the plot review Handard emergency procedures periodically to remain proficient in them. ISSUED: SEPTEMBER 18,1979 REPORT: LK-1206 REVISED: SEPTEMBER 15, 1980, 3 PIPER AIRCRAFT CORPORATION ION3 XGENCY PROCEDURES PASI, NAVAJO ‘THIS PAGE INTENTIONALLY LEFT BLANK 2 LK-1206 ISSUED: SEPTEMBER 18, 1979 oO oO oo Oo oo000000 oo00000000 PIPER AIRCRAFT CORPORATION SECTIONS EMERGENCY PROCEDURES 33 EMERGENCY CHECKLIST SPEEDS ENGINE INOPERATIVE PROCEDURES, ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) Segue svc com oe Ere lingo ; nahn “Si ten) tert oi ‘om Prop. Syne. Electrica lead Crossfeed ENGINE FAILURE DURING NORMAL TAKEOFF (BELOW 83 KIAS) 1 sje emai fr asf stop: Stop strsight ahead 4 insalfie rany remains for ste top Taroules.. Brakes weno Mixture Master sii Fuel selects. Magneto switches OFF ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 REVISED: FEBRUARY 20, 1981 33 TION3 PIPER AIRCRAFT CORPORATION ERGENCY PROCEDURES 'PA-31, NAVAJO PR NAVA Nore ‘Maintain directional control and maneuver to avoid obstacles. MINE FAILURE DURING NORMAL TAKEOFF (g21KIAS era) WARNINGS [Negative climb performance may result from ‘an engine fallure occurring afte lift-off and ntl the gear has been retracted, the filed engine propeller has been feathered and the ov fap on the filed engine is closed. Refer {0 “Single Engine Climb” chart, Figure 5-21, for clean configuration positive climb per: formance. Certain combinations of aircraft weight, con- figuration, ainbient conditions and airspeeds will resolt in negative climb performance. (Refer to specific chart in Performance Section.) RT LK1206 ISSUED: SEPTEMBER 18, 1979 REVISED: JUNE 22, 1984 IDOODDDVDDDODNQVVA( DODDOOVVDODVVD ONO PODNOOO0O PIPER AIRCRAFT CORPORATION SECTION 3 PAI, NAVAJO. EMERGENCY PROCEDURES [ENGINE FAILURE DURING SHORT FIELD TAKEOFF I ‘(Below 91 KIAS) 1f sufficient runway remains fora safe stop: 1 insufficient cunvisy remains fora safe stop: =O FAILURE DURING SHORT ELD TAKEO “(OL KIAS oF above) 1 suTiient runway remains fora safe stop: Depending on terrain, it may be advisable (o land withthe gear retscted, Mixtures san Master switch ‘ISSUED: FEBRUARY 20, 1981, REPORT: LK.1206 ‘REVISED: JUNE 22, 1984 sola 11ONS PIPER AIRCRAFT CORPORATION RGENCY PROCEDURES PAS, NAVAJO ‘fficient runway remains, the terrain ahead is unsuitable for a safe 1g andthe decision is made Wo coatiewe the akeof: ional conto. * (operating engine), er cootol (inoperative engine). ‘ng gear (in level or climbing fight. avoiding obstacles “iVobstctes have been cleared thee accomplish WARNINGS Negative climb performance may result from an engine failure oceurring after lift-off and until the gear and flaps have been retracted, the failed engine propelier has teen feathered and the cow! flap on the failed engine I closed. Refer to “Single Engine Climb” chart, Figure 5-21, for clean configuration positive elim Performance, Certain combinations of alreraft weight, con- figuration, ambient conditions and airspeeds will result in negative climb performance. (Refer to specific chart in Performance Section) IRE LK1206 ISSUED: FEBRUARY 20, 1981 REVISED: JUNE 22, 1984 CODD DOCOOPNDDDD OOOO ODADQO0D000CCNO( oo PIPER AIRCRAFT CORPORATION SECTIONS PACS, NAVAIO. EMERGENCY PROCEDURES ENGINE FAILURE DURING CLIMB Land as soon as practical at nearest suitable airport. ENGINE FAILURE DURING FLIGHT Rudder ), akitude permits, a restart may be atempied. ‘Throttle (both engi If eestart falls or alttode does not permit: nop en. Top. eng. ‘Securing Procedure Cow! flap (operative end) . required ENGINE FAILURE DURING FLIGHT ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 38 RE LK-1206 PIPER AIRCRAFT CORPORATION PAB, NAVAIO ISSUED: SEPTEMBER 18, 1979 Oo fe} Oo oO oO 1) ° O° Oo oO oO Oo oO ,00000 O©000000000 0000 PIPER AIRCRAFT CORPORATION SECTION 3 PA-31, NAVAJO EMERGENCY PROCEDURES ‘When landings ass (airplane will yaw in irection of operative engine) SINGLE ENGINE GO-AROUND (Not possible from a full fap postion unless suicent altitude is available to ‘aise flaps ina descent.) Landing gear Cow! gps on operative engine Teles AIR START (UNFEATHERING PROCEDURE) Propeller. Misture ISSUED: SEPTEMBER 18, 1979 REPORT: LK-1206 37 cTION3 PIPER AIRCRAFT CORPORATION AERGENCY PROCEDURES PA-31, NAVAJO. _ann, een PS NAVAIO. ‘GINE ROUGHNESS raency fuel pumps. WARNING 1 either the right oF left fuel flow warning light juminates and the fuel gauge Indicates fuel Inthe corresponding inboard will indicate a malfunction of the Mapper intoard tank. Immediately select the outboard ‘or select erossfeed to avoid fuel low intertoption, SINE OVERHEAT bd ‘reece nes i perm) to manuevering speed or sighly less (6500 Ibs, 159 KIAS). ‘tude and avoid abrupt manuevers ‘belt and shoulder harness = tighten, iS OF OIL PRESSURE JGH AIR OPERATION ORT: LK-1206 ISSUED: SEPTEMBER 18, 1979 REVISED; JANUARY 10, 2006 e0o¢ CODDDDDDODODODDDDDDD OD OGOOCCOONNO y DODODDOCOODKVOOGOSCHOHDODOGODODDDDDOQ00O( PIPER AIRCRAFT CORPORATION SECTION3 A-31, NAVAJO EMERGENCY PROCEDURES ENGINE FIRE ON GROUND (Eaj sulfcient distance remaining (o stop) ne start, (ask and takeoft with ‘Misture if fire persists) External fie extinguisher 1 ire continves, shut down both engines and ‘evacuate. I fire is on the ground, it may be possible to x avaye ENGINE FIRE INFLIGHT Fire wal fel shutoff nn . Tirole ne Propet ers ER Misture Tnoperative engine Land as son as possible. BLECTRICAL FIRE asl 88 Alleiecuieal switches. Master sWiICh ovornoonen (CB and oniteh for each uni (one ata cme) (CB and switch for failed ‘CROSSTEED Foe selector (inop. eng) level flight... Emergensy fuel pump Gnop. eng.) Crossteed Fuel selector (op. eng.) Emergency fue! pump (op. eng). ISSUED: SEPTEMBER 18, 1979 KEPORT LK-1206 | ED: JANUARY 10,2005 30 TONS PIPER AIRCRAFT CORPORATION AGENCY PROCEDURES PAS NAVA (NG OUT OF CRossFEED )RTO LANDING) > Sd of mas ic. flight goes ou. femins lk or alt. CB has tipped: 2. Side of master switch zal load. Tights ay on: switch (bat ses). {or C8 swithes ‘TS EK1206 ISSUED: SEPTEMBER 18,1979 o00000¢ DOOCOODODOODDD DO OO ODO ND OOOOCO0OK PIPER AIRCRAFT CORPORATION SECTIONS ACSI, NAVAJO EMERGENCY PROCEDURES PROPELLER/GOVERNOR MALFUNCTIONS RPM UNDERSPEED Power. Minute. . If prop. moves i feather: Mixture Propeller will move to feather if engine oll peessure is lost. RPM OVERSPEED. Power Airspeed. Prop contol (iprop speed -op will not feather, do not shut down engine. Engine nm EMERGENCY GEAR EXTENSION Alpe L186 IAS Gen eleion Dow Ee. perc Enid, far vender Ener nds ge od sleoricuns fo ease ISSUED: SEPTEMBER 18, 1979 REPORT LK-1206 aL PIPER AIRCRAFT CORPORATION PAI, NAVAJO. NoTE 1 nowe gear isnot extended, the lodig i will not be functioning, ne Uh L106 ISSUED: SEPTEMBER 18, 1979 CVDDDDDNDDNONDNONDNO OOO OK O000000000000 PIPER AIRCRAFT CORPORATION SECTIONS A-SI, NAVAJO. EMERGENCY PROCEDURES FLAP SYSTEM MALTUNCTION ANNUNCIATOR LIGHT ON steposition slightly “replace amplifier pri to next fight sncheok for spi fps “pul lap mator CB and {flaps do not mov Ue ftaps ae spit. Tand in this one If flaps are not spi. pall and reset, the et CO I flaps stil do nat oper ‘ioe Cod ed inthis condition FLAPS FAIL TO RESPOND TO FLAP SELECTOR (WITH FLAP INDICATOR POINTING TO OFF) Flap COMO! CB senna sovoneall and reset indicator remains “OFF” enwnssnsrcsmnsrvnonsensnrrnon® 1p operative and ‘aps cannot be repositioned for lending or go-around ‘Windieator shows fap position use Teliowing checitist FLAPS FAIL TO RESPOND TO FLAP SELECTOR (WITH FLAP INDICATOR POINTING TO FLAP POSITION) Flap test switch. fannuneitor falls light. stnnnnsninsannnsnnnePASR eons f OHO “ANNUNCIATOR LIGHT ON checklist 1 annunciator lights. Tf aps Fil 10 85086 warn snny ens damage ISSUED: SEPTEMBER 18, 1979 REPORT: LK.1206 343, TrON 3 GENCY PROCEDURES PIPER AIRCRAFT CORPORATION PASS, NAVAJO “THIS PAGE INTENTIONALLY LEFT BLANK RT LK.1205 ISSUED: SEPTEMBER 18, 1979 DPoOOCOCONDNONCON OC NOOOOOONON NO ANCONA NOOCOOCNOOON0N0C PIPER AIRCRAFT CORPORATION ‘SECTION3 PASI, NAVAJO EMERGENCY PROCEDURES 35. AMPLIFIED EMERGENCY PROCEDURES (GENERAL) ‘The following paragraphs are presented to supply additional Information for the purpose of providing the pilot with a more complete understanding ofthe recommended course of ection ani probable cause of an emergency situation, 37 ENGINE INOPERATIVE PROCEDURES ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) ‘The engine securing procedure should slays be accomplished sequential order according othe nature ofthe engine isiure (ke, practice, ‘engine failure during takeoff, engine (allure during lime, etc), Begin the securing procedure by closing the wot of the inoperative engine and moving its propeller contol to FEATHER (lly af) before the bropelier speed drops below 1000 rpm. The inoperative engine mixture contol should be moved fully af to the IDLE CUT-OFF position. CLOSE its cow! flape to reduce drag and turn OFF the magneto switch, the ‘emergency fuel pump swich and the fuel selector. Tura OFF the alternator ireuit breaker switch of the inoperative engixe. The propeller Synchrophaser (i installed) should be OFF. Complete te procedure by reducing he cecal loud and considering the use ofthe fuel crossfeed if the feel qunty dictates ENGINE FAILURE DURING NORMAL TAKEOFF (Below 83 KIAS) ‘A proflight determination of runway length and computation of acceleratelsop distance will ald in determining the best course of action the event of an engine failure during takeoff. If engine failure occurs while suffieient runway remains for a deceleration and a safe stop, cut power immediately and stop straight ahead. fan engine failure occurs before an airspeed of 13 KIAS is attained, and there is not adequate runway remaining for deceleration and sty immeditely raed the throttle and mixture levers Cully aft and brakes as required, Turn OFF the master switch, the fuel selectors, and the magneto switches. During these procedures, maintain directional control and ‘maneuver to avoid obstacles if necessary. REPORT: LK-1206 38 TIONS PIPER AIRCRAFT CORPORATION 'ERGENCY PROCEDURES PAL, NAVAJO ee PA NAVAS. GINE FAILURE DURING NORMAL TAKEOFF (83 KIAS or shove) ‘tan engine fits during takeoff at an airspeed of 83 KIAS or above, the { must decide whether to abort following th preceding procedures or 19 ie the takeofT and climb on a single engine. The pls decision must taxed on a personal jadgmeny, taking into consideration such fecios ining runway, obsticles, the typeof terain beyond the runway, density tide, Weight and loeding, weather, other associated conditions, sirplane Auton, aircraft configuration and the pilot's own profici¢ncy and wi. WARNINGS [Negative climb performance may re fan engine feilure occurring after the gear has been retracted, the failed gine propeller has been feathered and cow! fap on the falled engine ie closed, Refer o “Single Engine Climb" chert, Figure 5-21, for clean configuration postive climb per: Certain combinations of sirraft weight, con- figuration, ambient conditions and airspeeds will result in negative climb performance, (Refer to specific chart in Performance Section) takeoff is continued the airplane will tend 10 tum inthe direction of ‘operative engine, since one engine wil be inoperative andthe other at ‘mum power. Rudder pedal force on the side ofthe opereting engine will cessary to malncain directional control, If rotation for takeoff hes 1 or the aircraft is just airborne, maintain the takeoff etitude. If ‘me, the airraft may'skip along the runway or stile back to the run- Do not force the aircraft off the ground or raise the gear, but ‘we fo maintain maximum power on the operating engine and the i diectionally aligned with the runway. Once the affected engine 1s ified and its power loss verified, feather lis propeller. The drag tion resulting from feathering the windmilling propeller will provide + of ctimb increment which will allow the aircraft to accelerate to and irborne at the 50 foot barter airspeed (89 KIAS), If the rnaintain level flight or a poskive rate of elim, retract the lending gear. ‘ain 89 KIAS unil clear of obstacles and close the cowl flap on the ORT: LK-1206 ISSUED: SEPTEMBER 18, 1979 REVISED: JUNE 22, 1984 PIPER AIRCRAFT CORPORATION SECTIONS PA-31, NAVAJO EMERGENCY PROCEDURES inoperative engine. When above all obstacles accelerate to the best single ‘engine rate of climb speed (94 KIAS). Trim as necessary and close the com! ‘Maps onthe operating engine as much as possible without exceeding engine temperause limits. After o climb has been established, complete the “Engine ‘Securing Procedure” onthe inoperative engin. ENGINE FAILURE DURING SHORT FIELD TAKEOFF (BELOW 91 KIAS) Should an engine failure occur prior to reaching the barrier speed (91 KIAS), the takeoff should be aborted. Ifthe failure occurs while the Alreraft is still on the ground and suficient runway or suitable overrun ‘remains, retard the throttles and apply braking as necessary. If insufficient ‘anway of suitable overrun exists, retard the throtiles, apply braking 2s required, pull the mixtures to idle cut-off, tur the master switch, fuel selectors, magneto switches off and steer the aircraft lo avold obstacles. Should the engine failure occur efter the sirerat is airborne, lower the rose 10 maintain sirspeed, retard the throttles and land on the remaining runway, the runway overrun or the most suitable area straight abeud avoiding obstocls. Ifthe landing cannot be accomplished on the rem runway or overrun prior to touchdown, pull mixtures to idle cut-off, tum the master switch, fuel selectors and magneto switches tothe aff position. ENGINE FAILURE DURING SHORT FIELD TAKEOFF (OLKIAS or above) ‘Should an engin failure occur atthe bartier speed of 91 KIAS or above, the decision to abort or continue the takeoff willbe based on several factors including altitude, areraft weight, suitable landing areas, pilot proficiency ‘and ambient conditions. The two most important considerations; however, are the akltude gained prior (o the engine failure and the availability of suitable laeding areas ahead of the aireraft atthe time of the failure, The pilot's decision must be based on 8 personal judgement, taking into consid- jon such factors as remaining runway, obstacles, the type of terrain yond the runway, density altitude, weight and loading, weather, other sociated conditions, slrplane condition, elxplane configuration and the pilot's own proficiency and capability. Should a suitable landing area (remaining runway, averrun or an sea relatively free of obstructions) be acsessible from the point where the engine failure occurs, the takeoff should be immediately aboried and 3 power-off landing should he accomplished within that are. ISSUED: FEBRUARY 20, 1981 REPORT: LK-1206 REVISED: JUNE 22, 1984 3-160 cTION 3 PIPER AIRCRAFT CORPORATION JERGENCY PROCEDURES PA-31, NAVAJO fa suitable landing area isnot avaiable and suficien altitude has been ined, the pilot may elect to continue the takeoff, Should the decision be {e fo continue the takeof itis ofthe utmes Importance to realize that aircraft will have negative single engine elimb performance until the in- srative engine's propeller has been feathered and the gear and flaps have retracted. As altitude may be lost during gear ano Map retraction, the ision to continue the takeoff should primarily be based on the alitude ted priori the falur, Figh testshave indieated thet as much es 100 feet 9 be lost during gear end flap retraction. The altitude loss i a dificult Table to quantify end is primarily predicted on pilot proficiency, however ali weight and amblent conditions mus alo be cotsidered, Prior to Sof he plot shoudahnystevew the performance tion ‘odetemine {adequate single engine climb performance exists for the lakeolf weight | associated ambient conditions ‘Should the decision be made to abort rhe takeoff, the throttles should osed, the landing gear extended (terrain permitting}, the flaps extended imum airspeed of 89 KLAS should be msi ted. If posible, plan and in an area {tee of obstructions. Prior to touchdown, position the ture controls to idle cutoff and turn the master switch, fuel selectors ragneto switches off ‘Should the decision be made to continue the takeoff, maintain direc: val control, identify and then feather the inoperative engine. In level or ‘bing Might. retract the landing gear. Apply * of bunk into the operating ine and retract the flaps incrementally (recommend 3-5" increment). {ntain 91 KIAS until all obstacles have been cleared and then accelerate 4 KIAS, Completetheenginesecuring procedures and land atthe nearest able airport. WARNING [Negative climb performance may result from fan engine fave occurring afer it off and ‘nt the gear and flaps heve been retracted, the faite engine propeller has been feathered snd the cow flap onthe failed engines eosed, Refer to "Single Engine Climb” chart, Figure 5:21, for clean configuration postive elm performance, PORT: LK-1206 ISSUED: FEBRUARY 20, 1981 . REVISED: JUNE 22, 1984 DOOODNOVONVONGD ONO OGCODODDO ADNAN OOOO000000¢ PIPER AIRCRAFT CORPORATION SECTION 3 A-SI, NAVASO. EMERGENCY PROCEDURES WARNING Certain combinations of aircraft weight, con- figuration, ambient conditions and airspeeds will result in negative climb performance. (Refer :0 specific chart in Performance Section) ENGINE FAILURE DURING CLIMB It engine failure occurs during climb, minimum airspeed of 94 KIAS should be maintained Since one engine wil be inoperative and the other will bbe at maximum power, the airplane will have a tendency to turn in the siretion of the inopentive engine. Rudder pedal force on the side oF the ‘opernting engine will b necessary to maintain directions control. Afer the affected engine has bezn identified and power loss verified, complete the “Engine Securing Procedures.” Continue a straight ahead climb until, sutTigientalcade (minimum of 1000 feet above ground elevation to execute a "Single Engine Landing” procedure at the nearest 5 alrpart. During climbs, the best single-engine rae of climb speed of 94 KIAS is recommended; however, in high ambient temperatures, airspeed may be Increased to 103 KIAS if necessary for improved cooling Normally, cylinder hhead temperatures can be maintained within limits through cow! flap ‘adjustments, Climb rat wil be reduced by approximately 50 FPM. ISSUED: SEPTEMBER 18, 1979 ‘REPORT: LK-1206 REVISED: JUNE 22, 1986 347 10N3 PIPER AIRCRAFT CORPORATION 2GENCY PROCEDURES PA-d, NAVAJO. \NEPAILURE DURING FLIGHT (Below 76 KIAS) voald an engine fil during light at an airspeed below 76 KIAS, apply towards the operative engine to maintan directional control, The les should be retarded to stop the yaw force produced by the ative engine. Lower the nose of the sirciaft to accelerate sbove 76 ant ines ine power cn he pea npn she aged excess fer an sespeed above 76 KIAS hs been etblished, en engine restart t may be made ifettude permits. Ifthe restart has failed, or alitade ot peri, the engine should be secured. Move the gropelle control of aperative engine to FEATHER and complete the "Engine Securing tre.” Adj the trim toa 5* bank into the operating engine, The cow! 1 the operative engine should be adjusted as required to maintain temperature within allowable limits, AE FAILURE DURING FLIGHT (Above 76 KIAS) fan engine fails at an aitspeed sbove 76 KIAS during fight, begin tive response by identifying the inoperative engine, The operative should be adjusted as required afer the loss of power has been 4. Attain and maiaiain an alrspeed of 94 KIAS. Once the inoperative thas been identified and the operating engine edjusted properly, an restart may be attempted if altitude permits. lor tw securing the inoperative engine, check to make sue the fue ow :agine is sufficient. I the fuel flow is defen, turn ON the emergency imp. Check the fuel quanty onthe inoperative engine sie and switch ‘selector othe other tank if a suficient supply is indieated. Check the ‘sure and oil temperature and insure fat the magneto switches are ‘he engine fils wo stat it shouldbe seeured using the “Engine Securing RT LK1206 ISSUED: SEPTEMBER 18, 1979 REVISED: FEBRUARY 20, 1981 PIPER AIRCRAFT CORPORATION SECTION 3 PA-31, NAVAJO EMERGENCY PROCEDURES Ater the inaperative engine has been secured, the operative engine can be adjusted. Power should be maintained as required and the mixture cont} should be adjusted for power. Check the fuel supply and arn ON the emergency fuel pump if necessary. The cow! flaps on the opertive engine should be adjusted as required to maiatain engine temperatures within allowable limits, Adjust the trim toa 5® ban into the operating engine. The leeuical load should be decreased toa required minimum, Land as soon as racial atthe neneet slate aio. SINGLE ENGINE LANDING ‘a single-engine landing is necessary, a check should be performed to determine whether or not the hydraulic pump is functioning for normal gear ‘extention. This check is accomplished by placing the landing geet contr the UP position with the gear reacted. Tf the hydraulic pump is fanctioning, pressure will tum the contol to the neutral postion ‘This cheee should be performed before entering the traffic patiem so that there will be time {0 pump the gear down with the hand pump if necessary. ‘The “Engine Securing Procedure” should be complete on the inoperative engine. Fasten the seat belts and shoulder harnesses and select the FAN position of the heater switch. The operative engine emergency pump should be ON and the mixture RICH. Advance the propeller conto) (operative engine) full forward. Check to ensure thatthe fuel selector is ON ‘he main (inboard) tank on the same side asthe operating engine, The fuel rossfeed valve should be OFF. The cow! flaps on the operaive engine should be adjusted as required, Maintain an airspeed of 104 KIAS oF above and an ‘normal nti a tanding is assured. When a landing is assured, extend the gear and Maps, Slowly retard the power onthe operative engine and flare out the Airpline for a normal landing. Trim as necessary as power Is reduced, The Aipline wll tend to yaw toward the operative engine. ISSUED: SEPTEMBER 18, 1569 REPORT: LK-1206 REVISED: FEBRUARY 2, 1981 3 ona. PIPER AIRCRAFT CORPORATION GENCY PROCEDURES PAS, NAVAJO 3 ENGINE GO-AROUND ingle engine gosroud shouldbe avoided if all posible. A from fal ap potion is ot posable sles sient lide fs €tovaise eps ina descent final approach speed above 94 KIAS sce the aoplan in the best coafiguration shoo a go-round be ° execute a single engine go-around, advance mixture, propeller, and controls fully forward for maximum power on the operating engine. flaps and landing geat. Maintain the sirspeed at or above 94 KIAS. srlm and cowl flops as requied. WARNING ‘A go-sround should not be attempted after the airspeed is decreased below the best single ‘engine angle of climb speed (90 KIAS).. ‘ing climbs, the best single engine rte of climb epeed of 94 KIAS is tended; however, in high ambient temperatures, airspeed may be to 103 KIAS if necessary for improved cooling. Normally, cylinder mperatures ean be maintained within limits through cow! flap ms. Climb rte will be reduced by approximately SO FPM. ‘ART (UNFEATHERING PROCEDURE) ‘ON the fuel elector ofthe inoperative engine side, turn ON the 3e-aad open the tole 1/2 inch; Move dhe propeller cont one irre and open the mixture contol, fll forward, Engage the sate 1 propeller i unfeahered, Av the RPM passes 1000 coming out Of pall the proplir contol back tothe low RPM position to prevent ‘ei ped. ine eine sea btren 1800 and 200) cistecng 00 REM hs ow poe ting ast be heal ine i warmed op and oi pressure and temperature are sable is Ten the slicnator OW and check the engine ferment The * synchrophatr i itll) ean then be med ON { LK-1206 ISSUED; SEPTEMBER 18, 1979 [REVISED: JUNE 22, 1984 ° "PER AIRCRAFT CORPORATION sections SAAS EMERGENCY PROCEDUMES Gesu amcor mocemens {}9 ENGINE ROUGHNESS tam engin far trans eric the cate may b fu] ow rap ft cana gt arena pln po Woops eeu he entency ol pumps ON Sens he ng lumens ors he cate cs deeited Adjust mids ooh or moxium snag he tees eho eas Signe cognac nay esi Open te sro si cna lohed inkcton son acer: epineSead epee a Cah oreo nen col faa aan 1 he pole enh fe som slg ane an conning ay sank fe Sgro wi ect Shy at opens poy, 2 waRwine © If either the right or left fuel Now warning light 5 iMtominates and the fuel gauge indicates fel ening in the corespondingtnbowd tank, his ‘lines moni ofthe spp orn the inboard tank. immediatly sels he oubouré unk } ‘oe tlet erased av fa! flow itrugon. O.ar exore overeat © Aine engine temperatures become excessive, open the cowl Maps. Enriching the mixture and reducing power wil teo reduce englae Cemperaure. If a more rapid reduction of engine temperatare is desired, Crores the alrpeed by eaubliahing shallow de. (Cass Loss oF ont PRESSURE Loss of oil pressure could be caused by a fully pump, ol exhaustion, ‘or aienk. A loss of oil pressure indication could be the result of a faulty Gauge. tn any event, continued operation of the engine could recut in a _Cfitioasemerseny sation o sve engine damage ~ Complete the “Engine Securing Procedure" (paragraph 3.7) on the O vamine. IK engine oil is deptted, the engine will seize and if fenthering is not Qaitiated before 1000 RPM is reached, propeller will not feather oO oO OSSUED: SEPTEMBER 18, 1979 REPORT LK-1206 CJEVISED: JANUARY 10, 2005, 32 Oo oO oO deo

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