Pipe Cheyenne 11 POH 2

INFORMATION
MANUAL
Cheyenne
II
PA-31T
HANDBOOK PART N 761 703
Published by
DEPARTMENT
Piper Aircraft Corporation
lssued: September 14, 1979
PUBl.lCAllNS
REPORT:
n
2210
i
APPLICABILITY
Application
of this handbook
is limited to the specific Piper PA-3lT

number on the
model airplane designated by serial number and registration

face of the title page of this handbook.
This handbook cannot

status.
current
a
be used for operational
purposes unless kept in
REVISIONS
The information compiled in the Pilot's Operating Handbook will be
kept current by revisions distributed to the airplane owners.
Revision material will consist of information necessary to update the
and/or to add information to cover added
airplane equipment.
text of the present handbook

1.
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 g,iven below:
1.
2.
3.
II.
Revision pages will replace only pages with.the same page number.
Insert all additional pages in proper numerical order within each
section.
Page numbers followed by a small letter shall be inserted in direct
sequence with the same common numbered page.
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:
2210
lii
Ilhick 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
will
be identified.
not
a page
al
c:
a
ORIGINAL PAGES ISSUED

The original
below:
pages issued
for this handbook prior to
revision
are given
Title, ii through vii, 1-1 through I-2.I, 2-1 through 2-23, 3-1 through
3-40, 4-1 through 4-39, 5-1 through 5-115, 6-1 through 6-55, 7-1 through
7-62, 8-1 through 8-23, 9-I through 9-36 and IO-I through 10-3.
REPORT:
iv
I
i
22IO
PILOT'S OPERATING
HANDBOOK
Current Revisions to the PA-31T Cheyenne

REPORT: 2210 issued September 14, 1979.
LOG OF REVISIONS
Pilot's
Operating
Revision
Number and
Code
Rev. I
(PR791016)
Revised
Pages
4-i
4-40
Description
of Revision
Handbook,
FAA Approval
Signature and
Date
Added para. and pg. no.
Added page (added para. 4.49). Paul E. Everty
t
Rev. 2
(PR800115)
6-40
Rev. 3
(PR800320)
1-6
Added items 299 and 301.

Paul E. Everly
Jan, 15, 1980
I-8
I-9
1-10
1-11
2-i
2-5
2-13
2-14
2-15
2-16
2-17
2-23
Removed definition; added

definition.
Revised definition; added
definition; moved info. to
pg. 1-9.
Relocated info. from pg. 1-8;
moved info. to pg. 1-10.
moved info. to pg. I-! I.
Relocated info. from pg, 1-10.
Added para. 2.45.
Revised chart, para. 2.7 (d).
Relocated info. from pg. 2-14.
Moved info. to pg. 2-13; relocated info. froni pg. 2-15.
Moved info. to pg. 2-14; relocated info. from pg. 2-16;
added new para (i); relettered
para.
Moved info. to pg. 2-15.
Revised para. 2.37.
Added para. 2.45.
.-
REPORT:
2210
v
PILOT'S
OPERATING HANDBOOK LOG OF REVISIONS
Revision
Number and
Code
R v. 3(cont)
Revised
Pages
3-5
3-13
3-14,
Description of Revision
Revised procedure.
Revised procedure.
Revised procedure.
Revised para. 3.11.
Revised para, (Electrical
Fire).
3-35
4-4
4-8, 4-9
4-10
4-14
4-17
4-18
4-20
4-23
4-25
4-26
4-27
4-29
4-35
5-25
5-29
5-31
5-32
5-33
5-37
5-95
5-109
6-17,
6-18
6-19
6-24
6-25
REPORT: VB-2210
vi
FAA Approval
Signature and
Date
3-15
3-25
3-29
(cont)
Revised
Revised
Revised
Revised
Revised
Revised
nage).
Revised
Revised
Revised
Revised
Revised
Revised
Revised
Revised
Revised
Ilevised
Revised
Revised
para.
check
check
check
para.
para.
3.31.
list.
list.
list.
4.9 (Cockpit).
4.9 (Empen-
para. 4.1 I.
para. 4.13.
para. 4.19.
para. 4.23.
para. 4.25.
para. 4.29.
para. 4.37.
para. 4.43.
Figure 5-25.
Figure 5-33.
Figure 5-37.
Figure 5L39.
Revised Figure 5-41

Revised Figure 5-47.
Revised para. 6.13.
Revised item 35.
PILOT!S OPERATING
Revision
Number and
Code
Rev. 3 (cont)
Revised
Pages
Description
I OG OF REVISIONS
of Revision
8-9
8-11
9-28
Revised item H)9.

Removed item i 19.
Removed item.225.
Added item 269,
Revised item 33 I:
Revised item 39 I.
Revised para. 7.25.
Revised para. 7.27.
Revised Figure 7-23 (cont).
Revised para. 7.27 and 7.29.
Revised para. 7.29.
Revised para. 7.33.
Revised pura. 7.37.
Revised para. 7.43.
Reyised para. 7.47.
Revised para. 7.51.
Revised para. 7.59.
Revised para. 7.73
Revised para. 7.87.
Changed page no.
Revised para. K.13.
Revised para. 8.05.
Revised note.
I-4
2-7
3-i, 3-ii
3-5
3-7
3-8
3-88
3-8b
3-9
Revised para. L 13.

Revised note.
Changed pg. nos.
Revised procedure.
Revised procedure.
Added and relocated info.
Added page (added relocated
info.)
Revised procedure.
6-28
6-29
6-37
6-39
6-42
6-47
6-51
7-27
7-30
7-31
7-33
7-34
7-35
7-38
7-40
7-43
7-47
7-48
7-51
7-58
7-62
8-i
Rev. 4
(PR800828)
HANDBOOK
(cont)
FAA Approval
Signature and
L)ate
l>aul E. Everly
March 20, 1980
thru
3-11
3-21
Changed Note to Caution.
REPORT:
2210
vi-a
PILOT'S
OPERATING
Revision
Number and
Code
Rev. 4 (cont)
Revised
Pages
3-24
3-25
3-26
3-26a
3-26b
3-27,
3-28
3-29
4-i
4-3, 4-6
4-8
4-9
4-10
4-1 I
4-12
4-13
4-13a,
4-13b
4-14,
4-15
4-18
4-22
4-23 4-24
4-25
4-32
5-5,
5-6. 5-8
REPORT:
vi-b
2210
HANDBOOK LOG OF REVISIONS

Description
of Revision
Revised para. 3.9.

Revised pura. 3.!!; moved
para. 3 13 to pg. 3-26.
Relocated para. 3.13 from pg.
3-25 moved para. 3.21 to pg.
3-26a.
New page, relocated para.
3.2! from pg. 3-26, relocated
para. 3.23 from pg 3-27.
New page, info. added to
para. 3.23.
Continued para. 3.23 with
added info.
Revised electrical fire.
Corrected title.
Revised para. 4.5.
Cont. revisin para. 4.5;
added info. moved info. to.
pg. 4-9.
Relocated info, from pg. 4-8;
moved info. to pg. 4- 10.
moved info. to ig. 4-11.
moved info to pg. *12.
Relocated info. from pg. 4-!!,
Revised para 4 9.
New pages; cont. revision
para. 4.91
Cont. revision para. 4.9.
Revised para. 4.11.
Revised para. 4.15.
Relocated info.
Revised para. 4.23.
Revised para. 4.41.
Revised para. 5.5.
(cont)
FAA Approval
Signature and
Date
PILOT'S
OPERATING HANDBOOK
Revision
Number and
Code
Rev.4(cont)
Revised
Pages
5-11
5-20
5-38
5-53
5-61
5-69
5-70
5-71
5-73
5-74
5-93
5-102
5-103
6-i
6-4
6-6
6-25
6-25a
6-25b
6-26
6-27
6-28
6-3 I
6-32
6-33
Description
LOG OF REVISIONS
of Revision
(cont)
FAA Approval
Signature and
Date
Corrected title and Fig. no.

Revised Fig. 5-15.
Revised Fig. 5-49.
Revised Fig. 5-79.
Revised Fig. 5-95.
Revised Fig. 5-1 I I.
Revised Fig. 5-113.
Revised Fig. 5-115.
Revised Fig. 5-119.
Revised Fig. 5-121.
Revised Fig. 5-157.
Revised Fig. 5-175.
Revised Fig. 5-177.
Changed pg. no.
Revised para. 6.3.
Revised Fig. 6-7.
Added item 61; moved items
65 and 67 to pg. 6-25a.
New page; relocated items 65
and 67 from pg. 6-25; revised
item 67; relocated items 71
thru 77 from pg. 6-26.
and 81 from pg. 6-26; added
items 78 and 80.
Relocated items to pg. 6-25b;
added item 83 from pg.
6-27; added iterns 85 and 87.
Moved item 83 to pg. 6-26; relocated item 99 from pg. 6-28;
added item 100.
Moved item 99 to pg. 6-27.
Added item 140.
Added item 166; moved item
173 to pg. 6-33.
Relocated item 173 from pg.
6-32.
REPORT:
2210
vi-c
PILOT'S
OPERATING
Revision
Number and
Code
Rev.4(cont)
Revised
Pages
6-35
6-37
6-37a
6-37b
6-38
6-39
6-40
6-41
6-42
6-45
6-47
6-48
6-49
6-50
6-51
6-53
6-55
6-56
7-i, 7-il
7-23
7-25
7-25a
7-25b
REPORT:
vi-d
2210
HANDBOOK
Description
LOG OF REVISIONS(cont)
of Revision
Renumbered item, added new

items 203 and 207.
Added items 225 and 228;
moved items 235 and 237 to
pg. 6-37a.
and 237 from pg. 6-37; added
item 234; revised item 237.
thru 261 from pg. 6-38.
Moved items 25\ thru 261 to
pg. 6-37b; added item 262; relocated items 265 thru 269
from pg. 6-39; added item 268.
Moved items 265 thru 269 to
pg. 6-38; relocated items 293
and 295 from pg. 6-40.
Moved items 293 and 295 to
pg. 6-39.
Revised items 321 and 325.
Revised item 331.
Revised item 391.
Added item 402.
Revised item 413.
Revised item 429.
Revised item 515.

Revised item 533.
New page; added item 539.
Changed pg. no.; added
para. 7.89 and pg. no.
Revised Fig 7-15.
Revised Fig. 7-17.
New page; added Fig. 7-17a.
New page; moved beginning of
para. 7.25 from pg. 7-26;
revised para. 7.25.
FAA Approval
Signature and
Date
PILOT'S OPERATING HANDBOOK

Revision
Number and
Code
Rev. 4 (cont)
LOG OF REVISIONS
(cont)
FAA Approval
Revised
Pages
Description
7-26,
7-27
7-27a,
7-27b
7-28
7-29
7-29a
7-29b
7-29c
Cont. revision
7-29d
7-30
7-32
7-33
7-33a
7-33b
7-38
7-39
7-40
7-40a
7-40b
7-47
7-57
7-62
8-2
8-5, 8-6
9-i
9-18,
9-19,
9-22,
9-23,
9-25,
of Revision
Signature
and
Date
para. 7.25.
New pages, cont. revision

para. 7.25.
Cont. revision para. 7.25.
Revised Fig. 7-19.
New page, added Fig. 7-19a.
New page, added Fig. 7-20.
New page, revised and relocated Fig. 7-21 from pg. 7-30.
Moved Fig. 7-2 I to pg. 7-29c.
Revised Fig. 7-23.
Revised Fig. 7-23 (cont).
New page, added Fig. 7-23a
(cont).
Revised para. 7.33.

Revised Fig. 7-27; inoved info.
to pg. 7-40.
Relocated and revised info.
(para. 7.35) from pg. 7-39;
moved para. 7.39 to pg. 7-40a.
New page; relocated para.
7.39 from pg. 7-40.
New page.
Revised para. 7.47.
Revised para. 7.71.
Added para. 7.89.
Revised para. 8.3.
Revised para. 8.9.
Added Supplements 3 and 4.
Revised Supplement 2.
REPORT:
2210
vi-e
PILOT'S
Revision
Number and
Code
Revised
Pages
9-27,
9-33,
Rev.4(cont)
9-35
9-37,
Description
of Revision
Revised Supplement
ii
3-2
Added Supplement
3.
Added Supplement
4.
Aug. 28, 1980
Revised Warning.
Revised Engine Securing
Procedure (Feathering Procedure); revised Engine
Failure During Takeoff

3-5
3-8
3-8b
3-9
3-10
3-11
3-15
4-32
4-33
6-24
REPORT:
vi-f
2210
FAA Approval
Signature and
Date
2.
9-42
Rev. 5
(PR810316)
(cont)
(Below 91 KIAS).
Revised Air Starting Procedure (Starter Assist).
Revised Engine Fire In Flight
(S/N 31T-8120001 and up).
Revised Single Generator
Failure (S/N 3\T-8120001
and up).
Revised Dual Generator

Failure Procedures.
Revised Avionics Bus Failure
(S/N 3IT-8020001 thru 31T8020092).
Revised Electrical Fire
Procedure.
Revised Gear Up Landing
Procedure.
Added item 4.41 (h); relocated info. to pg. 4-33.
Added info. from pg. 4-32;
revised notes.
Corrected
spelling.
PILOT'S
Revision
Number and
Code
Rev. 5(cont)
OPERATING
HANDBOOK
Description
Revised
Pages
6-37
6-40
6-41
6-43
6-45
6-46
6-47
6-48
6-49
6-50
6-51
6-56
7-ii
of Revision
(cont)
FAA Approval
Signature and
Date
Revised item 233.

Revised items 299 and 301;
added new item 303.
Revised item 327 (a); added
new
6-42
LOG OF REVISIONS
item 327 (b).
Added new item 329 (b);

revised items 335 and 337.
Revised items 339, 341, 345
and 347; added new item 344.
Relocated items 375 thru 377
to pg. 6-46; added new item
372; revised item 373.
Relocated item 387 to pg.
6-47; added items 375 and
377 from pg. 6-45; added new
item 376.
Relocated items 397 and 399
to pg. 6-48; added revised
item 387 from pg. 6-46; added
new item 392.
Relocated items 409 and 41I
to pg. 6-49; added items 397
and 399 from pg. 6-47.
6-50; added items 409 and
41 I from pg. 6-48; revised
items 415 thru 419.
6-51; added 421 from pg.
6-49; revised items 431 and
433.
Added item 435 from pg.
6-50; added new items 438
and 439 (b).
Added new items 541 and
543.
Added para. 7.50; revised
pg. no.
REPORT:
2210
vi-g
PILOT'S
OPERATING
Revision
Number and
Code
Revised
Pages
7-27b
7-40a
7-48
Rev.5(cont)
7-48a
7-48b
9-22
9-37
9-38
1-2
l-4
Rev. 6
(PR81091!)
2-5
2-22
2-23
3-8b
3-13
3-15
3-16
3-24
3-33
3-36
REPORT:
vi-h
2210
HANDBOOK
Description
LOG OF REVISIONS
of Revision
Revised para.7.25 info.

Added Caution.
Relocated para. 7.51 to pg.
7-48 b; revised para. 7.49;
added new para. 7.50 (Cargo
Door Installation).
Added pg.; added new Figure
7-34 (Cabin Entrance.Door
and Cargo Door).
Added pg.; added para. 7.51
from pg. 7-48.
Revised item (g) (3) a.
Revised Section 2 (a).
Revised Section 4 (c) and
Section 5.
Revised Figure I-1.

Revised para. 1.13 (a), (b);
added para. 1.15 (c).
Revised Engine Operating
Limits.
Relocated info. to pg. 2-23;
added placard.
Added info. from pg. 2-22.
Revised info.
Revised Checklist (Emergency
Oxygen System)
added Warning.
Revised Air Start
Emergency (Ng below
10%).
Revised para. 3.29.
Added Warning.
-
(cont)
FAA Approval
Signature and
Date
P
verly
Mar. 16, 1981
.
PILOT'S OPERATING
HANDBOOK
LOG OF REVISIONS
Revision
Code
Revised
Pages
Rev. 6(cont)
3-39
Number
and
3-40
4-5
4-6
Description
of Revision
(cont)
FAA Approval
Signature and
Date
Relocated para. 3.47 (b)

info. to pg. 3-40; added
serial number effectivity;
added new Essential Power
Off info.
Added para. 3.47 (b) info.
from pg. 3-39.
Revised info.
Revised Warning; revised
info.
4-13
4-15
4-16
4-17
4-18
4-31
5-109
6-i
6-17
6-25
6-34
6-35
6-36
6-37
6-37a
Revised para. 4.9 info.

added info. from pg. 4-17.
added new info.
Revised para. 4.11.
Revised info.
Revised Table of Contents.
Revised para. 6.11.
Revised item 55; deleted
item 61.
Revised items 191, 193, and
195; added new item 197.
Revised item 201; combined
existing item 203 with 201;
renumbered
items.
Relocated item 219 to
pg. 6-37; added new item
214.
Relocated items 231 and
233 to pg. 6-37a; added item
219 from pg. 6-36.
Added items 231 and 233
from pg. 6-37; revised item
234.
REPORT:
2210
vi-i
PILOT'S
Revision
Number and
Revised
Code
Pages
Rev. 6 (cont)
6-38
6-39
6-40
6-40a
6-40b
6-41
6-42
6-43
6-44
6-45
6-46
REPORT:
vi-j
2210
Description
of Revision
Revised item 262.

Added new item 294.
pg. 6-40a; revised items 299
and 301.
Added pg.; added item 303
from pg. 6-40; revised item
303; added new item 305.
Added pg.; added items 321
thru 325 from pg. 6-41;
deleted item 323; added new
item 323 and 326.
Relocated items 321 thru
325 to pg. 6-40b; added
items 329 and 331 from
pg. 6-42; revised item 329.
331 to pg. 6-41; added new
items 333 and 338; added
items 339 and 341 from
pg. 6-43.
341 to pg. 6-42; added items
351 and 353 from pg. 6-44.
365 and 367 from pg. 6-45.
367 to pg. 6-44; relocated
item 373 to pg. 6-46; revised
item 371.
pg. 6-47; added item 373
from pg. 6-45.
(cont)
FAA Approval
Signature and
Date
PILOT'S
OPERATING
Revision
Number and
Code
Revised
Pages
Rev. 6(cont)
6-47
6-48
6-49
6-50
6-51
6-51a
6-51b
6-52
6-53
HANDBOOK
Description
LOG
OF REVISIONS (cont)
of Revision
FAA Approval
Signature and
Date
Itelocated items 393 and

395 to pg. 6-48; added item
385 from pg. 6-46.
.Relocated items 405 and
393 and 395 from pg. 6-47.
405 and 407 from pg. 6-48.
417 and 419 from pg. 6-49;
revised items 417, 425 and
427.
443 to pg. 6-51a; added
items 429 thru 433 from
pg. 6-50; revised items 433
thru 437.
Added pg.; added items 439
added new item 445.
Added pg.; added new items
447, 449 and 453 thru 459;
added revised item 451 from
pg. 6-56.
pg. 6-53; revised item 503;
added new item 506.
515 to pg. 6-54; added item
507 from pg. 6-52; revised
item 507 and 509; added
new item 508.
REPORT:
2210
vi-k
PILOT'S
OPERATING
Revision
Number and
Code
Revised
Pages
6-54
Rev.6(cont)
6-55
6-56
6-57
7-7
7-8
7-16
7-24
7-29a
7-33a
7-33b
7-38
7-39
7-40a
7-40b
7-45
7-46
HANDBOOK
Description
LOG OF REVISIONS
of Revision
7-46b
7-47
REPORT:
vi-I
2210
FAA Approval
Signature and
Date
525 to pg. 6-55; added
revised items 511 thru 515
from pg. 6-53.
519 thru 525 from pg. 6-54;
revised item 521.
pg. 6-57; added items 529
relocated item 541 to
pg. 6-51b and renumbered
item; renumbered item 543.
Added pg.; added new items
543 thru 555.
Revised Figure 7-3.
Revised para. 7.9.
Added new info. to para.
7.19.
Added new info.
Revised Figure 7-19a.
Revised Figure 7-23a.
Revised Figure 7-23a (cont).
Revised para. 7.33.
Revised para. 7.39.
Added revised info.
from pg. 7-40a.
Revised para. 7.45.
Relocated Figure 7-33 to
pg. 6-46a; added para. 7.45
info.
7-46a
(cont)
Added pg.; added revised

Figure 7-33 from pg. 7-46.
Added pg.
Revised para. 7.47.
PILOT'S
OPERATING
Revision
Number and
Revised
Code
Pages
Rev. 6(cont)
9-i
9-39
9-40
9-4 I
9-43
thru
9-56
Rev. 7
(PRS20429)
iii
1-2
2-i
2-11,
2-12,
2-13
2-21
2-22
2-23
2-24
3-i thru
3-iii
3-13
3-14
3-15
3-16
3-33
HANDBOOK
Description
LOG OF REVISIONS
of Revision

Relocated Section 2 (f) to
pg. 9-40.
Relocated Section 4 (d), (e),
(f) to pg. 9-41; added
Section 2 {f) from pg. 9-40;
added new placard.
Added Section 4 (d), {e), (f)
from pg. 9-40.
Added pgs.; added new
Supplement 5 (GNS-500A
Series 2 VLF/Omega Global
Navigation System).
Corrected
(cont)
FAA Approval
Signature and
Date
Paul E. Everly
Sept. I I, 198I
spelling.
Revised fig. 1-1.

Revised para. 2.23.
Removed placard.
Added placard.
Moved para. 2.45 to pg. 2-24.
New page; added placards; relocated para. 2.45 from pg.
2-23.
Revised procedure; moved
info. to pg. 3-14.
Revised para. 3.29.
REPORT:
2210
vi-m
HANDBOOK LOG OF REVISIONS
OPERATING
PILOT'S
(cont)
Revision
Number and
Code
Rev. 7 (cont)
Revised
Pages
4-i
4-ii
4-16
4-19
4-23
6-5
6-6
6-7
6-21
6-27
6-28
6-30
6-31
6-33
6-34
6-35
6-37b
6-38
6-40b
6-51
6-51a
6-51b
6-52
6-52a
REPORT:
vi-n
2210
Description
of Revision

New page; cont. revision of
Table of Contents.
Revised para. 4.9.
Revised para. 4.13.
Revised para. 4.19.
Revised para. 6.5.
Revised fig. 6-7.
Revised fig. 6-9.
Revised para. 6.15.
Revised item 100.
Revised item 109.
Relocated item 139 from pg.
6-31.
Moved item 139 to pg. 6-30;
revised items 14] and 143.
Revised item 183; moved
items 183 and 185 to pg. 6-34.
from pg. 6-33; moved items
195 and 197 to pg. 6-35.
from pg. 6-34.
Revised item 261,
Removed item 262; revised
items 263 and 265.
Revised item 326.
Revised item 438.
Revised item 445.
Revised item 447.
This page intentionally left
blank; moved items to pg.
6-52a and 6-52b.
New page; relocated items
497 thru 505 from pg. 6-52;
revised item 501.
FAA Approval
Signature and
Date
PILOT'S
OPERATING
Revision
Number and
Code
Rev.7(cont)
Revised
Pages
6-52b
6-53
6-54
7-29d
7-31
7-33b
7-34
7-35
7-40a,
7-40 b
7-45
7-46
7-49
HANDBOOK
LOG OF REVISIONS
Description of Revision
(cont)
FAA Approval
Signature and
Date
New page; relocated item 506

from pg. 6-52; added items
507 and 508.
Revised and renumbered
items 509 thru 511.
Revised items 5l2, 513 and
515.
Revised fig. 7-2Ia.
Revised para. 7.27; moved
info. to pg. 7-34.
Revised fig. 7-23a (cont).
Relocated info. from pg. 7-3\;
revised para. 7.29; moved
info. to pg. 7-35.
Revised para. 7.39.
info. to pg. 7-46.
cont. revision of para. 7.45.
Revised para. 7.53; revised
caution.
8-10
8-1I
9-i
9-57
thru
9-68
9-69

info. to pg. 8-11.
Added Supplements 6 thru 11.
Added Supplement 6.
Added Supplement 7.
thru
9-80
9-81
thru
Added
Supplement
8.
9-92
REPORT:
2210
vi-o
Pil OT'S OPERATING

Revision
Number and
Code
Rev. 7 (cont)
Revised
Pages
9-93
HANDBOOK
Description
Added
LOG OF REVISIONS
FAA Approval
Signature and
Date
of Revision
Supplement
9.
thru
9-106
9-107
thru
9-110
9-1 I I
thru
9-114
Title
I-I
I -7
1-9
2-7
3-2
3-3
thru
3-14
3-14
3-15,
3-16
3-16a,
3-16b
Rev. 8
(PRS31201)
3-21
3-33
3-34
3-34a
Added Supplement
10.
Added Supplement
i 1.
New Logo.
Revised para.I.I.
Revised item (b).
Removed MEA.
Revised Note.
Revised 3.3.
Relocated text.
i
Revised Crossfeed Procedure.

Relocated text.
Added new pages.
Changed Caution to Warning.
Revised para. 3.29.
Revised Fig. 3-1.
Added new oxygen charts.
thru
3-34h
3-35
4-2
4-3, 4-4
4-6
4-7
4-8
REPORT:
vi-p
2210
Revised para. 3.31.

Revised item (k).
Revised para. 4.5.
Changed Warning to Caution.
Relocated text.
Added Caution.
(cont)
PILOT'S
OPERATING
Revision
Number and
Code
ev. 8 (cont)
Rev. 9
(PR840206)
Revised
Pages
4-9
4-10
thru
4-12
4-12a,
4-12b
4-13
4-14
4-15
4-18
4-19
4-28
4-29
4-30
5-9
5-20a,
5-20b
5-25
6-55
7-37
745,
746
8-I
8-2
8-3
8-17
8-23
9-55
9-58
1-3
2-16
2-20
2-2\
5-3
5-4
HANDBOOK
Description
LOG OF REVISIONS
of Revision
(cont)
FAA Approval
Signature and
Date
Added Warning.
Relocated text.
Added new pages.

Revised para. 4.9.
Revised 3rd para.
Revised 3rd para.
Revised para. 4.13.
Revised Note.
Revised para. 4.39.
Revised para. 5.7.
Added new pages.
Revised
Revised
Revised
Revised
Fig. 5-25.
item 523.
Fig. 7-25.
para. 7.45.
Revised
Revised
Revised
Revised
Revised
Revised
Revised
para. 8.l.
para. 8.I, 8.3.
para. 8.3, 8.5.
para. 8.27.
item (h).
accuracy check.
top para.
Everly
Paul
Dec. I, 1983
Revised para. 1.7

Revised para. 2.25.
Revised fuel placard.
Added fuel placard.
Revised para. 5.5.
Revised item (b).
REPORT:
2210
vi-q
PILOT'S OPERATING
Revision
Number and
Code
Revised
Pages
5-5
5-8
5-11,
5-12
5-94
5-95
5-96
thru
5-106
5-107
thru
5-115
6-5
6-1 I
6-14
6-19
7-21
Rev.9(cont)
REPORT:
vi-r
2210
HANDBOOK
Description
LOG OF REVISIONS
of Revision
Revised item (e).

Revised item (i).
Revised Index.
Revised Fig. 5-159.
Revised Fig. 5-161.
Removed Fig. 5-163 thru
5-183.
Renumbered pgs. 5-107 thru
5-115; renumbered
Fig. 5-185
thru 5-201.
Revised Fig. 6-5.
Revised Fig. 6-11.
Revised Fig. 6-15.
Revised Fig. 6-19.
Revised Fig. 7-13 and para.
7-23.
(cont)
FAA Approval
Signature and
Date
TABLE OF CONTENTS
SECTION 1
GENERAL
SECTION 2
LIMITATIONS
SECTION 3
EMERGENCY PROCEDURES
SECTION 4
NORMAL PROCEDURES
SECTION 6
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
SAFETY TIPS
REPORT:
2210
vii
TABLE OF CONTENTS
SECTION
GENERAL
Paragraph
No.
1.1
I.3
1.5
1.7
1.9
1.11
1.13
1.15
1.17
1.19
1.21
Page
No.
Introduction
Engines
Propellers
Fuel
1-1
1-3
1-3
1-3
......................................
..........................................
........................................
.............................................
Oil...............................................
Maximum Weights
Standard Airplane Weights
1-4
1-4
................................
I-4
1-4
1-4
I-5
l-12
.........................
Baggage Space
Specific Loadings..................................
Symbols, Abbreviations and Terminology.............
Conversion Factors
....................................
................................
REPORT:
2210
1-i
PIPER AIRCRAFT CORPORATION

PA-31T, CHEYENNE
SECTION
SECTION 1
GENERAL
GENERAL
1.1 INTRODUCTION
This Pilot's 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 Federal Aviation Regulations and additional
the FAA
information provided by the manufacturer and constitutes
Approved Airplane Flight Manual.
and
for adequate
This handbook is not designed as a substitute
directives,
flight instruction, knowledge of current airworthiness
federal air regulations or advisory circulars. It is not intepded 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.
competent
applicabic
condition is the
that the airplane is in an airworthy
for
of the owner. The pilot in command is responsible
determining that the airplane is safe for flight. The pilot is also responsible
limitations as outlined by instrument
for remaining within the operating
markings,
placards, and this handbook.
Assurance
responsibility
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 emergency
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
leference 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.
ISSUED: SEPTEMBER
REVISED: DECEMBER
14, 1979
1, 1983
REPORT:
2210
I-I
SECTION

PA-3lT, CHEYENNE
GENERAL
4Tt11
Wing Area (sq. ft.)
Min. Turn Radius (ft.)

(from pivot point to
wing lip)
19
229
31.67
II"
17 1
is"
ela
BINEDIAL
-13
MMESFAR
16 5"
55081 LIIII
51AIIC
T3
at
THREE VIEW
Figure 1-1
REPORT: 2210
1-2
ISSUED:
SEPTEMBER 14, 1979

REVISED: APRIL 29, 1982

PA-31T, CHEYENNE
SECTION 1
GENERAI
1.3 ENGINES
(a) Number of Engines

(b) Engine Manufacturer
(c) Engine Model Number
(d)
(e)
(f)
(g)
Rated Horsepower
Propeller Speed (rpm)
Dry Weight (lbs.)
Engine Type
Compressor
stages and type
Turbine stages and type

Combustion
chamber type
2
Pratt and Whitney
of Canada
PT6A-28
620
2200
317
Free Turbine, Reverse
Flow 2-Shaft
3 axial stages
I centrifugal stage
I stage compression
I stage power
annular
1.5 PROPELLERS
(a) Number
(b)
(c)
of Propellers
Propeller Manufacturer
Blade Model
(d) Number
of Blades
(c) Hub Model
(f) Propeller Diameter (in.)

(g) Propeller Type
2
Hartzell
T-10\73-HB-8 or
T-10173-B-8
3
HC-83TN-38
93
Hydraulically Operated,
Constant Speed, Full
Feathering, Reversible
-
1.7 FUEL
(a) Fuel Capacity (U.S. gal.) (total)

(b) Usable Fuel (U.S. gal.) (total)
(c) Fuel Grade, Aviation
ISSUED: SEPTEMBER
REVISED: FEBRUARY
14, 1979
6, 1984
374
366
to PWA
Fuels conforming
522, CPW 46 (including
Jet A, Jet A-l, Jet B,
JP4 and JP5)
REPORT:
2210
1-3
SECTION
PIPER
GENERAL
AIRCRAFT CORPORATION
PA-31T, CHEYENNE
1.9 OIL
(a) Oil Capacity (each engine) (U.S. gal.)

(b) Oil Specification
2.3
Refer to latest revision
of Pratt and Whitney
Service Bulletin No. 1001.
1.11 MAXIMUM WEIGHTS
(a)
(b)
(c)
(d)
(e)
Ramp Weight (Ibs.)

Maximum Takeoff Weight (Ibs.)
Maximum
Maximum
Landing Weight
(lbs.)
Zero Fuel Weight (Ibs.)

Maximum Weights in Baggage
Compartments (Ibs.)
9050
9000
9000
7200
300
200
(1) Forward
(2) Aft
1.13 STANDARD AIRPLANE WEIGHTS*
(a) Standard Empty Weight (Ibs.)

(b) Maximum Useful Load (including
ramp fuel) (Ibs.)
5018
4032
1.15 BAGGAGE SPACE
(a) Compartment Volume (cu. ft.)

(1) Forward
(2) Aft
(b) Forward Baggage Door Size
(in. wide x in. high)
Cargo
Door (if installed)
(c)
20
22
26 x 21
17 x 30
1.17 SPECIFIC LOADINGS
(a) Wing Loading (Ibs. per sq. ft.)

(b) Power Loading (Ibs. per hp)
39.3
7.26
*These values are approximate and vary from one aircraft to another. Refer
to Figure 6-7 for the Standard Empty Weight value and the Useful Load
value to be used for C.G. calculations for the aircraft specified.
REPORT: 2210
1-4
ISSUED: SEPTEMBER
REVISED: SEPTEMBER
14, 1979
11, 1981

PA-31T, CHEYENNE
SECTION 1
GENERAL
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.
(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.
KCAS
Calibrated Airspeed expressed in "Knots."
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.
KIAS
Indicated Airspeed expressed in "Knots."
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.
VA
Maneuvering Speed is the maximum speed

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

highest speed permissible with wing flaps
in a prescribed extended position.
14, 1979
REPORT:
2210
1-5
SECTION
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
GENERAL
VLE
Maximum Landing Gear Extended Speed

is the maximum speed at which an aircraft
can be safely flown with the landing gear
extended.
VLo
Maximum Landing Gear Operating Speed

is the maximum speed at which the landing
gear can be safely extended
or retracted.
VMCA
Air Minimun Control Speed is the minimum flight speed at which the airplane is
directionally controllable as determined in
accordance with Federal Aviation Regulations. Airplane certification conditions
include one engine becoming inoperative
and windmilling; not more than a 5 bank
towards the operative engine; takeoff
power on operative engine; landing gear
up; flaps in takeoff position; and most
rearward C.G.
VMo/MMo
Maximum operating speed is the speed

limit that may not be deliberately exceeded
in normal flight operations. V is expressed
in Knots and M in Mach Number.
VNo
Maximum Structural Cruising Speed is the

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

which the airplane is
controllable.
Vso
Stalling Speed or the minimum steady

flight speed at which the airplane is
controllable in the landing configuration.
VSSE
Intentional One Engine Inoperative Speed

is a minimum speed selected by the manufacturer for intentionally rendering one
engine inoperative in flight for pilot
training.
REPORT:
I-6
2210
ISSUED: SEPTEMBER
14, 1979
REVISED: MARCH 20 1980

PA-31T, CHEYENNE
SECTION I
GENERAI
ikst Angle-of-Climb
Speed is the airspeed

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

which delivers the greatest gain in altitude
in the shortest possible time.
Vy
(b) Meteorological
Terminology
International
The
temperature
Fahrenheit),
29.92 inches
ture gradient
Standard
Atmosphere in
is a dry perfect gas; The
at sea level is 15 Celsius (59
The pressure at sea level is
IIg(IDI3.2 mb);Thetemperafrom sea level to the altitude
is -56.5C
the temperature
at which
198C (-0.003566F) per
(-69.7F) is
foot and zero above that altitude.
ISA
which:
air
-0.00
Air Temperature is the free air

either from
temperature obtained
indications or ground
inflight temperature
meteorological
adjusted
for insources,
strument
error and compressibility effects.
Outside
OAT
static
Indicated
Pressure Altitude
actually
read
from an
The number
altimeterwhenthebarometricsubscalehas
been set to 29.92 inches of mercury (1013.2
millibars).
Pressure Altitude
Altitude measured from standardsca-level

pressure (29.92 in. Hg) by a pressure or
barometric altimeter.
It is the indicated
pressure altitude corrected for position and
instrument
In this handbook,
error.
altimeter
instrument errors are assumed
to be zero.
Station
Pressure
Actual
elevation.
ISSUED: SEPTEMBER
14, 1979
REVISED: DECEMBER I, 1983
atmospheric
at
field
REPORT:
2210
I-7
pressure
SECTION 1
GENERAL

PA-31T, CHEYENNE
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

Takeoff Power
Maximum
takeoff.
Maximum Con-
Maximum power permissible continuously

during takeoff, one engine inoperative,
and emergency operations only.
tinuous Power
Maximum Climb
Power
power
permissible
during
Maximum power permissible during climb

(Maximum Normal Operating Power).
Power
Maximum power permissible during cruise

(Maximum Normal Operating Power).
Maximum Normal
Operating Power
Maximum power permissible continuously

during all normal operations.
Maximum
Cruise
(d) Engine Controls and Instruments

Power Control
Lever
The lever which modulates engine power

from reverse thrust through takeoff power.
Propeller Control
Lever
The lever which requests a propeller

governor to maintain propeller rpm at a
selected value or feathers a propeller.
Condition Lever
The lever which controls

engine.
Beta Range
The region where the propeller blade angle

is between the fine pitch stop and the
maximum reverse pitch setting.
REPORT:
1-8
2210
fuel flow to an
SEPTEMBER 14, 1979

REVISED: MARCH 20, 1980
ISSUED:

PA-31T, CHEYENNE
ITT
Oauge
ttuinetemperature
temperature
free turbine
Gas Generator
RPM (Ng)
Propeller
(Np)
RPM
Engine Torque-
SECTION I
GENERAL
immediately
gauge-indicates
upstream of the
vanes.
Indicates the percent of gas generator rpm

based on a figure of 100% at 37,500 rpm.
Indicates propeller speed in rpm.
Indicates shaft output
torque in 1b-ft.
meter
(e) Airplane Performance
and
Flight Planning Terminology
Climb Gradient
The demonstrated ratio of the change in

height during a portion of a climb, to the
horizontal distance traversed in the same
time interval.
Demonstrated
Crosswind
Velocity
The demonstrated crosswind velocity isthe

velocity of the crosswind component for
which adequate control of the airplane
during takeoff and landing was actually
during certification
demonstrated
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.
Route Segment
A part of a route. Each end of that part is

identified by: (I) a geographical location;
or (2) a point at which a definite radio fix
can be established.
ISSUED: SEPTEMBER 14, 1979

REVISED: DECEMBER 1, 1983
REPORT:
2210
I-9
SECTION 1
GENERAL
PIPER
PA-31T, CHEYENNE
(f) Weight and Balance Terminology

Reference Datum
An imaginary vertical
horizontal distances
plane from which all

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

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

datum to the center of gravity (C.G.) of an
item.
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
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
(C.G.)
airplane.
C.G. Arm
The arm obtained by adding the airplane's

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.
Usable Fuel
Fuel available for flight planning.
Unusable Fuel
Fuel remaining after a runout test hasbeen

completed
in accordance with governmental regulations.
REPORT:
1-10
2210
ISSUED: SEPTEMBER
14, 1979
PIPER AIRCRAFT CORPORAION

PA-3tT, CHEYENNE
Standard
Weight
Empty
SECTION 1
GENERAI
Weight of a standard airplane including

unusable fuel, full operating fluids and full
oil.
Standard
weight
plus
optional
Basic Empty
Weight
equipment.
Payload
Weight of occupants,
Useful Load
Difference between takeoff weight, or

and basic empty
ramp weight if applicable,
empty
cargo
and baggage.
weight.
Maximum
Weight
Ramp
Maximum weight approved

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

the takeoff run.
for the start of
Maximum
Landing Weight

touchdown.
for the landing
Maximum Zero
Fuel Weight
Maximum weight exclusive
of usable
1SSUED: SEPTEMBER
14, 1979
REPORT:
fuel.
2210
1-11

PA-31T, CHEYENNE
SECTION I
GENERAL
I.21 CONVERSION FACTORS

MULTIPLY
BY
TO OBTAIN
acres
0.4047
43560
0.0015625
ha
sq. ft.
sq. mi.
76
cm Hg
in. Hg
bar
kg/cm 2
lb./sq. in.
lb.jsq. ft.
atmospheres
(atm)
29.92
1.0133
1.033
14.70
2116
bars
(bar)
British Thermal Unit (BTU)

centimeters
(cm)
centimeters of mercury at
0C (cm Hg)
centimeters per second
(cm/sec.)
cubic centimeters
REPORT:
1-12
2210
(cm 3)
0.98692
14.503768
atm
0.2519958
kg-cal
0.3937
0.032808
in.
ft.
0.01316
0.393T
in. Hg
0.1934
27.85
lb.jsq. in.
lb./sq. ft.
135.95
kg/m
0.032808
1.9685
ft.|sec.
ft./min.
0.02237
mph
0.0338 I
0.06102
3.531 x 10
0.001
2.642 x 10
fl. oz.
cu. in.
cu. ft.
1
U.S. gal.
lb.jsq. in.
atm
-6
-4
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
MULTIPLY
cubic feet
(cu. ft.)
cubic feet per minute

(cu. ft. / min.)
cubic inches
TO OBTAIN
28317
0.028317
1728
0.037037
7.481
28.32
cm
3
m
cu. in.
cu. yd.
0.472
0.028317
1/sec.
3/
m min.
U.S. gal.
1
-5
-4
-3
cm
3
m
cu.
ft.
fl. oz.
1
U.S. gal.
U.S. qt.
35.3147
264.2
35.3147
cu. ft./min.
27
0.7646
202
cu. ft.
3
m
U.S. gal.
0.01745
radians
0.01745
radians/sec.
0.125
fl oz.
0.0625
oz. avdp.
1.308
cubic meters per minute
cu. in.
cu. yd.
cu. ft.
U.S. gal.
61024
(m 3)
cubic meters
BY
16.39
1.639 x 10
5.787 x 10
0.5541
0.01639
4.329 x 10
0.01732
(cu. in.)
SECTION I
GENERAI
(m 3/min.)
cubic yards
degrees
(cu. yd.)
(arc)
degrees per
second
(deg./sec.)
drams, fluid (dr. fl.)
drams, avdp.
ISSUED:
(dr. avdp.)
SEPTEMBER
14, 1979
REPORT:
2210
1-13
SECTION I
GENERAL
MULTIPLY
feet (ft.)
PIPER
PA-31T CHEYENNE
BY
TO OBTAIN
30.48
cm
m
0.3048
12
0.33333
0.060606 I
1.894 x 10
1.645 x 10
feet per minute
(ft.jmin.)
feet per
second
(ft.jsec.)
foot-pounds (ft.-ib.)
in.
yd.
rod
-4
gi
-
NM
0.01136
0.01829
0.508
0.00508
mph
km/hr.
cm/sec.
m/sec.
0.6818
1.097
30.48
0.5921
mph
km/hr.
cm/sec.
kts.
0.138255
3.24 x 10
m-kg
g
-4
_gg
-5
foot-pounds per minute
3.030 x 10
hp
(ft.-Ib. / min.)
-6
I.818 x 10
hp
gallons, Imperial
(Imperial gal.)
277.4
1.201
4.546
cu. in.
U.S. gal.
I
gallons, U.S. dry

(U.S.gal. dry)
268.8
1.556 x 10 -I
1.164
4.405
cu. in.
cu. ft.
U.S. gal.
I
foot-pounds per second
(ft.-ib.jsec.)
REPORT:
I-14
2210
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
MULTIPLY
BY
gallons, U.S. liquid

(U.S. gal.)
231
0.1337
4.951 x 10
3785.4
3.785 x 10
3.785
0.83268
128
gallons per acre

(gal./ acre)
grams
(g)
grams per centimeter
grams per cubic

centimeter (g/cm
hectares
(ha)
horsepower
horsepower,
inches
3)
(hp)
metric
(in.)
ISSUED: SEPTEMBER
14, 1979
TO OBTAIN
-3
cu. in.
cu. ft.
cu. yd.
-3
cm
m 3
1
Imperial gal.
fl. oz.
9.353
1/ha
0.001
0.3527
2.205 x 10
kg
oz. avdp.
lb.
0.1
6.721 x 10
5.601 x 10
(g/cm)
SECTION 1
GENERAL
-3
-2
-3
kg/m
lb./ft.
lb.fin.
1000
0.03613
62.43
kg/m 3
lb./cu. in.
lb./cu. ft.
2.471
107639
10000
acres
sq. ft.
2
m
33000
550
76.04
1.014
ft.-Ib./min.
ft.-Ib./sec.
75
0.9863
m-kg/sec.
hp
25.40
2.540
0.0254
0.08333
0.027777
cm
m
m-kg/sec.
metric hp
mm
ft.
y.d.
REPORT:
2210
1-15
SECTION 1
GENERAL
PIPER
MULTIPLY
inches of mercury
(in. Hg)
inch-pounds
kilograms
at 0C
(in.-lb.)
(kg)
kilogram-calories
PA-3lT, CIIEYENNE
BY
TO OBTAIN
0.033421
0.4912
70.73
345.3
2.540
25.40
atm
lb./sq. in.
lb.jsq. ft.
kg/ m 2
cm Hg
mm Hg
0.01152\
m-kg
2.204622
35.27
1000
oz. avdp.
lb.
g
3.9683
BTU
3087
ft.-lh.
426.9
m-kg
kilograms per cubic meter
0.06243
0.001
Ib./cu. ft.
g/cm 3
kilograms per hectare
0.892
lb.jacre
0.9678
28.96
14.22
atm
(kg-cal)
(kg/cm3)
(kg/ha)
kilograms per square
centimeter (kg/cm 2)
in. Hg
lb.jsq. in.
lb.jsq. ft.
2048
-3
kilograms per square

meter (kg/m 2)
2.896 x 10
1.422 x 10
0.2048
kilometers
I x 10
3280.8
0.6214
0.53996
-3
in. Hg.
lb./sq. in.
lb./sq. ft.
-6
REPORT:
I-16
(km)
2210
ISSUED:
cm
ft.
mi.
NM
SEPTEMBER
14, 1979
SECTION I
GENERAL

PA-31T, CHEYENNE
MULTIPLY
BY
TO OBTAIN
kilometers per hour
0.9113
ft.jsec.
ft./ min.
kt
mph
m/sec.
m/ min.
58.68
(km/hr.)
0.53996
0.6214
0.27778
16.67
nautical
1
1.689
1.1516
(kt)
knots
statute mph
km/hr.
m/sec.
1.852
51.48
liters
1000
61.02
0.0353 I
(1)
0.264172
0.2200
1.05669
cm
cu. in.
cu. ft.
fl. oz.
U.S. gal.
Imperial gal.
qt.
13.69
0.107
fl. oz./acre
gal./acre
2.12
cu. ft./min.
33.814
liters per hectare
(1/ha)
liters per second
(1/sec.)
meters
in.
39.37
3.280840
(m)
1.0936
0.198838
6.214 x 10
5.3996 x 10
-4
meter-kilogram
(m-kg)
meters per minute
mph
ft./sec.
-4
ft.
yd.
rod
mi.
NM
7.23301
86.798
ft.-Ib.
in.-lb.
0.06
km/hr.
(m/min.)
ISSUED: SEPTEMBER
14, 1979
REPORT: 2210
1-17
SECTION
GENERAL
PA-31T, CHEYENNE
MULTIPLY
BY
TO OBTAIN
meters per second
3.280840
196.8504
2.237
3.6
ft./ min.
mph
km/ hr.
(m/sec.)
ft./sec.
-6
microns
miles, statute
(mi.)
miles per hour
(mph)
miles per hour square
3.937 x 10
in.
5280
1.6093
1609.3
0.8684
ft.
km
m
NM
44.7041
4.470 x 10 -I
1.467
88
cm/sec.
m/sec.
ft.jsec.
1.6093
ft./ min.
k m/ hr.
0.8684
kt
2.151
ft.jsec. sq.
(m/hr.sq.)
-2
2.953 x 10
in. Hg
0.03937
in.
millimeters of mercury at
0C (mm Hg)
0.03937
in. Hg
nautical miles (N M)
6080
1.1516
1852
1.852
ft.
statute mi.
28.35
16
g
dr. avdp.
millibars
millimeters
(mm)
ounces, avdp.
REPORT:
I-18
(oz. avdp.)
2210
ISSUED:
km
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
BY
MULTIPLY
ounces, fluid
SECTION 1
GENERAL
TO OBTAIN
8
29.57
1.805
0.0296
0.0078
(fl. oz.)
ounces, fluid per acre

(fl. oz.|acre)
0,073
pounds (Ib.)
0.453592
453.6
3.108 x 10
dr. fl.
cm
cu. in.
I
U.S. gal.
1/ ha
-2
kg
g
slug
pounds per acre

(Ib./acre)
1.121
kg/ha
pounds per cubic foot

(Ib./cu. ft.)
16.02
kg/m
pounds per cubic inch

(Ib./cu. in.)
1728
27.68
lb./cu. ft.
g/cm 3
pounds per square foot
0.1414
4.88243
4.725 x 10
in. Hg
kg/m 2
(lb./sq.ft.)
.4
ggg
pounds per square inch

(psi or 1b./sq. in.)
5.1715
2.036
0.06804
0.0689476
703.1
cm Hg
in. Hg
atm
bar
kg/m 2
quart, U.S..(qt.)
0.94635
57.749
cu. in.
radians
57.30
0.1592
radians per second
57.30
0.1592
9.549
(radians/sec.)
ISSUED:
SEPTEMBER
14, 1979
1
deg. (arc)
rev.
deg./sec.
rev./sec.
rpm
REPORT:
2210
1-19
PIPER
SECTION 1
GENERAL
MULTIPLY
PA-31T, CHEYENNE
BY
TO OBTAIN
revolutions
(rev.)
6.283
radians
revolutions
per minute
0.1047
radians/sec.
6.283
radians/sec.
16.5
5.5
5.029
yd.
m
sfug
32.174
Ib.
square centimeters
0.1550
0.001076
sq. ft.
(rpm or rev./min.)
revolutions per second
(rev./sec.)
rod
(cm 2)
square feet
(sq. ft.)
ft.
sq.
929
0.092903
144
0.1111
-5
2.296
square inches
(sq. in.)
square kilometers
x 10
6.4516
6.944 x 10
in.
cm
2
m
sq. in.
sq. yd.
acres
2
-3
cm
sq. ft.
0.3861
sq. mi.
10.76391
sq. ft.
sq. yd.
ha
(km 2)
square meters
(m 2)
1.196
0.0001
square miles
(sq. mi.)
2.590
640
km 2
acres
square rods
(sq. rods)
30.25
sq. yd.
square yards
(sq. yd.)
0.8361
9
0.0330579
m
sq. ft.
sq. rods
REPORT:
1-20
2210
ISSUED:
SEPTEMBER 14, 1979

PA-31T, CHEYENNE
SECTION 1
GENERAI
MULTIPLY
BY
yards
0.9144
3
36
ft.
0.181818
rod
(yd.)
ISSUED: SEPTEMBER
14, 1979
TO OBTAIN
in.
REPORT:
2210
I-21
TABLE OF CONTENTS
SECTION
LIMITATIONS
Page
No.
Paragraph
No.
2.1
2.3
2.5
2.7
2.9
2.11
2.13
2.15
2.17
2.19
2.21
2.23
2.25
2.27
2.29
2.31
2.33
2.35
2.37
2.39
2.41
2.43
2.45
General
Airspeed Limitations...............................
Airspeed Indicator Markings
Power Plant Limitations............................
Starter Limitations.................
Power Plant Instrument Markings
.
...............
...
...............
........................
...............
...................
Weight Limits.....................................
Center of Gravity Limits (Landing Gear Extended).....
Maneuver Limits
Flight Maneuvering Load Factor Limits
Crew I,imits
Types of Operation Limits
Fuel Limitations...................
Maximum Operating Altitude Limit..................
Outside Air Temperature Limits
Cabin Pressurization Limit..........................
Fuel Boost Pump Limitations
Nickel-Cadmium Battery Limitation..................
Stability Augmentation System Limitations
Stall Margin Indicator
Noise Level
Placards.............................
Service Life Limits.................................
..................................
..............
......................................
..........................
...............
.....................
.......................
...............
.............
.......................................
............
REPORT:
2-1
2-I
2-4
2-4
2-8
2-8
2-9
2-10
2-10
2-10
2-10
2-11
2-16
2-16
2-16
2-16
2-17
2-17
2-17
2-17
2-17
2-19
2-24
2210
2-i
PIPER AIRCRAFT COltPORATION

PA-31T, CHEYENNE
SECTION 2
I IMITATIONS
SECTION
LIMITATIONS
2.1 GENERAL
limitations,
provides the "FAA Approved" operating
color coding and basic placards necessary for operation of the PA-31T Cheyenne and its systems.
This section
instrument
markings,
Limitations
which
require
associated
handbook
optional
with those
supplements
can
and
systems
equipment
in Section
be found
(Supplements).
2.3 AIRSPEED
LIMITATIONS
SPEED
Maximum Operating Speed
KCAS
(VMO)
not exceed this speed in any operation

12,000 ft.).
(See Figure 2-1 for speeds above
12,000 ft.)
Design Maneuvering
Speed
(VA)
KIAS
DO
(up to
246
242
180
177
174
144
181
148
Do not
make full or abrupt control movements

above this speed (at gross weight up to
26,900 ft.).
(See Figure 2-1 for speeds
26,900 ft.)
above
Maximum
Flaps Extended
Speed (VEF)
Do not exceed this speed at the given flap
-
setting.
15 flap
40 flap
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
2-1
SECTION 2
I IMITATIONS
PIPER
PA-3lT, CHEVENNE
SPEED
KCAS
KIAS
Maximum Gear Extended Speed (VLF)

Do not exeecd this speed with landing gear
-
extended.
156
153
156
143
153
139
no flaps.
96
91
Stall Speed (full flaps) (power off)

(See Section 5, Performance, for stall
speeds at reduced weights.)
76
75
Maximum landing Gear Operating Speed

Do not operate landing gear above
(VLo)
this speed.
Extension
Retraction
Air Minimum Control Speed (VMCA)
I owest airspeed at which airplane is con-
trollable,
with one engine
operating
and
NOTE
Mitximum altitude loss in a stall is 750 feet.
Best Multi-Engine Rate of Climb Speed
below 20,000 ft. (Refer to Section 5,
Performance, for speeds above 20,000 ft.)
-
Minimum
Multi-Engine
2210
121
126
121
Climb Speed
(with SAS Override).
REPORT:
2-2
126
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 2
LIMITATIONS
PA-31T
PERATING H
31000
30000
25000
15000
10000
0.
5000
0
1-
1.0
190
INDICATEh)
MAXIMUM
ISSUED:
SEPTEMBER
0
230
AIRSPEED
OPERATING
Figure 2-1
14, 1979
25)
-
KTS.
SPEED
REPORT:
2210
2-3
SECTION
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
LIMITATIONS
2.5 AIRSPEED
INDICATOR
MARKINGS
MARKING
Green
White
Radial
Speed)
Radial
Speed
KIAS
Arc (Normal Operating Range)

Arc (Flaps Extended Range)
Red Line (Minimum Control
86 to 242
75 to 148
9I
Blue Line (Best Rate of Climb

Single Engine)
113
NOTE
Maximum Operating Limit
shown by Red Needle.
2.7 POWER
Speed (VMO)
PLANT LIMITATIONS
(a) Number of Engines
(b)
2
Pratt and Whitney
Engine Manufacturer
of Canada
(c) Engine
REPORT:
2-4
2210
Model Number
PT6A-28
ISSUED:
SEPTEMBER
14, 1979
OPERATING
CONDITION
OPERATING LIMITS
TOR
2200
POWER SETTING
TAKEOFF
UE
(1)
2000
RPM
MAXIMUM
OBSERVED
ITTC
OlL
Ng
RPM
SHP
RPM
620
1484
750
38100
620
1484
750
38100
(2)
101.5
2200
101.5
2200
TURE
(1) PRESSURE
PSIG (3)
%
Np
% RPM
OIL
TEMPERA-
(4)
100
86to 100
10 to 99
100
80 to 100
10 to 99
MAX. CONTINUOUS/
SINGLE ENGINE
EMERGENCY
..
-91
(8)
620
1628
750
ECONOMY CRUISE
620
1628
695
2000
MAX. CLIMB
620
1628
710
2000
MAX. CRUISE
(8)
38100
101.5
2000
91
80 to 100
10 to 99
80 to 100
0 to 99
80 to 100
0 to 99
-91
-40
IDLE
660
40 (MIN)
(5)
to 99
-40
STARTING
ACCELERATION
MAX. REVERSE (7)

om
200
2100
@2420
508
@2068
RPM
1090
(6)
850
(6)
750
(MIN)
38500
31530
102.6
2420
84
2068 94
0 to 99
110
80 to 100
go
0 to 99
02
SECTION
PIPER
2
LIMITATIONS
PA-3lT, CHEYENNE
(1) Maximum permissible sustained torque is 1628 Ib-ft (53

psig). Np must be set so as not to exceed power limitations.
(2) For every 10C (18F) below -30C (-22F) ambient
(3)
temperature, reduce maximum allowable Ng by 2.2%.

Normal oil pressure is 80 to 100 psig at gas generator speeds
above 27,000 rpm(72%) with oil temperature between 60 to
70C (140 to 158F). Oil pressures below 80 psig are undesirable, and shouldbe tolerated only for the completion
of the flight preferably at reduced power setting. Oil pressures below normal should be reported as an engine discrepancy, and should he corrected before next takeoff. Oil
pressures below 40 psig are unsafe, and require that either
the engine be shut down or a landing be made as soon as
possible, using the minimum power required to sustain
flight.
(4) For increased service life of the engine (i.e. time between oil
changes) an oil temperature between 74 to 80C (165 to
176F) is recommended. A minimum oil temperature of

55C (130F) is recommended for fuel heater operation at
takeoff power.
(5) At 50% rpm (Ng) minimum, advance power control lever
as required to maintain temperature within this limit.
(6) These values are time-limited to two seconds.
(7) Reverse limited to ground operation only.
(8) Maximum Normal Operating Power top of green arc on
propeller tachometer and red diamond on engine torque
gauge.
REPORT: 2210
2-6

PA-31T, CHVENNE
SECTION 2
I IMITATION
I.imits
Limit the load on each generator
(c) Genciator
as follows, except
during
starting:
Maximum
Flight Load
See Note
200 Amps
MIN. Ng.
49%
53%
59%
63%
GEN. LOAD
0 to 100 Amps
100 to 150 Amps
150 to 180 Amps
180 to 200 Amps
NOTE
Above 26,000 feet with power plant ice protection ON, limit generator output to 125amps
with Lear-Siegler starter/generators,
or 150
amps with Auxilec starter/generators.
Fuels conforming
to
PWA 522 or CPW 46
(f) Fuel Grade
Anti-icing additive per MIL-1-27686 is approved for use in the

maximuin.
fuels in the amount by volume of
(See
Section 8 for blending and handling procedures.)
.15%
above
NOTE
If fuel conforming
to PWA 522 or CPW 46 is
Aviation Gasoline MIL-G-5572,
not available,
all grades, may be used for a maximum of 150
hours between overhauls.
(g) Oil Grade
Refer to Pratt and Whitney

Engine Service Bulletin
No. 1000 for approved
(h) Number of Propellers

(i) Propeller Manufacturer
(j) Propeller Hub Model
(k) Propeller Blade Model
ISSUED: SEPTEMBER
14, 1979
oils.
2
Ilartiell
IIC-B3TN-38
T-10173-Ilu-8
or
T-10 l 73-B-8
REPORT:
2210
2-7
SECTION
PIPER
2
LIMITATIONS
PA-31T, CHEYENNE
(1) Propeller Diameter

Minimum
Maximum
(m) Propeller Blade Angles at Propeller
Station 30 at Hydraulic Low Pitch
93 IN.
93 IN.
Stop
20.2
2.9 STARTER
LIMITATIONS
Use of the starters is limited to 30 seconds ON, one minute OFF, 30

seconds ON, one minute OFF, 30 seconds ON, 30 minutes OFF before a
fourth start may be attempted.
2.11 POWER
PLANT INSTRUMENT MARKINGS
(a) Tachometer (Propeller)
Green Arc (Normal Operating Range)

Radial Red Line (Maximum)
(Gas Generator)
Tachometer
(b)
Fuel
Pressure
(c)
Yellow Arc (Caution)
1800 to 2000 RPM
2200 RPM
51 to 101.5%
101.5%
15 to 50 PSI
5 to 15 PSI
Radial Red Line (Minimum)
5 PSI
(d) Fuel Flow

Green Arc
Oil
Pressure
(e)
(f)

Radial Red Line (Minimum)
Oil Temperature (Dual Gauge)
REPORT: 22l0
2-8
.5
to 5 PPH x 100
80 to 100
40 to 80
100
40
PSI
PSI
PS1
PS1
55C to 99C
0C to 55C
ISSUED: SEPTEMBER
99C
14, 1979

PA-31T, CHEYENNE
(g)
(h)
Inter 'Iurbine Temperature

Green Arc (Normal Operating
Engine Torque
Green Arc (Normal Operating
Radial Red Line
Red Diamond
2.13 WEIGHT
(a)
SECTION 2
LIMITATION
Range)
Range)
500C to 695C
750C
0 to 1484 LB-FT
1484 LB-FT
Max.)
RPM
(2000
1628 LB-FT
LIMITS
Maximum
Ramp Weight
9050
9000
9000
7200
(b) Maximum Takeoff Weight
(c) Maximum
(d) Maximum
(e) Maximum
Landing Weight
Zero Fuel Weight
Weights in Baggage
LBS
LBS
LBS
LBS
Compartments
Forward
300 LBS
Aft
200 LBS
NOTE
IT ISTHE RESPONSIBILITY OFTHE AIRPLANE OWNER AND PILOT TO ASSURE
THAT THE AIRPLANE IS PROPERLY
LOADED.
MAXIMUM ALLOWABLE
GROSS WEIGHT IS 9000 POUNDS. SEE
"WEIGHT
AND BALANCE
SECTION"
FOR LOADING INSTRUCTIONS.
When carrying 7 occupants, fuel or baggage may have to be relocated.

Load front baggage compartment
first and locate heaviest occupants
forward.
When carrying 8 occupants, front baggage compartment must be loaded
to bring C.G. limit within 138 inches rearward limit. Fuel must be reduced to
keep total weight within 9000 lb. limit. Locate heaviest occupants forward.
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
2-9

PA-31T, CHEYENNE
SECTION 2
LIMITATIONS
2.15 CENTER OF GRAVITY LIMITS (LANDING

Weight
Forward Limit
Inches Aft of Datum
Pounds
7170 or less
8500
9000 (Max. Flight
and Landing)
9050 (Max. Ramp)
GEAR EXTENDED)
Rearward Limit
Inches Aft of Datum
126.0
129.6
138.0
138.0
131.9
132.1
138.0
138.0
NOTES
Straight line variation
between
points
indi-
cated.
The Datum Line is located 137.0 inches forward of the wing main spar centerline.
2.17 MANEUVER
LIMITS
This is a normal category airplane. No acrobatic maneuvers

spins) approved.
2.19 FLIGHT
MANEUVERING LOAD FACTOR
LIMITS
3.36 G
G
2.00 G
(a) Positive Load Factor

(b) Negative Load Factor
(c)
(including
(Flaps Up)
(Flaps Up)
Positive Load Factor (Flaps Down)
-1.34
NOTE
No inverted maneuvers
approved.
2.21 CREW LIMITS
One Pilot
Minimum Crew
REPORT:
2-10
2210
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
2.23 TYPES OF OPERATION
SECTION 2
LIMITATION
LIMITS
The Federal Aviation Regulations make the operator of an aircraft responsible for insuring that sufficient and proper instruments and equipment
for the type of flight being underare installed, operating, and calibrated
taken. These regulations (forexample, see FAR 9I.3(a), 91.25, 91.33,91.97,
91.170 and 91.209) also specify the minimum instruments and equipment
which must be available for the various types of flight such as VFR, lFR,
night, commercial, air taxi, high altitude, icing and so on. lt is recommended
that pilots of this aircraft make themselves familiar with these regulations
in order to avoid violating them. While the regulations list minimum instrupilots realize that the minimum practical
ments and equipment, experienced
equipment
and
depends on the pilot's capability, weather,
instruments
terrain, the flight plan, facilities to be used, whether flight is during daylight
or night, at high or low altitude, for hire or not, in icing conditions or not,
and so on. Pilots are cautioned to consider all factors in determining whether
for making a particular flight.
they have all the required equipment
When properly equipped this airplane
and in known icing conditions.
IFR,
or
may be flown day or night, VFR
of the FAA for this airplane require the

The certificating regulations
manufacturer to specify in the Pilot's Operating Handbook the types of
operation for which the airplane is equipped.
The
equipment
installed
in this aircraft has been substantiated
to
31,000 feet.
When this airplane was licensed, it contained
the properly installed
listed in the Weight and Balance Section of this handbook and,
therefore, was satisfactory for the types of operation indicated below by an
asterisk.
equipment
(a) (!)
(2)
(b) (1)
(2)
Day VFR
Night V FR
Day and night IFR after adequate
communication
and
radio has been installed in an FAA approved
navigation
manner.
Day and night IFR

REPORT:
2210
2-11
SECTION 2
LIMITATIONS
(c) (1)
(2)
PIPER
PA-31T, CHEYENNE
Known icing conditions after required deicing and icing

e4uipment listed for operation in icing conditions
has
been installed in accordance with Piper drawings or in an
FAA approved manner.
Known icing conditions.
Operators are warned that if any of the equipment listed as having been
installed at time of licensing ischunged, not operating, or not properly maintained and calibrated, the airplane may not be properly equipped for all the
conditions
noted above. It is the responsibility of the pilot to determine
whether the lack of a piece of equipment
limits the conditions under which
he may fly tlic airplane.
AIRCRAFT
REGISTRATION
NO.
SERIAL
NO.
Owners desiring to make changes or additions to the equipment

must
have these modifications done in an FAA-approved manner. All PA-31T
aircraft are licensed equipped for day and night VFR flight, and for IFR
flight except when there may be insufficient communications
or navigation
radio.
The performance, handling qualities

approved for instrument flight.
and structure
of the airplane are
If an owner of an airplane which is approved for VFR flight only desires

installed in
to extend his operations to IFR, he should have radio equipment
with Piper-approved
accordance
drawings or other FAA-approved data
(or data approved by the aviation agency of the country of registrationt The
is adequate
for the ground
owner should insure that the radio equipment
facilities to be used, is of sutTiciently high qulity and reliability, is properly
and calibrated,
with
and that it is compatible
functioning, adjusted
it to be flown under
previously installed equipment
before authorizing
instrument conditions.
REPORT:
2-12
22l0
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 2
I IMITATION
eqtilpniedt
or FAA-apptWd djuivalent equipment
original manner or in an FAA-approved manner, is functioning properly, and is calibrated in accordance with the Federal Aviation
Regulations, and when adequate radio communications and navigation
equipment
is installed as indicated above, this airplane is approved for day
When
the original
is installed in the
and night VFR and IFR flight.

If the airplane is approved for night IFR, but is not approved for flight
in icing conditions when delivered, it will be necessary for an owner to add all
the equipment listed in this section as required for flight in icing conditions.
with Piper-approved
If this equipment is properly installed in accordance
required
for night IFR flight is
drawings and all the other equipment
installed in an FAA-approved manner, is adequate for the ground facilities
to be used, is of sufficient quality, is functioning properly, and is calibrated
in accordance with the FAR's, the airplane is approved for IFR flight in
known icing conditions. If anti-icing and deicing equipment is not installed
in accordance with Piper drawings, FAA approval or approval of the
aviation agency of the country of registry must be obtained in order to
legally conduct flight in icing conditions.
If any of the anti-icing
or deicing equipment is missing or not funcis prohibited.

or forecast icing conditions
tioning, flight through known
Pilots are also reminded that oxygen must be available to passengers

and crew for flights to high cabin altitudes and that specialelectronicequipment is required for flight above specified altitudes.
FAR
operators,
135 places special requirements
on air taxi and commercial
In accordance with the FAR's, this airplane is not properly equipped for
the condition of flight indicated if any of the equipment listed below is not
properly installed, functioning, properly maintained and calibrated according to the FAR's. The pilot is responsible for assuring compliance with the
latest ammendments to FAR 91 concerning required equipment.
(a) Day VFR

(1) Airspeed indicator
(2) Altimeter
(3) Magnetic direction indicator
Ng and propeller
(4) Tachometer
(5) Oil pressure gauge each engine
-
each engine

REPORT:
2210
2-13
SECTION 2
PIPER
PA-3lT, CHEYENNE
LIMITATIONS
(6) Stall warning indicator

(7) Oil temperature gauge each engine
each engine
(8) Torquemeter
-
(9) Fuel
gauges
(10) Engine and propeller deicing
(11) Fuel
(12) Fire
(13) Free
(14) Fuel
each engine
each engine
each engine
flow indicator
detector
air temperature indicator
pressure indicator each engine
(15) Inner turbine temperature gauge (ITT) each engine
(16) Landing gear position indicator
(17) Seat belts each occupant
(18) Very pistol and flotation gear over water, if for hire
(19) SAS system
(20) Emergency locator transmitter (ELT)
(21) Above 12,500 feet transponder with automatic altitude
reporting capacity
(22) Starter generator each engine
-
(b) Night VFR

(1) All equipment required for Day VFR
(2) Position lights
(3) Anti-collision lights

(4) Instrument lights
(5) Landing light, if for hire
(c) Day IFR
(1) All equipment required for Day VFR
(2) Two-way radio for communication
(3) Suitable
and adequate
navigation
radio equipment
(4) Gyroscopic rate of turn indicator

(5) Bank indicator
(6) Clock with sweep second hand or digital display
altimeter adjustable for barometric

bank and pitch indicator
Gyroscopic
(8)
(9) Gyroscopic direction indicator
(10) Pilot's windshield wiper
(7) Sensitive
pressure
(d) Night IFR

(I) All equipment
required for day and night VFR
(2) All equipment required for Day IFR
REPORT:
2-14
2210
lSSUED: SEPTEMBER 14, 1979


PA-31T, CHEYENNE
SECTION 2
LIMITATION
(e) Flight in Positive Controseas

(1) Transponder
(f) Flight in Known Icing Conditions
(1) All equipment required for night IFR
(2) Heated windshield (std. equipment)
(3) Alternate static source (std. equipment)
(4) Heated pitot tube (std. equipment)
(5) Heated SAS vane (std. equipment)
(6) Wing and tail deicing system
(7) All weather antennas
(8) Static wicks
(9) Engine ice protection system (std. equipment)
(g)
Flight When Pressurized

(1) Cabin differential pressure gauge
(2) Cabin pressure altitude gauge
(3) Oxygen system installed and minimum 10 min. supply for
each occupant above 25,000 ft. MSL
(4) Cabin rate of change gauge
NOTE
NO PRESSURIZED
FLIGHT
IF ANY
CRACKS ARE OBSERVED
IN A WINDOW, WINDSHIELD
OR ANY STRUCTURE
WITHIN
THE PRESSURIZED
AREA OF THE FUSELAGE.
(h) Flight Above 24,000 Feet

(1) Distance measuring equipment
(i) Flight When Third and Fourth Seats are Reversed
(1) Seat headrests (10 inch minimum height) installed
(2) During takeoff and landing
a. Latch seat in position
b. Seat back upright

REPORT: 1210
2-15
SECTION 2
LIMITATIONS
PIPER
PA-31T CHEYENNE
2.25 FUEL LIMITATIONS

capacity when filled to tip tank
fillers (U.S. gal.)
(b) Fucl capacity when filled to nacelle
tank fitiers (U.S. gal.)
(c) Unusable Fuel (total) (U.S. gal.)
(a) Fuel
2.27 MAXIMUM
Maximum
OPERATING
ALTITUDE
374
336
8.0
LIMIT
Approved Altitude
31,000 FT
NOTE
In flight above 25,000 feet, oxygen

be connected to supply.
2.29 OUTSIDE AIR TEMPERATURE
masks must
LIMITS
when takeoff ambient
Aircraft shall not be operated

ISA + 37C.
temperature
exceeds
2.31 CABIN PRESSURIZATION
LIMIT
Maximum Cabin Differential

Maximum Cabin Altitude
Pressure
5.5 +.\-.0
PSI
11,140 FT
.3
Do not land when airplane cabin
REPORT:
2-16
22l0
is pressurized above
psi.
ISSUED: SEPTEMBER
14, 1979
REVISED: FEBRUARY 6, 1984

PA-31T, CHEYENNE
SECTION 2
LIMITATION
2.33 FUEL BOOST PUMP LIMITATIONS
(a) Both fuel boost pumps must be
(b)
operative
takeoff.
One fuel boost pump must be operative
flight conditions.
2.35 NICKEL-CADMIUM
BATTERY
No takeoffs authorized
2.37 STABILITY
with
for each engine
for each engine for all other
LIMITATION
"Battery Over Temp" light
AUGMENTATION
for
SYSTEM
on.
LIMITATIONS
of either the
should
not be initiated with malfunction
Primary or the Override SAS Systems.
The Primary SAS must be ON except in the case of a malfunction.
The SAS down spring must be replaced after every 2000 hours of
aircraft operation.
(PAC Dwg. 51484)
(a) Flight
(b)
(c)
2.39 STALL MARGIN

Approaches
INDICATOR
cannot be predicated
on the stall margin indicator.
2.41 NOISE LEVEL

The corrected
maximum normal
noise level of this aircraft is 73.2 dB(a) determined at the

operating power of 2000 RPM and 1628 lb.-ft. of torque.
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 not withstanding,
been verified and approved
by the Federal
the noise level stated above has

Aviation Administration in noise
level test flights conducted in accordance with FAR 36 Appendix "F"
Amendment #10, "Noise Standards: Aircraft Type and Airworthiness
Certification." The aircraft noise is in compliance with all FAR 36 noise
standards applicable to this type.
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
2-17
SECTION 2
LIMITATIONS
PIPER
PA-31T, CHEYENNE
THIS PAGE INTENTIONALLY
REPORT:
2-18
2210
LEFT BLANK
ISSUED:
SEPTEMBER
14, 1979

PA-31T CHEYENNE
SECTION 2
I IMITATIONS
2A3 PLACARDS
On left side molding:
THIS AIRCRAFT MUST BE OPERATED AS A NORAIRPLANE
IN COMPLIANCE
MAL CATEGORY
WITH THE OPERATING LIMITATIONS STATED
1N THE FORM OF PLACARDS, MARKINGS AND
(INMANUALS.
NO ACROBAT1C MANEUVERS
CLUDING SPINS) APPROVED.
FOR TYPES OF OPERATION
ATING HANDBOOK.
SEE PILOT'S OPER-
On left side molding:

400 SHP
SAS INOP-MAX CLIMB POWER
(1050 TORQUE @ 2000 RPM)
91 KIAS
MIN1MUM CONTROL SPEED
EXTEND 153 KIAS
MAX. SP. LG RET 139 KIAS
DES. MANUV. SPEED (AT
177 KIAS
MAX. GROSS WT.)
(UP TO 26.900 FT)
(SEE VMO CHART FOR MANUV. SPEEDS
ABOVE 26,900 FT)
SE PILOT'S OPERATING HANDBOOK
FOR ADDITIONAL SPEEDS
-
On floor between pilot and copilot seats:

EMERGENCY GEAR EXTENSION
DEPRESSURIZE
CABIN
LIFT ACCESS PANEL
Extension instructions on reverse side.
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
1-19
SECTION
PIPER
LIMITATIONS
On underside
of emergency
PA-11T, CHEYENNE
gear extension
EMERGENCY
door:
GEAR EXTENSION
HANDI E IN THE
I. PLACE GEAR SELECTOR
DOWN POSITION.
2. PULL EMERGENCY
PUMP HANDLE OUT AS
FAR AS POSSIBLE.
3. PUMP HANDI E UP AND DOWN UNTIL ALL 3
GREEN LIGHTS COME ON. CONTINUE PUMPING UNTIL PRESSURE BUILDS UP AND SELECTOR HANDLE RETURNS TO NEUTRAL
On each end of fuci system control
console:
ON
ON
FUEL
FIREWALL SHUT-OFF
LEFT TANK
183 GAL.
FUEL
FIREWALL SHUT-OFF
RIGHT TANK
183 GAL.
On the right side of the cabin:

EMERGENCY EXIT
REMOVE GLASS
On handle beneath glass:

PULL
On forward baggage
compartment
door:
BAGGAGE CAPACITY
300 I BS MAX
SEE LOADING SCHEDULE
On rear bulkhead in rear baggage compartment:

MAXIMUM BAGGAGE 200 I BS
SEE LOADING SCHEDULE
REPORT:
2-20
2210
ISSUED: SEPTEMBER
14, 1979
REVISED: FEBRUARY 6 1984

PA-31T, CHEYENNE
On rear
bulkhead in
rear
buggagecompartrieni:
CAUTION OPENINGS
CABIN
PRESSURIZED
OBSTRUCT
On instrument
SECTION 2
I IMITATIONS
IN THIS PANEL ARE FOR

OUTFEOW
AIR DO NOT
panel:
AIRCRAFT
NOT APPROVED FOR I.ANDING

WHEN PRESSURIZED
On magnetic compass:
COMPASS
On instrument
ERRATIC WHEN WINDSHIELD

H EAT IS ON
panel adjacent
to cabin air recirculation
DO NOT USE DURING
On window
detent:
FLIGHT
molding:
DURING TAKEOFF AND LANDING

l. LATCH SEAT IN POSITION
2. SEAT BACK UPRIGHT
Near nacelle and tip tank fuel fillers:

FUEL
USE AVIATION KEROSENE
SEE AIRPLANE FLIGHT MANUAL
FOR ALTERNATE FUELS
WARNING
Fil I THRU NACELLE FILLER
COMPLETE FUEl ING THRU TIP TANK
ISSUED: SEPTEMBER
REVISED: FEBRUARY
14, 1979
6, 1984
REPOHT:
2210
2-21

PA-3lT, CHEYENNE
SECTION 2
LIMITATIONS
On window
molding
near aft facing seat:
REQUIREMENTS
FOR OCCUPANCY OF AFT FACING
A. SEAT HEADREST (10" MIN. HT) INSTALLED
B. DURING TAKEOFF AND LANDING
1. LATCH SEAT IN POSITION
2. SEAT BACK UPRlGHT
On window
SEAT
molding near right rear seat:

1. LATCH SEAT IN POSITION
SIDE
FACING
TOlLET
3. WHEN
IS
OCCUPIED
LATCH
SEAT IN AFT
POSITION
On lower center
line of each window
frame with lateral tracking seat:
LATCH SEATS
UPRIGHT AND OUTBOARD
FOR TAKE-OFF AND LANDING
On molding
over cabin
door:

(S/N 31T-8120051, 31TIn cabin headliner oxygen compartment

8 I20052, 3 IT-8 120053, 3 IT-8 I20054, 3 IT-8 120057, 31T-8 120060 and up):
WARNING
DO NOT SMOKE WHILE OXYGEN IS IN
USE. LANYARD
PIN MUST BE RE
MOVED TO START FLOW OF OXYGEN.
LANYARD PIN MUST BE REINSERTED
TO STOP FLOW OF OXYGEN.
REPORT:
2-22
2110
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 2
LIMITATION
On left window molding:

WARNING
OFF ANTI-COLLISION
I IGHTS WHEN
TURN
TAXIING IN VICINITY OF OTHER AIRCRAFT OR
DURING FLIGHT THROUGH CLOUD, 1OG OR
POSITION
HAZE. STANDARD
LIGHTS TO E
ON FOR ALL NIGHT OPERATIONS.
TURNED
On left window molding:

STOW CREW ARMREST
FOR TAKEOFF AND LANDING
On left instrument
Stability
panel:
augmentation
I.0 Vs
Test
test switch placard

I.3 Vs
Test
On the SAS override cover on the right side of the pedestal:

STABILITY AUGMENTOR
EMERGENCY VERRIDE
REMOVE COVER-PULL l ANYARD
SEE FLIGHT MANUAL FOR
COMPLETE INFORMATION
On instrument
panel adjacent to cigar lighter receptacle:

FOR CIGAR
LIGHTER ONLY

REPORT:
2210
2-23
PIPER
SECTION 2
LIMITATIONS
On instrument
PA-31T CHEYENNE
panel (S/N 3\T-8020001
thru 31T-8120071):
CAUTION
DO
NOT
OPERATE
WINDSHIELD
153 KIAS OR ON DRY
WlPER ABOVE
WINDSHIELD.
On control pedestal (S/N 31T-8120072 and up):

DO NOT OPERATE ABOVE I53 KIAS
OR ON DRY WINDSHIELD
2.45 SERVICE LIFE LIMITS

The stability augmentation spring P/ N 51484 must be replaced
accumulation of 2000 Dight hours.
REPORT:
2-24
2210
ISSUED:
APRII
upon the
29, 1982
TABLE OF CONTENTS
SECTION
Page
No.
Paragraph
No.
3.1
3.3
3-1
3-2
General
Emergency Checklist
Speeds
Engine inoperative Proced ures
Engine Fire on Ground...........................
Engine Fire in Flight (S/N 3lT-8020001 thru
3IT-8020092)...................................
Engine Fire in Flight (S/N 3lT-8120001 and up).....
Engine Fire Extinguisher Operation (Optional)
Overspeed Propeller..............................
High Oil Temperature............................
Loss Of Oil Pressure
Rough Air Operation
Electrical Malfunctions...........................
Stability Augmentation System Failure.............
Pressurization System Malfunction.................
Emergency Oxygen System
Crossfeed Procedure
Emergency Descent Procedures....................
Emergency Gear Extension
Gear Up Landing................................
Emergency Exit
Flap System Malfunction.........................
Flight With Primary Longitudinal Control Failed
..........................................
...............................
3-2
.........................................
.............................
............................
3-14
3-14
3-15
3-15
3-16
3-16
.......................
.................................
....
Amplified
Emergency
Procedures
(General)
3-7
3-8
3-8
3-8
3-Ba
3-8a
3-Sa
3-Sa
3-11
3-12
3-13
3-13
.......................
.............................
3.5
3-2
3-7
REPORT:
3-17
2210
3-i
TABLE OF CONTENTS
SECTION
(cont)
(cont)
Paragraph
No.
3.7
Page
No.
Engine Inoperative Procedures

Identifying Dead Engine and Verifying Power Loss
Engine Securing Procedure (Feathering Procedure)...
Engine Failure During Takeoff
Engine Failure During Flight (Above 91 KIAS)
Engine Failure During Flight (Below 91 KIAS)......
Intentional Shutdown and Restart of One Engine
Engine Flameout (2nd Engine)
Single-Engine Approach and Landing
Singic-Engine Go-Around
Air Start (Starter Assist)..........................
Air Start Windmilling Engine and Propeller
(Ng above 10%) (No Starter Assist)
Air Start
Emergency (Ng below 10%)
Engine Fire on Ground.............................
Engine Fire in Flight...............................
Engine Fire Extinguisher Operation (Optional
Equipment)
Overspeeding Propeller
High Oil Temperature..............................
Loss of Oil Pressure
Rough Air Operation
Electrical Malfunctions.............................
Battery Overtemp................................
Single Generator Failure..........................
Generator Bus Tie Circuit Breaker Out
Battery Circuit Breaker Out.......................
Dual Generator Failure...........................
Avionics Bus Failure.............................
Abnormal
Deice Ammeter Readings
Electrical Fire
3-17
......................
....................
.....
....
....................
..............
........................
..
3-17
3-18
3-18
3-19
3-19
3-19
3-20
3-20
3-21
3-22
...............
.............
3.9
3.11
3.13
.....................................
3.15
3.17
3.19
3.21
3.23
.............................
...............................
..............................
.............
...............
...................................
REPORT:
3-il
2210
3-23
3-24
3-24
3-25
3-26
3-26
3-26
3-26
3-26a
3-26a
3-26a
3-26a
3-26b
3-26b
3-27
3-28
3-28
3-29
TABLE OF CONTENTS
SECTION
(cont)
(cont)
Page
No.
Paragraph
No.
3.25
Stability Augmentation System Failure

SAS Failure on Takeolf
SAS Failure in Flight
Climb with SAS Override.........................
Cruise with SAS Override
Approach and Landing with SAS Override
Go-Around with SAS Override
Single-Engine Flight with SAS Override
Pressurization System Malfunction...................
Differential Pressure Above 5.7 psi or Continual
Cabin Pressure Fluctuation at 5.5 psi..............
Rapid Increase in Differential Pressure or
Smoke or Fumes in Cabin
Cabin Altitude Above 11,500 Feet
Emergency Oxygen System
Crossfeed Procedure
Emergency Descent Proced ures
Emergency Gear Extension
Gear Up Landing..................................
Emergency Exit
Flap System Malfunction...........................
Alternate Static Source.............................
Flight with Primary Longitudinal Control Failed
Annunciation Failure
Illumination of Annunciator Power Display Light
Internal Bias Supply Failure
Dimmer Circuit Failure
3-30
...............
3-30 I
..........................
3-30
3-30
3-31
............................
........................
3-31
3-31
.........
....................
3-31
3-3!
............
3.27
3-31
3-32
.......................
3-32
3-33
3-35
.................
3.29
3.31
3.33
3.35
3.37
3.39
3.41
3.43
3.45
3.47
.........................
...............
...............
.........................
...................................
..............................
...
......................
..........................
REPORT:
3-35
3-36
3-36
3-37
3-37
3-38
3-38
3-39
3-39
3-40
3-40
2210
3-iii

EMERGENCY
PA-31T, CHEYENNE
SECTION 3
PROCEDURES
SECTION 3
EMERGENCY
PROCEDURES
3.1 GENERAL
The recommended procedures for coping with various types of emergencies and critical situations are provided in this section. Allof the 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).
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 presents 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 judgment
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.
ISSUED: SEPTEMBER
14, 1979
REPORT: 2210
3-1
SECTION 3
EMERGENOV
PIPER
PA-31T, CHEYENNE
PROCEDURES
3.3 EMERGENCY
CHECKLIST
SPEEDS
...............................91
Air minimum control speed

Hest single-engine
rate of climb speed
angle of climb speed.....................
Best single-engine
KIAS
113 KIAS
104 KIAS
......................
PROCEDURES
ENGINE INOPERATIVE
ENGINE SECURING
PROCEDURE
(FEATHERING
Power lever
Propeller..........................................
Condition lever
Generator switch Generator trip switch
Oil cooler door ...........................................CLOSE
Prop sync.
Electrical load
Crossfeed
.................
IDLE
FEATHERED
STOP
OFF
.............................
.............................
PROCEDURE)
-.............
........................
OFF
.................................................
reduce
consider
.............................................
...............................................
ENGINE FAll URE DURlNG
TAKEOFF
(Below 91 KIAS)
IDLE
Power levers
Brakes................................................as
................REVERSE
Power levers
Stop straight ahead.
If insufficient runway remains for a safe stop:
Condition levers
Fire wall shut-off valves ...................................CLOSE
Battery master..............................................
trip switches.....................
Generator switches/Generator
..............................................
required
as desired
................
STOP
...........................................
ENGINE FAII URE DURING
TAKEOFF
Airspeed
Directionalcontrol.......................................maintain
Fower (operative engine)
Gear
Prop (inop. engine)..............
Airspeed
...........................................
.......................
..............
........
...................
.....................
...................................
OFF
OFF
(91 KIAS
or above)
91 KIAS min.
maximum
(620 SH P)
RETRACT
FEATHER
to 104 KIAS
accelerate
until clear of obstacles;
then I13 KIAS

REPORT:
3-2
2210
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
Trim
SECTION 3
EMERGENCYPROCEDURES
5 toward operative
.........................................
engine
Climb
straight
ahead
(Avoid obstacles and
attain sufficient altitude
to execute Single-Engine
Landing Procedure.)
complete Engine
Inop. engine......................................
Securing Procedure
Land as soon as practical at nearest suitable airport.
.............................................
ENGINE FAILURE
FLIGHT (Above 91 KIAS)
DURING
.....................................attain
113 KIAS min.

maintain
and verify
attempt
Airspeed
Directional control
Inop. eng........................................identify
Air Start................................................
If Air Start unsuccessful:
Engine Securing Procedure................................complete
Land at nearest suitable airport.
.......................................
ENGINE FAILURE
Rudder
DURING FLIGHT (Below 91 KIAS)

apply toward
operative engine
retard to stop turn
.............................................
Power levers (both engines)
......................
Pitch attitude........................................lower
Operative eng.
nose to
accelerate above
91 KIAS
increase power as
...................................
airspeed
increases
above 91 KIAS
Air Start
If Air Start unsuccessful:
Engine Securing Procedure................................complete
Land at nearest suitable airport.
..........................
...............
INTENTIONAL
Gen.
attempt
........
OF ONE ENGINE
SECURING
of eng. to be shut down

eng. power removal)................................
switch
(prior to
Engine Securing Procedures

REVISED: DECEMBER i, 1983
OFF
.
accomplished
REPORT:
2210
3-3
SECTION 3
EMENGENCV
PIPER
PA-31T CHEYENNE
PROCEDURES
ENGINE FI AMEOUT
Power lever
Prop control
Condition lever
Air Start Procedure
(2ND ENGINE)
.............
...
..............
................................
................
...
...
................
[DLE
DO NOT FEATHER
STOP
...............accomplished
...............
SINGLE-ENGINE
..
APPROACH
AND LANDING
..............completed
Engine Securing Procedure................

Fuel source
NO CROSSFEED
Gear handle......................
...................UP
returned to NEUTRAL
Gear handle (hyd. pump check)
Seat belts and smoking sign
ON
Non-essential bus
ON
position
Flaps (on downwind Icg)..........................approach
Airspeed
113 KIAS min.
Cabin
full forward
Prop control
OFF
Autopilot/Yaw damper
Landing gear .............................................DOWN
Flaps (when landing assured)
full DOWN
apply carefully if needed
Reverse...................................
....................................
......
...............
...................................
......
...................
..............
..
..............
.....................
....
..............................................depressurized
.........................................
................
.....................
...........................
SINGLE-ENGINE
GO-AROUND
.................maintain
Directionalcontrol.............
Power
Flaps.......................
Gear
Flaps...........................
Trim
Airspeed
.....
.............................................620
SHP max.
approach
retracted
..........................
...................................................
.................
..............
........................
................................
....
....
.................
full UP
as desired
113 KIAS min.
WARNING
A go-around should not be attempted after the
is decreased below I13 KlAS or with
40 flaps.
airspeed
REPORT:
3-4
2210
ISSUED: SEPTEMBIER 14, 1979


PA-31T, CHEYENNE
SECTION 3
PROCEDURES
EMERGENCY
AIR STARTING
STARTER
ASSIST
Non-essential bus
Radar
Electrical load
Power lever
Prop
Condition lever
Fuel quantity...............
Fire wall shut-ofT valve
Fuel pump
Ignition...............................
Generator switches/ Generator trip switches
Starter..................
Turbine speed (Ng)......................................
Condition lever
Ignition light
Generator switches
op. eng. (if Ng
stabilizes below 10%)
OFF
STANDBY or OFF
....
...............
...
...
...............
...............min.
required
....
...............
.....
............
101 E
..................
..
...............operatingrange
...............
...
..
................
.....
STOP
..............
.....................checked
.............-....
.....
.............
....
...
...................
...............
..
.............
..............
.......................
.......
...............
ON
ON
ON
both OFF
ON
10% min.
RUN
on
................................
................
...............
Starter (at
stabilized
idle)
....
ON
OFF
OFF
ON
ON
...............
....................................
lgnition switch...............................
Generator switches (above 68% Ng)
Non-essential bus
Power and prop controls................................as
..............
........................both
...........................
.............
required
CAUTION
Above 20,000 feet, starts tend to be hotter. It is
that above 20,000 feet, 20% Ng
be achieved prior to introduction of fuel and
ignition. It may be necessary to drop off all
non-essential
electrical
load and use the generator of the good engine to get this Ng. If
insuficient Ng is available from the battery
alone, then turn on the operable
generator
after the Ng RPM has stabilized.
If conditions
permit, it is recommended
that air starts be
made below 20,000 feet.
recommended
assist start, the main bus

After every generator
tie circuit breaker
must be checked and IN.
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
3-5
SECTION 3
EMERGENCY
PIPER
PA-31T, CHEVENNE
PROCEDURES
ENGINE AND PROPELLER

WINDMILI.ING
STARTER ASSIST)
Non-essential bus
Radar
Electrical load
Power lever
Prop control
Condition lever
Fuel quantity
Fire wall shut-oT vahe
Fuel pump
Generator (inop. eng.)
Airspeed
Altitude
Ignition switch.....................
Turbine speed
Condition lever
Ignilion light
Power and prop controls
(after ITT has peaked)................
Generator (above 68% Ng)
Ignition switch..........................
Non-essential bus
...............
....................
(Ng ABOVE 109;) (NO
OFF
...............
STANDBY
...................
or OFF
required
..................min.
...
...............
.....................
......
IDLE
FORWARD
STOP
..................
.....................................full
............................................
.............................................checked
.............
..
ON
ON
OFF
14() KIAS min.
20,000 ft.
ON
above 10%
RUN
......................
................................
.................
.......................................
..........................................
..........................................below
........................
..................
......................
.............................................
...
..............
on
..............................
required
ON
OFF
ON
................as
...................
................
.................
............................................
AIR START (Ng HELOW 10%)
EMERGENCY
......................................operating
Prop control
Power Icver
Condition lever
Generator (inop. eng.)
FucI pump
Ignition switch................................
Airspeed (dive to increase Ng)
Condition lever
ITT
Condition lever (if overtemp. tendencies
exist during accel. to idle)..............
................
range
IDLE
STOP
OFF
..............................
............................................
.......................................
ON
..................................................
ON
..............
Vmo max.
...........................
.............................
RUN
...............
.............................monitored
.....................
moved to
STOP periodically
or greater
..............
..............52%
Ng
Power lever
.............
........................
Generator..............
Ignition switch..............................................
Non-essential bus
..
................
REPORT:
3-6
2210
as
.................
.............
...............
...
...
...............
desired
ON
OFF
ON
ISSUED: SEPTEMBER
14, 1979

EMERGENCY
PA-31T, CHEYENNE
SECTION 3
PROCEDURES
ENGINE FIRE ON GROUND (Engine start, taxi and takeoff with sufficient distance remaining to stop)
Affected engine:
Condition lever
Fire wall shut-off valve ....................................CLOSE
STOP
............................................
required
Brakes................................................as
Starter......................................................
Fuel pump
ON
OFF
.................................................
Ignition....................................................
Fire extinguisher
Radio
(if installed)......................
switch(es)
..........................................
External fire extinguisher
OFF
actuate
call for assistance
......................................use
NOTES
shut down both engines and
If fire continues,
evacuate.
If fire is on the ground, it may be possible to

taxi away.
ENGINE FIRE IN FLIGHT
Power
as required
and verify
FEATHERED
complete Engine
Securing Procedure
................................................
..................................identify
Affected engine
Prop
(S/N 31T-8020001THRU 31T-8020092)
(affectedeng.)
................................
Feathered engine......,...........................
Condition lever
STOP
............................................
Fire wall shut-off valve (unless

practicing)
Ignition....................................................
OFF
OFF
................................................
Fuel pump (unless practicing).................................

(if fire persists)
Fire extinguisher (if installed)

Prop sync.
Bus tie switch (inop. eng.)
Electrical load
Crossfeed
.................................................
................
OFF
actuated
OFF
OFF
....................................
............................................monitor
.............................................
ISSUED: SEPTEMBER
14, 1979
REVISED: AUGUST 28, 1980
if required
REPORT:
2210
3-1
SECTION 3
EMERGENCY
PIPER
PA-3IT, CilEYENNE
PROCEDURES
ENGINE FIRE IN FI IGHT (S/N 3IT-812000l
as required
and verify
Power
AtTected engine..................................identify
trip switch
Generator switeb/Generator
Propfaffected eng.)
Feathered engine..................................
...............
AND UP)
................................
........................
................................
Condition lever
Fire wall shut-off valve (unless
practicing)
Fuel pump(unless practicing).................................
Fire extinguisher
(if installed) (if fire persists)................
Prop sync.
Generator tie C/B(inop.eng.).................................
Electrical load
Crossfeed
............................................
OFF
FEATIIERED
complete Engine
Securing Procedure
STOP
OFF
OFF
actuated
OFF
pull
................................................
.................................................
............................................monitor
if
.............................................
ENGINE FIRE EXTINGUISHER
OPERATION
required
(OPTIONAL)
Complete engine fire check list.

If fire persists:
Switch cover (selected engine)
Switch...................................................
lift
..................................
actuate
CAUTION
This fire extinguisher
is a single shot system
with one cylinder for each engine. Inadvertent
of the cylinder may cause engine
operation
stoppage.
PROPEI
OVERSPEED
LER
If prop speed exceeds 2300 RPM:

Power lever
Prop control
Condition lever
Engine Securing Procedure...............................completed
.......................
.......................
...............
......
..............
REPORT:
3-8
2210
....
.......................
...............
IDLE
FEATHER
STOP
ISSUED: SEPTEMBER
REVISED: MARCH
14, 1979
16, 1981

PA-31T, CHEYENNE
EMERGENCY
SECTION 3
PROCEDURES
HIGH OIL TEMPERATURE

Oil cooler doors ...........................................OPEN
Power
reduce if required
..........................................
LOSS OF OIL PRESSURE

Between 40 and 80 psi:
Power
reduce
....................................................
Below 40 psi:
Engine Securing Procedure................................
complete
ROUGH AIR OPERATION

Airspeed
slow to maneuvering
speed or slightly less
.....................................
Fly.attitude and avoid abrupt maneuvers.

Seat belts and shoulder harriesses
In heavy rain or with less than 250 lbs. of fuel per side:
............................tighten
Ignition.....................................................
ELECTRICAL
ON
MALFUNCTIONS
BATTERY OVERTEMP.
Battery
Battery
Battery
Battery
OFF
master..............................................
overtemp. light (after 10 min.)
master (if overtemp. light out)
master (ifovertemp. light on)..........................
ISSUED:
........................checked
ON
OFF
..........................
AUGUST 28, 1980
REPORT:
2210
3-Ba
SECTION 3
EMERGENCY
SINGLE
8020092)
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
PROCEDURES
GENERATOR
FAILURE
(S/N
3IT-8020001
THRU
31T-
(Zero amps or gen. inop. light ON.)

Generator switch............................................
Circuit breakers...........................................checked
Engine bus tie switches
Non-essential bus (if load exceeds 150 amps)
Non-essential bus (prior to landing flap
extension)..................................................
OFF
ON
OFF
.......................................
SINGLE GENERATOR
FAILURE
...................
ON
(S/N 31T-8120001 AND UP)
(Zero amps or gen. inop. light ON.)

trip switch
Generator switch/Generator
Bus tie C/B's
Non-essential bus (if load exceeds 150 amps) C/B
extension) C/B
OFF
........................
ON
pull
................................................
...............
.............................................reset
GENERATOR
OUT
BUS TIE ClRCUIT BREAKER

...................................monitored
High-reading ammeter
Electrical load (to get ammeter
below 200 amps)
Generator bus tie C/ B (if ammeter reads less
than 200 amps)
Generator switch.............................................
If circuit breaker pops again:
Generator bus tie C/B.................................
Generator switch............................................
...............................reduce
as necessary
'
.............................................reset
REPORT:
3-8b
2210
ON
do not reset
OFF
ISSUED: AUGUST
REVISED: SEPTEMBER
28, 1980
11, 1981

PA-31T, CHEVENNE
Battery master................
Battery C 8..............
lf C/ B does not reopen:
Battery master.
If C/ B will not stay reset:
Battery master...............
Land as soon as practicaL
.
....
DUAI GENERATOR
OUT
BREAKER
BATTERY CIRCUIT
SECTION 3
PROCEDURES
EMERGENCV
OFF
..............
..
..
...............reset
....
...
-...
....
...
.......
....
....
ON
.....
OFF
..........................
FAll URE(S/N
3\T-8020001 THRU 3\T-8020092)
Inop. generator switches

Non-essential bus
Electrical load
Circuit breakers.....................
Non<ssential bus (prior to landing flap
...............
OFF
OFF
.................
...................
...................
....................min.
........
.................
.................checked
..
extension)................................
ON
.................
Land as soon as practical.

DUAL GENERATOR
FAll URE (S/N 3\T-8l20001
Inop. generator switches

Generator trip switches
Non-essential bus C/H.......................
Electrical load
Circuit breakers.......................
extension)
C/B
Land as soon as practical.
AND UP)
.....................................
................
...................

...................checked
OFF
pull
mm.
...............reset
.....
REPORT:
2210
3-9
SECTION 3
EMERGENCY
PIPER
PROCEDURES
BUS FAILURE
AVIONICS
(S/N
PA-31T, CHEYENNE
3]T-8020001
THRU 3lT-8020092)
Single bus failure:

us failure
Avionics hus C/B...................
if C/ 8 does not reset:
Avionics bus tie C/B
Electrical load (above 50 amps)..............................
Alternate avionic power switch (if unable
to maintain load below50 amps)..............................
Avionics bus C/B......................................
-.................isolated
...........
................
..................checked
.........................................reset
reduce
ON
try to reset
Dual bus failure:

Avionics master switch
Avionics bus C/B(s)................................
If one C/ B does not reset, proceed as single bus failure.
If both C/ B(s) do not reset:
Alternate avionic power switch
Avionics electrical load
Avionics bus C/B(s)....................................
..................................check
ON
pull
.........................................
.......................................
................................
..................................
AVlONICS
BUS FAILURE(S/N
31TSI2000l
Single bus tailure:

Bus failure
Avionics bus C/B.........................
If C/ B does not reset:
Electrical load (above 50 amps)..............................
Avionics bus C/B......................................
.....reset
ON
ON
minimum
try to reset
AND UP)
isolated
...............................................
...............checked
.........................................reset
reduce
try to reset
Dual bus failure:

Avionics bus tie C/
Avionics bus C/B(s)..........................................reset
If one C/ B does not reset, proceed as single bus failure.
If both C/ B(s) do not reset:
.................check
................
.........................................
......................................
REPORT:
3-10
2210
ISSUED: SEPTEMBER
REVISED: MARCH
ON
pull
OFF
14, 1979
16, 1981

PA-31T, CHEYENNE
ABNORMAL
EMERGENCY
SECTION 3
PROCEDURES
llEADINGS
DEICE AMMETER
Zero amps:
C/B(s)...................................................checked
C/B (if OFF)................................................reset
C/B (if ON with zero amps).......-..........................
OFF
Less than 26 amps:

Icing conditions...........................................avoided
Use of system
Time of operation.......................................
....................................emergencies
ELECTRICAL
only
minimum
FIRE
Flashlight (at night)

located
OFF
Battery master..............................................
trip switches.....................
OFF
Reference for instru. flight
vacuum turn indic.
(electricgyros unreliable).
OFF
All elect. switches
OFF
checked & pulled
All C/B(s)
Battery master...............................................
ON
ON
Generator switches
C/ B(s) and switches (one at a
time to locate faulty unit)
ON
pulled
Fauhy unit (C/B)
.......................................
...........................................
......................................
......................................
...........................................
....................................
..........................................
CUTIONS
Any time a generator switch is to be turned
OFF, be careful not to inadvertently engage
the starter.
When the electrical
system
is failed or shut
are rendered
down, warning horns and lights

inoperative.
ISSUED: SEPTEMBER
REVISED: DECEMBER
14, 1979
I, 1983
REPORT:
2210
3-11
PIPER
SECTION 3
EMERGENCY
STABILITY
PROCEDURES
AUGMENTATION
PA-31T, CHEYENNE
SYSTEM
FAILURE
(SAS warning light ON.)

SAS FAILURE ON TAKEOFF
Power per engine
@2000RPM)
Airspeed
Proceed as below.
(1050 lb. ft. torque
................................reduced
to 400 SHP
accelerate to 121 KIAS
...................................
IN FLIGHT
SAS FAILURE
SAS override cover release pin.............................

SAS override cover
Control wheel (anticipate nose
down force)
SAS override lanyard.......................................
Trim
removed
removed
......................................
grasped firmly
pulled
as required
.......................................
.................................................
CLIMB WlTH SAS OVERRIDE

Airspeed
Power per engine (1050 lb. ft. torque
@2000RPM)
121 KIAS min.
..........................................
.....................................400
APPROACH
Approach
assured)
AND LANDING
WITH SAS OVERRIDE
(until landing
speed
109 KIAS min.
.........................................
GO-AROUND
Power
SHP max.
WITH SAS OVERRIDE
(1050 lb. ft.
torque
..........................................400
@2000RPM)
SHP
Airspeed (while gear and

flaps down)
Gear and flaps...........................................
Airspeed
...........................................109
KIAS
retracted
121 KlAS min.
..........................................
SINGLE-ENGINE
Power
FLIGHT
WITH SAS OVERRIDE
.............................................620
REPORT:
3-12
SHP max.
2210
ISSUED:
SEPTEMBER
REVISED: DECEMBER
14, 1979
I, 1983

PA-31T, CHEYENNE
PRESSURIZATION
EMERGENCY
SECTION 3
PROCEDURES
SYSTEM MALFUNCTION
PRESSURE ABOVE 5.7 PSI

DIFFERENTIAL
OR
CONTINUAL CABIN PRESSURE
FLUCTUATION
@5.5 PSI
set to higher alt.
dumped if necessary
used if necessary
Press. controller
Cabin pressure.................................
Oxygen
..................................
..........................................
RAPID INCREASE IN DIFFERENTIAL

OR
SMOKE OR FUMES IN CABIN
PRESSURE
.........................dumped
Cabin pressure..................
Air control........................................OUTSIDE
Oxygen
..........................................
CABIN ALTITUDE
AIR
used if necessary
ABOVE I1,500 FEET
Descend or use oxygen.

EMERGENCY
OXYGEN SYSTEM
NOTE
Minimum supply
above
25,000 ft. is 300 PSI.
Oxygen knob............................................
Masks......................................................
Flow indicators.............................................check
Oxygen supply............-...............................monitor
ISSUED: SEPTEMBER
14, 1979
pull ON
don
REPORT:
2210
3-13
SECTION 3
AIRCRAFT
PIPER
EMERGENCY
CORPORATION
PA-3lT, CHEYENNE
PROCEDURES
Cabin
S/N 3IT-8020001 thru 3lT-8120050
3\T-8120055. 31T-8 120056,
31T-8120058 and 3lT-8120059
...............open
Flow indicators
overhead
storage
compartments, msert
fittings and don masks
.........................check
.................
S/N 3IT-812005I thru 3IT-8120054,

3 IT-8 120057, 3 \T-8 120060 and up
.
open overhead
storage
puli
compartments,
mask to face
...........................................check
Flow indicators
WARNING
petroleum base substances (mustache
lipstick. etc.) are combustible
in the
presence of 10096 oxygen. Donning masks set
at 10090 oxygen could cause burns to areas
where petroleum base substances
have been
Certain
wax,
'
applied.
CROSSFEED PROCEDURE
Fuel pump (inop. eng.)
Crossfeed
Fuel pump (op. eng.)
ON
ON
.......................................
.........-........................
...............
OFF
........................................
Before landing:
Fuel pump (op. eng.)
Crossfeed
Fuel pump (inop. eng.)
.........................................
...............................
............
REPORT:
3-14
2210
......................................
ON
OFF
OFF
ISSUED: SEPTEMBER
14, 1979
REVISED: DECEMBER
I, 1983

PA-31T, CHEYENNE
DESCENT
EMERGENCY
GEAR AND FLAPS
EMERGENCY
SECTION 3
PROCEDURES
PROCEDURES
RETRACTED
Power levers
Prop controls.........................
Aircraft attitude
Airspeed
Aircraft attitude
.......................
IDLE
.....................
full forward
bank
red line
level, nose down
.............
.........................................30
............................
....................
.............................wings
GEAR AND FLAPS EXTENDED

Power levers
Prop controls.........................................
Aircraft attitude
Wing flaps (below 181 KIAS)...................................15
Gear (below 153 KIAS)...................................extended
Wing flaps (below 148 KIAS).............................
Airspeed
Aircraft attitude
....................
.........................
.........................................30
.........................
................
.............................wings
IDLE
full forward
bank
full down
148 KIAS max.
level, nose down
GEAR EXTENSION
EMERGENCY
...........................depressurized
Cabin
Airspeed
Emerg. gear ext. cover...............
Gear selector
Emerg. gear ext. handle (till 3 green
lights & sel. returns to neutral)..................extended
.................
..........................................
....................
..
..............
130 KIAS max.

lifted
..................down
.............
& pumped
GEAR UP LANDING
Select suitable landing area.
Ground personnel..........................................inform
Fuel..............................................
Passengers
Autopilot
Landing check list (except gear down)
burn off excess

if time allows
.......................brief
..........................
OFF
..................................................

.....................completed
REPORT:
2210
3-15
SECTION 3
EMERGENCY
PIPER
PA-3lT, CHEYENNE
PROCEDURES
Gear selector --................-..............................UP

trip switches.....................
Flaps.......................................
Battery master (daylight)....................
Make a normal approach.
OFF
..............down
OFF
................
When runway is made:

Condition levers
Prop controls.........................................
Fire wall shut-off valves
Battery master (night, after touchdown)........................
Evacuate when aircraft comes to a stop.
STOP
FEATHER
OFF
OFF
...........................................
.....................................
WARNING
of the airplane will be significantly
with props in feather. Pilot should plan
TotaLdrag
reduced
for increased landing distances.
EMERGENCY EXIT
Exit (second window
from front
on right side).....................
Plexiglas cover
Handle
locate
remove
pull
pun in
.....................
...........................................
.....................................................
Emergency exit window.....................................
FLAP SYSTEM MALFUNCTION

ANNUNCIATOR
LlGHT ON
.................check
Flap selector switch

If flaps respond to command:
Flaps still usable, service before next flight.
If flaps do not respond to command:
Control wheel
Flap motor C/B (if symmetrical).....................
operation
..............
.............................
REPORT:
3-16
2210
determine flap
check
symmetry
and reset
ISSUED: SEPTEMBER
14 1979
REVISED: DECEMBEIL1, 1983
PIPER AIRCRAFT CORPRATION

PA-31T, CHEVENNE
NO RESPONSE
SECTION 3
EMERGENCY
FROM SElCTOR
SWITCII
Flap position indicator

If indicator OFF:
Flap control C/B
If indicator shows flap position:
Annunciator....................
fails
Control wheel (if annunciator
to illuminate).............................
Flap motor C/B (if symmetrical).....................
...............check
..............
....
.............
...
..
check and reset
...............
................test
........
FLIGHT
..
determine flap symmetry

check and reset
LONGITUDINAL
WITH PRIMARY
PROCEDURES
CONTROL
..............if
operative
SAS..................
When ready for landing approach:
Trim
.......
FAILED
leave ON
..............in
level flight to 121-135 KIAS

select longest in area
.................
Runway
Gear
Airspeed
.....................................
................extend
...............
.......
.................maintain
121-135 KIAS
...............
CAUTION
Do not lower flaps before landing gear is down
and locked.
...............extend
Flaps..................
...
to \5
........
(approach detent)
Trim
...............to
................
...
When positioned over the runway,

reduce power.
109-114 KIAS(approx.
600 lb. ft. torque, 2000 RPM Np)
flare airplane with trim tabs alone and
slowly
CAUTION
Do not extend
ISSUED:
DECEMBER
I, 1983
full 11aps.
REPORT:
2210
3-16a
SECTION 3
EMERGENCY
PIPER
PROCEDURES
PA-31T, CHEYENNE
REPORT:
3-16b
2210
LEFT BLANK
ISSUED:
DECEMBER
1, 1983
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
SECTION 3
3.5 AMPLIFIED EMERGENCY I*ROCEDURES
(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.
During these emergency procedures, it is imperative that the pilot
continue good flying technique regardless of the situation.
3.7 ENGINE INOPERATIVE

IDENTIFYING
PROCEDURES
DEAD ENGINE
AND VERIFYlNG
POWER LOSS
If it is suspected that an engine has lost power, the faulty engine must
be identified, and its power loss verified. First check engine gauges for a
drop in ITI' and torque. When the wings are level, the rudder pressure
required to maintain directional control will be on the side of the operating
engine
in short, a dead foot equals a dead engine.
---
NOTES
The minimum control speed (Vmca) is 91

KIAS.
When practicing or demonstrating Vmca or
with an actual engine failure, it is important
to realize that the nose attitude is quite high,
approximately 20 to 25 nose up. When an
engine is cut or fails at this attitude, the airspeed dissipates quite rapidly; therefore, to
maintain Vmca (91 KIAS) the nose attitude
must be lowered promptly to 2 to 5 above
the horizon. Accelerate to best single-engine
rate of climb speed (I13 KIAS) as soon as
practical.
Do not practice stalls or demonstrate Vmca
below 7,000 feet.
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
3-17
SECTION 3
EMERGENCY
PIPER
PROCEDURES
ENGINE SECURING
PA-31T, CHEYENNE
PROCEDURE (FEATHERING
PROCEDURE)
Begin the securing procedure by bringing the power lever to IDLE and
the propeller lever to FEATHER. Pull the condition lever to STOP. Turn
OFF the generator of the inoperative engine, and CLOSE its oil cooler door.
The propeller synchrophaser (if installed) should be turned OFF. Complete
the procedure by reducing the electrical load and considering the use of
crossfeed if the fuel quantity dictates.
ENGINE FAILURE
DURING
TAKEOFF
If engine failure occurs at an airspeed below 91 KIAS and there is

sufficient runway remaining, maintain directional control with rudder and
braking. Reduce power to IDLE and stop straight ahead, using brakes and
reverse thrust as required.
If engine failure occurs at an airspeed below 91 KlAS and there is not

sufficient runway remaining for a stop straight ahead, pull condition levers
to STOP, close fire wall shut-off valves, and turn OFF the battery master
and both generator switches. Maintain directional control, maneuvering to
avoid obstacles if necessary.
If an engine fails when the airspeed is above 91 KIAS, and if conditions
preclude an immediate landing or astop on the runway, maintain directional
control and advance all control levers for maximum power while maintaining torque and ITT within limits. Retract the landing gear. With coordinated power lever settings, the airplane will tend to turn toward the dead
engine. Verify the loss of power of the suspected engine by retarding its
power lever to IDLE. As soon as the dead engine is identified and verified,
pull its propeller lever to FEATHER and its condition lever to STOP.
Accelerate to 104 KIAS until all obstacles are cleared; then maintain a
minimum airspeed of 113 KIAS.
Trim the airplane 5 in the direction of the operating engine and continue to climb straight ahead. Concentrate on gaining altitude and avoiding
obstacles. Be extremely attentive to maintaining airspeed at or above 113
KIAS. Complete engine securing procedures for the inoperative engine by
turning OFF its ignition and generator and closing its oil cooler door. Do
not engage the starter. Turn OFF the propeller synchrophaser
(if installed).
Once the airplane is under control and at a safe altitude, preparations
landing as soon as practical.
a single-engine
may be made for
REPORT: 2210
3-18
ISSUED:
SEPTEMBER
14, 1979
PIPER
AlRCRAFT
CORPORATION
EMERGENCY
PA-31T, CHEYENNE
ENGINE FAILURE
SECTION 3
PROCEDURES
DURING FL10FIT (ABE 91 KlAS)
Should an engine fail during flight above 91 KlAS, accelerate to a mincontrol. Check that
gear and flaps are retracted.
imum airspeed of 113 KIAS, and maintain directional
Identify the faulty engine and verify the power loss. Follow the appropriate Air Start Procedure in an attempt to start the engine. If the starting
attempt is unsuccessful, complete Engine Securing Procedures for the dead
engine. Trim the airplane as necessary to compensate for the failed engine.
Maintain single-engine flight. Land as soon as practical at a suitable airport.
ENGINE FAILURE DURING
FLIGHT
(BELOW 91 KIAS)
If an engine fails during flight at an airspeed below 9f KIAS, apply

toward the operative engine to maintain directional control. Retarding the power levers on both engines will alleviate the tendency of the
airplane to turn toward the failed engine. Accelerate to an airspeed above
91 KlAS by lowering the nose of the airplane. Trim as necessary. Once the
airspeed reached 91 KlAS, apply power to the operating engine to attain a
minimum of 113 KlAS.
rudder
Follow the appropriate Air Start Procedure in an attempt to restart the

failed engine. If the starting attempt is unsuccessful, complete Engine
Securing Procedures for the failed engine and maintain single-engine
Land as soon as practical at a suitable airport.
INTENTIONAL
SHUTDOWN
AND RESTART
flight.
OF ONE ENGINE
To shut down an engine, turn ()FF the generator switch of the engine to
be shut down. This should be done before reducing power. Then completc
engine shutdown
procedures as outlined above in Engine Failure in Flight.
To restart an engine that has been shut down in flight, complete the
appropriate Air Start Procedure. Leave the generator switch of the engine
OFF until Ng exceeds 68%; then turn the generator ON.
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
3-19
SECTION 3
ENGINE FLAME-OUT
PIPER
PA-31T, CHEYENNE
(2ND ENGINE)
If one engine is failed or shut down and the second engine experierices a
flame out, immediately pull the power lever to IDLE and thecondition lever
to STOP. Do not feather the propeller unless landing is imminent.
Depending upon Ng, immediately implement the appropriate

restart procedures as outlined in Air Start.
relight or
NOTE
The propeller will not unfeather
engine operating.
without the
SINGLE-ENGINE APPROACH AND LANDlNG

For a single-engine approach and landing, be sure that propeller feathering and the Engine Securing Procedure is completed. Before attempting a
single-engine landing, check the function of the hydraulic pump on the
operating engine to ensure that the gear can be extended normally. Place the
gear selector lever in the UP position while the gear is retracted. If the lever
automatically returns to neutral, the pump is producing sufficient pressure
for gear extension. Should the hydraulic pump prove to be inoperative, the
gear will have to be lowered by use of the emergency hand-operated hydraulic pump. If the non-essential bus has been OFF, turn it ON.
Turn seat belt and no smoking sign ON and ensure that all occupants
comply. On the downwind leg, at an airspeed below 181 KIAS, extend wing
flaps 15. Maintain airspeed at a minimum of 113 KIAS. Be sure that the
cabin is depressurized for landing. The propeller synchrophaser should be
OFF. The approach should be planned so that large power changes will not
be necessary.
Place the propeller control of the operating engine full forward. Turn
OFF autopilotjyaw damper. Extend the landing gear, and check for three
green lights.
When the landingis assured and, at an airspeed below 148 KIAS, extend
wing flaps to 40. Reduce power slowly during the landing flare, and maintain directional control. Sudden power reductions will result in large yaw
angles.
REPORT:
3-20
2210
ISSUED:
SEPTEMBER
14, 1979

PA-3lT, CHEYENNE
EMERO.ENOV
SECTION 3
PROCEDURES
After touching down, slowly pull the power lever of the operating engine
IDI.E.
If reverse thrust is necessary, it should be apphed slowly and
to
carefully.
Maintain directional control with rudder and braking.
NOTE
A Before Landing check list should be completed before cach and every landing.
SINGI E-ENGINE
GO-AROUND
go-around should be avoided if at all possible. A goA single-engine

from a full flap position is not possible unless sufficient altitude is
available to raise flaps in a descent. If it becomes necessary to execute a
single-engine
go-around, maintain directional control of the airplane. When
of power to the operating engine will necessione engine is out, application
effort
control. A final approach
speed above I 13
maintain
to
tate increased
should a go-around he
KlAS will place the airplane in the best configuration
around
necessary.
go-around, apply maximuni

To execute a single-engine
SHP) to the operating engine. Maintain directional control,
113 KIAS. Retract the napsand landing gear and continue
airspeed at or above 113 KlAS.
power (620
and trim for
to maintain
WARNING
A go-around should not be attempted after the
airspeed is decreased below I13 KIAS or with
40 flaps.
NOTE
the Before Landing
Remember to complete
list before each landing attempt.
check
ISSUED: SEPTEMBER
REVISED: DECEMBER
14, 1979
1, 1983
REPORT:
2210
3-21
SECTION 3
EMERGENCY
PIPER
PROCEDURES
AIR START (STARTER
PA-31T, CHEYENNE
ASSIST)
CAU77ON
Above 20,000 feet, starts tend to be hotter. It is

recommended that above 20,000 feet 20% Ng
be achieved prior to introduction of fuel and
ignition. It may be necessary to drop off all
non-essential
electrical
load and use the genof
the
good engine to get this Ng. If
erator
insufficient Ng is available from the battery
alone, then turn on the operable generator
after the Ng RPM has stabilized. If conditions
permit, it is recommended
that air starts be
made below 20,000 feet.
After every generator assist start, the main bus
tie circuit breaker must be checked and IN.
For a starter assisted air start, the non-essential bus should be OFF, the
in either OFF or STANDBY, and the electrical load reduced to the
minimum required. Place the power lever in the IDLE position, and check
that the propeller lever is in its operating
range.
radar
The condition lever should be in the STOP position. Check the fuel
quantity. Open the fire wall shut-off valve, and turn ON the fuel pump of the
engine being started. Turn ON the ignition, and turn OFF both generators.
Engage the starter, and after Ng stabilizes above a minimum of 10%,
advance the condition lever to RUN. The ignition light should come on. If
the Ng stabilizes below IO%, turn ON the generator of the operating engine.
(See the above CAUTION.)
Adjust power and propeller levers as required, and at 45% Ng, turn the
starter OFF, and turn the ignition switch OFF. When Ng stabilizes above
68% turn both generators ON. Turn ON the non-essential bus.
REPORT:
3-21
2210
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 3
EMERGENCY
PROCEDURES
WINDMILLNG EN01NE AND PROPELLER

AIR START
ABOVE 10%) (NO STARTER ASSIST)
-
(Ng
If the engine and propeller are windmilling and the Ng has not fallen
below 10%,the engine can be started without use of the starter. Turn OFF
the non-essential bus, and turn the radar either OFF or to STANDBY.
Reduce the electrical load to the minimum required.
Place the power lever in the IDLE position, the propeller control full
forward, and the condition lever on STOP for the engine to be started.
Check fuel quantity. Open the fire wall shut-off valve, and turn the fuel
pump ON. The generator of the inoperative engine should be OFF.
Airspeed should be at a minimum of 140 KIAS, and altitude must be
below 20,000 feet. Turn ON the ignition switch. WhenNg stabilizes above
10%, advance the condition lever to RUN. The ignition light should come
on.
After ITT has peaked, set power and propeller levers as required. When
Ng exceeds 68%, turn the generator switch ON, turn the ignition switch
OFF, and turn the non-essential bus ON.
NOTE
In turbulent air, if fuel quantity is below 250

lbs per side, leave the ignition switch ON.
NOTE
Regardless of airspeed or altitude, there is
always the chance that the engine may light up
successfully just as the ignition and fuel are
turned ON. In an emergency, turn on the ignition just as soon as possible after flame-out
provided the Ng has not fallen below 52%. It
is not necessary to shut off the fuel when
attemptmg an air start under these circumstances. The power control levet, however,
should be retarded to IDLE.
CAUTION
Do not attempt a relight if the Ng tachometer
indicates zero RPM.

ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
3-23
SECTION 3
PROCEDURES
EMERGENCY
AIR START
EMERGENCY

PA-31T, CHEYENNE
(Ng BELOW 10%)
If an air start must be accomplished
in an emergency situation and Ng
has fallen below 10%, advance the propeller control to any position within its
operating range and retard the power lever to IDLE and the condition lever
to STOP.
Switch the generator of the engine to be started OFF and the fuel pump
and ignition switch ON. Affecting a dive to increase airspeed will increase
Ng, however, do not let airspeed exceed Vmo (242 KIAS).
Advance the condition lever to RUN and monitor ITT. If overtemperature tendencies are encountered during engine acceleration to idle,
intermittently pull the condition lever to STOP to maintain temperature
within limits.
When Ng exceeds 52%, advance the power lever to the desired setting.
When Ng exceeds 68%, turn the generator ON, turn the ignition switch
OFF, and turn the non-essential bus ON.
3.9 ENGINE FIRE ON GROUND (Engine start, taxi and takeoff with
sufficient distance remaining to stop)
If an engine fire occurs during start or ground operations, immediately
place the condition lever of the affected engine in the STOP position. Close
the fire wall shut-off valve. Turn ON the starter switch. Turn OFF the fuel
pump and the ignition switch. Brake to a stop if the airplane is moving.
If the airplane is stopped, propellers should be feathered and passengers
should evacuate. If the fire persists, the pilot should shut down both engines
and evacuate.
If time permits and help is available, radio for assistance. If the optional
engine fire extinguisher is installed and the fire persists, lift the fire extinguisher switch cover and depress the fire extinguisher switch of the burning
engine.
If the fire is on the ground near the airplane, it may be possible to taxi
to safety.
REPORT:
3-24
2210
ISSUED:
REVISED:
SEPTEMBER
14, 1979
SEPTEMBER ll, 1981

PA-31T, CHEYENNE
3.11 ENGINE FIRE IN

S/N 31T-8020001 THRU
SECTION 3
FLih
31T-8020092
If an engine fire occurs in flight, apply power as required to maintain

at least 113 KIAS. Identify and verify the burning engine, and feather its
propeller. Proceed to secure the feathered engine by turning OFF its generator, pulling its condition lever to STOP. Turn OFF its fire wall shut-off
valve, ignition, and fuel pump.
If the optional engine fire extinguisher system is installed, and if the fire
persists, lift the cover, and depress the switch of the extinguisher for the
burning engine.
NOTE
When conducting
a practice run through these
procedures, do not turn OFF fire wall shut--off
valve and fuel pump, and do not actuate the
engine fire extinguisher.
To continue operation on a single engine, turn OFF the propeller

synchrophaser, and turn OFF the bus tie switch of the inoperative engine.
Monitor the electrical load, and reduce it if necessary. Consider the use of
crossfeed to extend range if necessary.
S/N 31T-8120001 AND UP
If an engine fire occurs in flight, apply power as required to maintain
KIAS. Identify and verify the burning engine, and feather its
propeller. Proceed to secure the feathered engine by turning OFF its generator, pulling its condition lever to STOP. Turn OFF its fire wall shut-off
valve, and fuel pump.
at least 113
If the optional engine fire extinguisher

system is installed, and if thefire
persists, lift the cover, and depress the switch of the extinguisher
for the
burning
engine.
NOTE
When conducting
a practice run through these
procedures, do not turn OFF fire wall shut-off
valve and fuel pump, and do not actuate the
engine fire extinguisher.
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
3-25
SECTION 3
EMERGENCY
PIPER
AIRCRAFT
PROCEDURES
CORPORATION
PA-31T, CHEYENNE
To continue operation
on a single engine, turn OFF the propeller
synchrophaser, and pull the generator bus tie C/ B of the inoperative engine.
Monitor the electrical load, and reduce it if necessary. Consider the use of
crossfeed to extend range if necessary.
3.13 ENGINE
FIRE
EXTINGUISHER
OPERATION
(OPTIONAL
EQUIPMENT)
If after completing the engine fire procedures (ENGINE FIRE ON
GROUND OR ENGINE FIRE IN FLIGHT) the fire persists, the engine
fire extinguisher (if installed) should be deployed.
Lift the switch cover for the affected engine
and actuate the switch.
CAUTION
This fire extinguisher
is a single shot system

for each engine. inadvertent
of the cylinder may cause engine
with one cylinder
operation
stoppage.
3.15 OVERSPEEDING
PROPELLER
If propeller speed exceeds 2300 R PM, pull the power lever of the engine
with the overspeed condition to IDLE. Feather the propeller; place the
condition lever in the STOP position, and complete the shutdown procedures outlined above in Paragraph 3.7, Engine Failure in Flight.
3.17 HIGH OIL TEMPERATURE

If oil temperatures exceed limits, open oil cooler doors to maintain oil
temperatures below red line.
3.19 LOSS OF OIL PRESSURE

If oil pressure falls below 80 psi, the power setting should be reduced.
Oil pressure below 40 psi is unsafe, and the affected engine should be shut
down.
REPORT:
3-26
2210
ISSUED: SEPTEMBER
14, 1979
REVISED: AUGUST 28 1980

PA-31T, CHEYENNE
SECTION 3
EMERGENCY
PROCEDURES
3.21 ROUGH AIR OPERATION

In conditions of extreme turbulence, slow the airplane to maneuvering
speed or slightly less. Maneuvering speed win decrease with the weight of
177 KlAS at 9000 lbs, 165 KIAS at 7200 lbs. A reduction
the airplane
in airspeed will ease the stress to which the airplane is subjected by turbulence. Fly attitude and avoid abrupt maneuvers. Fasten seat belts and
shoulder harnesses as a precaution against buffeting and lurching. When
flying in heavy rain or with less than 250 lbs of fuel per side, operating with
the ignition ON will reduce the possibility of a flame-out.
-e.g.,
3.23 ELECTRICAL
MALFUNCTIONS
BATTERY OVERTEMP.
light illuminates in flight, turn
If the "BAT OVERTEMP"annunciator
the battery master switch OFF. If the light goes out within 10 minutes, turn
the battery master switch back ON, If the light does not g,o out within 10
minutes, leave the battery master switch OFF, and land as soon as practicable.
permitted
light remains lit, no further flights are

until the system has been serviced and the condition corrected.
SINGLE
GENERATOR
When the battery overtemp
FAILURE
(S/N
31T-8020001
THRU
31T-
8020092)
If a "GEN INOP" warning light illuminates or if there is a zero reading
the ammeter, a generator failure is indicated. If this condition occurs,
turn OFF the suspected generator and look for open circuit breakers. Check
the 5 amp "GEN CONT" circuit breaker located on the side panel and the
200 amp "GEN BUS TIE"circuit breaker located in the floor between the
pilot and copilot seats for the affected generator.
on
Once the generator failure is verified, check that the engine bus tie
switches are ON. If the electrical load on the remaining generator exceeds
150 amps, turn OFF the non-essential bus. For flap operation
prior to
landing, the non-essential bus must be ON. Wait 15 minutes and try to reset
circuit breaker.
ISSUED:
AUGUST 28, 1980
REPORT:
2210
3-26a
SECTION 3
EMERGENCY
PIPER
PROCEDURES
SINGLE GENERATOR
PA-31T, CHEYENNE
FAILURE (S/N 31T-8120001 AND UP)
If a "GEN INOP" warning light illuminates or if there is a zero reading

on the ammeter, a generator failure is indicated. If this condition occurs,
turn OFF the suspected generator and look for open circuit breakers. Check
the voltage regulator circuit breaker located on the side panel. Recycle the
"GEN CONT" switch OFF to ON.
Once the generator failure is verified, check that the generator bus tie
C/ B's are IN. If the electrical load on the remaining generator exceeds
150 amps,
the non-essential bus C/ B. For flap operation prior to
landing, the non-essential bus must be ON. Wait 15 minutes and try to reset
circuit breaker.
.pull
GENERATOR
BUS TIE CIRCUIT
BREAKER
OUT
If the "GEN BUS TIE" circuit breaker located in the floor between the
pilot and copilot seats opens, check the ammeter. Reduce the electrical load
as necessary to bring the ammeter reading below 200 amps.
Reset the "GEN BUS TIE" circuit breaker. If it stays reset, turn the
generator ON. If the circuit breaker will not reset or if it reopens immediately, leave the generator OFF, and continue flight with a reduced electrical
load. Wait 15 minutes and try to reset the circuit breaker.
BATTERY CIRCUIT
BREAKER
OUT
If the battery circuit breaker opens, turn the battery master switch OFF,
and reset the circuit breaker. If the circuit breaker does not reopen, turn the
battery master switch back ON. If the circuit breaker will not stay reset, turn
the battery master switch OFF and land as soon as practicable.
REPORT:
3-26b
2210
ISSUED:
AUGUST
28, 1980
PlPER
AIRCRAFT
CORPORATION
EMERGENCY
PA-31T, CHEYENNE
DU AL GENERATOR
FAILtjRE (S/N
lT-8020001
SECTION 3
PROCEDURES
TH RU 31T-8020092)
If both "GEN INOP" warning lights illuminate or zero (0) ammeter

readings indicate that both generators are inoperative, turn OFF the generator switches. Turn OFF the non-essential bus, and reduce electrical load
to a minimum. Check for open circuit breakers.
If the failure of both generators is verified, leave the switches of the ingenerators OFF, maintain the reduced electrical load, and land
as soon as practicable. When operating with both generators OFF, do not
turn the battery master switch OFF. Prior to extending the wing flaps for
landing, the non-essential bus must be turned back ON.
operative
DUAL GENERATOR
FAILURE
(S/N 3f T-8120001 AND UP)
If both "GEN INOP" warning lights illuminate or zero (0) ammeter

indicate that both generators are inoperative, turn OFF the generator switches. Turn OFF the non-essential bus, and reduce electrical load
to a minimum. Check for open circuit breakers. Cycle generator contactor
switches OFF to ON.
readings
If the failure of both generators is verified, leave the switches of the ingenerators OFF, maintain the reduced electrical load, and land
as soon as practicable. When operating with both generators OFF, do not
turn the battery master switch OFF. Prior to extending the wing flaps for
landing, the non-essential bus must be turned back ON.
operative
ISSUED: SEPTEMBER
REVISED:
14, 1979
AUGUST 28, 1980
REPORT:
2210
3-27
SECTION 3
EMERGENCY
AVIONICS
PIPER
PROCEDURES
BUS FAILURE
PA-31T, CHEYENNE
(S/N 3]T-8020001 THRU 31T-8020092)
When a loss of power is experienced

in either bus, the associated
avionics bus circuit breaker should be checked and reset, If the circuit
breaker fails to reset, leave it out and reset the avionics bus tie circuit
breaker. This will restore power to the failed bus from the functioning bus.
Reduce the total avionics load and maintain it below 50 amps. If safe
operation of the aircraft requires an electrical load greater than 50 amps, the
alternate
avionics power switch should be turned ON. After sufficient
cooling, try to reset the popped avionics bus circuit breaker.
When a loss of power has occurred in both avionics buses, check that the
avionics master switch is ON. Pull the avionics bus tie circuit breaker
and check that the avionics bus circuit breakers are in, reset if popped.
Resume normal operation if power is restored. If only one of the avionics
buses is returned to service, proceed as a single bus failure. If both avionics
bus circuit breakers are in and power loss is still evident, pull avionics bus
tie circuit breaker and turn on emergency bus power switch. Avionics bus
tie breaker may be reset if avionics power is less than 50 amps.
AV10NICS
BUS FAILURE
(S/N 3IT-8120001
AND UP)
When a loss of power is experienced in either bus, the associated

bus circuit breaker should be checked and reset. If the circuit
breaker fails to reset, leave it out and reset the avionics bus tie circuit
breaker. This will restore power to the failed bus from the functioning bus.
Reduce the total avionics load and maintain it below 50 amps.
avionics
When a loss of power has occurred in both avionics buses, check that the
master switch is ON. Pull the avionics bus tie circuit breaker
and check that the avionics bus circuit breakers are in, reset if popped.
Resume normal operation if power is restored. If only one of the avionics
buses is returned to service, proceed as a single bus failure. If both avionics
bus circuit breakers are in and power loss is still evident, pull avionics bus
tie circuit breaker. Avionics bus tie breaker may be reset if avionics power
is less than 50 amps.
avionics
ABNORMAL
DElCE AMMETER
READINGS
The ammeter for the electrothermal

when the system is ON.
deicers should
REPORT:
3-28
ISSUED: SEPTEMBER
REVISED: AUGUST
2210
read 26 to 30 amps
14, 1979
28, 1980

PA-31T, CHEYENNE
EMERGENCY
SECTION 3
PROCEDURES
If the deicer ammeter reads zero when the switch is ON, check the circuit
breaker(s). If a breaker has opened, reset it. If the switch is ON and the circuit
breaker is set and the ammeter still reads zero, turn the system OFF and
avoid icing conditions.
If the deicer ammeter reading is less than 26 amps, avoid icing condiof the system cannot be assured. In an
tions, as the continued operation
the system may be activated, but time of operation must be kept
emergency,
to a minimum.
ELECTRICAL FIRE
Electrical fires can be detected by the distinctive odor of smouldering
insulation. Since all cabin and panel lighting will be turned OFF during
the following procedures, be sure that at night a flashlight is in hand before
beginning the Electrical Fire check list. Also, be aware that removing all
electrical power from the aircraft will cause depressurization.
Turn OFF the battery master switch and both generators. Since electrical gyros will be rendered unreliable, use the air driven turn indicator for
instrument flight, and the loss of electrical power will cause depressur-
ization.
Turn OFF the avionics master switch, climate control master switch,
and all other electrical switches. Check for open circuit breakers, then pull
ALL circuit breakers.
Turn the battery master and both generators ON. Then, one at a time
reset circuit breakers and turn ON electrical switches until the faulty unit is
located. Leave the circuit breaker of the faulty unit pulled for the remainder
of the flight.
CAUTIONS
Any time a generator switch is to be turned
OFF, be careful not to inadvertently engage
the starter.
When the electrical system is failed or shut
down, warning horns and lights are rendered
inoperative.

REPORT:
2210
3-29
SECTION 3
PA-31T, CHEYENNE
NOTE
When the battery master switch and both
generator switches are OFF, the cabin will
depressurize due to deflation of the door seal.
3.25 STABILITY AUGMENTATION SYSTEM FAILURE

The following SAS failure procedures should be undertaken if a SAS
warning light illuminates. The SAS warning light will not activate the master
caution.
SAS FAILURE ON TAKEOFF
If SAS failure occurs during takeoff, reduce power to 400 SHP (2000
RPM at 1050lb. ft. torque) on each engine and accelerate to 121KIAS. Then
complete the SAS override procedures outlined below.
SAS FAILURE IN FLIGHT

When the SAS has failed, the SAS override system should be actuated
to provide suitable handling characteristics for the rest of the flight. Remove
the SAS override cover release pin/ ring on the right side of the control
pedestal, and remove the access cover. Grasp the control wheel firmly and
anticipate a nose down force. PULL the SAS override lanyard.
The system is designed to require about 20 seconds to reach full travel.

Retrimming will require about one full turn of trim tab change. If not
retrimmed a 20 pound pull force on the control wheel will be required to
maintain the same attitude.
CLIMB WITH SAS OVERRIDE
To climb with the SAS override system activated, gear and flaps must
be retracted and a minimum climb speed of 121 KIAS maintained. Maximum power to be used during climb is 400 SHP (2000RPM at 1050 lb. ft.
torque) per engine. At gross weight on a standard day at sea level, this power
setting gives a climb rate of approximately 1300 feet per minute.
REPORT:
3-30
2210
ISSUED: SEPTEMBER
14, 1979
SECTION 3
PA-31T, CHEYENNE
CRUISE WITH SAS OVERRIDE

Use normal procedures.
APPROACH AND LANDING WITH SAS OVERRIDE
Maintain a minimum approach speed of 109 KIAS until landing is
assured when the SAS override system is activated. All other
procedures remain the same.
_landing
GO-AROUND WITH SAS OVERRIDE

To execute a go-around with the SAS override system activated, apply
power to 400 SHP (2000RPM at 1050lb. ft. torque) on each engine. Main-
tain a minimum airspeed of 109 KIAS while gear and wing flaps are down.
When gear and wing flaps are retracted, increase airspeed to a minimum of
121 KIAS.
SINGLE-ENGINE FLIGHT WITH SAS OVERRIDE
Use normal single-engine operating procedures. Maximum allowable
power is 620 SHP.
3.27 PRESSURIZATION SYSTEM MALFUNCTION
DIFFERENTIAL PRESSURE ABOVE 5.7 PSI OR CONTINUAL
CABIN PRESSURE FLUCTUATION AT 5.5 PSI
Cabin differential pressure is automatically regulated to 5.5 psi by the
isobaric and safety valve. If a malfunction occurs causing differential
pressure to exceed 5.7 psi, there will be an aural and visual warning from the
annunciator system, and the differential pressure indicator will exceed the
red line on the gauge.
If cabili differential pressure exceeds 5.5 psi, steps should be taken
immediately to reduce it to acceptable limits. Setting the cabin altitude
controller
to a higher altitude should lower the cabin differential pressure.
Descending to a lower altitude should accomplish the same
ISSUED:
SEPTEMBER
14, 1979
effect.
REPORT: 2210
3-31
SECTION 3

PA-31T, CHEYENNE
If differential pressure cannot be brought under control, it may become

necessary to unload cabin pressure. This may be done by slowly lifting the
emergency gear extender cover. Rapid depressurization is possible by
selecting the dump position on the dump/test switch. The use of the dump
switch is recommended only during an extreme emergency.
The above procedures also apply when cabin pressure fluctuates several
hundred feet continually.
RAPID INCREASE IN DIFFERENTIAL PRESSURE OR SMOKE OR
FUMES IN CABIN
If cabin differential pressure rises rapidly, or if the pressurized air in the
cabin becomes contaminated with smoke or fumes, immediatelydepressurize the cabin by slowly lifting the emergency gear extender cover. Place
the cabin air control lever in the OUTSIDE AIR position. At high altitudes,
begin descent and use oxygen as required.
If fire is suspected, do not use oxygen in a pressurized cabin or at lower
altitudes where oxygen is not required.
CABIN ALTITUDE ABOVE 11,500 FEET

If the annunciator warning and cabin altitude gauge indicate that cabin
altitude has exceeded 11,500 feet, descend until cabin altitude falls below
I1,500 feet. Use emergency oxygen if necessary.
NOTES
For oxygen system procedures, see Paragraph
3.29.
If the pressurization system malfunctions, do
not attempt pressurized flight until the system
is serviced and the fault corrected.
REPORT: 2210
3-32
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
3.29 EMERGENCY
OXYGEN
EMERGENCY
SECTION 3
PROCEDURES
SYSTEM
oxygen should be used any time the cabin altitude execeds

Should
the need arise for oxygen to be employed, pull oxygen
feet*.
I I,500
control knob to ON, and don mask checking flow indicator frequently.
Emergency
To use oxygen in the cabin area on aircraft with serial numbers

3fT-8120050,
31T-8120055,
through
31T-8120056,
3lT-8020001
3\T-8120058, and 31T-8120059, open center overhead storage conipartthe mask and check
ment, insert oxygen mask fittings in the receptacles,don
flow indicator frequently. To use oxygen in the cabin area on aircraft with
serial numbers
3lT-8120051, 3IT-8120052, 3IT-8120053, 3\T-8120054,
3IT-8I20057, 3lT-8I20060 and up, open center overhead compartment
and pull mask to face (lanyard will pull flow activating pin) and check the
flow indicator frequently.
The pilot should monitor the oxygen
oxygen supply and consumption.
pressure
gauge to determine
WARNING
Certain petroleum base substances (mustache
in the
wax, lipstick, etc.) are combustible
presence of 100% oxygen. Donning masks set
at 100% oxygen could cause burns to areas
where petroleum base substances have been
applied.
The availability of oxygen at various cylinder pressures, sizes and

persons using oxygen is listed in.the following tables.
*F.A.R. 135.83, Air Taxi, requires special

with cabin altitudes above 10,000 feet.
ISSUED: SEPTEMBER
REVISED: DECEMBER
14, l979
1, 1983
oxygen
usage
procedures
REPORT:
2210
3-33
OXYGEN
CREW
SIZE
1
1
1
1
I
1
I
1
I
2
2
2
2
2
oe
2
2
2
2
NUMBER OF
PASSENGERS
0
I
2
3
DURATION
(MINUTES) V/S CYLINDER PRESSURE
22 CU. FT. STEEL OXYGEN CYLINDER
1800.0
1750
187.08
93.49
62.30
46.70
181.98
90.99
60.60
45.50
36.40
37.40
31.10
26.70
23.30
4
5
6
7
8
0
1
20.70
93.49
62.30
46.70
37.40
31.10
26.70
23.30
20.70
2
3
4
5
6
7
8
18.70
30.30
25.90
22.70
20.20
90.99
60.60
45.50
36.40
30.30
25.90
22.70
20.20
18.10
CYLINDER
PRESSURE
1250
1000
1500
153.69
76.79
122.79
51.20
38.40
30.70
25.60
21.90
40.90
61.40
30.70
24.50
20.40
17.50
15.30
13.60
6 I.40
40.90
30.70
19.20
17.00
76.79
51.20
38.40
30.70
25.60
21.90
19.20
17.00
15.30
24.50
20.40
17.50
15.30
13.60
12.20
91.59
45.80
30.50
22.80
18.30
I5.20
13.00
11.40
10.10
45.80
30.50
22.80
18.30
15.20
13.00
i1.40
10.10
9.10
(PSIG)
750
500
61.20
30.60
32.40
16.20
10.80
8.10
6.40
5.40
4.60
4.00
3.60
16.20
10.80
8.10
6.40
20.40
15.30
12.20
10.20
8.70
7.60
6.80
30.60
20.40
15.30
12.20
10.20
8.70
7.60
6.80
6.10
5.40
4.60
4.00
3.60
3.20
1. A Diluter Demand Mask operating at 1009 or a Therapeutic Mask counts as 2 masks.

2. Flows have been calculated on
case' basis. The maximum flow rates are based upon the maximum tolerance
regulated pressure and the maximum tolerance for the effective orifice of the flow metering device.
3. The system durations, in user-minutes.have
been calculated based en average flow and a particular cylinder charged
to its rated pressure. The assumption is made that only 9592 of the cylinder contents are available. i.e. a 59 safety
factor and oxygen being consumed at 20.000 feet.
'worst
y
-
CYLINDER SUPPLY PRESSURE REQUIRED FOR

10 MINUTE SUPPLY (PSIG)
(GAGE PRESSURE INDICATED PRIOR TO TAKE OFF)
CREW
SIZE
I
I
I
1
1
1
0
1
2
3
4
6
7
I
I
2
-
..
NUMBER OF
PASSENGERS
2
2
2
2
2
2
2
2
5
8
0
I
2
3
4
5
6
7
I10
90
447
595
741
888
1034
1182
1330
1481
L634
430
572
712
852
992
1132
1273
1416
1561
595
572
741
888
1034
I 182
1330
1481
1634
1790
712
852
992
1I 32
1273
1416
1561
1709
FIELD
70
T EMPERATJRE
413
549
683
817
950
1083
1217
1352
1489
549
683
396
526
654
781
907
1034
1160
1287
1416
526
654
781
907
1034
1160
1287
1416
1546
817
950
1083
1217
1352
1489
1628
50
(F)
30
10
379
503
480
625
745
865
984
1104
1223
1344
503
625
745
865
984
1104
1223
1344
1465
362
596
710
823
935
1047
1159
127\
480
596
710
823
935
LO47
1159
1271
1384
-10
345
457
567
674
781
886
990
1094
1199
457
567
674
78 I
886
990
1094
1199
1303
l. A Diluter Demand Mask operating at 1004 or a Therapeutic Mask counts as 2 masks.

2. Flows have been calculated on'worst case'basis. The maximum flow rates are based upon the maximum tolerance
for the effective orifice of the flow metering device.
regulated pressure and the maximum tolerance
3. The minimuri oxygen cylinder pressure requirements have been calculated based on average flow and a particular
cylinder charged to its rated pressure. The assumption is made that onlv 959 of the cylinder contents are available.
i.e. a 59 safety factor and oxygen being consumed at 20.000 feet.
4. The minimum oxygen cylinder pressure requirement for pressurized flight above 25.000 feet is based on the cylinder
pressure indicated prior to take off
5. For flights above 25.000 feet a minimum oxygen supply of 10 minutes for each occupant is required.
OXYGEN DURATION
(MINUTES)
48.3 CU. FT. STEEL
CREW
SlZE
I
NUMBER OF
PASSENGERS
1800.0
1750
405.76
394.57
l
2
202.98
197.38
131.59
98.69
78.89
65.80
56.40
49.30
43.80
197.38
131.59
98.69
78.89
65.80
56.40
49.30
43.80
3
4
5
6
7
8
2
2
2
2
2
2
2
2
2
0
1
2
3
4
135.29
101.49
81.19
67.60
58.00
50.70
45.10
202.98
135.29
101.49
81.19
67.60
38.00
6
7
8
50.70
45.10
40.50
39.40
V/S CYLINDER PRESSURE

CYLINDER
(PSIG)
OXYGEN
CYLINDER
PRESSURE
1500
1250
1000
333.26
166.69
111.09
83.29
66.60
55.50
47.60
41.60
37.00
166.69
!!!.09
83.29
66.60
266.46
133.19
88.79
66.60
53.30
44.40
38.00
33.30
29.60
133.19
88.79
66.60
53.30
55.50
44.40
47.60
41.60
38.00
33.30
37.00
33.30
29.60
26.60
198.68
99.29
66.20
49.60
39.70
33.10
28.30
24.80
22.00
99.29
66.20
49.60
39.70
33.10
28.30
24.80
22.00
19.80
750
500
132.79
66.40
44.20
33.20
70.39
35.20
23.40
17.60
14.00
11.70
10.00
8.80
7.80
26.50
22.10
18.90
16.60
14.70
66.40
44.20
33.20
26.50
22.10
18.90
16.60
14.70
13.20
35.20
23.40
17.60
14.00
11.70
10.00
8.80
7.80
7.00
I. A Diluter Demand Mask operating at 100% or a Therapeutic Mask counts as 2 masks.

2. Flows have been calculated on tworst case'basis. The maximum flow rates are based upon the maximum tolerance
3. The svstem durations. in user-minutes, have been calculated based on average flow and a particular cylinder charged
to its rated pressure. The assumption is made that only 959 of the cylinder contents are available. i.e. a 59 safety

48.3 CU. FT. STEEL OXYGEN CYLINDER
CREW
SIZE
e
e
..
-
7 0
omy
RN
'-'
oc
&
1
|
I
|
1
i
l
1
l
2
2
2
2
2
2
2
2
2
NUMBER OF
PASSENGERS
I10
90
0
I
367
435
2
3
504
353
419
484
550
615
679
744
4
5
6
7
8
0
I
2
3
4
5
6
7
8
572
639
707
775
842
909
435
504
572
639
707
775
842
909
977
FIELD
70
TEMPERATJRE
50
(F)
30
10
339
402
465
325
386
446
506
311
369
427
484
298
353
407
462
528
590
540
596
515
569
284
336
388
440
491
54 I
622
674
727
64 I
690
506
565
652
708
763
369
427
484
540
624
683
741
800
858
652
708
763
818
565
873
419
484
652
7\3
775
836
402
465
624
683
74 I
800
386
446
550
528
615
679
744
590
652
713
775
836
898
808
808
873
937
-10
596
353
407
462
515
569
622
674
727
779
591
336
388
440
491
541
591
641
690
739
l. A Diluter Demand Mask operating at 1009 or a Therapeutic IV ask counts as 2 masks.

2. Flows have been calculated on'worst case basis. The maximum Dow rates are based upon the maximum tolerance
for the effective orifice of the now metering detice.
haye been calculated based on average flow and a particular
3. The minimum oxygen cylinder pressure requirements
cylinder charged toits rated pressure. The assumption is made that only 959 of the cylinder contents are available.
4. The minimum oxygen cylinder pressure requirement for pressurized flight above 25.000 feet is based on the cylinder
pressure indicated prior to take off.
5. For flights abote 25.000 feet a minimum oxygen supply of 10 minutes for each occupant is required.
r.n
OXYGEN
CREW
SIZE
e
1
l
I
I
1
1
1
1
1
2
2
2
2
2
2
2
2
2
NUMBER OF
PASSENGERS
0
I
2
3
4
5
6
7
8
0
I
2
3
4
5
6
7
DURATION (MINUTES) V/S CYLINDER PRESSURE (PSIG)

1800.0
1750
187.08
92.49
61.40
45.90
36.70
181.98
89.89
59.70
44.70
30.50
26.20
22.90
20.30
29.70
25.40
22.20
19.80
90.99
60.20
44.90
35.80
29.80
93.49
61.90
46.20
36.90
30.70
26.20
22.90
20.40
18.30
35.70
25.50
22.30
19.80
17.80
CYLINDER
PREESURE
1500
1250
1000
153.69
75.89
50.40
37.70
30.10
25.10
21.50
l8.80
16.70
76.79
50.80
37.90
30.30
25.20
21.50
18.80
16.70
15.00
122.79
60.70
40.30
30.10
24.10
20.00
17.20
15.00
13.30
61.40
40.60
30.30
24.20
20.10
17.20
15.00
13.40
12.00
91.59
45.20
30.00
22.50
17.90
14.90
[2.80
I 1.20
9.90
45.80
30.20
22.60
18.00
15.00
12.80
I1.20
9.90
8.90
2
750
500
61.20
32.40
16.00
10.60
7.90
6.30
30.20
20.00
15.00
12.00
10.00
8.50
7.40
6.60
30.60
20.20
15.10
12.00
10.00
8.60
7.50
6.60
6.00
2
y
5.30
4.50
3.90
3.50
16.20
10.70
8.00
6.40
5.30
4.50
N
%
3.90
3.50
3.10
l. A Diluter Demand Mask operating at 100% or a Therapeutic Mask counts as 2 masks.

2. Flows have been calculated on'worst case'basis. The maximum flow rates are based upon the maximum tolerance
3. The svstem durations. in user-nunutes, have been calculated based on average flow and a particular cylinder charged
is made that only 95% of the cylinder contents are available. i.e. a 59 safety
to its rated pressure. The assumption
factor and oxygen being consumed at 20,000 feet.
"CO
Um
> p

CREW
SIZE
\
I
1
1
I
1
1
1
1
2
2
2
2
2
2
2
2
2
NUMBER OF
PASSENGERS
0
1
2
3
4
5
6
7
8
0
I
2
3
4
I10
90
447
598
748
898
1048
I 199
1351
1505
1663
595
430
745
895
1045
I I95
1348
1502
1659
1820
5
6
7
8
575
719
862
1005
I 149
1293
1440
1589
572
716
859
1002
1145
1290
1436
1585
1737
FIELD
70
413
552
689
826
962
1099
1236
1374
1514
549
686
823
959
\095
1233
137\
1511
1654
T iMPERATURE
50
396
529
660
790
919
1048
1178
1308
1440
526
657
787
916
1045
1175
1305
1437
157\
(F)
30
379
506
630
754
876
998
1120
1243
1366
503
628
75\
873
995
11\8
1240
1363
1488
-10
10
362
483
601
718
833
948
1063
i 177
1292
480
598
715
831
946
[060
1175
1290
1406
345
460
572
682
790
898
1005
llll
12l8
457
569
679
788
896
1002
1109
1216
1323
Diluter Demand Mask operating at 100c or a Therapeutic Mask counts as 2 masks.

1
case basis. The maximum flow rates are based upon the maximum tolerance
have been calculated based on average flow and a particular
3. The minimum oxygen cylinder pressure requirements
cylinder charged to its rated pressure. The assumption is rnade that only 95c of the cylinder contents are asallable.
i.e. a 5ci safetv factor and oxvgen being consumed at 20.000 feet
4. The minimum oxygen cylinder pressure requirement for pressurized flight above 25.000 feet is based on the c)\inder
5. For flights abose 25.000 feet a minimum oxygen supply of 10 minutes for each occupant is required.
'worst
OXYGEN
CREW
SIZE
I
I
I
1
I
1
]
1
--
2 e
2
o
c.
mg
NUMBER OF
PASSENGERS
0
1
2
3
4
5
6
7
8
0
1
2
2
2
4
5
6
7
8
2
2
2
DURATION
(MINUTES) V/S CYLINDER PRESSURE
1800.0
1750
405.76
394.57
200.58
195.08
129.59
96.99
77.49
64.50
133.19
99.69
79.69
66.30
56.80
49.70
44.10
202.98
134.29
100.29
79.99
66.60
57.00
49.80
44.30
39.80
55.20
48.30
4190
197.38
130.59
97.49
77.79
64.70
55.40
48.50
43.00
38.70
(PSIG)
CYLINDER
PRESSURE
1500
1250
1000
333.26
164.79
109.39
81.89
65.40
54.50
46.60
40.80
36.20
266.46
131.69
87.39
65.40
52.30
43.50
37.30
32.60
29.00
198.68
98.19
65.20
48.80
39.00
32.40
27.80
24.30
21.60
99.29
166.69
110.29
82.39
65.70
133.19
88.09
65.80
52.50
65.70
49.10
39.10
54.70
43.70
46.80
40.90
32.60
37.40
27.90
24.40
21.60
19.50
36.30
32.70
32.70
29.00
26.10
750
500
132.79
65.60
43.60
34 80
32.60
26.00
21.70
18.60
16.20
14.40
66.40
43 90
32.80
26.20
21.80
18.60
16.30
14.40
13.00
70.39
23.10
17.30
13.80
I1.50
9.80
8.60
7.60
35.20
23.30
1140
13.90
11.50
9.90
8.60
7.60
6.90
1. A Diluter Demand Mask operating at 10092 or a Therapeutic Mask counts as 2 maske

case' basis. The maximum flow rates are based upon the maximum tolerance
2. Flows have beericalculated on
been calculated based on average flow and a particular cylinder charged
3. The system durations.in user-minutes.have
to its rated pressure. The assumption is made that only 95% of the cylinder contents are available, i.e. a 59 safety
m
i
'worst
..
CYLINDER
SUPPLY PRESSURE REQUIRED FOR

CREW
SIZE
l
I
1
1
o
-
e.
eg
I
1
1
1
1
2
2
2
2
2
2
2
2
NUMBER OF
PASSENGERS
0
1
2
3
4
5
6
7
8
0
I
2
3
4
5
6
7
8
110
90
367
437
507
576
646
715
784
853
922
435
505
575
644
713
782
852
921
990
353
420
487
554
621
687
753
819
885
419
486
553
619
685
752
818
883
949
FlELD
70
339
404
468
532
596
659
722
785
848
402
467
531
594
658
721
784
846
909
TEMPERATURE
(F)
30
10
508
311
371
429
488
545
603
660
717
774
369
428
486
298
354
410
465
520
575
629
683
736
353
409
464
569
630
690
750
809
869
544
519
284
338
391
443
495
547
598
649
699
336
389
442
494
602
659
716
772
829
574
628
682
735
789
597
648
698
748
50
325
387
449
510
571
631
691
751
811
386
447
-10
546
1. A Diluter Demand Mask operating at 1004 or a Therapeutic IV ask counts as 2 masks.

case basis. The maximum flow rates are based upon the maximum tolerance
3. The minimum oxygen cylinder pressure requirements have been calculated based on average flow and a particular
cylinder charged to its rated pressure. The assumption is made that only 959 of the cylinder contents are available.
The minimum oxygen cvlinder pressure requirement for pressurized flight above 25.000 feet is based onthe cylinder
5. For flights above 25.000 feet a minimum oxygen supply of 10 minutes for each occupant is required.
'worst
y
7
SECTION
PIPER AIRCRAFT
CORPORATION
PA-3IT, CHEYENNE
THIS PAGE INTENTIONALI.Y
REPORT:
3-34h
2210
LEFT BLANK
ISSUED:
DECEMBER
I 1983

PA-3IT, CHEYENNE
3.31 CROSSFEED
EMERGENCY
SECTION 3
PROCEDURES
PROCEDURE
The fuel crossfeed system may be used if during single-engine

flight it
becomes necessary to use fuel from the inoperative engine side to extend
range.
To use crossfeed, turn ON the fuel pump of the inoperative engine, turn
the crossfeed valve ON, and turn OFF the fuel pump of the operating engine.
Fuel crossfeed should be OFF during landing; therefore, be sure that
before landing the fuel pump of the operating engine is returned to ON and
the crossfeed and the fuel pump on the inoperative engine is turned OFF.
3.33 EMERGENCY
DESCENT
PROCEDURES
If it becomes necessary to descend rapidly to a lower altitude, retard the

power levels to IDLE and advance the propeller controls fully forward for
2200 RPM. When lowering the nose during initial pushover, roll the airplane 30 until the nose is down to the desired pitch angle, t hen roll the wings
level.
When descending in smooth air, or ifa high speed descent is desired, the
gear and flaps should be left retracted. Maintain the airspeed at red line, and
assume a wings level, nose down attitude. Trim as necessary.
When descending in rough air, or if a low speed of descent is desired,
flaps. At an airspeed below 153 KIAS,
extend the landing gear. When the airspeed falls below 148 KIAS, fully
extend the flaps to 40. Continue descent without exceeding 148 KIAS.
Maintain a wings level, nose down attitude, trimming as necessary.
slow to 181 KIAS and extend 15 of
If a pressurization failure has occurred, employ emergency oxygen at

altitudes above I I,500 feet (see Paragraph 3.29).
Vertical speed during descent will be approximately
5000 feet per
minute. Descend off the airway, and be aware of terrain elevation.
ISSUED: SEPTEMBER
REVISED: DECEMBER
14, 1979
1, 1983
REPORT:
2210
3-35
SECTION 3
EMERGENCY
PROCEDURES
3.35 EMERGENCV

PA-31T, CHEYENNE
GEAR EXTENSION
If the landing gear will not extend by normal means, the emergency gear
extender provides hydraulic pressure for gear extension. Remember that if
the cabin is pressurized, raising the emergency gear extender cover will
dump pressure.
Maintain airspeed below 130 KIAS. Lift the emergency gear extender
cover located on the floor between the pilot and the copilot seats. Note that
emergency gear extension procedures are printed on the underside of the
cover.
Place the gear selector lever in the DOWN position; extend the emergency hand pump handle, and pump up and down on the handle until all
three green gear down lights ittuminate and the gear selector returns to
neutral. Visually check gear extension by observing the nose gear in the
mirror on the left nacelle. The master switch or a generator switch must be
ON for the gear lights to illuminate.
3.37 GEAR UP LANDING

If all normal and emergency gear extension procedures have failed, a
gear up landing will be necessary. Select a suitable landing area. If possible,
inform ground personnel of the emergency situation. If time allows, burn
off excess fuel. Brief passengers on the use of the emergency exit and besure
that all occupants have seat belts and shoulder harnesses secured properly.
When ready to land, complete the landing check list as for a normal
landing, except that the gear selector should be in the UP position. Turn
OFF the autopilot, the master switch and both generator switches.
Make a normal approach, and when the runway is "made"and landing
is assured, place condition lever in STOP, propeller levers in FEATHER,
and turn OFF fire wall shut-off valves. Land smoothly, touching down in a
level attitude. Ai! occupants should evacuate as soon as the airplane has
stopped.
WARNING
Total drag of the airplane will be significantly
reduced with props in feather. Pilot should plan
for increased landing distances.
REPORT:
3-36
2210

REVISED: SEPTEMBER II, 1981

PA-31T, CHEYENNE
SECTION
3.39 EMERGENCY EXIT

An emergency exit is located on the right side of the fuselage, and is the
second window aft of the windshield.
To use the emergency exit, remove the plexiglas cover over the handle;
then pull the handle and pull in on the exit window.
NOTE
The cabin must be depressurized before attempting to open the emergency exit.
3.41 FLAP SYSTEM MALFUNCTION
In the event the "FLAP" annunciator should illuminate, the flap selector
switch should be checked for proper operation. If the flaps respond to
command an internal component of the amplifier has failed. The flaps are
still usable and the amplifier should be repaired before the next flight. If the
flaps do not respond a flap system shutdown has occurred. Check the flap
symmetry. The amplifier may have shut down thesystem becauseit detected
a 5 differential in flap position or one of the rheostats may have failed.
Determine through control wheel input that an asymmetric condition does
not exist (i.e.,the control wheel is not displaced in the direction of the larger
flap deflection angle to maintain heading). Check and reset the flap motor
circuit breaker. If the flaps still remain inoperative, a rheostat may have
failed. The shutdown will remain until the system has been repaired.
When the flap selector becomes inoperative and the annunciator does
not illuminate, check the flap position indicator. If the indicator is pointing
to OFF, power has been lost to the amplifier. Without power the amplifier
cannot activate the annunciator.
Check and reset the flap control circuit
breaker. If the indicator is showing the flap position, test the annunciator for
proper operation. If the annunciator fails to illuminate, proceed as a system
shutdown and determine the cause. When it has been determined that shutdown was not caused by an asymmetric flap condition, check and reset the
flap motor circuit breaker. If the annunciator functions properly when
tested, check and reset the flap motor circuit breaker.
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
3-37
SECTION 3
PA-31T, CHEYENNE
3.43 ALTERNATE STATIC SOURCE
In the event the alternate static source must be used, the control lever
located on the instrument panel to the right of the control pedestal should
be moved to the right (ALTERNATE SOURCE).
Correct the airspeed and altimeter indications using the correction
graphs provided in Section 5.
3.45 FLIGHT
WITH
PRIMARY
LONGITUDINAL
CONTROL
FAILED
If the primary longitudinal control fails and the stability augmentation

system is still operative, leave the unit (SAS) on. When ready for a landing
approach, trim the airplane in level flight to 121-135 KIAS. Select the
longest runway in the area.
Extend the landing gear and maintain 121-135KlAS.
CAUTION
Do not lower approach flaps before landing
gear is down and locked.
After the landing gear is down and locked (3green light) the flaps should
be extended to 15 (approachdetent). Trim the airplane to 109-114KIAS
(approx. 600 lb. ft. torque, 2000 RPM Np). When positioned over the
landing runway, flare the airplane with trim tabs alone and slowly reduce
power.
CAUTION
Do not extend full flaps.
REPORT:
3-38
2210
ISSUED: SEPTEMBER
14, 1979

PA-3IT, CHEYENNE
3.47 ANNUNCIATOR
EMERGENCV
SECTION 3
PROCEDURES
FAILURE
NOTE
The following procedures are intended as inIf an annunciator

system
flight remedies.
should
be
malfunction occurs, maintenance
performed by a certified mechanic as soon as
possible.
1LLUMINATION
OF ANNUNCIATOR
POWER
The illumination of the "ANN POWER"

of the two following malfunctions
one or more
DISPI AY I IGIIT
display light indicates that

requires
attention:
(a) Essential Power OFF

AIRCRAFT
WITH SN
3\T-802000l
THRU 311-8020092
receives 28 input volts from the

The annunciator controller
essential bus through three sources: the annunciator power circuit
and the left and right engine fire extinguisher
inoperative circuits.
(If optional engine fire extinguishers
are not installed, the three
warning 1 and annunsources are annunciator
power, annunciator
breakers are labeled accordingly. Loss
ciator warning2.)Thecircuit
of power from the annunciator
power circuit will illuminate the
light. If failure of theannunciator
"ANN POWER"display
power
circuit occurs, the annunciator
system will continue
to function,
powered by the two remaining power sources.
AIRCRAFI
WITH S/N 3\T-8120001
AND UP
receives 28 input volts from the

The annunciator controller
through two sources: the annunciator
power circuit
breaker located in the left main circuit breaker panel and from an
annunciator
alternate
power fuse located on the battery fuse bus.
Loss of power from an annunciator
power source will illuminate
bus system
the "ANN
POWER"
display
light.
If failure
of an
annunciator
system will continue

power circuit occurs, the annunciator
function, powered by the remaining power source.
14, 1979
ISSUED: SEPTEMBER
11 1981
REVISED: SEPTEMBER
REPORT:
to
2210
3-39
PIPER
SECTION 3
PA-31T, CHEYENNE
(b) Internal Flasher Power Supply Failure

if the internal flasher power supply fails, the annunciator power
display light will illuminate. If pressing the annunciator test switch
does not activate the master caution indicator and cause the display
lights to flash, such a malfunction is indicated. With the internal
flasher power supply failed, the annunciator functions as a display
only. If a monitored system malfunctions under these conditions,
display light will illuminate without flashing and
the associated
without a master caution indication.
INTERNAL
BIAS SUPPLY
FAILURE
The annunciator controller contains an internal bias supply. If this

switch is disabled. The
supply fails, the master caution indicator/reset
annunciator power display light will not flash, however, both of the oil
temperature lights will flash. If a display channel is activated while the
system is in such a failed condition, the display light will flash, and will
remain flashing. Any additional channels which are activated will flash also.
Pressing the test switch will cause all red display lights, whether active or
inactive, to flash.
In the event of an internal bias supply failure, the system is still funcas a display. A malfunction under these conditions will cause the
associated display light to flash without a master caution indication.
tional
CAUTION
In the event of an internal bias supply failure,
the oil temperature display will flash regardless
of whether or not the oil temperature is high. It
is therefore imperative the pilot monitor the oil
of the
temperature gauge for the remainder
flight, regardless
of whether or not the oil
temperature display is lit.
DIMMER
ClRCUIT
FAILURE
in the event of a dimmer circuit failure, the display will no longer have
the capacity of being dimmed. Such a failure will cause the display to automatically
go to and remain in the bright mode without any corrective
measures necessary.
REPORT:
3-40
2210
ISSUED:
REVISED:
SEPTEMBER
SEPTEMBER
14, 1979
11, 1981
TABLE OF CONTENTS
SECTION
NORMAL
PROCEDURES
Page
No.
Paragraph
No.
4.1
4.3
4.5
General
Airspeeds for Safe Operation........................
Normal Procedures Checklist........................
Preflight........................................
Before Starting Engines
Engine Start
Before Taxi.....................................
Taxiing.........................................
Engine Run-Op
Before Takeoff
Takeoff and Climb...............................
Cruise..........................................
Flight in Icing Conditions
Descent
Before Landing..................................
Balked Landing
After Landing...................................
Shutdown
Amplified Normal Procedures (General)
Preflight Check....................................
Before Starting Engines
Engine Start
Before Taxi.......................................
..........................................
..........................
....................................
.................................
..................................
........................
........................................
.................................
................,.....................
4.7
4.9
4.11
4.13
4.15
4.17
4.19
4.2!
4.23
4.25
.................,..........
......................................
Taxiing...........................................
Engine Run-Up
Before Takeoff
Takeoff and Climb.................................
Cruise............................................
...................................
....................................
..............
4-1
4-!
4-3
4-3
4-5
4-6
4-8
4-9
4-9
4-10
4-10
4-10
4-11
4-11
4-11
4-Il
4-12
4-12
4-13
4-13
4-18
4-19
4-21
4-22
4-23
4-24
4-25
4-26
REPORT: 2210
4-i
TABLE OF CONTENTS
SECTION
(cont)
(cont)
Paragraph
No.
4.27
4.29
4.31
4.33
4.35
4.37
4.39
4.41
4.43
4.45
4.47
4.49
Flight in Icing Conditions

Descent
Before Landing....................................
Balked Landing
After Landing.....................................
Shutdown
Cabin Pressurization System
Environmental Control System Operation.............
Ice Protection System
VSSE Intentional One Engine Inoperative Speed
VMCA Air Minimum Control Speed
Windshield Defrosting..............................
REPORT:
4-ii
Page
No.
..........................
..........................................
...................................
........................................
........................
..............................
...............
2210
.....
4-26
4-27
4-27
4-28
4-28
4-29
4-30
4-32
4-35
4-38
4-38
4-40

PA-31T, CHEYENNE
SECTION 4
NORMAL PROCEDURES
SECTION 4
NORMAL
PROCEDURES
4.1 GENERAL
This section describes the recommended procedures for the conduct of
operations for PA-3lT Cheyenne airplanes. 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
Normal procedures associated with those optional systems and equiprequire handbook supplements are presented in Section 9
(Supplements).
ment which
These procedures are provided as 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 is a short form check list which supplies
an action sequence for normal procedures 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 check
list should be used in flight.
4.3 AIRSPEEDS
FOR SAFE OPERATION
The following airspeeds are those which are significant

to the safe
operation of the airplane. These figures are for standard airplanes flown at
maximum gross weight under normal conditions at sea level. For additional
airspeed information see Section 2.
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
4-1
SECTION 4
NORMAL PROCEDURES
PIPER
PA-31T, CHEYENNE
Performance for a specific airplane may vary from published figures

installed, the condition of the engines, airdepending upon the equipment
atmospheric
conditions
and piloting technique.
plane, and equipment,
(a) Maximum Operating Speed (up to
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
12,000 feet)
(See Vmo chart in Section 2 for speeds
above 12,000 feet)
Design Maneuvering Speed (at max. gross
weight) (up to 26,900 feet)
(See Vmo chart in Section 2 for speeds
above 26,900 feet)
Maximum Flap Extended Speed
15 flaps
40 flaps
Maximum Gear Extended Speed
Maximum Gear Operating Speed
Retraction
Extension
Below 20,000 ft.
Best Rate of Climb Speed
(Refer to Section 5, Performance, for
speeds above 20,000 ft.)
Best Angle of Climb Speed
Final Approach Speed
Intentional One Engine Inoperative Speed
Minimum Multi-Engine Climb Speed
(with SAS Override)
Maximum Demonstrated Crosswind Velocity
REPORT:
4-2
2210
ISSUED: SEPTEMBER
REVISED: DECEMBER
242 KIAS
177 KIAS
181 KlAS
148 KIAS
153 KIAS
139 KIAS
153 KIAS
121 KlAS
96 KIAS
98 KlAS
113 KIAS
121 KIAS
20 KTS
14, 1979
1, 1983
PIPER
AIRCRAFT
CORPORATION
SECTION 4
NORMAL PROCEDURES
PA-31T CHEYENNE
WALK-AROUND
Figure 4-1
4.5 NORMAL PROCEDURES CHECKLIST
CHECK
PREFLIGHT
COCKPIT
Flight controls...............................................
Electrical switches...........................................
Avionics...................................................
Gear handle...................................
Brakes......................................................reset
Battery master...............................................
Annunciator..............................................checked
Fuel quantity.............................................checked
Gear lights
Flaps.............................................
Battery master..............................................
Trim
............................................
.............................................takeoff
ISSUED: SEPTEMBER
14, 1979
free
OFF
OFF
DOWN NEUTRAL
ON
three green
test-set
to 15
OFF
position
REPORT:
2210
4-3
SECTION 4
NORMAL PROCEDURES
PIPER
PA-31T, CHEYENNE
..........checked
Airplane papers.............----............
Oxygen pressure
Oxygen masks............................................checked
SAS override safety wire...................................checked
Emergency window........................................checked
Oxygen masks............................................checked
(Ensure that pilot and copilot masksareconnected
to oxygen outlets. Check
for proper function and stow masks on holders so as to be readily available.)
..
..........................................checked
LEFT WING
.........................................checked
Surface condition
Flap.....................................................checked
..................................................checked
Aileron
Static wicks (if installed)
Tip tank and cap
Navigation and strobe lights................................checked
...................................checked
.........................................checked
Tip tank drain............................................

Fuel tank vents
Tie down
Outboard fuel tank........................................
Landing gear
drained
...........................................checked
...............................................
removed
drained
.............................................checked
Chock
as desired
drained
.................................................
Fuel filter
................................................
.................................................checked
Cowling
Nacelle tank filler cap
Inlet and exhaust protectors...............................
Engine air inlet
.....................................checked
.............................................
Propeller.................................................checked
Engine oil and cap
Inboard fuel tank
Gear mirror
...............................
.........................................
..............................................in
removed
clear
checked & secure
drained
place
NOSE SECTION
General condition.........................................checked
Baggage
Baggage door..............................................
Battery vent
Swing nose................................................
Radome
Nose gear................................................checked
.................................................
................................................
.................................................checked
Chock.................................................
REPORT: 2210
4-4
secured
locked
clear
secure
as desired
ISSUED:
SEPTEMBER 14, 1979

PA-31T, CHEYENNE
PIPER
NORMAL
SECTION 4
PROCEDURES
Pitot tubes
SAS vane
Heater inlet and exhaust
W'indshield wipers.........................................checked
clear
.................................................
................................................checked
clear
.....................................
RIGHT WING
Same as Left Wing Check (in reverse order).

FUSELAGE (RIGHT SIDE)
General condition
Static openings
Antennas
.........................................checked
clear
.............................................
................................................checked
EMPENNAGE
.........................................checked
Surface condition
Tie doivn
Trinn tabs (1/2" trailing edge down)
Hinges and push rods
renioved
...............................................
.........................checked
.....................................checked
FUSELAGE (LEFT SlDE)

.........................................checked
General condition
Static openings
Cargo door (if installed)
Entrance door
Cargo door (if installed)
clear
.............................................
...................................checked
............................................checked
BEFORE STARTING
secure
....................................
ENGINES
Cabin door................................................
secure
Baggage
Passenger briefing.......................................completed
Seats
secure
..................................................
...................................................
Belts and harness

Parkinig brake
Crossfeed
Fire wall shut-off valves
Power levers
adjusted
ocure
..........................................
................................................set
OFF
open
lDLE
..................................................
.....................................
..............................................
ISSUED: SEPTEMBER
14, 1979
REVISED: SEPTEMBER
11, 1981
REPORT:
2210
4-5
PIPER
SECTION 4
NORMAI
PROCEDURES
PA-31T, CIIEYENNE
Prop controls.....................................full
Condition levers
Cabin comfort control.......................................
Electrical switches...........................................
Avionics master.............................................
Inverter power switch........................................
FORWARD
STOP
...........................................
OFF
OFF
OFF
OFF
CAUTION
Failure to select the inverter power switch and
AVIONICS/AP-FD
power switch to the OFF
position during the engine start up or shutdown
failure.
will result in equipment
Generator bus tie switches (C/B's)..........................
Non-essential bus switch (C/B)
Battery master...............................................
Cockpit lights
ON (IN)
ON (IN)
ON
............................
..............................................check
ON
...................................
ENGINE START
NORMAL
START
..........................................checked
Battery (24-28V)
Fucl pump
Fuel pressure.............................................checked
Ignition switch...............................................
Starter......................................................
Ng (min. 12%)..........................................
Condition lever
Ignition light
[TT (max. 1090C for 2 sec.) and Ng
Starter (at stabilized idle 52%)...............................
Ignition....................................................
Power lever
Generator...................................................
Oil pressure
Cabin door unsafe light........................................out
ON
..................................................
ON
ON
stabilized
RUN
ON
.............................................
................................................
......................monitored
..................................
advanced
OFF
OFF
to 68% Ng
ON
..............................................checked
REPORT:
4-6
2210
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
NORMAL
SECTION 4
PROCEDURES
Gear handle (hyd. pump check)........................
DOWN then
to neutral
OFF
Generator (when ammeter at 100 or less).......................
Second engine
repeat above thru
"Oil l*ressure Checked"
Both generators..............................................
ON
returned
...................................
APU START
Engine switches.......................
Battery master...................
APU
Voltmeter (27V-30V)
Battery master.................-....
Normal start procedure
..
..
..
..
.....................
OFF
OFF
...............
..................
..................................................connected
stabilized
....................................
...........................accomplished
"Ignition
ON
thru
OFF"
..............................................checked
Oil pressure
Battery master..............................................
APU
Battery master...............................................
Cabin door unsafe light........................................out
OFF
disconnected
..................
............................
Generators
ON
ON
.........................-........................
PROCEDURE
ENGINE CLEARING
(Allow 30 sec. fuel drain period.)

Condition lever
Ignition....................................................
Battery master.......................
Fuel pump
Starter...............................................ON
Starter.....................
Fuel pump (when Ng is zero).................................
STOP
OFF
ON
ON
............................................
.......................
....................
.............................
ENGINE CROSS-START
(15sec.)
.........
(ONE ENGINE
Fuel pump
inop. engine.....................
Ignition switch
inop. eng.
Generator
op. eng................
Power lever
eng.
Starter-inop.eng................
Generator
op. eng. (after 10%
Ng on inop. eng.)
OFF
OFF
..................
OPERATING)
ON
ON
..............
....................................
..
..
..................
advanced
-op.
.........................
...........
OFF
to 68% Ng
...............
ON
...............
ON
.............

....
REPORT:
2210
4-7
SECTION
PIPER
NORMAL PROCEDURES
PA-3IT,
CHEYENNE
I
Ng (min. 12%)..........................................
Condition lever
Ignition light
2nd eng. ITT (max. 1090C for
2 sec.) and Ng
Ist engine ITT & Ng
Starter (2nd eng.) (at stabilized idle)
Ignition (2nd eng.)
Generator (2nd eng.)
Tie bus circuit breakers
stabilized
RUN
ON
.............................................
................................................
........................................monitored
......................................monitor
OFF
...........................
OFF
ON after 68% Ng
..........................................
.............................
......................................check
BEFORE TAXI
APU
Battery master & generators
Lights
Cabin comfort...............................................
Inverter power...............................................
Gyros
removed
ON
required
ON
ON
set
set
ON
& checked
& OFF
...................................................
...................................
................................................as
.......................................................
Altimeter
and clock
...........................................

Electric trim........................................ON
Autopilot
Radios
SAS.....................................................checked
.......................................
.........................................checked
..................................................checked
CAUTION
Do not test the 1.0 Vs function of SAS inflight.
The airplane will nose down.
BUS SYSTEM CHECK: (SN
Left generator switch
31T-8120001 and up)
OFF
........................................
Left generator bus tie C/B
pulled
..................................
Check for power loss to any bus

Lcft generator switch
Left gencrator bus tie C/
Right generator switch.......................................
Right generator bus tic C/B
Check for power loss to any bus
Right generator switch........................................reset
Right generator bus tie C B...................................reset
.........................................reset
....................................reset
.................................
REPORT:
4-8
2210
OFF
pulled
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
NORMAL
SECTION 4
PROCEDURES
TAXIING
............................checked
Brakes......................
Prop reverse..,....................
Flight instruments....................
Power levers
Prop controls.........................................
..................checked
.................checked
..
IDLE
FEATilER
FORWARD
..............................................
ENGINE RUN-UP
Circuit breakers...............................................
Generators
Ammeter and voltmeter....................................checked
inverter bus tie...................................checked
Inverter
Prop sync.
Fuel pumps (No. I & No. 2)................................checked
IN
ON
..................................................
OFF
.................................................
WARNING
Both fuel pumps for each engine must be operative for takeoff.
.........................................checked
Crossfeed
Air control............................................
Man. gear ext. cover
Power levers
Pneumatic gauge..........................................checked
Overspeed governors
Prop controls...................................full
HTG test switches...........................................
RPM................................,............
HTG test switches.......................................released
RPM.....................................................1625
Pressurization system...................
Pressurization system
& OFF
pressurized
secure
at 1625 RPM
.......................................
.....................................set
..........................................test
...
.......................
Power
levers
................set
..............
FORWARD
up
drop observed
......checked
.......
.................
at
...
set
1800 RPM
............................................checked
Ice protection
Power levers
Secondary low pitch stops (one at a time)
[DI E
..............................................
......................tested
I
1SSUED: SEPTEMBER
REVISED: DECEMBER
14, 1979
I, 1983
REPORT:
2210
4-9
SECTION
PIPER
PA-3lT, CHEYENNE
NORMAL PROCEDURES
(till Beta light
Power lever
comes
on)
toward REVERSE
............
CAUTION
Do not force the power lever into full REVERSE. Forcing a Icver may damage the linkage.
Test switch.......................................down
Power lever
Prop reverse........................................
Test switch................................
..........................
Power levers
Quadrant friction
..............................................
......................
and held
REVERSE
not attained
released
prop moves
toward reverse
IDLE
set
continue toward
......................
HEFORE TAKEOFF
Generators
Fuel pumps
Fuel pressure
Ice protection (windshield, pitot heat,
eng. ice protection)...................................as
Oil cooler doors
SAS light
Flight instruments.........................................checked
Engine ganges
Warning lights............................................checked
Radios, radar and autopilot
Prop syne.
..................................................
.................................................
ON
ON
.............................................checked
........................................
required
CLOSED
....................................................out
............................................checked
....................................
.................................................
Static
source
..........................
..................
....................................full
set
OFF
normal
forward (2200 RPM)
Props
Trim
set
Flaps.............................................checked
and up
Fuel quantity.............................................checked
Flight controls...............................................
free
ready and seat beits fastened
Passengers
Pressurization system
set
........................................................
............................
..........................................
REPORT:
4-10
2210
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 4
PROCEDURES
NORMAI
AND CLIMB
TAKEOFF
Dir. gyro
Power levers
heading
................runway
.....................
advanced
...........................................
CAUTION
Do not exceed engine
limits.
.....................within
Torque and ITT

Rotation...........................................
Gear (below 139 KIAS)....................
Climb power
Prop sync.
Yaw damper
..............
....
................
limits
91 KIAS min.
up
...............
set
required
......................
.............................as
..
......................
as desired
as desired
..................
.................
........
................
CRUISE
Cruise power
........................
.....
..
as desired
..........................................
..................
FLIGHT
set
............
....
.............checked
Engine instruments....................
Pressurinttion
Windshield heat
........
ON
..............
IN ICING CONDITIONS
switch
Engine ice prot.

moisture
(in visible
below +5C)
.............
Pitot heat
Windshield heat
Surface deice
Oil temp.
Oil cooler doors (if temp. high)
................
.....
....
......................
...............
..
....
...
ON
ON
ON
..............
.........................
..
.................
as required
..,..........
..................monitored
....................
..
...............
open
...............
DESCENT
Pressurinition
Altimeter
Debumidifier................
.........................
..
...............................
ISSUED: SEPTEMBER
REVISED: DECEMBER
...
..
set
set
..............
..............
...............asrequired
....
14, 1979
1, 1983
....
REPORT:
2210
4-11
SECTION 4
PIPER
PROCEDURES
NORMAL
BEFORE
PA-31T, CHEYENNE
LANDING
Seat betts and smoking sign

Prop syne.
Prop controls................
Cabin pressure................................
l laps (181 KIAS max. app. flaps;
148 KIAS max. full flaps).............................
Gear (below 153 KIAS)......................................clown
Dear lights
Nose gear position
Brakes...................................................checked
Landing lights
Autopilot Yaw damper
...................................
.................................................
.........................
.............
...
........
..
check
as required
3 green
...............
check
.................................
in mirror
required
.........................................as
................
ON
OFF
2000 RPM
below 0.3 psi
OFF
.....................
HALKED LANDING
required
Power
Torque and temperatures
Flaps..................................................
Gear
Flaps.................
................................................as
..............................within
limits
approach
up
.................................-......................
................................full
up
AFTER LANDING
Reverse thrust (above 40 KIAS)
FORWARD
as desired
..........................
After clearing runway:

Flaps........................................................
Heater fuel switch...........................................
Radar
Strobes
....................................
...............
....
..
..............
........................
up
OFF
OFF
OFF
SIIUTDOWN
Parking
brake
Avionics
Electrical
Inverter
..............
..
equipment.........................................
switch...............
power
REPORT:
4-12
set
................................................
22IO
.....
....
....
................
..
..............
OFF
OFF
OFF
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
NORMAL
SECTION 4
PROCEDURES
CAUTION
Failure to select the inverter power switch to
the OFF position during the engine start up or
shutdown
failure.
............................................checked
Battery charge
ITT below 610................
..
First engine started:

Power lever
Prop
Generator................
Condition lever
Fuel pump
Gear handle (hyd. pump check)........................
....................
..........
..............
minute
..........-.....one
.
.............................................
...
.......
............................................
.................................................
Master comfort
Second engine
Battery master................
.............................................
................................
ISSUED:
DECEMBER
I, 1983
....
..
.................
IDLE
FEATHERED
OFF
STOP
OFF
DOWN then
returned to neutral
OFF
repeat as first engine
OFF
..............
REPORT:
2210
4-12a
SECTION 4
NORMAL PROCEDURES
PIPER
TIIIS PAGE JNTENTIONALI
REPORT:
4-12b
2210
PA-3lT CHEYENNE
Y LEFT 81 ANK
ISSUED:
DECEMBER
l, 1983

PA-31T, CHEYENNE
4.7 AMPI IFIED NORMAI
PROCEDURES
NORMAI
SECTION 4
PROCEDURES
(GENERAI)
The lollowing paragraphs are provided to supply detailed information

of the normal procedures necessary for the safe operation
and explanations
of the airplane.
4.9 PREFI IGHT CHECK

preflight and walk-around
The airplane should be given a thorough
check. The preflight should include a determination of the airplane's operational status, a check that necessary papers are on boufd and in order, and
of weight and C.G. Iimits, takeoff distance and in-flight
a computation
performance. Baggage should be weighed, stowed, and tied down. A weather
briefing for the intended flight path should be obtained, and other factors
relating to a safe flight should be checked before takeolT.
COCKPlT
After entering the cock pit, release the controls if they have been secured.
Check that all electrical switches and avionics switches are OFF. Ensure that
the gear selector lever is in the DOWN NEUTRAL position and that the
brakes are set.
Turn ON the battery master switch, and check fuel quantity gauges.The
three green landing gear lights should be lit. If any of the green gear lights
are not lit, press them to test the bulb. Burnt out bulbs should be replaced
before flight.
ISSUED:
.
REVISED:
SEPTEMBER
DECEMBER
14, 1979
1, 1983
REPORT:
2210
4-13
4
PROCEDURES
SECTION
NORMAI

PA-3IT,
CHEYENNE
Press the annunciator

test button. The master caution
light should
display. The Tollowing lights should
illuminate. Check the annunciator
illuminate:
SN 3IT-8020001 thru 3IT-8020092
I.. ENG
SAS
DEICE
OII. DR
I.. FNG
R. ENG
FIRE
R. I NG
I.. ENG
FilEf.
OIL PRESS
PRESS
R. ENG
011 TEMP
IRIM
INVERTER
R. ENG
I)EICE
OII
R. ENG
FIRE
I.. ENG
FUEI. PRESS
R. ENG
011. PRESS
Oll. TEMP
I. FIRE
EXTNG INOP
EXTNG
I. GEN INOP
R. GEN INOP
DR
I.. ENG
i.. ENG
R. FIRE
INOP
POWER
BATTERY
ANN
CAHIN
CAllIN
OVERIEMP
POWER
PRESS.
AIT
CAHIN DR
NOSE
IINSAFE
DR A.IAR
HAG
REPORT:
4-13a
2210
ISSUED:
AUGUST 28, 1980

PA-31T, CHEYENNE
NORMAL
SECTION 4
PROCEDURES
S/N 31T-8120001 and up

I.. ENG
R. ENG
I,. ENG
R. ENG
FIRE
FIRE
FUEL PRESS
FUEL PRESS
I.. ENG
R. ENG
L. ENG
R. ENG
OIL PRESS
Oll. PRESS
OIL TEMP
Oll. TEMP
R. FIRE
L. FIRE
FLAP
EXTNG
INOP
EXTNG
INOP
INVERTER
L. GEN
R. GEN
BATTERY
PWR
INOP
INOP
OVER TEMP
ANNUN
CABIN
PRESS
PWR
CABIN DR
UNSAFE
NOSE/BAG
DR A.IAR
TRIM
LEFT
RIGHT
BETA
BETA
LEFT
START
OIL DR
OIL DR
SAS
L ENG
R. ENG
ISSUED:
AUGUST 28, 1980
RIGHT
START
UN PRESS
LEFT
RIGHT
AIR SOURCE
IGN
IGN
L. ENG
R. ENG
DEICE
DEICE
EXT PWR
REPORT:
2210
4-13b
SECTION 4
NORMAL PROCEDURES
PIPER
Test the flap annunciator

indicator. Set to 15.
with test switch
PA-31T, CHEYENNE
adjacent
to the flap position
Pressing the master caution light will reset the lights. Turn the batttery
master switch OFF after these checks.
Set trim controls to takeoff position. Check that necessary papers are on
board and in order. Check the oxygen gauge on the lower right instrument
panel to ascertain that there is sufficient oxygen for the intended flight.(Full
service is 1800 PSI at 70F.) Refer to oxygen system service instructions in
Section 8 for servicing instructions. Ensure that pilot and copilot masks are
connected properly to the oxygen outlets. Position the oxygen system
control valve ON. Check for oxygen flow to the pilot and copilot masks.
Position the oxygen control valve to the OFF position. Assure, by the mask
flow indicators, that all oxygen flow has ceased. Secure the pilot and copilot
masks on the mask stowage hooks to ensure that the masks are readily
available and accessible in case of loss of cabin pressurization or other inflight emergency requiring the immediate use of oxygen. Check that there is
a functional oxygen mask for cach occupant and that all masks are properly
stowed.
Check the SAS override safety wire on the right side of the control
pedestal. The safety wire on the access cover should be intact. If the safety
wire is broken, remove the access cover and check the second safety wire on
the trigger mechanism. If the second safety wire is broken, the CO2 cartridge
must be carefully checked. If the seal on the CO2 cartridge is broken, the
system should be serviced and rearmed before flight.
Cockpit and cabin dome lights should be checked. Both of these lights
operate even when the battery master switch is off. Check that the emergency
exit is properly closed and latched.
A complete walk-around check should be routinely performed during
preflight. A set pattern should be established, starting at the cabin door
and proceeding forward, completely
around the airplane, and terminating
upon return to the cabin door.
each
REPORT:
4-14
2210
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
NORMAL
SECTION 4
PROCEDURES
LEFT W1NG
Proceed first along the trailing edge of the Icft wing, checking the wing,
interference. The wing
aileron, flap, and hinges for damage and operational
and control surfaces should be free of ice, snow, frost, and other extraneous
should
be secure. Static wicks
substances. The aileron counterbalance
condition.
should be firmly attached
in
good
Check the tip tank. The
and
and strobe lights
fuel cap should be securely in place, and the navigation
should be intact. Briefly open the fuel drain in the access door on the underside of the tip tank to ensure the removal of sediment. It is recommended
that at each fuel drain, fuel be collected and examined in a clear container so
that it can be visually checked for water and sediment. Fuel vents should be
Pneumatic wing deicer boots should be free from
clear of obstructions.
defects and flat against the wing surface.
If tie-downs and wheel chocks have been employed,
before flight.
they should
be
removed
The landing gear should be examined. The gear strut should be inflated
to expose about 3.25 inches of piston tube when supporting an empty airplane with full fuel tanks and full operating fluids. The condition of the
of the strut, the gear doors, the brakes, the gear micro switches,
components
etc. should appear sound, and fittings, attachments, hoses, lines, screws,
hinges, etc., should be secure. The tire should be inflated to 80 psi, and
should be examined for breaks, cuts, bruises, cracks, and excessive wear.
There should be no fluid leaks in the area ofthe struts and brakes. Check the
underside of the airplane and the ground in the area of the airplane for
evidence of fuel, oil, or operating fluid leakage. The wheel well should be
checked and ensured clear of debris, bird nests, etc.
At the engine nacelle, check the cowling. It should be securely attached
and in good condition. The nacelle fuel filler cap should be securely closed. If
there is fuel in the tip tank, do not open the nacelle filler cap, as differential
pressure will cause fuel to be lost through the nacelle filler.
If the protective covers were installed over the exhausts and inlet, they
should be removed.
Inlet and exhaust openings should be checked for obstructions.
Check the condition of the inlet and propeller deicers.
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
4-15
SECTION 4
NORMAL PROCEDURES

PA-31T, CHEYENNE
The propeller blades and spinners should be free of cracks, nicks, dents,
or other defects. There should be no indication of leakage of fluid inthe area
of the propeller hub or on or about the engine nacelle. Oil quantity can be
checked by opening the access port on top of the nacelle and removing the
combination oil cap/ dipstick. After the oil is checked, be sure that the cap is
tightly seated in place.
Inboard of the nacelle, the gear mirror should be clean and intact, and
the wing root fillet should show no sign of stress. Before leaving the wing
area, be sure that all fuel sumps have been drained and that all access panels
are secure.
NOSE SECTION
Continue from the left wing forward around the nose section of the airplane. All access plates should be secure, and the general condition of the
nose section should appear sound. Baggage should be securely stowed, and
the baggage compartment door completely closed and locked. The battery
vents and drain and heater inlet and outlet ports should be open and clear.
Be sure that the swing open nose cone is closed and latched. Check the
radome for damage.
The nose gear should be checked in the same manner as the main gear,
the proper strut piston tube exposure being 3.25 inches and the proper tire
inflation depending upon the type of tire installed. Refer to the placard on
the wheel assembly for the applicable tire pressure. No leakage of hydraulic
fluid should be present. If a wheel chock has been employed, it should be
removed. Landing and taxi lights should be clean and intact.
If pitot tube covers have been installed, they must be removed and the
pitot head openings checked and ensured clear of insects, dirt and other obstructions. Check the SAS vane on the right side of the nose section. If a
protective cover has been installed on the SAS vane, it must be removed.
When the pitot heat operation is to be checked, the master switch and pitot
heat switch must be turned ON, and the pitot head found hot to touch. Use
caution as the pitot head can become very hot.
The windshield and pilot and copilot side windows should
the windshield wipers in good condition.
REPORT: 2210
4-16
ISSUED:
be clean and
SEPTEMBER
14, 1979

PA-31T, CHEVENNE
SECTION 4
NORMAL PROCEDURES
RIGHT WING
Continuing aft and around the right wing, the same checks and procedures as performed on the left wing should be completed in reverse order.
The right aileron includes a trim tab which must be checked.
(RIGHT
FUSELAGE
SIDE)
Check the general condition of the right side of the fuselage. The emergency exit window should be secure and flush with the fuselage skin. All
side windows should be clean and without defects. Antennas and cables
should be in place and securely attached. The openings in the static pads
should be clean and unobstructed.
EMPENNAGE
All surfaces of the empennage should be examined for damage and
operational interference. Fairings and access covers should be attached and
in good condition. Deicer boots should be sound and flat against the surface.
The elevator and rudder should be in good condition. With the trim tabs set
in takeoff position, the rudder tab should be even with a neutral rudder, the
horizontal stabilizer tab should extend I /2inch below the trailing edge when
the stabilizer is neutral. Check the condition of the tabs and ensure that all
If the tail has been tied
hinges and push rods are sound and operational.
down, remove the tie-down rope.
FUSELAGE
(LEFT SIDE)
On the left side of the fuselage, the static openings should be clear, and
side windows should be clean and sound. Check that the entrance door and
cargo door (if installed) attachments are secure and hinges operational.
Close and latch the cargo door. If night flight is anticipated, before
completing the walk-around, ensure that all exterior lights are operational;
the master switch must be.ON for this check.
When all occupants
are boarded, the pilot should check that the cabin

should be held
so that they will not interfere with the closing of the
door is properly closed and latched. The door support cables

in position, if necessary,
door.
ISSUED: SEPTEMBER
REVISED:
SEPTEMBER
14, 1979
11, 1981
REPORT:
2210
4-17
SECTION
NORMAI
4
PROCEDURES
4.11 BEFORE
STARTING
PIPER
PA-3IT, CHEYENNE
ENGINES
After the preflight interior and exterior checks have been completed and
the airplane is determined ready for flight, the cabin door should be secured
and all occupants seated. Check that baggage in the aft compartment
is
properly loaded and secured and, if necessary, tied down. Passengers should
be briefed on the use oEseat belts and shoulder harnesses, the emergency
exit, supplementary
controls, seat adjustment, comfort
oxygen, ventilation
facilities, etc. The pilot should advise the passengers when smoking is prohibited and caution them against handling controls, equipment, door
handles, and the emergency exit. It may be advisable to inform passengersof
which may not be familiar to them, but which
sounds or sensations
are
associated
with normal flight. After all seats are adjusted and secured in
position and seat belts and shoulder harnesses are properly fastened, the
pilot may prepare to start the engines.
The parking brake should be set ON
while depressing the brake pedals. Check
The crossfeed should be OFF, and the
OPEN. Place the power levers on IDLE,
and the condition levers on STOP.
by pulling out on the brake handle

that control levers move smoothly.
fire wall shut-off valves should be
the propeller controls full forward,
Prior to starting engines, check the pressurization control as explained

that the cabin comfort master switch is OFF,
and the cabin air control is in the OUTSIDE AIR position. Check that all
electrical switches and the avionics master switch are OFF, and that all
circuit breakers are IN. Turn OFF inverter power switch.
in Paragraph 4.39. Then check
CAUTION
Failure to select the inverter power switch and
AVIONICS/AP-FD
power switch to the OFF
position during the engine start up or shutdown
failure.
the non-essential
bus switch,
Turn ON the generator bus tie switches,
or ascertain that the generator bus C S's and non-essential bus are IN. Turn
Before starting the engines, turn on the seat
on the battery master switch.
bcIts and no smoking signs.
REPORT:
4-18
2210
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION
NORMAI
PROCEDURES
4.13 ENGINE START
NORMAL START
To start the engines by use of the airplane battery, leave the battery
master switch ON, and check the voltmeter for a reading between 24 and 28
volts.
Turn ON the fuel pump of the first engine to be started and watch for an
indication on the fuel pressure gauge. Switch to the other fuel pump of the
same engine and watch for a continued fuel pressure indication. After verifying that both pumps are operative, turn ON the ignition switch and then
the starter switch. Observe the starter operating limits set forth in Paragraph 2.9.
When Ng stabilizes above 12%, advance the condition lever to the RUN
position. Check for the illumination of the ignition light. Monitor ITT and
Ng. lf ITT exceeds a maximum of 1090C for more than 2 seconds, pull the
condition
lever to STOP. If Ng exceeds 20% immediately after engaging the
starter, a sheared shaft is indicated, and the starter must bc turned OFF
immediately.
If the gas generator fails to light within 10 seconds after moving the
lever to RU N, pull the condition lever to STOP, and turn OFF the
starter and the ignition. Clear the engine per Engine Clearing Procedure,
below, before attempting
another start. If for any reason a starting attempt
is discontinued, allow the engine to come to a complete stop, and then
accomplish a motoring run. For a subsequent
starting attempt, repeat the
complete starting sequence.
condition
If the start is proceeding normally when the Ng stabilizes at idle (52%

Ng), turn the starter and ignition OFF. Advance the power lever to attain
68% Ng. At a minimum of 68% Ng, turn the generator ON. (Do not go to
GENERATOR without going to the off position momentarily.) Check that
the oil pressure is reading in the green arc.
NOTE
Always be sure that an enginc has attained a
minimum
Ng of 68% before its generator
is
turned ON.
ISSUED:
SEPTEMBER
REVISED: DECEMBER
14, 1979
1, 1983
REPORT:
2210
4-19
SECTION 4
NORMAL PROCEDURES

PA-31T, CHEYENNE
To check the function of the hydraulic pump of the first engine started,
place the gear selector lever in the DOWN position. If the hydraulic pump is
functioning properly, the gear lever will automatically return to neutral. The
second hydraulic pump can be checked during shutdown.
NOTE
When starting the engines below an ambient
temperature of 0F, sufficient time at engine
idle should be given to warm up the hydraulic
fluid. Prior to takeoff, the landing gear handle
should be cycled down while each engine is
running separately and the handle should
return within 20 seconds. If the handle does not
return, the pump is inoperative and flight must
not be initiated.
When the ammeter reads 100 or less, the battery is charged sufficiently
and the generator should be turned OFF.
Repeat the above procedures to start the second engine,eliminating the

hydraulic pump check. When both engines are running and stabilized, both
generators should be ON.
APU START
When an auxiliary power unit (APU) is employed for starting the
engines, generator switches should be OFF until both engines are running
and the APU is disconnected. Turn the battery master switch OFF before the
APU is connected. After the APU is connected, monitor the airplane
voltmeter until the reading stabilizes between 27 and 30 volts; then turn the
battery master switch ON.
Proceed as in a normal start; however, leave the generator switches
OFF. When both engines are running and stabilized, turn the battery master
switch OFF until the APU is disconnected. Then turn the battery master
switch and both generators ON.
REPORT:
4-20
2210


PA-31T, CHEYENNE
ENGINE CLEARING
NORMAL
SECTION 4
PROCEDURES
PROCEDUllE
Before beginning engine clearing procedures, allow 30 seconds for fuel

drainage. To clear fuel from the engine, place the condition lever in the
STOP position and turn the ignition switch OFF. Turn the battery master
switch ON. To prevent damage to the fuel pump, it should be turned ON
before the starter is engaged.
Turn the starter ON for 15 seconds; then turn the starter OFF. After Ng
has returned to zero, the fuel pump may be turned OFF.
ENGINE CROSS-START
(ONE ENGINE OPERATING)
To start the second engine through use of power from the generator of
the operating engine, turn ON the fuel pump and the ignition of the engine to
be started. Turn OFF the generator of the engine that is operating. Advance
the power lever of the operating engine to attain 68% N g. When the Ng of the
operating engine is at 68%, turn ON the starter of the second engine. Monitor Ng and ITT on the operating engine and advance the power lever to
maintain 68% Ng and ITT within its limits. After the second engine reaches
10% Ng, turn ON the generator of the first engine started. After the Ng of the
second engine stabilizes above a minimum of 12%, advance its condition
lever to RUN. Check for the illumination of the ignition light. Monitor ITT
and Ng for normal readings as in the Normal Start Procedure.
If the start is proceeding normally, when the Ng stabilizes at idle, turn
the starter and ignition OFF. At a minimum of 68% Ng, turn ON the generator of the second engine.
4.15 BEFORE TAXI

Before taxiing check that wheel chocks are removed and the APU
disconnected, if employed. Check that the battery master and generator
switches are ON, All annunciator lights should be extinguished. A press-todisplay will confirm that it is functional.
test of the annunciator
Turn ON interior and exterior
lights as required.
Set cabin comfort conclocks as required,

and set altimeters
to field elevation. The avionics master switch should be
turned ON and theelectrictrim turned ON and checked. Check the autopilot
(see Section 9 Supplement); then turn it OFF. Check the radios and tune
them as desired.
trols as desired. (Refer to Paragraph 4.41.) Set gyros and

-
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
4-21
SECTION 4
NORMAL
PIPER AIRCRAFT
PROCEDURES
CORPORATION
PA-3lT,
CHEYENNE
Check the Stability Augmentation System using the test switch on the
pilot's instrument panel. Push the test switch up, simulating a stall condition.
The stall margin indicator should read in the red stall arc, and the stall
warning devices should activate. Then push the tst switch down, simulating
1.3 times the stall speed. The stall margin indicator should read I.31/4the
width of the indicator needle. The test switch is momentary and will automatically return to the center position.
CAUTION
Do not test the 1.0 Vs function of SAS in flight.
The airplane will nose down.
For a description of the Stability Augmentation System, refer to Section
7, Paragraph 7.21, Figure 7-11.
On aircraft with serial numbers 31T-8120001 and up, the bus system
should be checked using the following procedure. Turn the left generator
switch OFF, and pull the left generator bus tie circuit breaker. Verify that
there is no power lossto any bus. Reset the left generator switch and the left
generator bus tie circuit breaker. Then, turn the right generator switch off
and pull the right generator bus tie circuit breaker Verify that there is no
power loss to any bus. Reset the right generator switch and the right
generator bus tie circuit breaker. If there is a power loss with either check,
flight should be avoided until the integrity of the system has been reestablished.
4.17 TAXIING
While taxiing, apply brakes to determine their effectiveness. Observe
flight instruments to see if they appear to be functioning properly. Reversing
the propellers while taxiing will allow both the reverse function to be tested
and also regulate taxiing speed without causing unnecessary wear on the
brakes.
While taxiing with the power levers in IDLE, exercise the propeller
controls from full INCREASE RPM through FEATHER several times to
check the propeller controls and the response of the governors.
REPORT:
4-22
2210
ISSUED: SEPTEMBER
REVISED: AUGUST
14, 1979
28, 1980

PA-31T, CHEYENNE
NORMAL
SECTION 4
PROCEDURES
During taxi and run-up, the cabin ir control may be placed in the
position for a more rapid warm-up of the cabin in colu
RECIRCULATE
weather or a more rapid cool-down in hot weather. Operation in the REClRCULATE mode must be limited to 15 minutes, after which at least 5
minutes of operation in either the OUTSIDE or the PRESSURIZED mode
is required before reselection of the RECIRCULATE mode.
4.19 ENGINE
RUN-UP
During engine run-up, set the parking brake ON. Both generators
should be ON and all circuit breakers should be in. Check theammeters and
voltmeter.
Check function of inverters and inverter bus tie. The propeller
synchrophaser should be turned OFF. Check both fuel pumps on each
engine, making sure that fuel pressure readings remain within limits during
operation of each pump. One fuel pump must be ON for an engine any time
that engine is in operation.
WARNING
Both fuel pumps for each engine must be operative for
takeoff.
Check that the fuel crossfeed valve is OFF. Before takeoff, the cabin air
control should be placed in the PRESSURIZED AIR position. To ensure
proper pressurization of the cabin, the emergency gear extender cover must
be securely in position and the dump/test switch must be in the normal
position.
Set the power levers to 1625 RPM. Check that the pneumatic pressure
gauge is reading within limits.
To test the propeller ovel speed governors, advance the propeller controls fully forward. Pull out and up on the hydraulic topping governor
85 RPM. Release
(HTG) test switches and observe a drop of approximately
the HTG switches to their normal position and check that the propeller
speed returns to 1625 RPM.
NOTE
Observe maximum
set
ITT and torque limits.
In accordance with Paragraph4.39,

controls.
check the pressurization
system and
the cabin pressurization
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
4-23
SECTION 4
NORMAL PROCEDURES
PIPER
PA-31T, CHEYENNE
Advance the power levers to 1800 RPM for a check of the engine ice
4.43 for ice Protection System
preftight test procedures.
protection system. Refer to paragraph
Set the power levers at IDLE for a secondary low pitch stop check. Test
the secondary low pitch stops one at a time. Pull the power lever toward
REVERSE until the BETA light illuminates. Press down and hold the
secondary low pitch stop switch while continuing to move the power lever
toward REVERSE. Propeller reverse should not be attained, and the BETA
lights should blink. Resistance should be felt in the power lever. Release the
secondary
low pitch stop switch when resistance is felt in the power lever.
The propeller should go toward reverse as indicated by an increase in propeller speed. Repeat the above test on the second engine.
CAUTION
Do not force the power lever into full REVERSE. Forcing a lever may damage the linkage.
With the power levers set at IDLE, set the friction control
right side of the control pedestal as necessary.
knob on the
4.21 BEFORE TAKEOFF

circuit breakers are in, and check voltmeter and ammeter
Check that both generators are ON and that a fuel pump for each
engine is ON. Check that necessary lights and electrical systems are ON,
including ice protection systems if weather conditions warrant.
Check that all
readings.
Oil cooler doors should be CLOSED. SAS warning light should be out.
Check engine instruCheck that flight instruments are set and operational.
ments for readings within limits. Be sure that all warning lights and annunciator display lights are out.
Set radios, radar and autopilot as desired. Be sure that the propeller
synchronizer
and autopilot are OFF for takeoff. Check that the NORMAL
static source is selected.
Set the propeller controls fully forward. Trim should be set to the takeoff (white) range. Check the wing flaps for proper operation,
move the flap
selector switch to an intermediate position and after the flaps begin to move,
press and hold the flap test switch. The flaps should stop and the "FLAP"
REPORT:
4-24
2210
ISSUED: SEPTEMBER
REVISED: AUGUST
14, 1979
28, 1980

PA-31T, CHEYENNE
NORMAL
SECTION 4
PROCEDURES
annunciator should illuminate. Release tiie flap test switch, theannunciator

should extinguish and the flaps move to the selected position. Return the
flap selector switch to 0 and check that the flaps retract fully.
Check fuel quantity and check that flight controls are free. Seat belt and
no smoking signs should be turned on, and the pilot should check that
are ready for takeoff. Double check that the
passengers have complied'nd
fire wall shut-off valves are OPEN and the crossfeed is OFF.
4.23 TAKEOFF
AND CLIMB
The directional gyro should be checked with the runway heading. With
propeller levers set fully forward for 2200 RPM, advance the power levers.
Refer to the takeoff charts in Section 5.
CAUTION
Do not exceed engine limits.
Maintain torque and ITT within limits. As the airplane
accelerates,
an
increase in torque pressure at a fixed power lever position is normal. Reduce
power setting as required. Attain a minimum airspeed of 91 KIAS before

At an airspeed below 139 KIAS, retract the landing gear. Do not
the landing gear prematurely.
rotating.
retract
NOTE
Takeoff Distance Chart values are based on
obtaining 102 KlAS at 50 feet above ground
level.
Set climb power in accordance with performance information presented
in Section 5. Check engine instruments. Adjust oil cooler doors as necessary.
To improve visibility, passenger comfort and engine cooling on a hot day, a
climb speed of 135 KlAS is recommended.
(Refer to page 5-35 for variation
of climb speed with altitude.)
After takeoff, the seat belt and no smoking sign may be turned on or off
as required, depending on cargo, oxygen use, etc. The propeller synchrophaser and yaw damper may be turned ON, if desired. Propeller speeds
should be manually set as close as possible before the propeller synchrophaser system is turned ON.

REPORT:
2210
4-25
SECTION 4
NORMAL PROCEDURES
PIPER
PA-31T, CHEYENNE
4.25 CRUISE
Set cruise power in accordance with the performance information
presented in Section 5. Check the readings of the engine instruments and
monitor fuel gauges during flight. Control levers may be secured into their
settings by use of the friction knob on the right side of the control pedestal.
Set cabin pressurization in accordance with Paragraph
comfort controls as desired in accordance with Paragraph
Turn windshield heat on to eliminate condensation
4.39. Set cabin

4.41.
and frosting.
NOTES
Prior to resetting the directional gyro, turn
windshield heat OFF.
If turbulent air is encountered, observe a turbulent air penetration speed of 177 KIAS. Do not
exceed Vmo as indicated by the red needle in
the airspeed indicator.
Turn ON the ignition switches when penetrating turbulent air in heavy rain or with less
than 250 pounds of fuel remaining per side.
4.27 FLIGHT
IN ICING CONDITIONS
For ice protection system operating procedures, refer to Paragraph 4.43.

If visible moisture is encountered at temperatures below +5C or if lemg
conditions
turn ON the engine ice protection
or anticipated,
are encountered
switches. Turn ON pitot heat, and turn the windshield heat ON-LOW. If the
low position is inadequate or in anticipation
the windshield heat ON-HIGH.
of severe icing conditions, turn
Actuation of engine ice protection, a drop in torque is normal.

can be regained by advancing the power levers while monitoring
avoid exceeding limits.
Power
ITT to
Press the surface deice switch to cycle the pneumatic deicers as

required. Monitor oil temperatures, and open oil cooler doors if necessary to
maintain oil temperatures within limits.
REPORT:
4-26
2110
ISSUED: SEPTEMBER
REVISED: MARCH
14, 1979
20, 1980

PA-31T, CHEVENNE
NORMAI
SECTION 4
PROCEDURES
4.29 DESCENT
Shortly after letdown is initiated, set the Cabin Altitude Controller to
500 feet above the pressure altitude of the landing field. Adjust the rate
control high enough to allow the cabin to descend to the landing setting
before the aircraft descends to that altitude. For normal letdown the rate
knob should be at the twelve o'clock position. A higher setting should be
selected for rapid descents so that theaircraftaltitudedoes
not catch up with
cabin altitude.
Set the altimeter. Use the dehumidifier function of the cabin comfort
controls and pitot heat and windshield heat as required during descent.
Stalling speeds should be expected to increase with ice accumulation.
Stall warning devices are not accurate enough to be relied upon; therefore, in
icing conditions a substantial margin of airspeed should be maintained
above normal
4.31 BEFORE
operation
stalling
speeds.
LANDING
Before landing, seat belt and no smoking signs should be ON, and all
should comply. The propeller synchrophaser,
if installed, should
be turned OFF.
occupants
Before entering the traffic pattern, the function of the hydraulic pumps
may be checked by placing the gear selector in the UP position while the gear
is still retracted. If the pumps are producing pressure, the selector lever will
automatically
return to the neutral position. This check will allow time for
the gear to be extended with the emergency hand pump if necessary.
Set the propeller control at 2000 RPM. Check that the cabin hasdepresExtend the wing flaps as required.
The maximum speed for
15 flap extension
is 181 KIAS; the maximum
speed for 40 flap
extension
is 148 KlAS.
surized.
ISSUED: SEPTEMBER
14, 1979
REVISED: MARCI) 20, 1980
REPORT:
2210
4-27
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT
CORPORATION
PA-3lT, CHEYENNE
At speeds below 153 KIAS, the landing gear may be lowered. Check for
three green lights indicating that all three legs of the gear are down and
locked. Visually confirm gear extension by checking the gear mirror on the
inboard side of the Icft nacelle. Operate the toe brakes to determine if there is
sufficient pressure for braking. He sure that the parking brake is released.
Should brake freeze-up (caused by icing of the brake assembly during flight)
be suspected, it is recommended that maximum brake pressure be applied
several times to "break-up" possibic ice accumulation.
Landing lights should be ON as required.
be OFF for landing.
Autopilot
and yaw damper
should
NOTE
crosswind
Demonstrated
for
component
landing is 20 KTS. This was the maximum
crosswind
available during FAA
component
Certification but is not considered a limitation.
4.33 BALKED
LANDING
apply power as required

In a balked landing situation,
(maximum
continuous
and
maintain
power)
torque and engine temperatures within
allowable limits. The flap position in a balked landing situation will be 40.
After establishing
power, retract the flaps to 15, then retract the landing
gear, and then retract the flaps full UP.
4.35 AFTER LANDING

After the landing touchdown the propeller controls should be moved
full FORWARD to the full INCREASE RPM position. Reverse thrust may
be used as necessary above 40 KlAS.
When clear of the active runway the flaps should be retracted and the
heater fuel switch and strobe lights turned OFF. The landing lights should
be turned OFF and trim set to neutral.
REPORT:
4-28
2210
ISSUED: SEPTEMBER
14, 1979
PIPER AIRCRAFT
CORPORATION
NORMAI
PA-31T, CHEYENNE
SECTION 4
PROCEDURES
4.37 SHUTDOWN
After the airplane is taxied to a stop, set the parking brake. If the temperature is below freezing and the brakes are wet, they should not be set if
there is a possibility of the brakes being frozen. Turn OFF the avionics
master switch and all other radio and electrical switches. Turn OFF inverter
power switch.
CAUTION
Failure to select the inverter power switch to

the OFF position during the engine start up or
shutdown will result in equipment
failure.
Check the voltmeter for proper electrical system condition. Monitor the
inter turbine temperature. When the ITT has dropped below 610C for a
minimum of one minute, the shut down of the engine that was started first
The engine that was started first should be shut down
can be accomplished.
first since the hydraulic pump check on this engine was made on start and the
opposite hydraulic pump should be checked on shutdown.
Pull the power lever aft to IDLE and the propeller control to FEATH
ER. Turn OFF the generator for the engine to be shut down first and pull
its condition lever to STOP. Turn off the fuel pump, after Ng is zero.
-
Move the gear selector handle to the DOWN position to check the
hydraulic pump of the operating engine. The gear selector handle should
return to the neutral position. Turn OFF the cabin comfort panel master
switch.
The above shutdown procedure should be followed for the second

After the engine has been shut down turn OFF the fuel pump, after
Ng is zero, and turn off the battery master switch.
engine.
While the aircraft is unattended, ensure that the ground covers are into prevent propeller windmilling with zero oil pressure and cover the
intake and exhaust openings.
stalled
WARNING
If there is evidence
shutdown,
of fire within the engine after
proceed immediately with the "En-
gine Clearing Procedure"
ISSUED: SEPTEMBER
14, 1979
(Paragraph
4.13).
REPORT:
2210
4-29
SECTION 4
NORMAL PROCEDURES

PA-3lT, CHEYENNE
SYSTEM
Cabin pressurization system controls, gauges and switches are located in

the lower left corner of the instrument panel adjacent to the control wheel.
(Refer to Section 7, Figure 7-31.)
The emergency gear extender cover, used to dump cabin pressure, is
located on the floor between the pilot and copilot seats.
The cabin pressurization system controls, gauges and switches
follows:
(a) Cabin Altitude Controller
(b) Rate of Change Control
(c) Cabin Pressure Altitude/ Differential Pressure Gauge
(d) Cabin Rate of Change Gauge
(e) Test/ Dump Switch
(f) Air Control
(g) Emergency Gear Extender Cover
are as
Prior to starting engines, set the pressurization air control to each of its
three positions. Note that a firm effort is required to move the lever out of
either the outside air or the pressurized air position. This control is springIflittleeffort is
loaded to warn the pilot of a failure in the air controlsystem.
required to move the lever, be suspicious of a broken control cable. Ifa cable
is broken, the air control valve may be failed in either the open or closed
position. If open, pressurized flight will not be possible, but unpressurized
flight will be possible. If the air control valve is failed closed, pressurized
flight would be possible but not recommended, as it may not be possible to
air should contamination
stop the source of contaminated
occur.
NOTE
flight if the prestests indicate proper functioning but the air control tests above indicate
a broken cable.
It is not advisable
surization
system
to attempt
After engine start, set the air control to the PRESSURIZED

AIR position. Set cabin altitude to 500 feet above field pressure altitude. De sure that
the emergency
gear extender cover is in place and that the test/ dump switch
is in the normal position. With the engines turning approximately70%
Ng,
TEST" until a stabilized
actuate the switch labeled "PRESSURIZATION
raic of descent is indicated on the cabin rate of change gauge. A rate of descent should be observed on the cabin rate of change gauge, and then the
REPORT:
4-30
2210
ISSUED:
SEPTEMBER
REVISED: DECEMBER
14, 1979
1, 1983

PA-31T, CHEYENNE
SECTION 4
NORMAL PROCEDURES
gauge should start toward zero. (The rate of cabin descent should not exfeet per minute, nor should the cabin pressure altitude go more
than 300 feet below field elevation.) If both of theabove values are exceeded,
immediately reduce the power levers to lDLE, and position the air control to
OUTSIDE AIR. The amber indicator on the left side of the glare shield will
illuminate when the OUTSIDE AIR position is selected and will remain on
until the air control knob is moved to a different position. Do not attempt
has been accomplished,
pressurized flight until maintenance
ceed 500
if all tests show proper functioning before takeoff, set cabin altitude 500
feet above the field pressure altitude. (Cabin pressurization will begin as the
cabin passes through the altitude selected.) Cabin altitude will remain at the
selected altitude until maximum cabin differential (5.5 PSI) is reached, at
which time the cabin altitude will begin to climb until at 31,000 feet pressure
altitude the cabin pressure altitude will be 11,140 feet. For flight below an
airplane altitude of I 2,000 feet, the cabin altitude control should be left at the
takeoff setting. For flight above 12,000 feet, at which point maximum
differential will be exceeded, set the cabin altitude controller to the cruise
altitude and adjust the cabin rate of climb as desired. It is recommended
that
this setting be made during climb out after the controller has captured
isobaric control.
To descend for landing be certain that the selected cabin altitude is
higher than the pressure altitude of the landing field. Shortly after letdown is
initiated, set the cabin altitude controller to 500 feet above the pressure altitude of the landing field and adjust the rate control high enough to allow the
cabin to descend to the landing setting before the aircraft descends to that
altitude. For normal letdown the rate knob should be at the twelve o'clock
position. A higher setting should be selected for rapid descents so that the
aircraft altitude does not catch up with the cabin altitude.
NOTES
.25
A residual pressure of approximately

PSI
will show on the differential pressure gauge at
any time pressurization is selected and the aircraft is operating
lower than the cabin altitude
selected.
Do not land when aircraft is pressurized above

PSI.
.3
To re-pressurize
AlR.
while in flight, set the air control

REVISED: SEPTEMBER
11, 1981
to PRESSURIZED
REPORT:
2210
4-31
SECTION 4
NORMAL PROCEDURES
4.41 ENVIRONMENTAL
PIPER
CONTROL
PA-31T, CHEYENNE
SYSTEM OPERATION
linvironmental system controls and switches are located in the lower

hand corner of the instrument panel in the Cabin Comfort Panel.
(Refer to Section 7, Figure 7-27.)
right
The environmental system controls and switches

Master Switch
Mode Switch (Manual-Automatic)
Dehumidifier Switch
Heater-Air Conditioner Manual Switch
(e) Heater Fuel Switch
(f) Temperature Control
(g) Pilot/ Cabin Control Switch*
(h) Heater Overtemp Reset Switch*
are as follows:
(a)
(b)
(c)
(d)
NORMAL
OPERATION
will mainthe environmental controlsystem

Under normal conditions,
tain a preset temperature automatically. For automatic operation, turn the
heater fuel switch ON, the cabin comfort master switch ON, and the mode
switch to AUTO. Set the temperature control to the desired temperature.
An aft cabin control* is provided so autocontrol levels can be set by the pilot
or passengers as desired.
temperature/low
humidity
When descending from high altitude/cold
hunaidity, turn the dehumidifier
temperature/high
to low altitude/warm
switch ON. Do not turn the dehumidifier switch on until outside ambient
temperature reaches 45F or higher.
NOTES
Dehumidifier function will not operate properly unless the mode switch is set to automatic
and the heater fuel switch is ON.
For most efficient windshield defrosting: turn
the heater fuel switch ON, turn the dehumidifier ON (above 45F), and turn the windshield heat switch ON.
*Aircraft
REPORT:
4-32
serial
2210
numbers
31T-Sl20001
and up.
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
NORMAI
SECTION 4
PROCEDURES
NOTES
During ground operation only, for rapid warmup in cold weather or rapid cooling in warm
weather, position the cabin air control to REAIR. Itclocate the cabin air
CIRCULATED
control before flight.
fumes in the cabin during ground
position the cabin air control to
AIR. Relocate the cabin
RECIRCULATED
air control before Ilight.
To avoid
operation,
continuous
operation
with the
control
in the RECIRCULATED
AIR position should be limited to 15 minutes.
At least 5 minutes in either OUTSIDE AIR or
PRESSURIZED
AIR is required after each 15
Maximum
cabin
air
minutes in RECIRCULATED
MANUAL
AIR.
OPERATION
control
For manual control of the environmental
system, place the
mode switch in the MANUAL position with the cabin comfort master
switch ON.
heater manual switch

For heat, turn the air conditioner/
and turn the heater fuel switch ON or OFF as desired.
to H EATER,
For air conditioning,

turn the heater fuel switch OFF. Turn theair conditioner/heater
manual switch to AIR CONDITIONER
to obtain air
off. With the heater
conditioning, and to H EATER to turn air conditioning
fuel switch OFF, the HEATER position will function as an OFF position
for the air conditioner.
NOTES
In the
manual
cabin temperature
and
the dehumidifier
functions are not operative.
mode,
Defrosting air is supplied to the windshield by

selection
of heat or air conditioning.
manual
ISSUED: SEPTEMBER
14, 1979
REVISED: MARCII 16, 1981
REPORT:
2210
4-33
SECTION 4
NORMAL
PIPER
PROCEDURES
AIR CONDITIONER
GROUND
PA-31T, CHEYENNE
OPERATION
70F TO 90F OAT:

(a) Cabin door closed.
(b) Air control to PRESSURIZED AIR.
(c) Cabin comfort master switch ON.
(d) Air conditioner ON automatic mode.
(e) Adjust to desired temperature.
(f) Right engine 55% power minimum, out of feather.
Left engine as desired (52% power).
-
90F TO 95F OAT:

(b) Air control to PRESSURIZED AIR.
(c) Cabin comfort master switch ON.
(d) Air conditioner ON manual mode.
(e) Right engine 55% power minimum, out of feather.
Left engine as desired (52%power).
-
ABOVE 95F OAT:

(b) Air control to RECIRCULATED
AIR.
NOTE
Maximum continuous operation should be
limited to 15 minutes followed by 5 minutes
with the air control in either OUTSIDE AIR or
PRESSURIZED
AIR. If the hold is longer
than 20 minutes an additional 15 minutes in
RECIRCULATED AIR is authorized.
(c) Cabin comfort
master
switch ON.
(d) Air conditioner ON manual mode.

(e) Right engine 55% power minimum, out
Left engine as desired (52%power).
-
of
feather.
When entering an aircraft that has been closed and in the sun, allow the
cabin to air out before starting the air conditioning system. Establish airflow
in the cabin without engaging the compressor by pulling Air Conditioner
circuit protector, turning cabin comfort master switch ON, setting controls
for manual air conditioning, and moving air control to OUTSIDE AIR.
(Both engines running out of feather). After 2 minutes, reset circuit protector
to engage compressor.
REPORT:
4-34
2210
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
IMPROPER
SECTION 4
NORMAL PROCEDURES
COOLING
If the air conditioner is not cooling properly in either the automatic or

manual mode, maximum cabin comfort may be obtained by placing the
cabin air control in the OUTSIDE AIR position at airplane altitudes below
10,000 feet, or by maintaining the highest practicalite altitude and lowest
practicable power settings with the cabin air control in the PRESSURIZED
AIR position at altitudes above 10,000 feet.
CAUTION
If there is any indication that the air conditioner is not cooling properly, the unit should
be turned OFF by placing the mode control in
the MANUAL position and placingtheairconditioner/heater
switch in the HEATER position with the heater fuel switch OFF. The air
conditioner should not be operated until the
refrigerant charge of the system has been
checked. Continued operation of the system
with a low refrigerant
charge will result in oil
starvation of the compressor and subsequent
failure of the compressor.
4.43 ICE PROTECTION SYSTEM

When properly equipped and when equipment is functioning properly,
operation is approved for flight into known or forecast icing conditions.
specifies required equipment.
Section 2 Liniitations
-
(a) Engine
Anti-Icing System
During Run-up (1800RPM Np):

(!) Left Engine Ice Protection Switch ON.
(2) Check "ICE DEFLECTOR DOWN" light.
(3) Observe torque drop.
(4) Monitor deicer ammeter for sequenced operation of the
electrically
heated prop and engine inlet boots:
Ammeter
switch set to LEFT.
a.
b. Ground test button
PRESS AND HOLD. (3 min.)
c. Check ammeter for IN-THE-GREEN
or above indication, then release button.
-
ISSUEI): SEPTEMBER
14, 1979
REPORT:
2210
4-35
SECTION 4
NORMAL PROCEDURES
PIPER
PA-31T, CHEYENNE
(5) Left Engine Ice Protection Switch OFF.

(6) Observe regain of original torque.
(7) Repeat Steps (1) through (6) above for Right Engine.
-
CAUTION
Engine Inlet Lip Deicers can be damaged if

heated without the cooling effect of propeller
slipstream. Do not press Ground Test button at
lower than 1800 RPM Np.
In Flight (+5C or below in visible moisture or when ice conditions
are anticipated):
(1) Engine Ice Protection Switches Both ON. System may be
operated continuously in flight and will function automatically until the switches are turned off.
(2) Observe torque drop.
(3) Check ammeter occasionally (leftthen right) for IN-THEGREEN and to check timer operation.
(4) Relieve propeller imbalance due to ice accumulation by
increasing RPM briefly. Repeat as required.
-
(b) Pneumatic
Wing and Tail Deicing System
Before Takeoff:
(1) Set power so that pneumatic pressure gauge shows IN-
THE-GREEN.
surface deice indicator light PRESS -TO-TEST.
Surface Deice Switch PRESS. (Two-second manual operation required for each cycle.)
Check indicator light and pneumatic pressure gauge.
Visually check the Deicer Boots for inflation and holddown. (Must observe vertical stabilizer from outside the
airplane.)
Ice inspection light (nightoperation)
ON to check, then
OFF.
(2) Check
(3)
(4)
(5)
(6)
REPORT: 2210
4-36
ISSUED: SEPTEMBER
14, 1979
PA-31T, CHEYENNE
PIPER
SECTION 4
NORMAL
PROCEDURES
In Flight:
When wing leading edge accumulates
to approximately 1/4
inch to 3/8 inch of ice, press SURFACE DElCE switch and
hold for 2 seconds. Allow boots to cycle, check blue surface
deice light ON. Repeat cycle as necessary.
-
CAUTION
Operation of the pneumatic deicing system is
not approved in temperatures below -40C.
Such operation may result in damage to the
deicer boots.
(c)
Electric Heated Windshield

Before Takeoff:
(1) Windshield Switch ON.
WARM to the touch.
(2) Check windshield
(3) Windshield Switch OFF.
-
In Flight:
(1) Windshield Switch ON LOW in visible moisture below
+5C or when ice conditions are anticipated.
-
(2)
Windshield Switch ON HIGH when low position is inadequate or in anticipation of severe icing conditions.
-
NOTE
Uiider rare meteorological conditions and beIow -18C, if ice accumulation rate should
exceed the windshield's ability to anti-ice and
visibility becomes limited, a reduction of airspeed will reduce the heat input required.
(d) Pitot
and SAS Vane Heat ON in visible moisture below +5C or

when ice conditions are anticipated.
-
Before Engine Start:

(1) Pitot Heat Switch
(2) Check pitot tubes
ON.
HOT to the touch.
In Flight:
ON in visible moisture below +5C or when ice conditions
anticipated.
ISSUED:
SEPTEMBER
14, 1979
REPORT:
are
2210
4-37
SECTION 4
NORMAL PROCEDURES
4.45 VSSE
INTENTIONAL
PIPER
PA-31T, CHEYENNE
ONE ENGINE INOPERATIVE
SPEED
VSSE is a speed selected by the aircraft manufacturer as a training aid

for pilots in the handling of multi-engine aircraft. It is the minimum speed
for intentionally rendering one engine inoperative in flight. This minimum
speed provides the margin the manufacturer recommends
for use when
intentionally performing engine inoperative maneuvers during training in
the particular airplane.
The intentional one engine inoperative speed, VSSE, for the PA-31T is
113 KIAS.
4.47 VMCA
AIR MINIMUM
CONTROL SPEED
VMCA is the minimum flight speed at which a twin-engine airplane is

directionally controllable as determined in accordance with Federal Aviation Regulations. Airplane certification conditions include one engine becoming inoperative and windmilling;
not more than a 5 bank toward the
operative engine; landing gear up; flaps in takeoff position; and most rearward center of gravity.
VMCA for the PA-31T has been determined
to be 91 KIAS.
The VMCA demonstration which may be required for the FAA flight
test for the multi-engine rating approaches an uncontrolled flight condition
with power reduced on one engine. The demonstration and all intentional
one engine operations should not be performed at an altitude of less than
7000 feet above the ground. The recommended procedure for VMCA demonstration
is to reduce the power to idle on the simulated inoperative engine
at or above the intentional one engine inoperative speed, VSSE, and slow
down to approximately one knot per second until the FAA Required Demonstration
Speed, VMCA, or stall warning is obtained.
VSSE is a minimum speed selected by the manufacturer for intentionally rendering one engine inoperative in flight for pilot training.
VSSE for the PA-3]T is 113 KIAS.
REPORT:
4-38
2210
ISSUED: SEPTEMBER 14 1979
PIPER
AIRCRAFT
CORPORATION
NORMAL
PA-31T, CHEYENNE
SECTION 4
PROCEDURES
VMCA DEiNSTRATION
(a) Landing Gear

(b) Flaps
(c) Airspeed
(d)
(e)
at or above
Propeller Controls
Power Lever (Simulated
Inoperative Engine)
Power Lever (Other Engine)
(f)
(g) Airspeed
UP
UP
113 KIAS (VSSE)
HIGH RPM
IDLE
MAX ALLOWABLE
reduce approximately I knot per
second unit either VMCA or
STALL WARNING is obtained
CAUTIONS
Use rudder
to maintain
directional
control
(heading) and ailerons to maintain 5 bank

towards the operative engine (lateral attitude).
At the first sign of either VMCA or stall warning (whichmay be evidenced by: Inability to
maintain heading or lateral attitude,
aerodynamic stall buffet, or stall warning horn)
immediately initiate recovery; reduce power to
idle on the operative engine, and immediately
lower the nose to regain VSSEOne engine inoperative
mended.
stalls are not recom-
Under no circumstances should an attempt be made to fly at a speed

below VMCA with only one engine operating.
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
4-39
SECTION 4
NORMAL PROCEDURES

PA-3lT, CHEYENNE
4.49 WINDSHIELD DEFROSTING

The windshield defroster system may not keep the windshield clear
the use of windshield heat. This is particularly so during extremely
high humidity conditions.
without
If such conditions are encountered or expected the windshield heat

should be used on both the pilots and copilots windshields. Do not delay in
applying the heat as the fog quickly turns to frost at higher altitudes and the
clearing of the windshield may be delayed.
REPORT:
4-40
2210
ISSUED:
OCTOBER
16, 1979
TABLE OF CONTENTS
SECTION
PERFORMANCE
Paragraph
No.
5.1
5.3
5.5
5.7
Page
No.
General
Introduction
Performance
Flight Planning Example
Performance Graphs
List of Figures
.................................:........
and Flight Planning
.......
...................'........
...............................
..................................
REPORT:
5-1
5-!
5-3
5-9
5-9
2210
5-i

PA-3lT, CHEYENNE
SECTION
SECTION 5
PERFORMANCE
PERFORMANCE
5.1 GENERAL
AII of the required
(FAA regulations)and
performance
complementary
information applicable to the Cheyenne is provided in this

5.3 INTRODUCTION
PERFORMANCE
section.
AND FLIGHT PLANNING
The performance information 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
airplane. This performance can, however, be duplicated by following the
stated procedures in a properly maintained airplane.
Effects of cond itions not considered on t he cha rts, such as t he effect of a
soft or grass runway surface on takeoff and landing performance, or the
effect of winds aloft on cruise and range performance, must be evaluated by
the pilot.
REMEMBER!
The information
To get chart performance,

provided
follow the chart procedures.
in item 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.
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
5-1
SECTION 5
PERFORMANCE
PIPER
PA-31T, CHEYENNE
THIS PAGE INTENTlONALLY
REPORT:
5-2
2210
LEFT BLANK
ISSUED:
SEPTEMBER
14, 1979
PIPER
AIRCRAFT
CORPORATION
SECTION
PA-31T, CHEYENNE
5.5 FLIGHT
PERFORMANCE
EXAMPLE
PLANNING
The following Flight Planning Example illustrates the correct

zation of pertinent data presented in this section of the manual.
utili-
(a) Associated Conditions

Certain basic information must be gathered when planning a
flight. This information includes departure and destination airport
conditions,
and basic aircraft conditions.
Such
en route conditions,
factors as weather, the status of the runway, the distance of the
flight, the number of passengers, etc., must be determined. Assume,
for example, the following conditions:
(1) Departure Airport Conditions
Outside Air Temperature
17C
Pressure Altitude
2000 ft.
Wind and Direction
15 kts at 360
Runway Direction
300
(2) Cruise Conditions.

Outside Air lemperaturc
Pressure Altitude
En route Distance
Maximum
Power Setting
(3) Destination Airport Conditions

Outside Air Temperature
Pressure Altitude
Wind and Direction
Runway Direction
-7C
16,000 ft.
700 naut. mi.
Cruise (2000 RPM)
20C
2000 ft.
10 kts at 330
270
(4) Aircraft Configuration

Basic Weight (Assumed)
Fuel Tanks (Total

Occupants
Baggage
ISSUED: SEPTEMBER
REVISED: FEBRUARY
14, 1979
6, 1984
usable)
5070 lbs.
366 gal.
4 at 170 lbs. each
227 lbs.
REPORT:
2210
5-3
SECTION 5
PERFORMANCE
PIPER
AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
(b) Aircraft Loading

The airplane weight and center of gravity may be determined by
the information given in Section6(Weightand
Balance) of
this handbook.
utilizing
The basic empty weight for the airplane as delivered from the
factory has been entered in Figure 6-7. If any alterations
to the
airplane affecting weight and balance have been made, reference to
the aircraft logbook and Weight and Balance Record (Figure 6-9)
should be made to determine the current basic empty weight of the
airplane.
Use the Weight and Balance Loading Chart (Figure 6-15) and
the Weight, Moment and C.G. Limit graph (Figure 6-17) to
determine the total weight of the airplane and the center of gravity
position.
After proper utilization of the information provided, assume
that the following weights have been determined for consideration
in the Flight Planning Example.
5070 lbs.
(1) Basic Weight
170
lbs.
each)
680 lbs.
Occupants
at
(4
(2)
227 lbs.
(3) Baggage
2452 lbs.
(4) Fuel (366 gal. at 6.7 lbs/gal.)
8429 lbs.
(5) Ramp Weight (total of above)
(6) Landing Weight (takeoff weight minus
6870 lbs.
Item (h), Total Fuel Required)
The landing weight cannot be determined until the weightof the
fuel to be used has been established.
maximum of 9050 lbs.
Ramp weight is below the approved
have shown the
Determine that weight and balance calculations
C.G. position to be within the approved limits.
REPORT:
5-4
2210
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 5
PERFORMANCE
(c) Takeoff Distance

After determining the aircraft loading, all aspects of takeoff
must be considered. Conditions of the departure airport and takeoff
weight should be applied to the appropriate Takeoff Distance graph
to determine the length of runway necessary. Takeoff conditions for
the Flight Planning Example are listed below:
(1) Wind
(2) Angle between Flight Path and Wind
(3) Head Wind Component (from Wind
Component Graph, Figure 5-15)
(4) Outside Air Temperature
(5) Pressure Altitude
15 kts at 360
= 60
360
-300
8 kts
17C
2000 ft.
Using the Normal Takeoff over 50 Feet graph (Figure5-25)the

takeoff distances are as follows:
1950 ft.
Total Distance
1450 ft.
Ground Run
(d) Climb
Entering the example conditions of the departure airport and
the cruise altitude into the ISA conversion graph (Figure 5-13) and
the Time, Fuel and Distance to Climb graph (Figure 5-45) yields the
following:
9.0 1.0 =
8.0 minutes
(I) Time to Climb
=
90
20
70 lbs.
(2) Fuel to Climb
30.0 2.0 =
28.0 naut. miles
(3) Distance to Climb
-
NOTE
The effect of winds aloft must be considered by
the pilot when computing climb, cruise, and
descent performance.
(e) Descent
Entering the cruise and destination airport conditions
into the
Time, Fuel and Distance to Descend graph (Figure 5-167) yields the
following:
=
14 minutes
16 2
(1) Time to Descend
=
135 lbs.
155 20
(2) Fuel to Descend
=
66 9
57 naut. miles
(3) Distance to Descend
-
ISSUED: SEPTEMBER
REVISED: FEBRUARY
14, 1979
6, 1984
REPORT:
2210
5-5
SECTION 5
PERFORMANCE
PIPER
PA-31T, CHEYENNE
(f) Cruise
Subtracting the previously calculated distance to climb and
distance to descend figures from the total en route distance yields
the total cruise distance. For example:
Cruise Distance
=
En route Distance Climb Distance Descent Distance
=
700 28.0 57.0
=
615 naut. miles
-
From the Pressure Altitude vs. OAT Chart (Figure 5-13) and
the Power Setting Table (Figure 5-55) for Maximum Cruise (2000
RPM, ISA + 10C) the cruise airspeeds are 272 kts. at 8000 lbs. and
276 kts. at 7000 lbs. Extrapolating these values for 7500 lbs.
(estimated average cruise weight), the cruise speed is 274 kts.
From the same table, Fuel Flow is 572 lbs.jhour
Cruise time and fuel may be calculated
formula:
Cruise Time
Cruise Distance/Cruise Speed
= 615/274
2.245 hours or 134.7 minutes
(total)
by the following
Cruise Fuel
= Fuel Flow
x Cruise Time
=
572 x 2.245
=
1284 lbs.
The above data can be used to verify the estimated average

cruise weight in the following manner:
Average Cruise Weight
=
Takeoff Weight (Ramp Fuel + Climb Fuel) Cruise Fuel
-
2
=
8429
7652 lbs.
REPORT: 2210
5-6
(65 + 70)
1284
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
From the Power Setting Table(Figure
SECTION S
PERFORMANCE
5-55), thecruisespeed
is
now 273 kts. for 7652 lbs. Applying the above cruise time and cruise
fuel formula results in the following figures:

Cruise Time
=
2.253 hours or 135.2 minutes
Cruise Fuel
=
572 x 2.253
=
1289 lbs.
(g) Total Flight Time

The total flight time is determined by adding the time to climb,
time, and time to descend. The following flight time is
required for this Flight Planning Example:
Total Flight Time
=
Time to Climb + Cruise. Time + Time to Descend
=
8.0 + 135.2 + 14.0
=
I 57.2 minutes
cruise
(h) Total Fuel Required

Determine the total fuel required by adding fuel for taxi and
takeoff, fuel to climb, cruise fuel, and fuel to descend. When the
total fuel (in Ibs.) is determined, dividing this value by 6.7 will give
the total fuel in gallons to be used for the flight. Total fuel calculations for the Flight Planning Example are shown below:
Total Fuel Required
=
Fuel for taxi and takeoff + Fuel to Climb + Cruise Fuel +
Fuel to Descend
=
65 + 70 + 1289 + 135
=
I559 lbs. (232.7 gallons)
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
5-7
SECTION 5
PERFORMANCE

PA-31T, CHEYENNE
(i) Landing Distance

Subtracting the total fuel required from the takeoff weight of
the airplane gives the landing weight:
Landing Weight
=
Takeoff Weight Total Fuel Required
=
8429 1559
=
6870 lbs.
-
Destination airport conditions applied to the Wind Component

graph (Figure 5-15) gives the following head wind component for
the Flight Planning Example:
Theanglebetweentheflight
pathand windis330-270or60.
Therefore, the Head Wind Component is 5 kts.
From the Landing Distance over 50 Feet (with Reversing)
the
graph (Figure 5-175), with the destination airport conditions,
distances required for landing for the Flight Plan Example are as
follows:
1580 ft.
Total Distance
660 ft.
Ground Roll
REPORT:
5-8
2210
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
5.7 PERFORMANCE
SECTION 5
PERFORMANCE
RAPMS
LIST OF FIGURES
Figure
No.
5-1
5-3
5-5
5-7
5-9
5-Il
5-l3
5-f5
5-16
Page
No.
Standard Static Source.........
Airspeed Calibration
Airspeed Calibration
Alternate Static Source.........
Standard Static Source
Altimeter Calibration
Alternate Static Source
Altimeter Calibration
Cabin Altitude Vs. Airplane Altitude.................
Temperature Conversion............................
ISA Conversion
Wind Components.................................
Maximum Demonstrated Crosswind Component Vs.
Wind Measurement Height
Torque Vs. Shaft Horsepower
Distance...........................
Accelerate/Stop
Takeoff Power(Torque)............................
Takeoff Power(Fuel
Flow)
Takeoff Distance Over 50 Feet
Single-Engine Takeoff..............................
Stall Speeds....................
Maximum Climb Power (Torque)....................
Maximum Continuous Power (Torque)...............
Maximum Continuous Power (FucI Flow)
Single-Engine Climb (Oil Cooler Door Closed
on Operative Engine).............................
Single-Engine Climb (Oil Cooler Door Open
on Operative Engine).............................
Twin-Engine Climb
Twin-Engine Climb (SAS Override On).
Time, Fuel and Distance to Climb
Maximum Cruise Power 2000 RPM
ISA -30C.....
Maximum Cruise Power
RPM
ISA -20C.....
ISA -10C.....
Maximum Cruise Power - 2000 RPM
ISA...........
ISA +IOC
RPM
ISA +20C
Maximum fruise Power 2000 RPM
ISA +30C
ISA +37C
ISA -30C.....
1900 RPM
5-13
5-14
5-15
5-16
5-17
5-18
5-19
5-20
........
........
...................................
.......................
5-l7
5-19
5-21
5-23
5-25
5-27
5-29
5-31
5-33
5-35
5-37
5-39
5-4!
5-43
5-45
5-47
5-49
5-51
5-53
5-55
5-57
5-59
5-61
5-63
ISSUED: SEPTEMBER
REVISED: DECEMBER
.......................
.........................
..
.............
............
5-31
................................
...................
-2000
....
-2000
....
....
....
14, 1979
I, 1983
5-20a
5-21
5-22
5-23
5-24
5-25
5-26
5-27
5-28
5-29
5-30
REPORT:
5-32
5-33
5-34
5-35
5-37
5-38
5-39
5-40
5-41
5-42
5-43
5-44
5-45
2210
5-9

PA-3lT, CHEYENNE
SECTION 5
PERFORMANCE
Figure
No.
5-65
5-67
5-69
5-71
5-73
5-75
5-77
5-79
5-81
5-83
5-85
5-87
5-89
5-91
5-93
5-95
5-97
5-99
5-101
5-103
5-105
5-107
5-109
5-111
5-113
5-115
5-117
5-119
5-121
5-123
5-125
5-127
5-129
5-131
5-133
5-135
5-137
5-139
5-141
Page
No.

1900
1900
1900
1900
1900
RPM
RPM
RPM
RPM
RPM
1900 RPM
1900 RPM
2000 RPM
2000 RPM
2000 RPM
2000 RPM
2000 RPM
2000 RPM
2000 RPM
2000 RPM
1900 RPM
1900 RPM
1900 RPM
1900 RPM
1900 RPM
1900 RPM
1900 RPM
1900 RPM
1900 RPM
1900 RPM
ISA -20C.....
ISA -10C.....
ISA...........
ISA +10C
ISA +20C
ISA +30C
ISA +37C
ISA -30C......
Economy Cruise Power
ISA -20C......
ISA -10C......
ISA
ISA +10C
ISA +20C
ISA +30C
ISA +37C
ISA -30C......
ISA -20C......
ISA -10C......
ISA
ISA +10C
ISA +20C
ISA +30 C
ISA +37C
ISA -30C.....
Maximum Range Power
ISA -20C.....
Maximum Range Power
Maximum Range Power
1900 RPM ISA -10C.....
Maximum Range Power
1900 RPM
ISA...........
Maximum Range Power
1900 RPM
ISA +10C
1900 RPM
ISA +20C
Maximum Range Power
1900 RPM
ISA +30C
Maximum Range Power
1900 RPM
ISA +37C
Maximum Range Power
Single-Engine Cruise Power 2000 RPM
ISA -30C
ISA -20C
ISA -10C
Single-Engine Cruise Power 2000 RP M ISA
ISA +10C..
Single-Engine Cruise Power 2000 RPM ISA +20C..
ISA +30C..
Single-Engine Cruise Power 2000 RPM ISA +37C..
REPORT:
5-10
5-46
5-47
5-48
5-49
5-50
5-51
....
....
....
5-52
....
5-53
5-54
5-55
5-56
5-57
...........
.....
5-58
.....
5-59
.....
5-60
.....
5-61
5-62
...........
.....
.....
.....
....
....
..
....
..
5-78
..
..
2210
ISSUED:
SEPTEMBER
5-63
5-64
5-65
5-66
5-67
5-68
5-69
5-70
5-71
5-72
5-73
5-74
5-75
5-76
5-77
5-79
5-80
5-81
5-82
5-83
5-84
14, 1979

PA-31T, CHEYENNE
SECTION 5
PERFORMANCE
Figure
No.
5-143
Page
No.
Lbs.
2000 RPM
Specific Range Maximum Cruise Power
Lbs.
1900 RPM
Specific Range Economy Cruise Power
Lbs.
2000 RPM
Specific Range Economy Cruise Power
Lbs.
1900 RPM
Maximum Range Power
Specific Range
1900 RPM
Lbs.
Speed Vs. Altitude.................................
Maximum Operating Speed
Single-Engine Service Ceiling.
Endurance Profile
Range Profile
Holding Time
Lbs............................
Holding Time
Lbs............................
Time, Fuel and Distance to Descend
Balked Landing Climb
Balked Landing Climb (SAS Override On)............
Landing Distance Over 50 Feet (Without Propeller
Reversing)
Landing Distance Over 50 Feet (With Full Propeller
Reversing)
Landing Distance Over 50 Feet (SAS Override On)
Short Field Landing Dista nce Over 50 Feet
Specific Range
-8000
..............
5-145
5-85
............
-8000
5-86
...........................
5-147
-8000
5-87
...........................
5-149
-8000
5-88
...........................
5-151
-8000
...........................
5-153
5-155
5-157
5-159
5-161
5-163
5-165
5-167
5-169
5-171
5-173
.........................
---..............................
.....................................
-7000
-9000
.............................
5-101
......................................
5-175
.....................
5-177
5-179
ISSUED: SEPTEMBER
REVISED: FEBRUARY
5-102
5-103
................
14, 1979
6, 1984
5-89
5-91
5-92
5-93
5-94
5-95
5-96
5-97
5-98
5-99
5-100
....
REPORT:
5-104
2210
5-11
SECTION 5
PERFORMANCE
PIPER
PA-31T, CHEYENNE
REPORT:
5-12
2210
LEFT BLANK
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 5
PERFORMANCE
PA-31T
littlihtttfititililtilllllilll
CALIBRATION
AIRSPEED
STANDARD STATIC SOURCE
..
WI H RDR-12OO OR AVO-21 RADOME

NOTE
AIRSPEED
INDICATED
ASSUMES ZEHO INSTRU
MENT ERROR
EMMlli
Example:
Indicated airspeed: 130 knots
Flaps: 0
Calibrated airspeed: 134 knots
250
200
nn
it
it
150
200
INDICATED AIRSPEED
AINSPEED
CALIBRATION
ISSUED: SEPTEMBER
"
-
KTS
STANDARD
Figure 5-I
14, 1979
STATIC SOURCE
REPORT:
22f0
5-13
SECTION 5
PERFORMANCE

PA-31T,CHEYENNE
PA-31T
'N Xhtin"
ALTERNATE STATIC SOURCE
W
1DR-1200
OR AVO-21 RA
1F1E
BRUS
NOTE
AIRSPEED
INDICATED
ASSUMES ZERO INSTRUANO
EN
Example:
Flaps: 0
Calibrated airspeed: 140 knots
250
200
tu
1so
100
L(
INDICATED
AIRSPEED
REPORT:
5-14
2210
200
AIRPSEED
CALIBRATION
KTS
ALTERNATE
Figure 5-3
-
ISSUED:
STATIC SOURCE
SEPTEMBER
14, 1979
PA-31T
ALTIMETER CALIBRATION
STANDARD STATIC SOURCE
WITH RDR-1200 OR AVO-21 RADOME
POSITION ERROR CORRECTION TO OTAIN CALIBR
ED ALTITUDE
100
nnn
E
000
Example:
indicated airapeed: 125 knots
Flaps 40
Pressure altitude: sea level
Altimeter correction (subtract from
indicated altitude):
ft.
-100
-20
I
00
130
170
190
150
INDICATED
AIRSPEED
--
210
KTS
230
260
PA-31T
ALTIMETER CALIBRATION
ALTERNATE STATIC SOURCE
-
WITH RDR-1200 OR AVQ-21 AADOME

POSITION ERROR CORRECTION TO OBTAIN CALIBRATED ALTITUDE
NOTE
INDICATED AIRSPEED AND
ALTITUDE ASSUME ZERO
INSTRUMENT ENHOR.
..
Example:
Flaps: O
Pressure altitude: 10,000 ft.
Altimeter correction (subtract from
ft
indicated altitude):
+400
-120
+200
FLAPS RETRACTED
FLAPS EXTENDED
10000
-200
FT
BEA LEVEL
SEA LEVEL
loooO
FT.
20000
FT.
-4
90
110
130
1EO
170
INDICATED AIRSPEED
100
--
KTS
210
230
250
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
SECTION 5
PERFORMANCE
w
Q
...I
I-
n:
li
il
CABIN ALTITUDE
ISSUED:
SEPTEMBER
VS. AIRPLANE
Figure 5-9
14, 1979
ID
ALTITUDE
REPORT:
2210
5-17
SECTION 5

PA-31T, CHEYENNE
PERFORMANCE
40
100
90
30
80
70
20
60
10
50
40
FAHRENHEIT
DEGREES
CELSIUS
30
DEGREES
20
-10
10
0
-20
-10
-20
-30
-30
-40
-40
CONVERSION
TEMPERATURE
Figure 5-1 I
REPORT:
5-18
2210
ISSUED:
SEPTEMBER
14 1979
PIPER AIRCRAFT
PA-31T,CHEYENNE
CORPORATION
SECTION 5
PERFORMANCE
ISA CONVERSION
W'Etifbe
Vs.
ilT3ICE AIR TEMPERATI
i
I
-F
14TLR
31000
25000
20000
isooo
10000
IL
6000
0
-7)
-40
-It
-30
-20
- C
-10
TEMPERATURE
+10
0
-
+20
+30
+13
+EL
ISA CONVERSION
Figure 5-13
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
5-19
SECTION 5
PERFORMANCE

PA-31T, CHEYENNE
}tm
PA-31T
}}}Hilfl#ii
}
WIND COMPONENTE
NOTE
DEMONSTRATED CROSSWIND COMPONENT
FOR LANDING 18 16 KTS. THIE WAS THE MAxiMUM CROSSWIND COMPONENT AVAILABLE
DURING FAA CI NTI. ICATION BUT IS NOT CONSIDERED A LIM TA1 ON
ANGLEBETREE
IIHTPATHANDWI
i -I
SM
I
Example.
Wind velocity: 30 knots
Angle between flight path and wind: 30
Headwind component: 26 knots
Crosswind component:
5 knots
60
40
20
30
COOf SSWIND COMP)fD
10
50
KTS.
WIND COMPONENTS
Figure 545
REPORT:
5-20
2210
ISSUED: SEPTEMBER
REVISED: AUGUST
14, 1979
28, 1980
PA-31T, CHEYENNE
SECTION 5
PERFORMANCE
PIPER
PA-31T
so
,,,,,,,,,
,,,,,,
,,,,
,,,,,,,,,,,,,,,,
,,
MAXIMUM DEMONSTRATED
CROSSWIND COMPONENT
VS.
HEIGHT
NIND MEASUREMENT
45
40
O
E
,,,.......,
35
30
z
m 20
10
-s
MAXIMUM
DEMONSTRATED
30
20
10
MAXIMUM
CROSSWlND
DEMONSTRATED
COMPONENT
CROSSWIND
KTS.
COMPONENT
VS.
WIND MEASUREMENT
Figure 5-16
ISSUED:
DECEMBER
1, 1983
HEIGHT
REPORT: 2210
5-20a
SECTION 5
PERFORMANCE
PlPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
REPORT:
5-20b
2210
LEFT BLANK
ISSUED:
DECEMBER 1, 1983

PA-31T, CHEYENNE
Id
TORQUE
ISSUED:
SEPTEMBER
SECTION 5
PERFORMANCE
81
300801
VS. SHAFT HORSEPOWER

Figure 5-17
14, 1979
REPORT:
2210
5-21
PA-31T
ACCELERATE/STOP
DISTANCE
ex.mpi.
ASSOCIATED CONDITIONS:
TAKE-OFOOWER,FLAPS
0, ANTI-tCE OFF
SPEED 91 KIAS,BRAKING
MAXIMUM
NO ENGINE REVERSING RUNWAY DRY PAVED SURFACE
-
OAT: 10C
Pressure altitude: 2000 ft
Weight: 8400 lbs
Wind: +10 knots
Accelerate
stop distance: 3025 ft
-
NOTE
DISTANCES INCLUDE A FAILURE
RECOGNm0N
TIME OF THREE
SECONDS
6000
2000
-30
-20
-10
10
20
30
OUTSIDE AIR TEMP. -C
40
60
0000
8000
WEIGHT
7000
-
LBS.
10
20
WIND COMPONENT
30
-
tooo
KTS.
< >
My
y Q

PA-31T, CHEVENNE
SECTION 5
PERFORMANCE
PA-31T
TAKE-OFF
POWER
IPM 70 KTS CALIBF ATED AIRSPEED

tHHttlHi
H i HH I itTiHiHH
t IW ER (T R 1UE) INDICAT I IS THE MINIMUM
220)
TIIE
V.4L EV ITH WIIM 11THE TAK

ECTI N 3AN BE f
10 T I
PERFORMANC
1500
1400
1300
1200
1100
1000
TAKEOFF
POWER (TORQUE)
Figure 5-21
REPORT:
2210
5-23

PA-3lT, CHEYENNE
SECTION 5
PERFORMANCE
PA-31T
TM FW
L IO 10
450
400
soo
250
'
TAKEOFF
REPORT:
5-24
2210
POWER (1 UEI FLOW)

Figun: 5-23
ISSUED:
SEPTEMBER
14, 1979
PA-31T
TAKE-OFF DISTANCE OVER 60 FT.
PAVED.LEVEL, DAY, RUNWAY FLAP SETTING 0
TAKE-OFF POWER. ANTI-ICE OFF
ROTATION SPEED 91 KIAS. BARRIER SPEED 102 KIAS
6000
xample:
OAT: 10C
Weight: 8400
Wind: +10 knots
Ground roll: 1350 ft.
Distance over 50 ft 1850 ft
coco
4000
1000
-30
-20
-10
10
20
OUTSIDE AIR TEMP.
30
40
50
9030
7000
8000
WEIGHT
LBS.
10
20
WIND
COMPONENT
30
-
53
BA tRIER
KTS.
FT.
PA-31T
ASSOCIATED CONDITIONS
POWER TAKE-OFF FLAPS 0 SINGLE
INOPERATIVE ENGINE PROP. FEATHERED
ANTI-ICE OFF
RUNWAY DRY PAVED SURFACE
ENGINE TAKE-OFF
7000
HATCHED AREA DOES NOT
PROVIDE POSITIVE CUMB RATE
WITH GEAR EXTENDED.
NOTE
IF ENGINE FAILURE OCCURSAT 91 KIAS OR ABOVL MAINFAIN
DIRECTIONAL CONTROL WITH NOMEWHEEL STEEllING AND IM
MEDIATELY FEATHER PROPEi.LER ON DEAD ENGINE. COM
MENCE NOTATION AT OR ABOVE 91 KIAS. ACCELENATE TO 104
KIAS UNTIL OBETACLES ARE CLEAREDAND CLIMB AT 113 KlAB
FOR IMPROVED OBSTACLE CLEARANCE RETRACT LANDING
GEAN WHEN POSITIVE CLIMB RATE ESTABLISHED. ABORT TAKEOFF IF ENGINE FAILURE CCUNS BEL W 91 KI
&
00
sooo
3000
ISA
-30
2000
-20
-
10
OUTSIDE AIR TEMP.
30
-
40
*C
50
9000
8000
WEIGHT-
7000
LBS.
10
20
30
WIND COMPONENT
KTS.
-
BARRIER
501000
-
FT.
2
2
..
PA-31T
STALL SPEEDS
IDLE POWER,FORWARD
C.G.
I
NOTE
MAxlMUM ALTITUDE LOSS DURING STALL RECOVERY IS APPROXIMATELY 750.
MAxlMUM NOSE DOWN PITCH ATTrTUDE LOSS DUR
1NG RECOVERY FROM SINGLE ENGINE STALLS ARE
APPROXIMATELY 15* AND 700 FT. RESPECTIVELY.
3 LANDINGGEARPOSITIONHASNOEFFECTONSTALL
PElm.
1
140
Example:
night A
Opl
1 lhy.
nir hr
120
KIAS: 78
CAUBRATED
INDICATED
sooo
7000
sooo
WEIGHT
100 u
--
---
POUNDS
lo
ANGLE
20
4o
3o
OF BANK
50
ao
DEGREES
EO
SECTION 5
PERFORMANCE

PA-3IT, CHEYENNE
PA-31T
MAXIMUM
CLIMB POWER
1600
1200
1000
soo
soo
400
MAXIMUM
REPORT:
5-28
2210
CI IMB POWER (TORQUE)

Figure 5-31
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
PA-31T
EfniM
.
niikus
2200 RPM
n
4 BALKED LAF lin G Gli
SECTION 5
PERFORMANCE
k
18 O W'
1500
uoo
noo
1200
11oo
looo
aoo
o,
700
600
MAXIMUM
CONTINUOUS POWER (TORQUE)

Figure 5-33

HEPORT:
2210
5-29

PA-3lT, CHEYENNE
SECTION 5
PERFORMANCE
PA-31T
MAX1MUM CC MT MUOUS POWER
SINGLE ENGINE AND I di KE : LANDING CLIMBS ONLY
300 0 *M
400
350
*,
300
260
200
100
MAXIMUM
REPORT:
540
2210
CONTINUOUS POWER
Figure 5 35
ISSUED:
(FUEL FLOW)
SEPTEMBER
14, 1979
PA-31T
::
SINGLE ENGINE CLIMB
ASSOCIATED CONDITONS:
Example:
MAXIMUM CONTINUOUS POWER
OAT: +10C
PROPELLER FEATHERED ON INOPERATIVE ENGINE :
Pressure altitude: 4000 ft.
OIL COOLER DOOR CLOSED ON OPERATIVE ENGINE.
: Weight: 8500 Ibs.
GEAR RETRACTED FLAPS 0.
: Rate of climb: 640 F.P.M.
CLIMB SPEED 113 (IAS
Tooo
oc
37.8
-53
-40
DAY
-400
I
-30
-20
-10
OUTSIDE
10
20
AIR TEMP. -C
30
40
50
9000
8600
8200
WEIGHT
7800
-
7400
LBS.
70 JO
PA-31T
SINGLE ENGINE CLIMB
Example:
OAT: +35C
Pressure attitude: 400 ft
Weight: 8500 Ibs
Rate of climb: 220 F.P M
ASSOICATED CONDITIONS:
PAOPELLER FEATHERED ON INOPERATIVE ENGINE
OIL COOLER DOOR OPEN ON OPERATIVE ENGINE
GEAR RETRACTED, FLAPS O
3 KIAS
IMB SPEED
800
00
400
N 2
200
-400
-20
30
-10
10
20
30
OUTSIDE AIR TEMP. -*C
40
60
9000
8500
8000
WEIGHT
7600
--
LBS.
7000
PA-31T
TWIN ENGINE CLIMB
MAXIMUM CLIMB POWER
GEAR AND FLAPS RETRACTED
OIL COOLER DOORS CLOSED
CLIMB SPEED 121 KIAS
2000 RPM
Example:
OAT: +10C
APressure altitude: *
Weight: 8600 lbs.
Rate of climb: 2260 F.P.M.
3500
sooo
2soo
2000
-30
-20
1500
1000
-10
10
20
OUTSIDE AIR TEMP.
30
-
40
60
9000
8600
8000
WEIGHT
7E00
-
LBS
7000
O
ud
PA-31T
TWIN ENGINE CLlMB
Example:
1
OAT: +5C
Pressure
altitude: 5000 ft
Weight: 8400 lbs.
(SAS OVERRIDE ON 400 SNP LIMIT)
GEAR AND FLAPS RETRACTED
CLIMB SPEED 121 KtAS
2500
2ooo
SEALEVEL
2000
nog
isoo
IsA
-30
-20
looo
O
7000
-10
10
20
OUTSIDE AIR TEMP.
30
---
*C
40
60
9000
8000
WEIGHT
LBS.
PA-31T
TIME, FUEL AND DISTANCE
MAXIMUM CLIMB
TO CLIMB
00 RPM
Example:
Altitude:
22,000 ft.
Weight: 9000 lbs.
Temperature:
ISA +20C
Time to climb: 22 minutes
25000
20000
ALTCLIUMBESPEED
SCHESDULE
S.L. 20000
FT.
20000
24000
24000-31000
-
16000
135
117
109
10000
5000
o
ISA
ISA
REFERENCE UNE
+10C
ISA +20C
ISA +30C
20
40
60
TIME TO CLIMB
80
MIN.
0
100 200
300
FUEL TO CLIMB
-
400
LBS.
50
100
150
DISTANCE TO CLIMB
200
NAUT. ML
SECTION
PERFORMANCE
TillS
REPORT:
5-36
2210

PA-3IT, CHEYENNE
PAGE INTENTIONALLY
LEFT 81 ANK
ISSUED:
SEPTEMBER
14, 1979
CRUISE
MAXIMUM
Pressure
Altitude
10/T
Ft.
POWER
2000 RPM
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb./ Hr.
Lb. Hr.
ISA -30C
Airspeed
9000 Lb.
CAS
TAS
KTS
7000 Lb.
8000 Lb.
CAS
TAS
CAS
TAS
Sea Level
2000
4000
FOR VALUE
BELOW
10,000 FT. REFER
TO ECONOMY
CRUISE
POWER
TABLES.
6000
8000
..
-26
-32
-33
-36
-40
-40
-47
-44
10,000
12,000
14,000
16.000
-54
18.000
-61
-48
-69
-56
-76
-60
24,000
-85
-65
-98
-72
26,000
29.000
i
-107
31,000
361
722
244
268
246
270
246
270
1628
360
720
241
273
244
276
246
278
238
278
24!
282
244
285
1628
358
716
1575
346
692
232
280
235
284
238
287
1485
323
646
223
278
227
282
230
287
1380
303
606
213
274
216
278
220
283
1285
28 I
562
203
270
208
276
2 I2
28 I
1180
258
516
192
264
197
271
202
277
1065
236
472
180
256
185
263
189
270
820
196
392
150
226
156
235
163
245
660
165
141
220
-52
20,000
22,000
1628
-77
330
I18
184
132
206
MAXIMUM
Pressure
Altitude
Ft.
lOAT
F
CRUISE POWER
2000 RPM
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb.Ft.
Lb.:Hr.
Lb. Hr.
ISA -20C
Airspeed
9000 Lb.
CAS
TAS
KTS
7000 Lb.
8000 Lb.
CAS
TAS
CAS
TAS
Sea Level
2000
4000
FOR VALUES
BELOW
10.000 FT. REFER
TO ECONOMY
CRUISE
POWER
TABLES.
6000
8000
-22
10.000
-15
-26
-22
-30
12.000
'
14.000
-29
-43
-51
22.000
24.000
-50
-67
-55
-89
31.000
27]
245
274
246
275
1628
361
722
239
276
242
280
245
283
1600
354
708
235
279
238
284
24]
287
1495
333
666
226
278
228
28]
231
284
1405
312
624
216
275
220
279
223
283
1315
292
584
206
27\
210
276
214
28]
1220
272
544
196
267
201
273
205
279
1130
252
504
186
261
191
268
195
275
ag
-46
-58
-80
242
-42
26.000
29.000
722
-38
18.000
20.000
361
-34
16.000
-36
1628
1035
23]
462
175
256
181
263
186
270
865
201
402
154
235
159
245
166
255
740
179
358
134
213
225
149
237
-62
-67
14!
2 Q
MAXIMUM
Pressure
Altitude
Ft.
IOAT
CRUISE
POWER
2000
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Hr.
RPM
ISA -10C
Airspeed
9000 Lb.
CAS
TAS
KTS
8000 Lb.
CAS
7000 Lb.
TAS
CAS
TAS
Sea Level
2000
4000
FOR VALUES
BELOW
10,000 FT. REFER
TO ECONOMY
CRUISE
POWER
TABLES.
6000
8000
-12
10,000
10
1628
363
726
24]
1615
360
720
236
278
240
283
245
289
1525
340
680
228
277
231
28]
235
285
1420
320
640
218
274
221
279
225
283
1340
298
596
208
271
213
276
216
281
1245
278
556
200
268
204
273
208
280
1180
260
520
191
266
196
272
200
277
275
243
278
246
281
-16
12.000
3
-20
14.000
-13
-25
16.000
-20
-29
-27
-33
-39
-39
18,000
20,000
22,000
-42
-41
-49
-45
24.000
26.000
-61
-52
-69
-57
29.000
3l.000
1105
242
484
182
261
187
268
l91
275
1010
227
454
170
254
175
261
181
269
880
202
404
153
240
159
251
165
259
780
185
370
139
227
146
238
153
250
MAXIMUM
Pressure
Altitude
IOAT
Ft.
CRUISE
POWER
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Hr.
2000 RPM
ISA
Airspeed
9000 Lb.
CAS
TAS
KTS
7000 Lb.
8000 Lb.
CAS
TAS
CAS
TA S
Sea Level
2000
4000
FOR VALUES
BELOW
10.000 FT. REFER
TO ECONOMY
CRUISE
POWER
TABLES.
6000
8000
10.000
28
12.000
21
14.000
14
16.000
18.000
-10
2
6
1628
365
730
238
277
241
281
244
285
23I
277
235
281
238
286
1535
344
688
1445
322
644
222
274
226
279
229
284
1350
304
608
212
271
216
277
220
28!
1260
284
568
202
267
207
273
211
279
1180
265
530
192
262
096
269
202
276
I 100
248
496
182
258
188
266
193
273
1040
232
464
172
253
t74
262
184
270
434
163
248
169
257
175
267
-14
-18
-23
20.000
-17
-27
-24
-31
22.000
24.000
-35
26.000
29,000
-3I
-42
-53
31.000
960
217
870
196
392
149
240
156
250
162
261
795
176
352
138
229
146
242
152
253
-4]
-47
MAXIMUM
Pressure
Altitude
Ft.
IOAT
C
CRUISE
POWER
2000 RPM
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb.!Hr.
Lb. Hr.
ISA +10C
Airspeed
9000 Lb.
CAS
TAS
KTS
7000 Lb.
8000 Lb.
CAS
TAS
CAS
TAS
Sea Level
2000
FOR VALUES
4000
BELOW
10,000 FT. REFER
TO ECONOMY
CRUISE
POWER
TABLES.
6000
8000
10,000
46
1525
342
684
230
273
234
277
236
279
I2.000
39
1430
322
644
221
271
225
275
228
279
14.000
32
1350
304
608
212
268
216
274
220
278
16.000
23
1260
286
572
202
265
208
272
211
276
18.000
16
1180
268
536
193
261
198
268
202
273
1105
25l
502
184
258
189
265
194
271
1035
237
474
I75
254
18I
261
186
268
970
222
444
166
249
172
258
177
266
905
208
416
156
243
162
253
168
262
825
188
376
142
235
150
248
157
259
790
175
350
132
224
140
238
149
253
-13
20.000
8
-!7
22.000
1
-21
24,000
-13
6
-25
26.000
-26
-32
-35
-37
29.000
3l.000
MAXIMUM
Pressure
Altitude
Ft.
IO/.T
F
CRUISE
POWER
2000
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Hr.
RPM
ISA +20C
Airspeed
9000 Lb.
CAS
TAS
mm
KTS
CAS
Og
2
700C Lb.
8000 Lb.
TAS
CAS
TAS
Sea Level
2000
FOR VALUES
4000
BELOW
10.000 FT. REFER
TO ECONOMY
CRUISE
POWER
TABLES.
6000
8000
10.000
64
18
1390
321
642
219
264
223
269
227
274
12.000
57
14
13l5
302
604
211
263
215
268
219
273
14.000
49
1235
285
570
202
260
207
266
210
270
16,000
41
I 155
268
536
193
256
198
263
202
268
18.000
34
1090
252
504
184
254
189
261
194
266
20,000
27
1025
236
472
175
250
181
257
186
264
22.000
19
960
222
444
166
245
172
254
177
261
24,000
II
895
208
416
156
240
162
248
168
258
26.000
840
194
388
147
233
154
244
160
256
760
178
356
130
218
14 l
235
148
248
715
168
336
120
208
130
225
138
239
-12
-16
-22
29.000
-17
31.000
8
-27
MAXIMUM
CRUISE
POWER
Fuel Flow
2000 RPM
Airspeed
Torque
Altitude
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb.. Hr.
Ft.
ISA +30C
Total
Pressure
lOAT
9000 Lb.
CAS
TAS
KTS
7000 Lb.
8000 Lb.
CAS
TAS
CAS
TAS
Sea Level
2000
FOR VALUES
4000
BELOW
10.000 FT. REFER
TO ECONOMY
CRUISE
POWER
TABLES.
6000
8000
10.000
82
28
1285
302
604
210
258
215
263
219
268
12.000
75
24
1215
284
568
202
256
206
261
210
267
14.000
66
19
I 145
268
536
193
253
198
259
205
265
16.000
59
15
1075
252
504
184
249
189
256
195
263
18.000
52
11
10\0
236
472
175
247
181
254
186
26l
20.000
45
950
222
444
167
242
173
251
178
259
22.000
37
895
208
416
158
238
164
248
169
256
24.000
29
835
194
388
148
232
155
242
16]
252
26,000
21
780
182
364
137
222
146
236
153
248
29.000
10
705
167
334
120
205
13\
225
141
241
655
160
320
120
213
132
234
-12
-!7
31.000
MAXIMUM
Pressure
Altitude
Ft.
107 T
F
CRUISE
POWER
2000 RPM
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Br.
ISA +37C
Airspeed
9000 Lb.
CAS
TAS
KTS
7000 Lb.
8000 Lb.
CAS
TAS
CAS
TAS
Sea Level
2000
FOR VALUES
4000
BELOW
10.000 FT. REFER
TO ECONOMY
CRUISE
TABLES.
POWER
6000
8000
10.000
93
34
1220
290
580
204
254
209
259
212
263
12.000
86
30
1140
272
544
195
250
200
256
204
261
14.000
79
26
1075
256
512
186
248
19I
254
195
260
16.000
72
22
1010
240
480
178
244
182
250
188
257
18.000
64
18
945
226
452
168
240
174
247
179
255
20,000
56
13
895
212
424
159
235
165
244
17!
252
22.000
48
840
198
396
151
230
158
241
164
249
24.000
41
790
185
370
142
224
149
236
156
247
26.000
34
735
173
346
123
212
139
228
148
241
29.000
21
655
158
316
120
208
133
230
600
148
296
120
216
-11
31.000
12
MAXIMUM
Pressure
Altitude
lOAT
Ft.
FOR VALUES
-26
-32
-33
-36
-40
-40
-47
-44
-54
-48
10,000
12.000
14,000
16.000
18.000
-61
-52
-69
-56
-76
-60
20,000
22.000
24.000
CRUISE
POWER
1900 RPM
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Hr.
TO ECONOMY
ISA -30C
Airspeed
9000 Lb.
CAS
KTS
8000 Lb.
TAS
TAS
CAS
7000 Lb.
CAS
TAS
BELOW
10.000 FT. REFER
1628
350
700
238
261
24l
264
244
268
1628
348
696
235
265
238
269
241
272
1628
346
692
231
270
235
273
237
277
1590
338
676
226
272
229
276
233
28 ]
1495
315
630
217
270
22l
276
225
28]
1385
294
588
206
265
210
270
214
275
L280
272
544
196
26 I
20 I
267
204
272
184
254
189
261
l94
267
CRUISE
POWER
TABLES.
I 170
249
498
1050
226
452
171
244
177
253
182
259
800
190
380
140
2I I
149
223
158
237
660
170
340
114
179
128
200
138
215
-85
26.000
65
-98
-72
29.000
-107
31,000
-77
MAXIMUM
Pressure
Torque
Altitude
Ft.
IOAT
F
FOR VALUES
CRUISE
POWER
1900 RPM
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Hr.
BELOW
10.000 FT. REFER TO ECONOMY
ISA -20C
Airspeed
TAS
CRUISE
KTS
8000 Lb.
9000 Lb,
CAS
CAS
POWER
TAS
7000 Lb.
CAS
TAS
TABLES.
-22
10.000
-15
-22
-29
-34
-36
-38
-43
-42
-51
-46
-58
-50
16.000
18.000
20.000
24.000
-67
26.000
-80
29.000
31.000
-89
356
712
236
265
239
268
241
270
356
712
233
268
236
273
239
276
1628
354
708
229
274
234
279
236
282
1520
326
652
220
270
224
275
227
279
1425
305
610
210
267
215
273
218
277
1325
284
568
200
263
205
270
209
274
528
189
257
195
264
199
270
-30
14.000
22,000
1628
1628
-26
12.000
-55
-62
1220
264
1125
244
488
179
252
184
259
188
265
1025
222
444
168
244
174
253
179
261
840
19]
382
145
224
153
236
159
245
700
174
348
116
185
132
211
142
226
-67
MAXIMUM
Pressure
Altitude
IOAT
Ft.
FOR VALUES
CRUISE
POWER
1900 RPM ISA -10C
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Hr.
BELOW
10,000 FT. REFER
1628
359
718
234
267
236
1628
356
712
231
272
1555
336
672
223
1445
315
630
1360
292
Airspeed
KTS
8000 Lb.
9000 Lb.
TAS
270
240
274
235
276
237
280
272
227
276
230
280
214
268
217
273
22]
277
584
204
265
209
271
212
275
544
194
260
199
267
202
272
TO ECONOMY
TAS
CRUISE
CAS
7000 Lb.
CAS
CAS
POWER
TAS
TABLES.
-12
10.000
10
-16
12.000
3
-20
14.000
-13
-25
-20
-29
-27
-33
-35
-37
16.000
I8.000
20,000
22,000
-42
-49
184
256
189
263
194
270
235
470
175
253
181
260
185
266
1005
219
438
163
243
170
253
175
254
865
194
388
142
222
15 I
237
158
248
760
180
360
126
206
136
222
145
237
-52
-6
31.000
506
1105
-45
26.000
I
-69
272
253
-41
24,000
29,000
1255
I 185
-57
MAXIMUM
Pressure
POWER
1900 RPM
ISA
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
FOR VALUES
BELOW
10.000 FT. REFER
1628
365
730
233
271
236
1580
341
682
227
272
1485
318
636
218
270
1380
300
600
207
266
1280
280
560
199
1195
260
520
[115
243
1045
227
Altitude
Ft.
CRUISE
IOAT
F
10,000
28
12,000
21
14,000
14
16.000
Airspeed
CAS
KTS
TAS
274
239
278
229
275
233
280
221
273
225
279
212
272
215
276
263
202
268
206
273
188
258
193
264
197
271
486
178
253
183
260
188
267
454
168
248
175
256
180
264
260
TO ECONOMY
CAS
7000 Lb.
CAS
Lb. Hr.
TAS
8000 Lb.
9000 Lb.
CRUISE POWER
TAS
TABLES.
-10
-14
18.000
-I8
-23
20.000
-17
-27
-24
-31
22,000
24.000
-31
-35
-43
-42
26,000
29.000
-53
31.000
960
211
422
159
243
166
252
171
870
190
380
[45
233
152
244
158
254
790
178
356
130
216
139
231
148
246
-47
MAXIMUM
Pressure
Altitude
Ft.
IOAT
F
FOR VALUES
CRUISE POWER
1900 RPM
Torque
Fuel Flow
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Hr.
BELOW
10,000 FT. REFER
ISA +10C
Total
TO ECONOMY
Airspeed
9000 Lb.
CAS
KTS
8000 Lb.
TAS
CRUISE
CAS
POWER
TAS
7000 Lb.
CAS
TAS
TABLES.
10,000
46
1580
341
682
228
269
231
274
234
277
12,000
39
1475
320
640
219
268
222
272
226
276
14.000
32
1390
302
604
209
265
214
270
217
274
16.000
23
1295
283
566
200
261
205
268
208
272
18.000
16
1205
265
530
189
256
195
263
199
269
494
180
252
185
259
189
266
-13
20,000
I 125
247
1050
233
466
170
247
176
256
182
262
980
217
434
160
24l
168
25l
173
260
910
203
406
150
234
159
248
163
254
825
182
364
133
219
145
235
150
248
770
170
340
12]
205
135
229
141
239
-17
22.000
I
-21
24.000
-13
6
-25
26.000
-26
-32
-35
-37
29,000
31.000
MAXIMUM
Pressure
Altitude
Ft.
IOAT
C
FOR VALUES
CRUISE POWER
1900 RPM
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Hr.
BELOW
10.000 FT. REFER
ISA +20C
Airspeed
9000 Lb.
CAS
TO ECONOMY
TAS
KTS
8000 Lb.
CAS
TAS
7000 Lb.
CAS
TAS
CRUISE POWER TABLES.
10.000
64
I8
1445
32 I
642
2 I7
262
22 I
262
224
270
12.000
57
14
1360
301
602
209
260
213
265
215
268
14.000
49
1280
284
568
200
257
204
262
207
266
16,000
41
1190
266
532
190
253
195
259
198
263
256
190
261
18.000
34
20,000
27
22,000
19
1120
250
500
181
248
186
1050
234
468
17\
244
176
25\
182
259
980
219
438
161
238
168
248
173
256
910
205
410
152
233
158
242
164
251
850
189
378
141
223
148
236
154
246
760
173
346
121
202
135
227
142
237
700
163
325
121
21I
130
226
-12
24.000
11
-16
26.000
-22
29,000
-17
31.000
8
-27
---
MAXIMUM
Pressure
Altitude
Ft.
CRUISE
POWER
1900 RPM
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Hr.
FOR VALUES
BELOW
10,000 FT. REFER
lOAT
F
ISA +30C
Airspeed
9000 Lb.
CAS
TO ECONOMY
TAS
CRUISE
KTS
8000 Lb.
CAS
POWER
TAS
7000 Lb.
CAS
TAS
TABLES.
10.000
82
28
1340
303
606
209
256
212
260
219
264
12.000
75
24
1270
285
570
200
254
203
258
208
263
14.000
66
19
1190
268
536
191
250
195
256
200
261
16.000
59
15
1115
252
504
182
246
187
253
191
259
235
470
173
242
178
250
182
256
164
239
170
248
175
255
251
18.000
52
11
1045
20.000
45
980
221
442
22.000
37
920
206
412
155
235
161
244
166
24.000
29
855
192
384
145
227
151
235
156
244
26,000
21
795
180
360
132
214
141
228
148
239
700
164
328
124
213
134
230
630
155
3\0
122
216
29.000
31.000
10
-12
-17
MAXIMUM
F1.
POWER
1900 RPM
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb./Hr.
FOR VALUES
BELOW
10.000 FT. REFER
Pressure
Altitude
CRUISE
IOAT
F
pum
ISA +37C
Airspeed
9000 Lb.
CAS
TO ECONOMY
8000 Lb.
TAS
CRUISE
KTS
CAS
POWER
TAS
7000 Lb.
CAS
TAS
TABLES.
10.000
93
34
1280
292
584
203
253
208
258
21 I
263
12.000
86
30
1195
274
548
195
249
198
255
203
261
14.000
79
26
1125
257
514
184
245
189
251
193
257
16.000
72
22
1055
241
482
175
241
180
247
185
257
18.000
64
18
980
226
452
166
237
17]
243
176
251
20.000
56
13
925
212
424
157
231
163
240
168
248
22.000
48
870
197
394
148
227
155
237
160
244
24.000
41
815
184
368
138
219
146
230
152
24]
26.000
34
750
171
342
124
203
134
219
142
233
29.000
21
665
155
310
127
220
31.000
12-II
600
145
290
I14205
ECONOMY
Pressure
Altitude
lOAT
Ft.
CRUISE
POWER
2000
RPM
ISA -30C
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb.: Hr.
CAS
TAS
CAS
TAS
CAS
TAS
1628
391
782
246
233
246
233
246
233
I628
385
770
246
241
246
241
246
24l
Airspeed
9000 Lb.
KTS
8000 Lb.
7000 Lb.
-13
Sea Level
9
-17
2000
I
-21
4000
-
-l3
6000
-18
8000
-26
10.000
-33
-49
-45
-56
246
248
246
248
246
248
246
255
246
255
246
255
1628
371
742
246
261
246
261
246
261
1628
367
734
244
268
246
270
246
270
1540
345
690
236
268
239
270
241
273
1450
-36
-41
18.000
760
750
-32
-42
16.000
380
375
-28
12.000
14.000
1628
1628
-25
325
650
227
265
230
269
233
272
1360
305
610
218
262
221
268
225
27l
1280
286
572
209
26]
214
267
217
270
12!0
268
536
20 \
258
205
264
209
269
1125
251
502
19]
255
196
261
201
269
1050
234
468
182
249
187
257
19]
263
975
219
438
172
245
177
253
182
260
145
216
151
227
157
237
126
197
137
2i4
-49
-63
20.000
-S3
-71
22.000
-78
24.000
-107
31.000
-61
-86
-66
-99
-73
26.000
29.000
-57
740
180
360
600
155
310
-77
ECONOMY
Pressure
Altitude
Ft.
lOAT
F
Sea Level
28
2000
21
4000
14
6000
12.000
26.000
31.000
ISA -20C
Torque
Fuel 1-o,,
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
1628
387
774
246
237
246
237
246
237
246
245
246
245
246
245
246
252
Airspeed
9000 Lb.
KTS
8000 Lb.
7000 Lb.
1628
381
762
1628
376
752
246
252
246
252
1628
372
744
246
259
246
259
246
259
1628
368
736
246
267
246
267
246
267
1560
349
698
238
267
241
270
244
274
1470
328
656
229
265
233
269
236
273
1385
308
616
22!
263
224
268
228
271
219
269
-23
-27
-I7
-24
-31
-31
-35
-38
29.000
2
9
18.000
24,000
2000 RPM
-19
-
16.000
22.000
-15
14,000
20.000
POWER
-10
8000
10.000
.
2
CRUISE
-45
-53
290
580
211
260
215
265
1225
272
544
202
257
207
263
2!!
268
I 150
256
512
194
255
198
261
202
267
1075
240
480
184
250
189
257
195
264
1005
225
450
175
247
181
254
186
261
422
166
241
172
250
177
258
-39
-43
-47
-60
-5]
-69
-56
-81
-63
-89
1300
935
211
800
190
380
146
226
154
237
160
246
680
165
330
120
191
134
213
145
230
-67
ECONOMY
Ft.
45
2000
37
4000
30
6000
23
8000
16
10,000
2000 RPM
ISA -10C
>
Fuel Flow
Total
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
I628
38I
762
246
24I
246
241
246
241
1628
375
750
246
248
246
248
246
248
1628
370
740
246
256
246
256
246
256
Sea Level
Torque
IO/ T
F
POWER
Per Engine
Pressure
Altitude
CRUISE
Airspeed
900( Lb.
KTS
8000 Lb.
7000 Lb.
1628
366
732
246
264
246
264
246
264
1555
350
700
239
264
24l
268
244
270
1470
331
662
23\
264
234
268
236
270
1375
312
624
221
261
225
265
228
268
1295
293
586
212
258
216
262
220
267
1220
275
550
203
255
208
26!
21I
265
-13
-17
12,000
I
-21
14.000
-13
-25
16,000
-20
18,000
-29
1145
258
516
195
253
199
258
203
263
1080
242
484
186
249
191
256
194
261
1010
228
456
176
245
182
254
187
260
950
213
426
168
241
174
250
179
257
885
199
398
159
236
165
246
170
254
144
227
152
239
158
248
149
243
-34
20.000
-
-29
-36
-38
-44
-42
-51
-46
-63
-53
-69
-57
22.000
24.000
26,000
29.000
31.000
800
181
362
705
170
340
135
220
142
232
ECONOMY
Pressure
Altitude
Ft.
lO/.T
F
CRUISE
POWER
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
2000 RPM
ISA
Airspeed
9000 Lb.
KTS
8000 Lb.
7000 Lb.
Lb. Hr.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
63
I7
1628
377
754
246
246
246
246
246
246
2000
55
13
1628
372
744
246
253
246
253
246
253
4000
48
I590
363
726
245
261
246
26I
246
26I
6000
4\
1515
346
692
237
26]
241
263
243
266
8000
34
1444
328
656
230
260
234
263
236
266
10.000
27
1365
311
622
221
258
225
262
228
265
12.000
19
1285
292
584
213
255
216
260
220
264
14.000
12
1215
275
550
204
254
208
258
2l2
263
1140
259
518
195
250
200
255
204
261
1055
243
486
187
248
19]
253
195
259
1015
230
460
178
244
183
250
188
257
950
215
430
169
240
175
248
180
255
890
202
404
160
235
167
245
172
252
239
163
248
Sea Level
-11
-15
16.000
-19
18.000
-11
-24
20.000
22,000
-18
-28
-26
-32
-33
-36
-44
-42
24.000
26,000
29,000
-53
31,000
830
189
378
15I
229
157
755
171
342
135
216
144
231
15!
242
690
158
316
120
200
132
220
141
234
-47
.g
ECONOMY CRUISE POWER

Pressure
Altitude
Ft.
lOAT
F
2000 RPM
ISA +10C
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb.. Hr.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
Airspeed
9000 Lb.
KTS
8000 Lb.
7000 Lb.
Sea Level
SI
27
1575
369
738
246
250
246
250
246
250
2000
73
23
1520
356
7\2
245
256
246
257
246
257
4000
66
19
1465
341
682
235
254
239
258
242
261
6000
59
15
1400
325
650
228
254
232
258
235
261
309
618
22\
254
224
258
228
261
8000
52
11
1330
10.000
45
1260
292
584
212
251
216
256
220
260
12.000
37
!!90
276
552
203
248
208
255
212
259
14.000
30
I130
259
518
195
247
200
253
204
258
16.000
21
1065
244
488
187
244
192
25 \
196
257
10\0
230
460
178
24]
183
248
188
256
945
216
432
169
237
175
246
181
253
890
203
406
161
233
167
242
172
249
840
190
380
152
228
159
239
165
247
785
178
356
143
22I
150
235
157
243
710
162
324
122
200
135
221
143
235
650
150
300
122
206
135
228
...
-10
18,000
14
20.000
22.000
-14
-18
-22
24,000
-15
-26
26.000
-27
-33
29.000
-35
3L000
-37
-
ECONOMY
Pressure
IOAT
Altitude
Ft.
CRUISE
POWER
2000 RPM
ISA +20C
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
Airspeed
900( Lb.
KTS
800C Lb.
Sea Level
99
37
1425
347
694
237
246
240
248
242
25 ]
2000
91
33
1385
333
666
232
247
235
250
238
254
4000
84
29
1335
318
636
225
247
228
250
231
254
6000
77
25
1285
303
606
218
247
221
250
224
254
247
215
250
217
254
8000
70
21
1225
287
574
211
10,000
63
17
!!60
272
544
203
245
207
249
210
253
12.000
55
13
I100
257
514
195
242
199
248
203
253
14.000
48
1040
242
484
186
239
19]
246
195
251
16.000
4\
980
228
456
177
235
182
242
188
249
18.000
32
930
215
430
168
232
175
240
180
248
20.000
25
875
202
404
161
228
167
237
172
245
22.000
18
820
190
380
152
224
159
235
164
242
775
178
356
143
220
15]
23I
156
240
730
167
334
131
209
142
225
148
235
655
150
300
125
209
136
228
7000 Lb.
.g
-13
24.000
9
-17
26.000
I
-23
29.000
31 000
FOR VALUEd
ABOVE 29.000 FT. REFER
TO MAXIMUM
CRUISE
TABLES
ECONOMY
Pressure
Altitude
Ft.
104T
F
CRUISE
POWER
2000 RPM
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
ISA +30C
Airspeed
900) Lb.
KTS
8000 Lb.
Lb. Ft.
Lb. Hr.
Lb.. Hr.
CAS
TAS
CAS
7000 Lb,
TAS
CAS
TAS
Sea Level
117
47
1285
326
652
226
235
229
239
232
24l
2000
109
43
1245
313
626
220
238
223
24\
227
245
4000
102
39
12\5
299
598
215
239
218
242
22]
246
6000
95
35
1175
284
568
208
240
213
244
216
248
8000
88
31
1120
269
538
202
239
206
244
210
248
10.000
81
27
1065
256
512
194
238
198
243
202
248
12.000
23
73
1010
240
480
185
235
190
241
195
247
239
187
245
14.000
66
19
960
225
450
176
231
182
16.000
57
14
900
210
420
168
228
174
235
179
242
18.000
50
10
850
197
394
259
223
165
232
171
240
20.000
43
795
184
368
150
219
156
228
162
236
22,000
36
740
171
342
140
21I
148
222
155
233
24.000
28
690
158
316
126
196
138
215
146
228
26.000
19
640
146
292
127
205
137
222
31,000
FOR VALUES
TO MAXIMUM
CREISE
TABLES.
ECONOMY
Pressure
Altitude
Ft.
IOAT
F
CRUISE
POWER
2000 RPM
ISA +37C
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
624
2l8
228
22]
232
25
235
215
235
219
238
Airspeed
9000 Lb.
KTS
8000 Lb.
700( Lb.
Sea Level
128
53
I180
312
2000
120
49
l l55
299
598
212
230
4000
113
45
1120
286
572
206
23]
210
236
214
240
6000
106
4l
1090
273
546
200
232
204
237
208
242
8000
99
37
1050
260
520
193
232
198
238
202
244
10.000
91
33
1005
244
488
186
231
191
237
195
243
12.000
84
29
950
228
456
178
228
183
235
188
242
14.000
77
25
900
214
428
169
226
175
233
181
241
16.000
70
21
840
200
400
f61
221
167
228
173
237
18.000
63
17
785
186
372
151
215
158
224
164
2.33
20.000
54
12
735
173
346
141
207
149
220
155
228
126
192
138
210
146
222
125
197
135
214
123
202
22,000
46
670
160
320
24.000
39
615
I47
294
26.000
32
560
135
270
29.000
3LOO0
FOR VALUES
TO MAXIMUM
CRUISE
TABLES.
ECONOMY
Pressure
Altitude
lOAT
Ft.
Sea Level
C
9
113
CRUISE
POWER
1900 RPM
ISA -30C
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb. Hr.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
1628
386
772
246
233
246
233
246
233
1628
38\
762
246
241
246
241
246
24\
Airspeed
9000 Lb.
KTS
8000 Lb.
7000 Lb.
-17
2000
1
-21
4000
-13
-32
-26
10.000
I
14.000
-42
-4]
-49
-45
-56
-49
16.000
18.000
-63
20.000
-71
248
246
248
246
248
740
246
255
246
255
246
255
1628
365
730
241
257
244
260
246
262
1628
360
720
238
261
241
264
244
268
l 570
34 I
682
23 I
26 i
234
265
237
268
1475
321
642
222
260
226
264
229
268
1380
300
600
214
258
217
261
221
266
1295
280
560
204
255
208
260
213
264
1220
262
524
195
251
200
257
204
263
1130
244
488
185
247
190
254
195
259
1050
227
454
175
181
248
l86
256
965
211
422
165
235
171
244
176
251
132
198
142
214
150
225
128
200
-57
-78
-61
-86
-66
-99
-73
24.000
26.000
29.000
-107
246
-53
22.000
31,000
752
-36
-3
12,000
376
370
-28
-18
8000
1628
1628
-25
6000
730
180
360
590
160
320
-77
--
ECONOMY
Pressure
lOAT
Altitude
Ft.
Sea Level
28
2000
21
4000
14
6000
CRUISE
POWER
1900 RPM
ISA -20C
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb.!Hr.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
Airspeed
900E Lb.
KTS
8000 Lb.
7000 Lb.
I 628
382
764
246
237
246
237
246
237
750
246
245
246
245
246
245
252
246
1628
375
1628
370
740
246
252
246
1628
365
730
24]
255
244
257
246
259
1628
360
720
239
259
24\
262
244
265
1605
347
694
235
263
237
266
24]
269
1505
326
652
225
260
228
264
23]
267
1415
305
610
216
258
220
262
223
266
259
215
264
-10
252
-15
-19
8000
-23
10.000
-17
-27
-24
-31
-3]
-35
12.000
14.000
16.000
-38
-53
-47
-60
-51
-69
-56
-81
-63
-89
-67
22.000
26.000
29.000
31.000
574
207
255
211
268
536
197
25]
202
256
206
262
I 165
252
504
188
248
194
255
198
261
1085
235
470
180
245
185
252
189
258
1010
219
438
170
240
175
245
18]
255
935
204
408
160
233
166
241
17]
249
180
360
136
208
144
22]
153
236
168
336
i 14
182
130
207
139
222
-43
20.000
24.000
287
1245
-39
18.000
-45
1325
790
665
ECONOMY
Pressure
Altitude
/ T
CRUISE
POWER
1900 RPM
ISA -10C
>
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
Lb. Ft.
Lb.. Hr.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
Airspeed
900 Lb.
KTS
8000 Lb.
7000 Lb.
Ft.
Sea Level
45
I628
376
752
246
24 I
246
24 I
246
24 I
2000
37
I628
370
740
246
248
246
248
246
248
4000
30
-I
1628
364
728
242
253
246
256
246
256
1628
358
716
240
257
242
261
245
263
1610
350
700
235
261
238
264
24l
267
1525
33]
662
227
261
230
263
233
267
1420
31I
622
217
256
22]
261
224
264
1330
292
584
208
253
212
258
216
263
1255
273
546
199
25!
203
255
208
261
190
248
195
252
200
260
-5
6000
23
8000
16
10.000
-9
-13
-17
12.000
I
-6
-2\
14.000
-13
-25
-20
-29
-29
-34
16.000
18.000
20,000
-36
256
512
239
478
182
244
187
251
191
257
1030
225
450
172
239
178
248
183
255
960
209
418
163
235
169
244
175
252
890
194
388
154
228
160
238
166
247
800
180
360
137
215
146
229
153
240
700
170
340
122
199
132
215
140
230
-38
22.000
-44
-42
-51
-46
-63
-53
-69
-57
24.000
26.000
29.000
31,000
1170
1100
ECONOMY
Pressure
Altitude
10/ T
CRUISE
POWER
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
1900 RPM
TAS
CAS
TAS
246
246
246
246
246
242
249
246
253
246
253
712
241
256
243
258
246
261
692
135
257
238
261
241
263
Lb. Ft.
Lb. Hr.
Lb. Hr.
CAS
Sea Level
63
17
1628
368
736
246
2000
55
13
1628
362
724
4000
48
1628
356
6000
41
1580
346
34
og
7004 Lb.
TAS
27
Airspeed - KTS
8000 Lb.
CAS
8000
ISA
9000 Lb.
Ft.
10.000
1500
328
656
227
256
230
260
234
263
1420
310
620
218
254
221
258
226
263
1330
291
582
209
252
214
257
217
261
1255
273
546
201
249
205
255
209
260
1175
257
514
192
247
196
252
201
258
1085
240
480
182
242
188
249
192
256
239
180
247
184
253
250
-3
-7
12.000
19
-11
12
14.000
-l5
16.000
5
-2
18.000
-I
-11
-24
-18
-28
20,000
22.000
-26
29,000
-53
31.000
454
174
212
424
165
235
171
243
176
905
198
396
155
228
162
239
168
248
840
185
370
147
223
154
234
160
243
760
170
340
128
205
139
223
147
235
690
160
320
126
210
137
227
-36
26.000
-44
227
975
-32
24,000
-33
1040
-42
-47
ECONOMY
Pressure
IOAT
Altitude
CRUISE POWER
1900 RPM
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
ISA +10C
Airspeed
9000 Lb.
KTS
800( Lb.
7000
Lb.
Ft.
Lb. Ft.
Lb. Hr.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
Sea Level
8\
27
1628
362
724
246
250
246
250
246
250
2000
73
23
1600
358
716
241
252
243
255
246
257
4000
66
19
1540
343
686
234
252
237
256
240
259
233
259
6000
59
15
1470
326
652
227
252
230
256
8000
52
11
1395
310
620
219
250
222
256
226
259
10,000
45
1315
292
584
209
248
214
254
217
257
12.000
37
1240
276
552
201
246
205
252
209
256
14,000
30
-I
I175
258
516
193
244
197
250
202
256
1110
243
486
184
241
189
248
194
255
186
253
-6
21
14,000
-10
18.000
14
1045
228
456
175
238
l81
246
970
214
428
167
235
l73
242
178
249
910
201
402
157
229
163
238
169
245
860
187
374
148
223
155
234
161
242
795
175
350
137
214
146
227
153
238
7\5
L60
320
130
215
139
228
650
145
290
115
194
130
220
-14
20,000
-18
22.000
-8
-22
24,000
-15
-26
-27
-33
26.000
29.000
-35
31.000
-37
ECONOMY
Pressure
Altitude
lOAT
CRUISE
POWER
1900 RPM
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
ISA +20C
Airspeed
9000 Lb.
KTS
8000 Lb.
7000 Lb.
Ft.
Lb. Ft.
Lb. Hr.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
Sea Level
99
37
1510
349
698
236
245
239
248
24l
250
2000
91
33
1460
335
670
230
245
234
248
236
252
319
638
224
246
228
249
230
253
253
4000
84
29
1410
6000
77
25
1355
304
608
217
246
221
249
223
8000
70
21
1290
288
576
209
245
213
248
215
252
10.000
63
17
1220
273
546
202
243
205
248
208
251
12,000
55
13
1155
257
514
193
241
197
247
202
251
14.000
48
1090
242
484
184
237
189
244
194
249
16.000
41
1025
228
456
175
233
180
240
185
247
18.000
32
970
214
428
166
229
172
236
177
245
20,000
25
910
20\
402
157
226
163
234
169
242
22.000
18
850
188
376
148
22]
155
230
16I
238
24.000
800
176
352
139
214
148
227
154
235
26.000
750
165
330
128
203
140
221
147
233
29.000
665
147
294
119
199
132
22I
31.000
FOR VALUEE
RUISE
TABLE
-4
-8
-13
-17
-9
-23
ABOVE 29.00) FT. REFER
10
MAX MUM
2
2
...
ECONOMY
Pressure
Altitude
IOAT
CRUISE
POWER
1900 RPM ISA
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
+30C
Airspeed
9000 Lb.
KTS
8000 Lb.
7000 Lb.
Ft.
Lb. Ft.
Lb., Hr.
Lb.; Hr.
CAS
TAS
CAS
TAS
CAS
TAS
Sea Level
117
47
1370
330
660
226
235
229
239
232
24!
2000
109
43
1325
317
634
220
238
223
242
227
245
4000
102
39
1295
302
604
215
239
218
242
22l
246
6000
95
35
1245
287
574
208
239
212
243
215
248
88
31
1190
272
544
200
237
204
242
208
247
10,000
81
27
1130
258
516
192
236
196
242
201
247
12.000
73
23
1070
242
484
183
233
188
239
193
245
8000
14,000
66
19
1015
227
454
175
229
180
237
185
243
16,000
57
14
950
211
422
166
226
172
234
177
241
18,000
50
10
895
198
396
157
221
163
230
169
238
20,000
43
835
184
368
148
217
155
226
161
235
22,000
36
775
171
342
138
209
146
22I
153
231
720
157
314
123
194
136
214
144
226
660
145
290
124
200
135
218
-2
24.000
28
26.000
19
31.000
-7
FOR VALUES
TO MAXIMUM
CRCISE
TABLES.
ECONOMY
Pressure
Altitude
IOAT
CRUISE
POWER
1900 RPM
Torque
Fuel Flow
Total
Per Engine
Per Engine
Fuel Flow
ISA +37C
Airspeed
9000 Lb.
KTS
8000 Lb.
7000 Lb.
Ft.
Lb. Ft.
Lb. Hr.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
Sea Level
128
53
1265
317
634
218
228
22]
232
225
235
2000
120
49
1240
304
608
212
230
215
234
219
238
4000
113
45
1200
290
580
206
231
210
236
214
240
6000
106
4l
1165
277
554
199
231
203
236
208
241
8000
99
37
1120
264
528
192
231
197
237
202
243
10.000
91
33
1070
247
494
185
230
190
236
195
242
12.000
84
29
1010
231
462
177
227
182
234
188
241
14.000
77
25
955
216
432
168
224
174
231
179
239
16.000
70
21
890
202
404
.!58
219
165
227
171
235
18.000
63
17
830
187
374
149
213
156
222
162
231
20.000
54
12
775
174
348
139
205
148
218
154
227
22.000
46
705
160
320
126
192
136
208
144
221
24.000
39
645
147
294
123
195
134
212
26.000
29.000
31,000
FOR VALUES
TO MAXIMUM
CRUlSE
TABLES.
MAXIMUM
RANGE
POWER
9000 Pounds
Pressure
Altitude
IOAT
Ft.
1900 RPM
8000
Torque
Per
Engine
Fuel
Flow
Total
Lb. Ft.
Lb.. Hr.
CAS
760
478
175
740
458
720
ISA -30C
Pounds
7000 Pou
ids
Torque
Per
Engine
Fuel
Flow
Totai
Airs Jeed
KS
Torque
Per
Engine
Fuel
Flow
Total
TAS
Lb. Ft.
Lb. Hr.
CAS TAS
Lb. Ft.
Lb. Hr.
CAS
TAS
166
690
454
169
160
600
424
165
156
171
168
670
436
165
161
580
406
160
157
440
168
168
650
416
162
164
560
386
157
158
710
424
163
169
640
402
158
165
550
368
154
158
700
406
159
170
630
380
155
166
540
352
151
160
690
390
156
172
620
366
152
167
530
338
148
162
680
378
153
173
610
354
149
169
520
324
145
164
670
362
150
175
600
338
146
170
520
314
142
167
348
!47
177
660
336
143
177
655
324
141
181
655
3\4
138
183
655
306
134
Airspeed
KTS
Airspeed
KTS
-13
Sea Level
9
-17
2000
I
-21
4000
-6
-13
-25
-18
-28
6000
8000
-26
-32
10.000
-33
12.000
-36
-42
-41
-49
-45
14,000
16.000
665
-56
-61
24.000
26,000
142
172
520
304
141
169
600
314
139
173
520
294
139
173
600
304
135
175
520
282
136
175
600
292
133
176
520
276
134
178
185
600
288
129
178
520
264
13\
181
-57
22.000
-78
326
-53
20.000
-7\
600
-49
18.000
-63
-86
-66
-99
-73
655
298
132
188
600
274
127
181
520
256
128
182
29.000
655
290
128
192
600
266
122
184
520
246
122
184
31,000
FOR VALUES
TO MAXIMJM
CRUISE
TABLES.
MAXIMUM
yo
RANGE
POWER
9000 Pounds
Torque
Per
Pressure
Altitude
..
IO .T
Ft.
Sea Level
28
2000
21
4000
14
6000
C
-2
-6
1900 RPM
ISA -20C
om
8000 Pounds
7000 Pou
ids
Engine
Fuel
Flow
. Total
Lb. Ft.
Lb. Hr.
CAS
TAS
Lb. Ft.
Lb. Hr.
CAS
TAS
Lb. Ft.
Lb. Hr.
CAS
TAS
770
482
175
169
700
458
169
163
610
428
165
159
750
462
17]
170
680
440
165
164
590
4l0
160
159
730
444
167
171
660
420
162
167
570
390
157
161
720
428
163
172
650
400
158
168
560
372
154
161
710
410
159
174
640
384
155
168
550
356
154
164
700
394
156
175
630
370
152
170
540
342
148
165
690
Airspeed
KTS
Torque
Per
Engine
Fuel
Flow
Total
Airspeed
KTS
Torque
Per
Engine
Fuel
Flow
Total
Airs >eed
KS
-10
-15
-2
-19
8000
-9
-23
10.000
-27
--
12.000
-I7
-24
382
153
176
620
358
149
173
530
328
145
168
680
366
150
179
610
342
146
I74
520
312
142
168
675
352
147
18!
605
328
142
175
520
302
139
17]
670
340
143
182
605
316
139
176
520
292
137
175
665
328
140
184
605
306
135
178
520
280
134
177
665
318
137
187
605
294
133
181
520
274
132
180
665
310
134
188
605
290
I29
182
520
262
129
182
-3)
14.000
-35
16,000
-3I
18.000
-38
-39
-45
-43
-53
-47
20.000
22.000
24.000
26.000
29.000
31.000
-60
..
-5]
-56
-69
-81
665
302
13]
19I
605
276
12
185
520
254
126
183
665
294
126
193
605
268
122
188
520
244
I2l
185
TO MAXIM
MC
-63
FOR VALUES
(UISE
TABLES.
m 2
MAXIMUM
RANGE POWER
9000 Pou
..
Pressure
Altitude
IOAT
Torque
Per
Engine
Fuel
Flow
Total
ids
1900 RPM
ISA -10C
7000 Pounds
8000 Pour ds
Airspeed
KS
Torque
Per
Engine
Fuel
Flow
Total
Torque
Per
Airspeed
KTS
Engine
Fuel
Flow
Total
Airspeed
KTS
Ft.
Lb. Ft.
Lb. Hr.
CAS
TAS
Lb. Ft.
Lb.. Hr.
CAS
TAS
Lb. Ft.
CAS
TAS
Sea Level
45
780
486
175
173
710
462
169
167
620
432
165
162
2000
37
760
466
171
173
690
444
165
167
600
414
160
162
740
448
167
174
670
424
162
169
580
394
157
164
730
432
163
175
660
410
158
170
570
376
154
165
720
414
159
177
650
388
155
172
560
360
15l
167
7l0
398
156
179
640
374
152
174
550
346
l48
168
700
386
153
180
630
362
149
176
540
332
145
17 \
690
370
150
182
620
346
146
177
530
316
142
172
685
356
147
185
615
332
142
179
525
302
139
175
Lb.
Hr.
-l
4000
30
-5
6000
23
8000
16
10.000
-9
-13
-17
12,000
I
-6
-21
14.000
-13
-25
-20
-29
-29
-34
16.000
18.000
20.000
-36
-38
-44
-42
-5\
-46
22.000
24,000
26,000
-53
29.000
31.000
-63
680
344
143
186
615
320
139
181
520
290
135
176
675
332
140
188
6I5
310
135
182
520
278
133
178
675
322
137
190
6]$
298
133
185
520
272
130
181
675
3I4
134
193
615
294
129
186
520
160
127
182
675
306
130
194
615
280
127
188
520
252
l24
185
675
298
125
196
615
272
122
191
520
242
!!9
187
FOR VALUES
TO MAX!MUM
CRUISE
TABLES.
MAXIMUM
RANGE
POWER
9000 Pounds
Pressure
Altitude
10?T
Torque
Per
Engine
Fuel
Flow
Total
1900 RPM
ISA
8000 Pounds
Airspeed
KTS
Torque
Per
Engine
Fuel
Flow
Total
7000 Pou
ids
Airs >eed
KS
Torque
Per
Engine
Fuel
Flow
Total
CAS TAS
Lb. Ft.
Lb. Hr.
CAS
436
165
165
166
Airs >eed
KS
Ft.
Lb. Ft.
Lb. Hr.
CAS
TAs
Lb. Ft.
Lb. Hr.
Sea Level
63
17
790
490
175
175
720
466
169
169
630
2000
55
13
770
470
171
176
700
448
165
170
610
418
160
4000
48
750
452
167
177
680
428
162
172
590
398
157
167
6000
41
740
436
163
179
670
410
158
174
575
380
154
168
181
660
392
155
175
565
362
15]
170
177
555
348
148
172
8000
34
10.000
27
12.000
19
14.000
12
TAS
730
418
159
720
402
156
182
650
378
152
710
390
153
184
640
366
149
179
545
334
145
174
700
374
150
186
630
350
146
181
540
320
142
175
695
360
147
188
625
336
142
182
535
306
139
178
690
348
143
190
620
324
139
184
535
294
135
180
685
336
140
192
615
314
135
186
530
282
133
182
188
530
276
130
184
-3
-7
-
-Il
-15
16.000
5
-2
-19
18.000
-11
-24
-18
-28
-26
-32
20.000
22.000
24.000
-33
26.000
-44
29.000
31,000
685
326
137
195
615
302
133
685
318
134
196
615
294
129
190
530
264
127
186
685
310
130
198
615
284
127
193
530
256
124
188
685
302
125
201
615
276
122
195
530
246
119
190
-36
-42
FOR VALUES ABOVE 29,000 FT. REFER
TO MAXIMUM
CAUISE
TABLES.
zo 2
MAXIMUM
RANGE POWER
9000 Pou
y
X
Pressure
Altitude
lOAT
Torque
Per
Engine
Fuel
Flow
Total
ids
1900 RPM
ISA +10C
7000 Poul ds
8000 Pounds
Airs eed
KS
Torque
Per
Engine
Fuel
Flow
Total
Airspeed
KTS
Torque
Per
Engine
Fuel
Flow
Total
Airs >eed
IC'S
Ft.
Lb. Ft.
Lb.. Hr.
CAS
TAS
Lb. Ft.
Lb.. Hr.
CAS
TAS
Lb. Ft.
Lb.. Hr.
CAS
TAS
Sea Level
81
27
800
494
175
179
730
470
169
173
640
440
l65
168
2000
73
23
780
474
171
179
710
452
165
173
620
422
160
168
4000
66
19
760
456
167
180
690
432
162
175
600
402
f57
169
6000
59
15
750
440
163
182
680
414
158
176
590
384
154
171
8000
52
11
740
422
159
183
670
396
155
179
580
366
ISI
174
10.000
45
730
406
156
185
660
382
152
180
570
352
148
l75
12.000
37
720
394
153
187
650
370
149
183
560
338
145
177
710
378
149
189
640
354
146
185
550
324
142
179
187
545
310
139
182
135
183
-l
30
14,000
-6
705
364
146
191
635
340
142
700
352
142
193
630
328
139
188
540
298
695
340
139
195
625
318
135
189
540
286
132
185
695
330
136
198
625
306
132
191
540
280
129
188
695
322
133
200
625
298
129
193
540
268
126
189
695
3\4
129
202
625
288
126
196
540
260
123
192
29,000
695
306
124
204
625
280
199
540
250
118
195
3L000
FOR VALUES
/-ROVE
16,000
21
18.000
14
20,000
-10
-14
-18
22.000
-8
-22
24,000
-15
-26
-27
-33
26.000
29.000 FT. REFER
121
TO MAXIN
UM CRUISE
TABLES.
2
Em
IMUM
RANGE
9000 Pou
Pressure
Altitude
+
*
ids
8000 Pou
Airspeed
KTS
Torque
Per
Fuel
Flow
Total
Engine
ISA +20C
ids
7000 Pounds
Airspeed
KTS
Torque
Per
Engine
Fuel
Flow
Total
Airspeed
KTS
Ft.
Lb.Ft.
99
37
810
498
175
182
740
474
169
175
650
444
165
17]
33
790
478
17l
182
720
456
165
175
630
426
160
I7]
162
178
610
406
157
172
Lb.Hr.CASTAS
Lb.Ft.
Lb.xHr.CASTAS
Lb.Ft.
Lb.Hr.,CASTAS
2000
91
4000
84
29
770
460
167
182
700
436
6000
77
25
760
444
163
185
690
4]8
158
180
600
388
154
174
8000
70
21
750
426
159
187
680
400
155
182
590
370
151
176
10,000
63
17
740
410
156
188
670
386
152
183
580
356
148
178
12.000
55
13
730
398
152
189
660
374
149
186
570
342
145
181
14.000
48
720
382
148
191
650
358
146
188
560
328
142
182
16.000
41
715
368
146
194
645
344
142
189
555
314
139
185
18.000
32
710
356
142
196
640
135
187
705
346
139
198
705
334
136
705
326
705
318
22,000
CW
oN
lOAT
Fuel
Flow
Total
1900 RPM
Sea Level
20.000
..
Torque
Per
Engine
POWER
332
139
191
550
302
635
322
135
193
550
290
132
188
202
635
310
132
195
550
284
129
191
133
203
635
302
129
197
550
272
126
193
129
204
635
292
126
200
550
260
123
195
-4
25
-8
18
-13
24.000
9
-17
26.000
-
29.000
31.000
FOR VALUES
ABOVE 26.000 FT. REFER TO ECONOMY
CRUISE
POWER
TABLES.
< >
2
-
MAXIMUM
RANGE POWERl900
9000 Pou
Pressure
Altitude
lOAT
Torque
Per
Engine
Fuel
Flow
Total
ids
RPMISA
+30C
8000 Pour ds
Airspeed
KTS
Torque
Per
Engine
Fuel
Flow
Total
7000 Pounds
Airspeed
KTS
Torque
Per
Engine
Fuel
Flow
Total
Lb. Ft.
Airs seed
KTS
Ft.
Lb. Ft.
Lb. Hr.
CAS
TAS
Lb. Ft.
Lb. Hr.
CAS
TAS
Lb.. Hr.
CAS
Sea Level
I 17
47
820
502
175
182
750
478
169
176
660
448
165
172
2000
109
43
800
482
17\
185
730
460
165
179
640
430
160
174
4000
102
39
780
464
167
186
7\0
440
162
181
620
4l0
157
175
6000
95
35
770
448
163
188
700
422
158
182
610
392
154
176
8000
88
31
760
430
159
189
690
404
155
184
600
374
15]
179
10.000
81
27
750
4L4
156
192
680
390
152
187
590
360
148
182
12.000
73
23
740
402
152
193
670
378
149
189
580
346
145
184
14.000
66
19
730
386
148
195
660
362
146
191
570
332
142
186
16.000
57
14
725
372
146
197
655
348
142
193
565
3\8
139
188
18.000
50
10
720
360
142
199
650
336
139
195
560
306
135
190
20.000
43
715
350
139
202
645
326
135
197
560
294
132
192
22.000
36
715
314
132
199
560
288
129
195
24,000
28
306
129
560
276
126
196
338
136
205
645
330
133
208
645
TAS
-2
26.000
29,000
715
FOR VALUES
FO ECONOMY
201
CRUllE
POWE I TABLES
MAXIMUM
RANGE
POWER
9000 Pounds
Pressure
Altitude
Torque
Per
lOAT
Engine
Fuel
Flow
Total
1900 RPM
ISA +37C
Airspeed
KTS
Fuel
Flow
Total
Airspeed
KTS
Torque
Per
Engine
Fuel
Flow
Total
Airspeed
KTS
Lb. Ft.
Lb. Hr.
CAS
TAS
Lb. Ft.
Lb. Hr.
CAS
TAs
Lb. Ft.
Lb. Hr.
CAS
TAS
Sea Level
128
53
825
504
175
182
755
480
169
177
665
450
165
173
2000
120
49
805
484
170
185
735
462
165
180
645
432
160
175
4000
113
45
785
466
167
188
715
442
162
182
625
412
157
176
6000
106
41
775
450
163
190
705
424
158
185
615
394
154
179
765
432
159
193
695
406
155
188
605
376
151
182
152
188
595
362
148
183
Ft.
8000
99
37
10.000
91
33
755
416
156
195
685
392
12.000
84
29
745
404
152
195
675
380
149
192
585
348
145
186
14.000
77
25
735
388
148
198
665
364
146
195
575
334
142
188
16.000
70
21
730
374
145
199
660
350
142
195
570
320
139
190
18.000
63
17
725
362
142
202
655
339
139
197
565
308
135
193
20.000
54
12
725
352
137
202
650
328
134
198
560
296
132
195
24.000
FOR VALUES
7000 Pounds
8000 Pounds
Torque
Per
Engine
TO ECONOMY
..
CRUlSE POWER TABLES
26.000
29.000
31.000
zo 2
m
SINGLE ENGINE CRUISE POWER

2000 RPM
ISA -30C
Pressure
Airspeed
Altitude
IOAT
Ft.
-26
-32
-33
-36
-42
-41
10,000
12.000
14.000
-49
-45
-56
-49
-63
-53
16.000
18.000
20.000
KTS
Torque
Fuel Flow
Lb. Ft.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
1628
374
175
192
177
195
180
197
1610
364
17\
194
174
196
176
200
1500
345
162
189
166
194
169
198
1400
32\
153
184
158
189
16]
195
1290
299
142
177
148
183
154
191
1185
280
129
167
136
175
145
187
9000 Lb.
8000 Lb.
7000 Lb.

2000 RPM
ISA -20C
Pressure
Airspeed
Altitude
Ft.
lOAT
F
-9
-17
-27
-24.
-3]
-31
-35
12.000
14.000
16.000
18.000
20.000
Fuel Flow
Lb. Ft.
Lb. Hr.
1628
9000 Lb.
KTS
8000 Lb.
7000 Lb.
CAS
TAS
CAS
TAS
CAS
TAS
374
173
194
175
196
178
200
1525
350
165
190
168
194
171
197
1430
328
156
187
160
191
165
195
1340
306
148
182
152
188
157
194
1235
285
135
172
142
181
149
190
I 135
264
129
170
140
184
-23
10.000
Torque
-38
-39
-45
-43
-
...
SINGLE
ENGINE
2000 RPM
CRUISE
POWER
ISA -10C
Pressure
Airspeed
Altitude
Ft.
lOAT
F
KTS
7000 Lb.
Torque
Fuel Flow
Lb.. Ft.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
1555
356
168
192
170
195
174
199
1450
332
158
188
162
191
166
195
1360
310
150
182
154
188
158
194
1270
290
140
[76
145
182
152
191
1175
272
127
165
134
175
143
186
1070
250
122
165
134
180
9000 Lb.
8000 Lb.
-13
10.000
9
-17
12.000
L
-6
-21
14.000
-13
-25
-20
-29
-29
-34
16.000
18.000
20,000

2000 RPM
ISA
Pressure
Airspeed
Altitude
Ft.
Y
IO/ T
F
KTS
Torque
Fuel Flow
Lb. Ft.
Lb. Br,
CAS
TAS
CAS
TAS
CAS
TAS
1460
340
160
187
164
191
168
195
1375
314
152
182
156
188
160
193
1280
297
142
176
148
182
154
190
I l90
278
130
167
137
175
146
187
1I10
260
125
166
137
182
1000
236
126
173
9000 Lb.
7000 Lb.
8000 Lb.
-3
10.000
27
-7
12.000
19
-11
14.000
12
-15
16.000
5
-2
18.000
-11
20.000
-19
-24
SINGLE ENGINE
2000 RPM
CRUISE
POWER
ISA +10C
Airspeed - KTS
8000 Lb.
Pressure
Altitude
IOAT
Torque
Fuel Flow
9000 Lb.
Lb. Ft.
Lb. Hr.
CAS
TAS
CAS
TAS
7000 Lb.
Ft.
10,000
45
1375
323
154
182
157
186
16.1
191
12,000
37
1285
301
144
176
149
183
154
189
14.000
30
-I
1205
283
134
169
140
177
148
187
!!20
265
118
154
128
167
139
182
1040
247
131
177
945
226
I19
167
CAS
TAS
i
-6
16,000
2\
-10
18.000
14
-l4
20.000

2000 RPM
+20
ISA
Pressure
Airspeed
Altitude
<
IOAT
Torque
Fuel Flow
9000 Lb.
KTS
7000 Lb.
8000 Lb.
Ft.
Lb. Ft.
Lb. Hr.
CAS
TAS
CAS
TAS
CAS
TAS
10.000
63
17
1280
307
145
175
150
181
155
188
12.000
55
13
1200
288
134
168
14]
175
148
185
14.000
48
1125
270
122
157
131
168
141
181
16.000
41
1045
252
121
160
132
176
18.000
32
970
234
123
169
20.000
SINGLE ENGINE
2000 RPM
CRUISE
POWER
ISA +30C
Pressure
Airspeed
lOAT
Altitude
cm
Torque
Fuel Flow
9000 Lb.
Ft.
Lb. FT.
Lb. Hr.
CAS
10,000
81
27
1190
291
L2.000
73
23
1120
275
14.000
66
19
1040
260
16.000
57
14
955
240
Ro
18.000
20.000
7000 Lb.
TAS
TAS
142
174
148
182
132
168
142
180
121
158
134
175
123
168
TAS
135
166
124
157
-
KTS
CAS
CAS
8000 Lb.
o2
SINGLE
ENGINE
2000 RPM
CRUISE
POWER
ISA +37C
Airspeed
Pressure
10AT
Altitude
Oc
a
-
Torque
Fuel Flow
9000 Lb.
KTS
8000 Lb.
7000 Lb.
CAS
TAS
168
144
179
158
136
175
I27
|69
Ft.
Lb. Ft.
Lb. Hr.
CAS
TAS
CAS
TAS
10,000
91
33
!!30
280
128
158
135
12.000
84
29
1060
267
124
14.000
77
25
980
254
I6.000
I8.000
20.ooo
SPECIFIC
MAXIMUM
Pressure
Altitude
Ft.
CRUISE
RANGE
POWER
2000 RPM
SPEClFlC RANGE
ISA -30C
ISA -20C
o
8000 LBS.
>
No
NAU. Ml. LB.
yB
ISA -IOC
[SA
ISA +l0C
ISA +20C
ISA +30C
ISA +37C
0
2000
4000
6000
a
8000
10.000
12.000
14.000
16.000
18.000
20.000
22.000
.374
.380
.383
.385
.405
.4f9
.435
.447
.383
.388
.393
.408
.427
.443
.459
.47
.394
,401
.413
.433
.451
.467
.483
I
.496
.410
.422
.436
.456
.476
.49]
.508
.52]
.437
.447
.463
.481
.500
.518
.538
.546
.459
.473
.49
.49]
.502
.523
.508
.528
.544
.565
.575
.536
.551
.572
.596
.609
.525
.532
.554
.565
.58
.596
.624
.638
.557
.569
.575
.592
.608
.629
.648
.659
.659
.660
.674
24.000
26.000
.599
29,000
31.000
on-
.609
.621
.638
m
-
.624
.628
.643
.678
.680
.670
.666
-
SPECIFIC
MAXIMUM
o
Pressure
Altitude
Ft.
CRUISE POWER
ISA -20C
ISA -l0C
1900 RPM
SPECIFIC
ISA -30C
RANGE
RANGE
ISA
8000 LBS.
NAU. MI. LB.
ISA +l0C
ISA +20C
ISA +30C
ISA +37C
0
2000
4000
6000
10.000
12.000
14,000
16.000
18.000
.377
.376
.376
.386
.383
.388
.375
.402
.408
.429
.425
.440
.452
.447
.461
.478
.442
.403
.395
.394
.410
.429
465
.408
.422
.433
.453
.473
.487
.438
.448
.464
.479
.496
.5
.488
.502
.512
.532
.537
I2
.459
.475
.491
.508
.524
.536
.561
.566
.491
.500
.520
.538
.549
.566
.592
.601
.524
.530
.553
.564
.578
.590
.612
.625
.560
.570
.575
.597
.603
.624
.633
.640
20.000
22.000
24.000
26.000
29.000
31.000
.587
.602
.611
.642
.646
.656
.649
.606
.624
.666
.673
.649
.629
.589
SPECIFIC RANGE
ECONOMY
Pressure
Altitude
Ft.
0
2000
4000
6000
8000
10.000
12,000
14.000
16.000
18.000
20.000
22.000
24.000
26.000
29.000
31.000
-J
CRUISE
POWER
2000 RPM
SPECIFIC
RANGE
8000 LBS.
NAU. Ml./LB.
2
ISA -30C
lSA -20C
ISA -10C
ISA
lSA +10C
ISA +20C
lSA +30C
ISA +37C
.298
.306
.316
.326
.339
.357
.367
.313
.321
.331
.340
.361
.375
.385
.393
.326
.335
.346
.360
.378
.393
.405
.413
.380
.397
.413
.430
.434
.372
.340
.348
.361
.352
.362
.383
.401
.417
.436
.454
.458
.368
.378
.405
.421
.438
.458
.475
.486
.425
.445
.462
.482
.502
.515
.414
.389
.435
.447
.469
.488
.508
.531
.544
.570
.4IO
.439
.457
.475
.492
.514
.531
.560
.461
.483
.500
.521
.539
.558
.589
.602
.493
.510
.529
.543
.569
.587
.620
.636
.520
.535
.557
.577
.596
.618
.649
.656
.549
.564
.587
.606
.624
.649
.680
.578
.592
.618
.632
.660
.674
.702
.630
.623
.660
.675
.682
.647
.645
.682
.696
.686
.670
N
-
.635
I E
Un
RANGE
SPECIFIC
ECONOMY
Pressure
Altitude
Ft.
0
2000
4000
6000
16,000
18,000
20,000
ISA -20C
29.000
31.000
ISA
ISA +l0C
ISA +20C
ISA +30C
ISA +37C
.310
.320
.334
.345
.355
.362
.316
.327
.335
.349
.356
.370
.382
.385
.330
.341
.351
.362
.373
.390
.401
.407
.345
.352
.365
.377
.393
.366
.423
.426
.4IO
.364
.377
.396
.383
.397
.416
.431
.445
.449
.435
.454
.469
.478
.4I3
.367
.389
.405
.420
.442
.456
.481
.494
.506
.41
.430
.438
.467
.484
.504
.522
.535
I
.435
.451
.467
.490
.510
.464
.478
.492
.519
.539
.490
.506
.521
.536
.525
.526
.555
.55I
.58I
.562
.595
.544
.565
.582
.614
.626
.573
.592
.612
.646
.650
.55I
22,000
24.000
26,000
ISA -10C
NAU. MI. LB.
.302
.356
8000
10.000
12,000
14.000
RANGE
SPECIFIC
ISA -30C
8000 LBS.
1900 RPM
POWER
CRUISE
.546
.559
.584
.604
.627
.645
.682
.578
.591
.613
.632
.649
.670
.690
.587
.614
.634
.656
.672
.677
.594
.6l7
.639
.656
.668
SPECIFIC
MAXIMUM
Pressure
Altitude
Ft.
0
2000
4000
6000
8000
10.000
12.000
14.000
16.000
18.000
20.000
22.000
24.000
26.000
29.000
3I.000
RANGE
RANGE
POWER
8000 LBS.
1900 RPM
RANGE
SPEClFlC
NAU. MI. LB
--
ISA -30C
ISA -20C
ISA -10C
.352
.356
.361
.369
.373
.376
ISA
ISA +10C
ISA +20C
lSA +30C
ISA +37C
.363
.368
.369
.369
.369
.379
.384
.389
.390
.383
.394
.398
.402
.405
.408
.41
.399
.410
.415
.424
.425
.431
.431
.414
.412
I
.436
.455
.443
.452
.463
.438
.446
.458
.437
.459
.471
.474
.478
.465
.468
.480
.456
.477
.483
.486
.503
.509
.512
.528
.534
.539
.551
.557
.566
.576
.582
.587
.603
.616
.621
.489
.495
.497
.500
.505
.517
.523
.525
.528
.536
.542
.550
.549
.555
.557
.568
.573
.575
.580
.574
.592
.594
.599
.604
.604
.623
.624
.629
.634
-
.628
.633
.646
.648
.652
.618
.667
.671
.678
.681
.685
.661
.657
-
SECTION 5
PERFORMANCE

PA-31T, CHEYENNE
THIS PAGE INTENTlONALLY
REPORT:
5-90
2210
LEFT BLANK
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 5
PERFORMANCE
PA-31T
SPEED Vs. LTITUDE

MAXIMUM TAKE-O
WE GHT 9000 LBS.

Ilo
31000
30000
20000
20000
sooo
DFT
E000
0
2(
H(
N)
itt
11 UE AIRS =EED
SPEED
ISSUED:
SEPTEMBER
;i
r.
KlS.
VS. ALTITUDE
Figure 5-153
14, 1979
REPORT: 2210
5-91
PIPER
SECTION
5
PERFORMANCE
PA-31T, CHEYENNE
PA-31 T
MWN
44XII
41 OPERATING SPEIA
31000
30000
26000
20000
1800
0000
6000
0
1
DICATED
MAXIMUM
REPORT:
5-92
2210
230
0
AIRSPEED
OPERATING
Figure 5-155
250
-
KTS.
SPEED
ISSUED: SEPTEMBER
14, 1979
PIPER AIRCRAFT
SECTION
CORPORATION
PERFORMANCE
PA-31T, CHEYENNE
PA-31T
41#ii#t#tMW#####4#4tttittill
SINGLE ENGINE SERVICE CEILING
4SSOCIATED CONDITIONS:
MI XIMUM CONTINUOUS POWER
MEAR RETRACTED, FLAPS 0
INOb HRATIVE PROPELLER FEATH2 RED
OIL OOLER DOORS CLOSED EXT EPT
DS ISA +23 :
4 lEN OA
NOTE
El VIC i
IIUNG 15 THE PRESU .E 4 T!f IDE WHERE AIRPLANE
A (&PFiIUTYOFCLIMSINGBO
+ ITH ONE PROPELLER
T .Ur
!?EE
.
30000
25000
20000
isooo
loooo
sooo
O
-
-40
-R
2D
I(
OUTSIDE AIR TEMP. -C
SINGLE-ENGINE
SERVICE
Figure 5-157
CEILING
REPORT:
2210
5-93
PA-31T
ENDURANCE
31000
3oooo
PROFILE
STANDARD DAY
!lAL FUELLOADING 366 U.S. GAL (2452 LBS.)
PROPELLER SPEED:
2000 RPM (MAXIMUM OR ECONOMY)
(CRuiSE POWER)
1900 RPM (MAXIMUM RANGE POWER)
asooo
15000
NOTE
ENDURANCE
INCLUDES START,
TAXI. CLIMB. AND DESCENT wiTH
45 MINUTES RESERVE AT MAxiMUM HANGE POWER
10000
5000
o12aaseya
ENDURANCE
HOURS
PA-31T
RANGE PROFILE
STANDARD DAY
aoooo
25000
2oooo
9050 LBS. BEFORE ENG. START
WEIGHT
AVIATION KEROSENE
FUEL
6.7 LBS./GAL
FUEL DENSITY
INITIAL FUEL LOADING 366 U.S. GALS. (2452 LBS.)
PROPELLER SPEED
(MAXIMUM CRUISE POWER) 2000 RPM
(MAXIMUM RANGE POWER) 1900 RPM
(ECONOMY CRUISE POWER) 2000 RPM
15000
NOTE
RANGE INCLUDES START. TAXI,
CUMB AND DESCENT WITH 45
MINUTES RESERVE FUEL AT MAXIMUM RANGE POWER.
10000
5000
600
700
800
1000
900
RANGE
1100
1200
1300
NAUTICAL MILES (ZERO WIND)
1400
1500
1600
PA-31T
Examples:
1 Fuel available for holding: 1200 lba
Holding time: 4.1 hrs
2 2
HOLDING TIME
700LBS.
1900 RPM
ISA
2 Required
holding time: 1 hr.

Fuel required: 360 lbs.
--i
TT2
PRESS ALT.
31.000
FT.
25,000
20,000
16:000
10,000
5,000
SEA LEVEL
2
400
soo
12oo
FUEL REQUIRED
leoo
LBS.
2000
RECOMMENDED
ALTUDE (FT.)
HOLDING POWER
TOROUBE20LB.FT.)
5,ooo
10,000
15.000
20,000
25,000
53o
540
550
560
570
at,ooo
soo
PA-31T
Examples:available
for holding: 1200 lbs.
Pressure
altitude: 20.000 ft
Holding time: 3.6 hrs.
HOLDIG TIME
9000 LBS.
1900 RPM
ISA
2 Required holding time: 1 hr

Fuel required: 400 lbs.
..
oc
T
'
PT
26.000
20,000
15.000
10.000
s,ooo
SEA LEVEL
0
400
800
12 0
FUEL REQUIREMENTS
1600
-
LBS.
2000
RECOMMENDED
ALTITUDE (FT.)
S.L.
HOLDING POWER
TOROUE (LB. FT.)
600
10,000
1s.ooo
620
ao.ooo
as,ooo
31,000
eso
see
eso
676
Wind: zero
14 min
16 min. 2 min.
Time to descend:
135 lbs
155 lbs.
Fuel to descend:
20 lbs.
Distance to descend: 66 n.m. 9 n.m = 57 naut. miles
Example:
pressure
altitude: 16,000 ft
Destination pressure altitude: 2,000 ft
Weight all
Cruise
PA-31T
TIME, FUEL AND DISTANCE TO DESCEN

1000 FPM RATE OF DESCENT
al.ooo
so.coa
DESCEND AT VMO FROM 31,000 FT. TO

18.000
FT. THEN 214 KIAS TO BEA LEVEL
POWER SHOULD BE MONITORED TO
MAINTAIN SPEED AND HATE OF DESCENT. DISTANCES SHOWN ARE FOR
ZERO WIND. THIS INFORMATIOM MAY BE
USED FOR ALL AINCRAFT WEIGHTS.
25,000
.
..
u.
2cooo
CRUISE
is.ooo
DESTINATION
O
O
10
20
30
TIME TO DESCEND
MINUTES
100
200
FUEL TO DESCEND
300
-
LBS.
40
90
120
DISTANCE TO DESCEND
NAUTICAL MILES (ZERO WIND)
160
..
TT
:i
PA-31T
BALKED LANDING CLIMB
GEAR EXTENDED, FLAPS 40
CLIMB SPEED 99 KIAS
Example:
OAT: +ioC
Pressure
altitude: 2000 ft.
Weight: 8500 lbs.
2500
2000
00
15 0 0
ISA
1000
BOO
-30
-
10
ouTsioE
TO
20
AIR TEMP.
30
-
40
50
9000
8500
750
8000
WEIGHT
LBS
7000
Example
oxr
eo
oc
BALKED LANDING CLIMB

(SAS OVERRIDE ON)
sis
climy; 455 FPM
400 SHP LIMIT

GEAR EXTENDED, FLAPS 40
CLIMB SPEED 109 KIAS
700
600
300
ISA
200
-30
-20
-10
10
20
OUTSIDE AIR TEMP.
40
30
-
50
9000
8000
WEIGHT
7000
LBS.
HC
:2
PA-31T
"*
m'e"
9|
LANDING DISTANCE OVER 50 FT.
Example
OAT: 10C
Weight: 8600 lbs
Wind: 10 knots
Ground roll: 1260 ft
Total distance: 2270 ft
PAVED, LEVEL, DRY RUNWAY, FLAP SETTING 40
APPROACH AT 98 KIAS
BRAKING HEAVY IN ROLL-OUT
WITHOUTPROPELLER REVERSlNG
ANTI-ICE OPF
gg
< W
M >
2
2
3100
2600
60
1600
ISA
-30
-20
-10
10
20
OUTSIDE AIR TEMP.
30
-
40
*C
60
9000
8000
WEIGHT
7000
-
LBS.
10
20
30
WIND COMPONENT
KTS.
-
BARRIER
soo
50
-
FT.
PA-31T
a;;
"2

Example:
GAT 10C
Weight: 8600 lbs.
Wind: 10 knots
Ground roll: 1000 ft
Total distance:
1900 ft
ASSOCIATED CONDITIONSi
PAVED, LEVEL, DRY RUNWAY FLAP SETTING 40
APPROACli AT 98 KIAS
HEAVY BRAKING IN ROLL-OUT
WITH PROPELLER REVERSING
ANTI-ICE OFF
2900
2400
1900
ISA
..
-20
30
-10
10
20
OUTSIDE AIR TEMP.
30
-
40
50
9000
8000
WEIGHT
7000
LBS.
20
10
30
WIND COMPONENTS
KTS.
-
400
0
50
BARRIER
FT.
-
PA-31T
4ooo

Example:
OAT: 10C
Weight: 8600 lbs.
Wind: 10 knots
Ground roll: 1250 ft.
Total distance: 2830 ft
PAVED, LEVEL, DRY RUNWAY
SAS INOPERATIVE, FLAPS 40.
APPROACH AT 109 KIAS
BRAKING HEAVY IN ROLL-OUT
WITHOUT PROPELLER REVERSING
ANTI-ICE OFF
..
asco
3000
1500
-30
-20
-10
10
20
OUTSIDE AIR TEMP.
30
-
40
ED 9000
8000
WEIGHT
7000
10
20
30
LBS.
WIND COMPONENT
BARRIER
KTS.
50
-
500
FT.
PA-31T
SHORT FIELD LANDING DISTANCE
OVER 50 FT.
o
Example:
PAVED, LEVEL, DRY RUNWAY
FLAP SETTING 40
APPRACH 91 KIAS
HEAVY BRAKINGIN ROLL-OUT
WITH PROPELLER REVERSING
ANTI-ICE OFF
OAT: 10 C
Pressure altitude: 2000 ft.
Weight: 8600 lbs
Wind: 10 knots
Ground roit: 840 ft.
Totaldistance: 1740 ft
gr
2500
2000
1500
00
1000
isA
soo
-30
-20
-10
to
20
30
OUTSIDE AIR TEMP. -*C
40
50
9000
8000
WEIGHT
7000
LBS.
10
20
30
WIND COMPONENT
KTS.
-
BARRIER
50
-
o
FT.
TABLE OF CONTENTS
SECTION 6
WEIGHT AND BALANCE
Paragraph
No.
6.1
6.3
6.5
6.7
6.9
6.11
6.13
Page
No.
General
Airplane Weighting Procedure
Weight and Balance Data and Record
6-1
6-2
..........................................
6-5
...............
General Loading Recommendations

Weight and Balance Determination for Flight
Weight and Balance Visual Plotter
Instruction for Using Plotter
6-9
6-9
.................
.......................
6-17
,
6-17
REPORT:
2210
6-1
Allt0RAFT CORPORATION
PA-31T, CHEYENNE
PIPER
WEIGHT
SECTION 6
AND BALANCE
SECTION 6
WEIGHT AND BALANCE
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 flexibility of loading, it cannot be flown with
the maximum number of adult passengers, full fuel tanks and maximum
baggage. With the flexibility comes responsibility. The pilot must insure that
the airplane is loaded within the loading envelope before a 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.
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 delivered, it is weighed, and a basic empty weight and C.G.
location is computed (basicempty 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.
ISSUED: SEPTEMBER
14 1979
REPORT: 2210
6-1
SECTION 6
WEIGHT AND BALANCE

PA-31T, CHEYENNE
The basic empty weight and C.G. location are recorded in the Weight
and Balance Data Form (Figure 6-7) and the Weight and Balance Record
(Figure 6-9). 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 boarded 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.
6.3 AIRPLANE WEIGHING
PROCEDURES
At the time of delivery, Piper Aircraft Corporation provides each airplane with the basic empty weight and center of gravity location. This data is
supplied by Figure 6-7.
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
(1) Be certain that all items checked in the airplane
equipment
list are installed in the proper location in the airplane.
REPORT:
6-2
(2)
Remove excessive dirt, grease, moisture, foreign items such

as rags and tools from the airplane before weighing.
(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.
2210
ISSUED:
SEPTEMBER 14, 1979
PIPER AIRCRAFT CORPORAfiON

PA-31T, CHEYENNE
SECTION 6
WEIGHT AND BALANCE
Fill to full capaccity with oil and operating fluids.
(4)
copilot seats in a center position on the seat

tracks. Put flaps in the 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
(5) Place pilot and
closed.
(6)
(b)
Weigh the airplane inside a closed building to prevent

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

on level.
bubble
(c)
Weighing Airplane
With the airplane level and brakes released, record the weight
shown on each scale. Deduct the tare, if any, from each reading.
(Including
AIRPLANE AS WEIGHED
full oil and operating fluids but no fuel)
Scale
Reading
Scale Position and Symbol
Nose Wheel
(N)
Right Main Wheel
(R)
Left Main Wheel
(L)
Weight
(T)
(as Weighted)
Tare
Net
Weight
WEIGHING FORM
Figure 6-1
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
6-3
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
SECTION 6
WEIGHT AND BALANCE
(d) Center
of
Gravity
(1) The following geometry applies to the PA-31T airplane

when it is level Refer to Leveling paragraph 6.3 (b).
MAIN SPAR
-16-5
137"
103.6
LEVELlNG PROVISIONS
Longitudinal Right side of fuselage nose

Stations 48.35 & 80.25
Lateral Iovel across 2 center seat rails
-
LEVELING DIAGRAM
Figure 6-3
(2) C.G. Arm of airplane as weighed

(137 + 15) (103.6)(N)
-
lnches Aft of Datum
REPORT:
6-4
2210

SECTION

PA-3lT, CHEYENNE
WEIGHT AND BALANCE
(e) Basic Empty Weight
Weight
(Lbs)
item
Weight
Arm
(Inches Aft
of Datum)
Moment
(In-Lbs)
(as Weighed)
Unusable Fuel
54
(8 gal.)
126
6804
Basic Empty Weight
BASIC EMPTY WEIGHT

Figure 6-5
6.5 WEIGHT
AND BALANCE
DATA RECORD
The Basic Empty Weight, Center of Gravity Location and Useful Load
listed in Figure 6-7 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 airplanc as licensed at the factory has
been entered in the Weight and Balance Record (Figure 6-9). 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.
ISSUED: SEPTEMBER
REVISED:
FEBRUARY
14, 1979
6, 1984
REPORT:
2210
6-5
SECTION 6
WEIGHT AND BALANCE
PIPER
MODEL
PA-31T, CHEYENNE
PA-31T CHEYENNE
Airplane Serial Number

Registration
Number
Date
AIRPLANE BASIC EMPTY WEIGHT
C.G. Arm
Weight x (Inches Aft
(Lbs)
of Datum)
Item
Standard
Moment
(In-Lbs)
Empty Weight*
Optional Equipment
(if applicable)
Basic Empty Weight
*The standard empty weight includes full 6.5 gallon oil capacity,
operating fluids, and 8 gallons of unusable fuel.
AlR PLANE USEFUL LOAD
(Max. Ramp Weight)
(9050lbs.)
full
NORMAL CATEGORY OPERATION
(Basic Empty Weight)

lbs.)
Useful Load
lbs.
THIS BASlC EMPTY WElGHT, C.G. AND USEFUL LOAD ARE

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

Figure 6-7
REPORT:
6-6
2210


PA-31T CHEYENNE
SECTION
WEIGHT
AND BALANCE
(+) pappy
WEIGHT AND BALANCE

Figure 6-9.
RECORD
REPORT:
2210
6-7
SECTION 6
WEIGHT AND BALANCE

PA-31T, CHEYENNE
vo
WEIGHT AND BALANCE RECORD

Figure 6-9 (cont)
REPORT:
6-8
2210
ISSUED:
(cont)
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 6
WEIGHT AND BALANCE
6.7 GENERAL LOADING RECOMMENDATIONS

Load occupants from front to rear progressively and observe zero fuel
weight limitations.
(a) I to 5 Occupants
Load rear baggage compartment to capacity first.
(b) 6 Occupants
Load front and rear baggage compartments equally.
(c) 7 Occupants
Load front baggage compartment first and locate heaviest

occupants forward. Fuel or baggage may have to be reduced.
(d) 8 Occupants
Load front baggage compartment to bring C.G. within 138

inches rearward limit. Fuel must be reduced to keep the total
weight within the 9050 lb. Ramp Weight limit. Locate heaviest
occupants forward.
NOTE
These general loading recommendations suggest normal proper loading procedures. The
charts, graphs, instructions, and plotter should
be cl>ecked to assure that the airplane is within
the allowable weight vs. center of gravity
envelope.
6.9 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT
(a) Add the weight of all items to be loaded to the Basic Empty Weight.
Observe maximum zero fuel weight of 7200 pounds.
(b) Use the Loading Chart (Figure 6-15) to determine the moment of all
items to be carried in the airplane.
the moment of all items to be loaded to the Basic Empty

Weight moment.
(c) Add
(d)
Divide the total moment by the total weight to determine the C.G.
location.
ISSUED: SEPTEMBER
14, 1979
REPORT: 2210
6-9
5ttiloN
WEIGHT AND BALANCE
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
(e) By using the figures of item (a) and item (d) (above), locate a point
If the
on the Weight, Moment,and C.G. Limits graph(Figure6-IT).
point falls within the C.G. envelope and the airplane's zero fuel
weight does not exceed 7200 pounds, the loading meets the weight
and balance requirements.
(f) Location of the point on the Weight, Moment, and C.G. Limits
graph indicates whether the airplane is slightly nose heavy or
slightly tail heavy and can assist in setting pitch trim for takeoff.
IT IS THE RESPONSIBILITY
THAT
OWNER
TO INSURE
OF THE P1LOT AND AIRCRAFT

THE AIRPLANE
IS LOADED
PROPERLY.
REPORT:
2210
ISSUED: SEPTEMBER
14, 1979
SECTION

PA-31T, CHEYENNE
ITEM
ARM-IN.
WT. LBS.
WEIGHT AND BALANCE
MOMENT
5 1 2 9
129.1
6 6 2 l 5 4
Pilot's Seat
I 7 0
I19.0
2 0 2 3 0
Copilot's Seat
I 7 0
I19.0
2 0 2 3 0
Basic Airplane
Revised Airplane
Seat No. 3
166./ 159 (Reversed)
Seat No. 4
166./159 (Reversed)
Seat No. 5
1 7 0
198.0
3 3 6 6 0
Seat No. 6
1 7 0
198.0
3 3 6 6 0
Seat No. 7
229.0
Seat No. 8
242.0
30.0
Fwd. Baggage
Fue)300Gal.
Total Wt.
278200
2010
Total Moment
7 9 3 9
1 0 7 8 7 3 4
C.G. Location for Takeoff 135.9
SAMPLE
ISSUED: SEPTEMBER
REVISED: FEBRUARY
LOADING PROBLEM
Figure 6-1 I
14, 1979
6, 1984
REPORT:
2210
6-11
SECTION 6
WEIGHT AND BALANCE
ITEM
WT. LBS.
PIPER
AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
ARM-IN.
MOMENT
Basic Airplane
Revised Airplane
Pilot's Seat
I 19.0
Copilot's Seat
Seat No. 3
66./159 (Reversed)
Seat No. 4
66./159 (Reversed)
Seat No. 5
198.0
Seat No. 6
198.0
Seat No. 7
229.0
Seat No. 8
242.0
Fwd Baggage
30.0
Rwd Baggage
255.0
Gal.
Fuel
Total Wt.
Total Moment
C.G. Location for Takeoff
WORK SHEET
Figure 6-13
REPORT:
6-12
2210
ISSUED: SEPTEMBER
14, 1979
OCCUPANTS
Crew
Seat
Arm 119
Seats 3 & 4
Fwd Facing
Arm 166
Seats 3 & 4
Aft Facing
Arm 159
Seat
7
Arm 229
Seat
8
Arm 242
238
257
277
297
317
337
275
298
321
344
366
389
356
412
435
458
290
315
339
363
387
4 I1
436
460
Seats
5&6
Arm 198
Weight
Moment
Ibs.
120
130
140
150
160
170
180
190
200
143
155
167
179
190
202
214
226
238
199
216
232
249
266
282
299
315
332
191
207
223
239
254
270
286
302
318
100
376
396
484
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
FUEL
Gal.
Weight Lbs.
Moment) 100
50
100
150
200
250
300
336
350
335
670
1005
1340
1675
20 10
2251
445
366
8 gal, unusable fuel
893
1361
1844
2320
2782
3113
3243
2345
2452
3391
(54 Ibs., 6804 in.-lbs.) included in basic empty weight.
LOADING CHART (cont)

Figure 6-15 (cont)
REPORT:
6-14
1210
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
WEIGHT
SECTION
AND BALANCE
BAGGAGE
Fwd
Arni = 30
VVeight
Lbs.
Rear
Arni
255
Alornent/ 100
10
20
30
40
50
60
70
80
90
100
110
120
3
6
9
12
15
18
21
24
27
30
33
36
39
42
45
48
51
54
57
60
63
66
69
72
75
78
81
84
87
90
130
140
150
160
170
180
190
200
210
220
230
240
250
260
270
280
290
300
26
SI
77
102
128
153
179
204
230
255
281
306
332
357
383
408
434
459
485
510
LOADING.CHART (cont)
Figure 6-15 (cont)
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
6-15
SECTION 6
WEIGHT
PIPER
AND BALANCE
PA-31T, CHEYENNE
$$WEDGNY
TYALMMEWV
CRIidd
AVITY
PA31T
Illir weallT
31
33
31
135
-134
132
137
--138
138-
!!00
29b
Illi
19
lilt
28
Iffll
7200
121
DEL EliNT
128
Still
Siis
$800
TOTAL
MOMENT
031|
=
INCN
TNOUSAND
POUNDS
soon
1800
127 119 131 133 135 137

I i 120 130 132 134 138 138
AFTDATUM
MCHES
C.G. LIMITS GRAPH

Figure 6-17
REPORT:
6-16
2210
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION
WEIGHT AND BALANCE
6.11 WEIGHT AND BALANCE VISUAL PLOTTER

The Weight and Balance Visual Plotter (Figure 6-19) furnished with the
airplane will enable the pilot to graphically determine whether or not his
proposed loading will fall within the allowable envelope. It will also determine the necessary adjustments to make if his first proposed loading is not
within this envelope. On the back of the plotter are printed instructions for
use and general loading recommendations.
When plotting successive points, the pilot is graphically adding weights
and corresponding moments. As the weight increases, through the addition
of various items of disposable load, the pilot will see the shift in the center of
gravity.
Going clockwise around the envelope, the heavy lines represent allowable weight at the forward C.G. limit (126 in.), the maximum allowable
weight as the C.G. shifts rearward, the maximum weight with no fuel
(7200 pounds), the gross weight (9000 lbs.), the ramp weight (9050 lbs.),
and maximum rearward C.G. limit (138 in.).
Before arranging his load, the pilot should consult the General Loading
Recommendations.
IT IS THE RESPONSIBlLITY OF THE OWNER AND PILOT TO
ASCERTAIN THAT THE AIRPLANE ALWAYS REMAINS WITHIN
OF GRAVITY
WEIGHT VS. CENTER
THE ALLOWABLE
ENVELOPE WHILE IN FLIGHT.
6.13 INSTRUCTION FOR USING PLOTTER

on the face of the plotter the point corresponding
with "Airplane Weight" and "C.G. Location."This point represents
the Basic Empty Weight of the airplane with oil, operating fluids,
and 8 gallons (54 pounds) of unusable fuel included. The mark may
be made in ink, as this is the point from which all computations are
(a) Locate and mark
started.
of the " Ist and 2nd Seat"slot over the starting point,
and establish a second point at the combined weight of the front seat
occupants.
(b) Locate the base
ISSUED:
SEPTEMBER
REVISED: SEPTEMBER
14, 1979
11, 1981
REPORT: 2210
6-17
SECTION
PIPER
WEIGHT AND BALANCE
PA-31T, CHEYENNE
(c) The base
of the applicable "3rd and 4th Seat" slot, "(Fore)" or

"(Aft)," is then centered over the second point, and a new point is
established
at the combined weight of the seat occupants.
(d) Similarly, the bases of the "5th and 6th,""7th Seat,"and"8th
Seat"
slots are moved over each preceding point and a new point estabilished at the appropriate weight.
of the "Fore Baggage"slot over the point of the last

"Seat" point plotted, and establish a point in the slot corresponding
to the nose compartment baggage weight.
(e) Center the base
(f) "Aft Baggage" is then plotted using the same procedure as above,
with the base of the "Aft Baggage"centered
for the "Fore Baggage."
at the point established
mark of the "A" fuel at the point where the "Aft

Baggage" was marked, plot fuel "A." Using the point marked for
"A" fuel, plot fuel "B;" and subsequently plot fuel "C." (See
Paragraph 6.7 General Loading Recommendations for baggage
and fuel.)
(g) Place the 54 pound
NOTES
Should the "Fuel"slot cross the "Ramp weight"
line between 132.1 and 138 inches, the fuel
indicated at the exit point is the maximum
allowable.
Should the "Fuel"slot cross the "Ramp weight"

line otherthan between I32. I and 138inches, or
exit the "CG Envelope"(outlined
in red) other
than between 131.9 and 138 inches the baggage
or passenger load should be redistributed
forward or aft, as required, to allow a higher
load up to 9050 pounds Ramp Weight.
The dotted outline at 9050 pounds provides an
additional 50 pounds of fuel for taxiing purposes only when the fuel is limited in favor of
payload. In no case shall the payload result in a
zero fuel airplane weight in excess of 7200
pounds.
REPORT:
6-18
2210
ISSUED: SEPTEMBER
REVISED: MARCH
14, 1979
20, 1980

PA-31T, CHEYENNE
WEIGHT
SECTION 6
AND BALANCE
MODEL PA3IT
ANO BALANCE
VISUALPLOTTERFOR
WEIGHT
IT IS1ME NESPONSIBLITY OF TFEOMER ANDPLOT TO ASCERTAINTHAT THE

REMAINS WITHN THEALLOWABLE
WEIGHT VS CENTER OF
AIRPLANE
ALWAYS
GRAVITY
ENVELOPEWHLEINFLIGHT
fa 31T CHEYENNE WEIGHT
JENTER OF GRAVITY
0000
ENVELOPE
8200
RAMP WEIGHT
gr_
S
MAK QROSS WEIGHT
8000
7800
76OD
oo
y]
7200
vooo
64
I O
66QB
too
2000
1000
6200
CC
&
58OD
LE FUEL
6600
5400
5200
5000
30CC
126 08
E30 132 134 136 08

(INCHES AFT lATud
C.G. LOCATION
WEIGHT
AND BALANCE VISUAI

Figure 6-19
ISSUED: SEPTEMBER
REVISED: FEBRUARY
14, 1979
6, 1984
PLOTTER
REPORT:
2210
6-19
SECTION
WEIGHT AND BALANCE
PIPER
PA-31T, CHEYENNE
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT:
6-20
2210
ISSUED: SEPTEMBER
14, 1979
TABLE OF CONTENTS
SECTION 7
DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS
Page
Paragraph
No.
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
7.41
7.43
The Airplane......................................
Airframe
Power Plant
.........................................
......................................
Engine Ice Protection

Propellers
..............................
........................................
Engine Controls
Landing Gear
Brake System
Hydraulic System..................................
Flight Control System..............................
Stability Augmentation System
Fuel System
Electrical System
Instrument Panel
Annuncia tor Display System
Pitot Static System
Radio Equipment..................................
Environmental Control System
Heating, Ventilating and Defrosting System
...................................
............................r.........
.....................................
......................................
..................................
..................................
................................
7-38
......................
Heater Operation
Cabin Air Conditioning System
Cabin Pressurization
7-1
7-1
7-3
7-6
7-8
7-9
7-10
7-12
7-13
7-16
7-18
7-21
7-25b
7-31
7-34
7-36
7-38
7-40
7-40a
..................................
7-41
7-4\
.....................
...............................
REPORT:
2210
7-i
TABLE OF CONTENTS
SECTION
(cont)
(cont)
Paragraph
Page
No.
No.
7.45
Oxygen System....................................
7.47
7.49
7.50
7.51
7.53
7.55
7.57
Cabin Features....................................
Baggsge Areas
Cargo Door Installation
Electric Heated Windshield
Electric Windshield Wiper
7.59
7.61
7.63
7.65
7-67
7.69
7.71
7.73
7.75
7.77
7.79
7.81
7.83
7.85
7.87
7.89
748
....................................
748
............................
748b
.........................
749
7-49
749
7-50
7-52
7-54
7-55
7-55
..........................
Finish.............................................
Number Plates
Propeller Synchrophaser............................
Emergency Locator Transmitter
Radar
Radar Altimeter
Pneumatic Wing and Tail Deicing
Fire Extinguisher Engine
Portable Cabin Fire Extinguisher
Refreshment Cabinet and Beverage Dispenser
....................................
.....................
............................................
...............................,...
...................
7-57
..........................
7-57
....................
Folding Tables
Storage Cabinets
.........
....................................
..................................
Toilet Installation..................................
External Microphone and Earphone Jacks
Ramp Hailer......................................
Emergency Avionics and Attitude Gyro Power Supply..
............
Recognition Lights.................................
Courtesy Lights Time Delay System..................
REPORT: 2210
7-ii
7-45
7-47
7-58
7-58
7-58
7-60
7-60
7-60
7-61
7-62
7-62
SECTION 7
DESCRIPTION & OPERATION
PA-31T, CHEYENNE
SECTION 7
OF THE AIRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE
The PA-3lT Cheyenne is a twin-engine, retractable landing gear, low
wing turbine-powered airplane. It has a pressurized cabin available with a
variety of optional cabin arrangements and furnishings to allow the airplane
to be equipped to serve the individual needs of the owner.
7.3 AIRFRAME
The primary structure is of all metal construction. The nose, the tail
cone, some fairings, and some extremities tips of the stabilizer and the tip of
the vertical fin are fiberglass.
-
The fuselage is an all metal, semi-monocoque structure with riveted

skin. It consists of tirree basic units: the nose section, the pressurized cabin
section, and the tail section. The cabin section is sealed to maintain pressurization.
The standard six-place seating arrangement includes two crew seats and
four passenger seats. The third and fourth seats may be reversed to face aft.
The addition of an optional seventh and eighth seat allows seating to be expanded to seven or eight place capacity.
Windows include a two piece windshield, a pilot storm window, four
large passenger windows on the right side and three on the left.
A large one piece cabin door on the left side of the fuselage and aft of the
third passenger window swings down and automatically extends three steps
for boarding and exiting. An optional pneumatic door extender is available
to facilitate opening the cabin door.
REPORT:
2210
7-1
SECTION 7
DESCRIPTION
& OPERATION

PA-31T, CHEYENNE
On the right side, the second side window aft of the windshield isa 25 by
19inch combination window|emergency exit which can be removed inward
after pulling the release above the window.
Each wing is an all metal, full cantilever, semi-monocoque structure.
Each wing carries four fuel tanks: one wing tip fuel pod, two bladder type
fuel cells, and one engine nacelle tank. The main landing gear retract into
wheel wells in the bottoms of the wings. Within each wingis an l-beammain
spar which extends into center of the fuselage where the spars are joined with
butt fittings, making in effect one continuous main spar. The main spar is
also attached at each side of the fuselage. Additional wing support is provided by front and
rear spars.
Ailerons are all metal and are mass balanced.
The metal flaps are electrically activated by an airfoil shaped control on
the instrument panel and may be set as desired between 0 and 40.
The engine nacelles are integral parts of the wings. They provide efficient
streamlined structures for mounting the engines and for fuel storage.
The empennage consists of a vertical stabilizer (fin),a rudder, a horistabilizer and elevators. The rudder and elevators both have trim tabs
which are controlled from the cockpit. The empennage group components
are metal cantilever structures with removable fiberglass tips. Both the
vertical and horizontal stabilizers incorporate two main spars that run the
length of the stabilizer and attach to the bulkhead assemblies in the fuselage.
zontal
Various access panels on the fuselage and wings are removable

service or inspection purposes.
for
Lightning strike bonding is comprised of metal webbing between structures. Its function is to give the airplane a continuous metal surface. Antistatic wicks attached to the trailing edges of wing and tail surfaces are designed to clear the airplane of surface static electricity that might disrupt low
frequency reception or cause VHF interference.
A nose cone chip guard cap is available as optional equipment. The chip
guard is a rubber cap fitting over the aircraft's nose, which provides protection of the aircraft's radome.
REPORT: 2210
7-2
SECTION 7
PA-31T, CHEYENNE
7.5 POWER PLANT
The Cheyenne is powered by two Pratt & Whitney PT6A-28 turboprop
engines, each rated at 620 horsepower and with a maximum propeller speed
of 2200 RPM. This engine has a reverse flow, free turbine arrangement.
As air enters through an intake screen, it is ducted into a three-stage
axial and single-stage centrifugal compressor driven by a single-stage
reaction turbine. Another single-stage reaction turbine counter-rotating
with the first drives the propeller through a two-stage reduction gear. Fuelis
sprayed into the annular combustion chamber by fourteen individual removable fuel nozzles mounted around the gas generator case. Only seven of
the fuel nozzles are used for starting; the remaining nozzles cut in as the
engine accelerates. The spark-type ignition system used to start combustion
permits starts on a variety of fuels.
A hydropneumatic fuel control schedules fuel flow to maintain the

power set by the gas generator power lever. The accessory section and an
integral oil tank are located on the aft end of the gas generator.
The ignition system consists of one exciter box, two ignition leads and
two spark igniters for each engine.
The ignitersare of the low voltage or shunted surface gap type, requiring
about 8000-volts to spark. Ignition is by both igniters simultaneously.
D.C. Power is delivered to the exciter box from the essential bus through
a series hook-up of an ignition selector switch in the engine control switch
panel and a micro switch located on the condition control lever, so that no
power is available to the exciter box until both switches have been actuated.
The condition control switch will not be actuated until the lever has been
moved out of the stop position.
An inertialseparation system is built into each engine air inlet to prevent
moisture particles under freezing conditions from entering the engine inlet
plenum. This is done by introducing a sudden turn in the airstream to the
engine, causing the moisture particles to continue on undeflected

of their greater momentum and to be discharged overboard.
ISSUED: SEPTEMBER
14, 1979
because
REPORT: 2210
7-3
SECTION 7
PA-31T, CHEYENNE
POWER PLANT
Figure 7-1
REPORT:
7-4
2210
ISSUED: SEPTEMBER
14, 1979
SECTION 7
PA-31T, CHEYENNE
During normal operation of the inerial separation system, a movable
vane is retracted out of the direct ram airstream. For cold weather (+5C or
below) operation in visible moisture, the vanes should be lowered into the
airstream. This is done by actuating on the overhead switch panel the engine
ice protection switch for each engine.
When the engine ice protection switch is actuated, a torque drop will
accompany the extension of the bypass door. This is normal and the power
can be regained by advancing the power levers while monitoring the inter-
stage turbine temperature.
Engine instruments, located at the left of the center panel, are grouped
according to their function. Located at top of the stack is engine torque,
followed by I.T.T. {interstageturbine temperature), propeller RPM, gas
generator RPM and fuel flow. Fuel pressure, oil pressure, and oil temperature are indicated by smaller instruments located at the extreme bottom of
the engine instrument stack.
The gas generator RPM and the I.T.T. gauges give an indication of gas
generator operation, while the power turbine is monitored by the torquemeters and propeller RPM. The Ng or gas generator tachometer is read in
percent of RPM, based on a figure of 37,500 RPM at 100%. The propeller
tachometer is read directly in RPM.
Fire warning is provided by three 450F thermal switches wired in
parallel and located in the most likely fire areas of each engine compartment.
Indication is provided by the annunciator display system. The press to test
circuit of this system not only checks the condition of the indicator lights, but
also the complete wiring circuit to the probes.
A compressor wash ring is offered as optional equipment. When installed, routine compressorwashes maybe performed without the removal of
the cowling through an access door located on the outboard side of the
nacelle.
ISSUED:
SEPTEMBER 14, 1979
REPORT: 2210
7-5
SECTION 7
PA-31T, CHEYENNE
7.7 ENGINE ICE PROTECTION

The ice deflector and control, air intake deice, and propeller deice
systems are presented here as a group because even though each circuit is
protected by a separate circuit breaker, they are operated simultaneously by
a single switch. The complete engine ice protection system consists of electrically heated boots on each prop blade and on the lip of the engine air intake duct, and an icedeflector vane located inside the air intake duct coupled
to a bypass door on the outside of the engine nacelle.
Engine ice protection functions are controlled by two control switches

on the overhead switch panel, one for each engine. Each switch operates two
relays, a motor control relay and a power control relay, and it also reverses
the field for the motor that controls the ice deflector vane and bypass door.
The motor control relay delivers power to the motor that operates the
mechanism that extends and retracts the ice deflection vane and bypass
door. Coupled to this mechanism are two limit switches whose functions are
to automatically turn off the motor control relay when the deflector vane
and bypass door have reached an extrerne position, either up or down depending on which has been selected.
The sequence of operation is as follows: The selector switch is moved

from the OFF position to ON; the deflector vane and bypass door extend
into the airstream, and when the switch is returned to OFF, the doors retract
into the normal position, (Note: A torque loss will be noted when deflector
vane and bypass door extend.) The down or extended limit switch also
activates an indicator light in the cockpit telling the operator that the deflector door is in proper position for ice protection.
The power control relay delivers power on the electrically heated boots
system. The boot on the air intake lip is divided into three separate sections:
the parting strip or the area most forward on the lip and two shedding areas.
When the power relay is activated, it delivers power directly to the parting
strip and to a deicer timer relay. This relay in turn delivers power to the prop
deice boots and the two parting strips in a timer sequence of 34 seconds each,
i.e., shedding area I is on for 34 seconds, shedding area H for 34 seconds,
then the outboard elements of the prop boots for 34 seconds, and finally the
inboard elements of the prop boots for 34 seconds. This sequence is repeated
until the system is turned off. The ground for the power relay is wired
through a landing gear squat switch so that neither the engine air intake lip
deicer nor the prop deicer boots can be activated on the ground. However,
to check the system, override is provided by means of a ground test switch
located on the left sde panel below the prop deicer ammeter.
REPORT: 2210
7-6
ISSUED:
SEPTEMBER
14, 1979
PIPER
AIRCRAFT
1
2
3
4
5
6
7
8
9
10
SECTION
CORPORATION
PA-31T, CHEYENNE
CIRCUITBREAKEA PANEL
HARNESS CONNECTOR
OVERHEAD SWITCH PANEL
ENGINE ICE PAOTECTION SWITCHES
AMMETER
SHUNT
DEICER RELAY
DEICER TIMEA
PROP DEICER BOOT
ENGINE AIA INLET BOOT
ENGINE
ICE PROTECTION
Figure 7-3
ISSUED: SEPTEMBER
14, 1979
REVISED: SEPTEMBER
11, 1981
REPORT:
2210
7-7
SECTION 7
PA-31T, CHEYENNE
An ammeter, placarded with a green arc at the proper power consumption point on the dial, is provided to monitor the operation of the prop
boots and the inlet air boot. The ground leads of the prop and inlet boots are
run to ground through a common shunt on each engine, and the shunt leads
are returned to a switch so that the operator
may monitor each engine
separately.
7.9 PROPELLERS
The propellers are Hartzell three blade, 93 inch diameter, constant
speed, reversing and full feathering. Propeller speed is kept constant by a
governor, which controls the pressure of engine oil to the hub. When the oil
pressure generated and controlled by the governor is increased, the blades
are moved to the low pitch (increased rpm) hydraulic stop. When the oil
pressure is decreased, feathering springs and centrifugal counterweights
allow the blades to move into the high pitch (decreasedrpm) position.
Beta and reverse blade angles are also controlled by engine oil pressure
to the propeller hub. Selection of the reverse range provides a complete
modulation of thrust from full forward to full reverse. Reverse operation of
the propellers is obtained by bringing the power levers rearward to the gate
stop, lifting and going through the gate into the reverse range. When reverse
range is selected, a switch on the power lever opens, removing positive
voltage from the solenoid and allowing the propeller to go into reverse. Reverse pitch is locked out in flight by landing gear squat switches on the nose
gear and right main gear. These switches maintain positive voltage directly
to the solenoid, bypassing the power lever. A test switch is provided to allow
testing this lock out feature on the ground.
Backup governors and overspeed protection, the in-flight reverse look
out feature, a secondary low pitch stop and the ground test switch are
incorporated in the propeller controls to insure against malfunction.
REPORT:
7-8
2210
ISSUED:
SEPTEMBER
14, 1979
REVISED: SEPTEMBER 11, 1981
SECTION 7
PA-31T, CHEYENNE
7.11 ENGINE CONTROLS
The engines and propellers are operated by three sets of controls
mounted on a control pedestal below and to the center of the instrument
panel: power levers, propeller controls and condition levers. The power
levers work at the fuel control unit on the engine accessory case to control
engine power. The propeller controls are operated conventionally and control constant speed propellers through the primary governors. The condition levers work the start controls.
The power levers provide control of the engine power from idle through
takeoff power. This is accomplished by operating the Ng speed governor in
the fuel control unit. Increasing Ng RPM results in increased engine power.
Each propeller lever operates a speeder spring inside the primary
governor to reposition the pilot valve, which results in an increase or decrease of propeller RPM. For propeller feathering, each propeller lever
manually lifts the pilot valve to a position which causes a complete dumping of high pressure oil. Increased friction at the rear of the lever travel prevents inadvertent movement into the feathering range.
The condition lever has two positions, stop and run. This lever controls
the idle cut-off function of the engine and the micro switch that provides
electrical power for engine ignition.
Each engine has an oil cooler door that can be opened on hot days to
maintain oil temperature within limits.
REPORT: 2210
7-9
SECTION 7
PIPER AIRCRAFT CORPORATIN
PA-31T, CHEYENNE
UP
LANDlNG
GEAR
DN
DOWN
LOCKED
LANDING GEAR SELECTOR

Figure 7-5
7.13 LANDING GEAR
The Cheyenne is equipped with hydraulically actuated, fully retractable
tricycle landing gear, the nose gear retracting aft into the nose section and
the main gear retracting inboard into the wings. Doors completely cover the
retracted gear. The nose and outboard main gear doors operate by mechanical linkage to the gear and remain open when the gear is extended. The
inboard main gear doors are hydraulically operated, opening during gear
extension and closing when the gear is fully extended.
All three landing gear struts are of the air-oil oleo type and require an
extension of about 3.25 inches of tube exposure when properly inflated
under normal static load.
REPORT:
7-10
2210
ISSUED:
SEPTEMBER 14, 1979
PIPER Auf t am
a LORPORATION
PA-31T, CHEYENNE
DESCRIPTION
SECTION 7
& OPERATION
The nose gear is steerable through a 28 degree are by use of rudder pedals
and an 80 degree are by use of differential engine power and brakes. When
the gear is retracted, the steering linkage separates from the nose gear so that
rudder pedals may be operated without being impeded by any connection
with the nose gear.
To guard against inadvertent retraction of the landing gear when the airplane is on the ground, a solenoid latch is positioned just above the control
lever. A switch on the landing gear must operate this latch before the landing gear selector control can be moved upward. The landing gear control
knob is in the shape of a wheel to differentiate it from the flap control, which
has a knob in the shape of an airfoil.
On the instrument panel, above and to the right of the landing gear selector control, are one red and three green indicator lights. The red light indicates that the gear is in transit between the "up locked"and "down locked"
positions. The green lights indicate when each of the three gears is down and
locked. When the gear is up and locked, there is no indication light. A gear
unsafe horn will sound if the power in one or both of the engines is reduced
below a setting sufficient to maintain flight while the landing gear is not in
the "down locked" position. If the gear selector has been forced into the up
position with the airplane on the ground, the gear unsafe horn will sound
when the battery master switch is turned on.
NOTE
In the event of electrical failure or with the
battery master switch OFF, there will be no indication of the down and locked position of the
gear.
The main wheels are 6.50 x 10 units with disc brakes and carry 6.60 x 10
tube-type tires with 10 ply rating.
The nose wheel is an 18 x 4.4 unit fitted with an 18 x 4.4 tubeless 6 ply
rating tire.
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
SECTION 7
PIPER A1RCRAFT CORPORATION
PA-31T, CHEYENNE
A 17.23 x 6.31 high flotation tire is available as optional equipment on
the nose wheel for airplanes that will be operated out of soft airfields.
CAUTION
Although the optional 17.23 x 6.31 nose wheel
offers less penetration of soft terrain than the
standard 18 x 4.4 tire, it also carries the penalty
of 2 inches less propeller to ground clearance
under the condition of a fully deflected or a
flat tire as the wheel is of a smaller diameter.
7.15 BRAKE SYSTEM
The brakes are hydraulically operated by individual cylinders mounted

on the left set of rudder pedals. They are actuated by toe brakes on the pilot's
side. There are provisions for an optional installation of master cylinder and
toe brakes for the copilot's side.
A brake fluid reservoir which supplies fluid to each master cylinder is
accessible through an access door atop the nose section.
From the master cylinders, hydraulic fluid is routed through lines and
hoses to a parking brake valve located on the left aft side of the forward cabin
bulkhead, then through the cabin and wings to the brake assembly on each
main landing gear.
The parking brake is engaged by applying toe pressure to the top of the
rudder pedals and at the same time pulling out on the brake handle located
on the left face of tlie instrument panel. To release the parking brake, apply
toe pressure to the top of the rudder pedals and at the same time push in on
the parking brake handle.
CAUTION
The rudder pedals are suspended from a torque
tube which extends across the fuselage. The
pilot should become familiar with the proper
positioning of the feet on the rudder pedals
so as to avoid interference with the torque tube
when moving the rudder pedals or operating
the toe brakes.
REPORT: 2210
7-12
SECTION 7
PA-31T, CHEYENNE
7.17 HYDRAULIC SYSTEM
The hydraulic system consists of two hydraulic pumps, a power pack, an
emergency hand putnp, actuating cylinders and filters. The hydraulic pumps
which supply the pressure required for gear operation are engine-driven. The
power pack is the central control unit for the hydraulic system. It contains
the valves, manifold, fluid reservoir, and necessary controls for operation of
the landing gear.
Fluid is taken from the reservoir by the pumps and is passed through a
filter to the power pack, which then directs the fluid to the appropriate
actuator, depending on the sequence and gear selector position.
The reservoir contains a standpipe which retains sufficient fluid to
operate the emergency hand pump in case of a loss of fluid. The enginedriven pumps are supplied through the standpipe; so if the fluid level is below
the standpipe, the only way to operate the gear is by using the hand pump.
A door solenoid valve is.electrically operated and is spring-loaded to the
door open position. Should an electrical failure occur, the solenoid valve will
move to the door open position to allow the gear to be lowered either
normally or with the hand pump. For a more detailed description, refer to
the PA-31T Service Manual.
To operate the gear, pull out the wheel shaped gear selector mounted on
the left instrument panel, and move it from the neutral position to the UP
landing gear or DOWN landing gear position. When the desired position of
the gear is obtained, the handle is forced back to the neutral position by a
spring. The hydraulic fluid then circulates freely between the pump and control unit. Gear retraction or extension will occur normally in approximately
6 seconds.
NOTE
In the event of electrical failure or when the
battery master switch is OFF, the selector
handle will not return to neutral and the gear
doors will not close, and the gear down lights
will not illuminate.
REPORT:
2210
7-13
SECTION 7
PA-31T, CHEYENNE
1.
2.
3.
4.
0.
6.
7.
8
9.
10.
11.
12.
RIGHT PUMP FILTER

MAIN GEAR ACTUATINGCYLINDER
RIGHT DOOR ACTUATINGCYUNDER
LEFTDOOR ACTUATINGCYLINDER
LEFT MAIN GEAR ACTUATINGCYLINDER
LEFTPUMP FILTER
AIGHTHYDRAULICPUMP
RESTRICTORVALVE
EMERGENCYHAND PUMP
LEFT HYORAUUCPUMP
POWER PACK ASSEMBLY
NOSE GEAR ACTUATINGCYLINDER
RIGHT
HYDRAULIC SYSTEM
Figure 7-7
REPORT:
7-14
2210
ISSUED:
SEPTEMBER
14, 1979
SECTION 7
PA-31T, CHEYENNE
EMERGENCY GEAR EXTENSION
1.
2.
3:
HANDLE IN THE DOWN POSITION.

PLACE GEAR SELECTOR
PULL EMERGENCYPUMP HANDLEOUT AS FAR AS POSSIBLE.
PUMP HANDLE UP AND DOWN UNTIL ALL3 GREEN LIGHTS
COME ON CONTINUEPUMPING UNTILPRESSURE BUILDS UP
AND SELECTOR HANDLE RETURNS TO NEUTRAL
EMERGENCY LANDING GEAR HAND PUMP

Figure 7-9
When the selector handle returns to neutral, it relieves all pressure in the
system. The gear is held in position by mechanical locks. The return of the
control handle to the neutral position is an indication that the components
have reached full extension or retraction. However, the landing gear position lights should be used as primary indications.
To check the function of the engine-driven hydraulic pumps, after starting one engine before flight, and before shutting down the other engine after
flight, place the gear selector in the DOWN position. If a pump is operating
properly, the gear lever will return to the neutral position.
CAUTION
When retracting the landing gear be sure that
the gear unsafe light is out before exceeding the
maximum
ISSUED: SEPTEMBER
gear operatmg speed.
14, 1979
REPORT: 2210
7-15
SECTION
PIPER
PA-31T, CHEYENNE
The emergency hydraulic hand pump is used to obtain hydraulic preshydraulic pumps. This hand
sure in the event of failure of the engine-driven
pump is located between the pilot's and copilot's seats. An access cover
marked "EMERGENCY
GEAR EXTENSION" must be lifted to gain
access to the pump handle. Follow instructions on the underside of the
access plate to lower the gear. The hand pump should not be used to retract
the gear in flight. (See Section 3 Emergency Procedures
for manual gear
extension procedure.)
-
NOTE
Depressurize the cabin prior to lifting the emergency gear access cover.
7.19 FLIGHT
CONTROL
SYSTEM
The primary flight controls are conventional and are operated by dual
control wheels and rudder pedals. The control wheel operates the ailerons
and the elevators; the rudder pedals operate the rudder and the nose wheel
steering. The toe brakes, which are an integral part ofthe pedals, operate the
wheel brakes. The ailerons and rudder are interconnected through a cablespring system to provide coordination
in normal turns.
A typical control wheel incorporates switches associated with various
trim, sync and communisystems, such as autopilot operation,
cations.
optional
is provided by the aileron, elevator, and rudder trim

by knobs or wheels on the control pedestal which turn
cable-wrapped drums located inside the pedestal. With rotation of the
drums, screws are moved forward or aft to position the trim tabs. The rudder
trim wheel, for nose left or nose right correction, is located below the power
controls.
The aileron trim wheel, for right wing down or left wing down
correction, is located below the rudder trim control. The elevator trim wheel,
for nose up or nose down correction, is located on the left side of the pedestal. To show the position of the trim tab, an indicator is mounted next to
each trim control on the control pedestal.
Secondary control
tabs. Trim is operated
REPORT:
7-16
2210
ISSUED:
REVISED:
SEPTEMBER
SEPTEMBER
14, 1979
II, 1981
SECTION 7
PA-31T, CHEYENNE
Wing flap position is controlled by a selector switch mounted on the
instrument panel immediately to the right of the control pedestal. The flap
position indicator located to the left and above the selector switch. The position indicator 40 are is segmented at the approach (15) flap range and in
increments of 5 between the 15 and 40 arcs. An OFF position is also provided to indicate zero (0)voltage to the system. The selector switch provides
for variable wing flap positioning in as little as 2 increments from 0 to
40. Detent positions are provided at the most commonly used positions of
0, 15, and 40. A wing flap position change is made by moving the selector
handle to any desired position (marked on the switch selector guard). The
flaps will automatically move to the selected position and indicator will display the actual flap position. The entire system is electronically monitored
for system component failures and will prevent an asymmetric flap position
greater than 5 differential.
The basic electronic control system consists of an amplifier, three rheostats, two power solenoids, and one motor. The motor is of a D.C. permanent magnet type and extends or retracts the flaps through a pair of flexible shafts attached to jackscrew, transmission assemblies located on each
wing flap.
The amplifier is the heart of the control system. It provides a regulated
voltage supply for the three external rheostats, circuit logic to analyze the
system condition and position; provides commands to the power solenoids
to actuate the motor for extensions and retractions and contains its own
monitoring system to ascertain the condition of critical components.
The three rheostats feed back to the amplifier the signals necessary to
operate the system. One rheostat is located in the flap position selector and
one each is located so as to sense the positions of the right and left flaps independently. The selector rheostat tells the amplifier where it wants the flaps
to be. The left flap rheostat controls flap position in relation to the selector
rheostat position and provides information to the amplifier to drive the position indicator. The right flap rheostat must agree with the left flap rheostat within 5 at all times or the system will shut down and cannot be reactivated until the imbalance and/or the cause has been corrected.
The system also incorporates an annunciator light that will illuminate
when an imbalance exists between the right and left wing flap rheostats or a
critical component of the amplifier has failed.
The operation of the flaps may be checked with a test switch before takeoff. This switch is located adjacent the position indicator.
ISSUED: SEPTEMBER
14, 1979
REPORT: 2210
7-17
SECTION
PIPER

7.21 STABILITY
AUGMENTATION
PA-31T, CHEYENNE
SYSTEM
The Stability Augmentation
System (SAS) automatically improves the

stability of the airplane by providing variable elevator
force. This is accomplished through tension changes in an elevator down
spring. An angle-of-attack sensing vane on the right side of the fuselage nose
section signals the SAS computer, which powers the elevator down spring
servo. Other functions of the SAS computer are activation of the stall warning horn and providing the signal for the visual stall margin indicatoron the
upper left side of the instrument panel. Sensing vane heat is controlled by the
left pitot heat switch.
static longitudinal
A test panel, located on the pilot's instrument panel, provides a test

switch for preflight checking of the SAS. A warning light located to the extreme left of the annunciator panel will illuminate with any SAS malfunction. The SAS warning circuit is separate from the master caution and
if a malfunction would occur, the master caution will not activate.
The stall margin indicator is mounted on the upper left hand side of the
pilot's instrument panel. The indicator receives it's signal from the angle-ofattack vane through the conditioning computer and presents a visual indication of the ratio of present speed to the stall speed in the same configuration (V/ Vs). The instrument is color coded asfollows: Solid red indicates the
stall area, red with black barber pole stripes indicates the stall warning area,
yellow indicates the slow area, white indicates the 1.3 Vs reference area in
the particular configuration, and green indicates a value greater than 30
percent above the stalling speed.
During cruise flight, the pointer should be in the green area. During the
landing approach with power on and a shallow flight path (approximately
3 degrees) the needle will normally be in the green area at any speed above
95 KIAS reflecting the margin between stall (with the same power on) and
the approach speed. Stall speeds with power on will always be lower than
with power off. When power is removed the aircraft must nose down to
maintain the same stall margin.
in any configuration, the pointer will rotate
As the stall is approached
counterclockwise toward the "stall" area. The statt warning horn will indicate when the stall margin indicator enters the stall warning area.
REPORT:
7-18
2210
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 7
1. ANGLE OF ATTACKVANE (SENSOR)
2. POINTER ASSEMBLY
3.
4.
6.
6.
7.
8
9
10
11.
12.
13.
14.
VANE CAUBRATOR PROTRACTOR

SAS COMPUTER
SAS OVERRIDE ACTUATOR
LEFT PITOT/SASVANE SWITCH
STALL MARGIN INDICATOR
SAS TEST SWITCH
SAS SERVO MOTOR
SAS OVERRIDE HYDRAUUC CYUNDER
ELEVATORDOWN SPRING
HYDRAUUC FLUID RESERVOIR
SAS OVERRIDE
STALL WARNING HOAN
ANNUNCIATORPANEL SAS WARNING
UGHT
STABILITY AUGMENTATION
SYSTEM
Figure 7-11
ISSUED:
SEPTEMBER 14, 1979
REPORT:
2210
7-19
SECTION 7
PA-31T, CHEYENNE
The SAS is equipped with a stability augmentor override system.
Should the SAS fail to function satisfactorily during flight, the pilot can
override the system by removing the access cover on the right side of the control pedestal and pulling the lanyard actuator handle. Before the access cover
can be removed, a cover release pin/ring must be pulled. This ring is safetywired. If during preflight inspection the safety wire is found to be broken, the
cover should be removed and a safety wire on the trigger mchanism
examined. If this second safety wire is broken, the CO2 cartridge must be
removed and carefully checked. If the seal is not intact, the faulty cartridge
should be replaced with a fully charged cartridge, and the access plate in the
tail section of the airplane removed to assure that the override system is deactivated.
The stability augmentor override is pneumatically operated. Pulling the
lanyard actuator handle releases compressed gas from a CO2 cartridge into
a cylinder located in the aft section of the fuselage. Under normal operating
conditions, the cylinder is filled with hydraulic fluid and the piston and rod
assembly in the cylinder is in the down position, where it has no effect on the
elevator down spring. When the lanyard actuator is pulled, the CO2 is discharged through a line and into the cylinder, driving the piston and rod
assembly upward. The rod locks into place, keeping a constant tension on
the elevator down spring, thus providing suitable handling characteristics
for the rest of the flight. At the same time, the hydraulic fluid is forced from
the cylinder into a reservoir on top of the fuselage, where it is held until the
override system is rearmed.
If the override system has been actuated due to a SAS malfunction or for
other
reason, the SAS should be serviced and the override system should
any
be rearmed and the CO2 cartridge replaced upon completion of the flight.
This assures the pilot of complete system capabilities in future flights. When
the override system has been rearmed, the cylinder in the tail section of the
airplane should be visually checked to confirm that it is in the down position
and that it is not exerting tension on the elevator down spring. After the
system has been rearmed, safety wires on both the trigger mechanism and the
lanyard actuator access cover should be resecured.
For further information on the Stability Augmentation System, refer to
the PA-31T Service Manual.
REPORT: 2210
7220
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION
DESCRIPTION
& OPERATION
FUEL MANAGEMENT CONTROLS

Figure 7-13
7.23 FUEL SYSTEM

The fuel system for the turbine powered PA-3\T hasa total capacity of
374 U.S. gallons when filled to the tip tank fillers. When filled to the nacelle
tank fillers, the fuel quantity is 336 U.S. gallons. Fuel is carried in eight
tanks
four individual interconnected tanks in each wing: a wing tip fuel
tank, a wet nacelle tank, and two bladder-type fuel cells. The right and left
wing fuel systems are independent of each other and are connected only
when a crossfeed system is activated. Fuel to the engines is supplied from the
inboard fuel cells.
-
When filling the fuel system, always fill first through the nacelle tank
fillers. When the nacelle tanks are full, the complete system, with the exception of the wing tip tanks, will be full. Final filling must be done through
the tip tank fillers. Be sure that the nacelle filler cap is secure when there is
more than two inches of fuel in the tip tank. Otherwise, differential pressure
will cause fuel to be lost through the nacelle tank filler.
ISSUED: SEPTEMBER
REVISED: FEBRUARY
14, 1979
6, 1984
REPORT:
2210
7-21
SECTION 7
PA-3lT CHEYENNE
3
18
14
15
17
20
21-
24
25
6
28
31
29
I
-42
35
40
52 41
58
FUEL SYSTEM SCHEMATIC

Figure 7-15
REPORT: 2210
7-22
ISSUED:
SEPTEMBER
14, 1979
SECTION 7
Pitta
PA-31T, CHEYENNE
1. DRAIN VALVE
2. FUEL MANIFOLD
3. FUEL NOZELE
4. GASGENERATOR CASE
B. CONDITIONLEVER
6. FLOW DMDER & DUMP VALVE
7. FUEL DUMP UNE
0. POWER LEVER
0. NF SENSE
10. FUEL CONTROL & SHUT-OFF VALVE
11. INLETTEMPERATURE SENSE
12.P3SENSE
13. TEMPERATURE COMPENSATOR
14. DUAL FUEL QUANTITYGAUGE
16. FUEL PRESSURE GAUGE
10. LOW FUEL PRESSURE WARNINGSWITCH
17. FUEL PRESSURE SENDER UNIT
18. FUEL PUMP
10. HEATER
20. FUEL FLOW GAUGE
21. FUEL VENT UNE
22. FUEL FLOW METER
23. FILTERDRAIN VALVE
24. FUEL HEATER
25. FILTER
26. HEATER FUEL PUMP
27. PRESSURE REUEF VALVE
28. FILTER
29. CROSSFEED VALVE
30
31
32
33
34
36
38
SOLENOID VALVE
FUEL SHUT-OFF VALVE
SOLENOID VALVE
CANISTER
CHECK VALVE
CHECKVALVE
SUBMERGED FUEL PUMP
37 FUEL QUANTITYSENDER UNIT
38 VAPOR BLEED LINE
39 MAIN FUEL CELL(INSD)
40 VENT(NACA) NON-ICING
41.FUELUNE
42 DRAIN UNE
43. SUMP DRAIN VALVE
44. DRAIN UNE
45. FUEL QUANTITYSENDER UNIT
46. NACELLEFUEL TANK
47. VENT FLOAT VALVE
48. FILLERCAP
49. SUMP DRAIN
50. MAIN FUEL CELL (OUTBD)
52. SUMP DRAIN
53. VENT FLOATVALVE
54. TIP REUEF UNE
55. FILLERCAP
58. TIP TANK
58 VENT UNE
FUEL SYSTEM SCHEMATIC

Figure 7-15 (cont)
ISSUED: SEPTEMBER
REVISED:
AUGUST
14, 1979
28, 1980
REPORT: 2210
7-23
SECTION 7
PA-3iT CHEYENNE
Each inboard main tank has two submerged boost pumpstosupplyfuel
engine. In each inboard cell, a rubber baffle with a gate valve traps fuel
the
to
around the pumps during fast turning takeoffs or other maneuvers which
might tend to move fuel away from the pumps and interrupt fuel flow. One
of the boost pumps must be operating any time the engine is in operation so
that fuel under pressure is being supplied to the engine-driven
fuel pump.
The engine-driven fuel pump supplies fuel to the engine fuel nozzles.
Optional locking fuel caps are available for all fuel fillers. A single key
will fit fuel caps, cabin door and baggage door compartments.
Vents for the fuel system are NACA type, anti-icing,
vents which incorporate flame arrestors.
non-siphoning
A scavenger pump with a reservoir for fuel storage picks up the fuel
that drains from the engine after shutdown. During starting, this fuel is
pumped back to the fuel cells. If any fuel is observed to drain overboard, a
need for maintenance work on the scavenger pump is indicated.
Six fuel sump drains for the fuel tanks are located along the bottom of
the wings: one under each tip tank, one just outboard of each wheel well, and
one on the inboard of each wing near the junction of wing and fuselage. On
the fuel filter assemblies, forward of each engine fire wall, are main fuel filter
drains, accessible through a door on the left side of each engine cowling.
Fuel flow is controlled by a separate fuel shutoff valve for each engine.
These valves are controlled from the cockpit by controls mounted between
the front seats on the forward edge of the wing spar carry-through cover.
The fuel shutoff valves function as fire wall shutoffs and as on-off valves for
the fuel system.
The only other control valve on the fuel system is the fuel crossfeed, also
mechanically operated from a control on the spar carry-through. This valve
operation
when
should always remain OFF except during single-engine
crossfeed to the operating engine is necessary.
The fuel system can be monitored through several gauges on the instrument panel. A dual needle type fuel quantity indicator, mounted on the
copilot's side just above the control wheel, has its own A.C. inverter to power
probe system. This system transmits to the gauge an indicaa capacitance
tion in pounds of the amount of fuel in the tanks.
REPORT:
7-24
2210
ISSUED:
REVISED:
SEPTEMBER
SEPTEMBER
14, 1979
11, 1981
EX
LEFT GENE
$
TIE
BUS
C/B
BUSTIE
RIGHT GENERATOR
SWITCH
L ENGINE BUS
1.
2.
3.
4.
s.
s.
7.
3.
9.
ID.
11.
2.
13.
CIB
TORGUE METsa
LOW PITCM
BETA LIGMT
FUELCONynoLNEAT
NO. I LEFT FUEL PUMP
NO. 2 RIGMT FUEL PUMP
NTe REszy
scE DEFLECTOR
& CONTROL
AIRINTAKEDEicE
PROPOEICE
DILCOOLEncoCR
ELECT.OILORESS.GAUGE
ELEcT.FUELPRESS.
GAUGE
AP/FDBU5TIE
BUS TIE
SWITCH
AVIONICS 1
gg
ALT AVIOlilC
PWR SWifCH
R. ENGINE 6US
CIB
1.
2.
3.
4.
5.
..
7.
5.
9.
10.
11.
12.
AVIONICS 2
BUS
C/B
C/B
ESSENTIAL BUS
I. STALLWARNiNG
2. SURFACEDEICE
3. PRESSMAECONTROL
4. ANNUNCIATOR
ANEL
DH
UN
7. 1.EFTWINDEMIELDMEAT
5. LAND&TAxi
LIGHTS
9. PANELLIGHTs
10. POSITION
LIGMTE
LIGHTS
II. ANTI COLLISION
INDICATOR
12 GEAR POSITION
LIGWTS
13. GEARSOLENolD&WARNING
14. FUEL GUANTITY
15. LEFTFUELFLOWlOILTEMP
TEM
16. RIGHT FuEL FLowfole
-|
fD
17
18
19.
22.
23.
24.
25.
26.
27.
25.
29.
30.
31.
32.
MOURMETER.O.A.T.,4
TOTALizER
SEACON&RECOS.LIGHTS
LEFT FIRE EKTINGUiBHER
F
MI
5
L
VOLTMETER
AUDSOAMPLIFIEA
MADICAccEssORY
STALL WARNING
HEAT
ENCODING
ALTIMETER
LEFT STARTER
CONTuou
MIGHT STARTER
CONTROL
6PTIGNITION
RIGHT IGNITION
EMERGENCY6ATTrav
SPARE
TORQUE METER
Low PITCM auvA ksany
FUELCONTROLHEAT
NO. I RIGHT FUEL UMP
NO. 2 LEFT FUEL PUMP
syn
anser
CONTROL
ICE DEFLECTOR&
AlRINTAKEDE4CER
PROPDEICE
CILCOOLERDODR
ELECT.OILWRESS.GAUGE
ELECT. FUEL RE55. GAUGE
RER
NONESSENTIAL
BUSTIE SWITCH
NONESSENTIALBUS
1. RiaHT
AVIONICS BUS #1
gjg
1.
2.
3.
4,
5.
i.
L GYRO
BUS TIE
COMM i
NAvl
MARKEN
BEACON
& GLICE
C/B
MIONICS BUS TIE
AVIONICS BUS #2
5LDPE
RMI
ADF
SPARE
GYRO BUS TIE

BWITCH
_
s.
C/B
7.
5.
9.
10.
II.
M
14.
R. GYRO
BUS TIE
GYRO BUS
1. LEFTGYRONDRtZON
2. LEFT DIRECTIONAL
..
5.
1. COMM 2
z. NAv2/DME
3. TRANsPONDER
a. RAOAR
5. AUTCPILOT
GYRO
GYRO MORizoN
Lavno
i
F
WING FL.AP MOTOR
RI GMT WINOSHIELD
HEAT
REcincut.ATING
FAN
RIGHT PITOT HEAT
PROPSYNC.
CABIN,
MAP & DOOR AJAR
CABINCOMFORT
A/CBLOWERMOTOR
GHN
IGHR
D BANK
RAzoR/THERMos
LIGMTS
SECTION 7
PA-31T, CHEYENNE
L "J"""J
1
e
e
Ena
OAT
L'^21"'J
EXTERNAL PWR
e
1
A CounIESY
--
GHTER
INST
STEREO/CAGIN
voLIMETER
GND
LTS
CLEAR
COMM
S GND CLEARAUDIO
S
D CLEAR Mav
UNE
LT
GUS
SUS
LEFT DIST BUS
RIGHT DIST BUS

1
1 AmiNTAKE
ICE DEFtCTOR
AiniNTAKE
DEFLECfon
tcE
CONT
B
1 AP/FD BUS TIE

2 pnOPSYNC
COME Ain GLowin
4 WINGFLAPMDION
S WING FLAP CONTROL
CAalNCOMFour
7 COND BLOWEn
g
$
MAIN FUEL PUMP

OL PRESS
22
23
ANNUNCIATON
CABIN PRESS CONTROL
itig'
26
TUEL OUANiiry
ess
12
OL
rup
GE
S COME Ain NEAT

O RECIRCFAN
10
11
12
13
14
RECOG LIGNT
grsNLDmPER
Aux NEAT CONTROL
SupPLEMERFALNEAT
BPANE
GYRO BUS
a SOL
FUELFLow
OL IEMP
Tonous
FUEL PRESS
OIL PRESS
e MAINFUELPump
7 HTGABETA
9 OIL COOLER
2
3
4
E
LEF
2
2
16
to
17
is
19
2&
21
22
2.
AVIONI
CONF
WEnc0NT
EC 10NAL
TURN & gANK
GraOS
FUELTOTAU2tn
SunFACE DEICE
LANDING LIGHT
GEARPOS
IND
ANTI COLL UGHTS
n PANELLIGHTS
POSITIONLIGHTS
PLACAGO LlGHTS
sasuomiron
NO 1
RNAV
RADARAtr
S/N 31T-8120001 AND UP

POWER DISTRIBUTION DIAGRAM
Figure 7-17a
REPORT:
7-25a
2210
ISSUED: AUGUST 28, 1980
SECTION 7
PA-31T, CHEYENNE
Two fuel flow gauges are located in the lower portion of the gauge
cluster to the left of the radio stack. They measure fuel flow in pounds per
hour to each engine.
Immediately below the fuel flow gauges are two fuel pressure gauges
which indicate in pounds per square inch the pressure at which fuel is being
supplied to each engine fuel pump.
7.25 ELECTRICAL SYSTEM
AIRCRAFT
SERIAL
NUMBERS
31T-8020001 THRU 3lT-8020092
Electrical power is supplied by a 28 volt, direct current, negative ground

electrical system. Two 30 volt, 200 ampere, D.C. starter/generators
in
parallel provide torque for engine starting and generate D.C. electrical
power. One 24 volt, 43 ampere hour air-cooled nickel-cadmium battery, located in the nose section behind the nose cone, furnishes power for engine
starting and also serves as a reserve source of emergency electrical power in
the event of a dual generator failure. The electrical system is automatically
protected from overvoltage and reverse current.
An external power receptacle, located on the underside of the nose section, allows the use of an external auxiliary power source for starting the
engines or to allow an extended ground check of electrical equipment.
CAUTION
Do not allow external auxiliary power to be

applied to the airplane before ensuring that the
battery master switch, condition levers, ignition switches, starter switches, radio master
switch, and inverter power switch are all OFF.
During an external start, monitor the airplane
voltmeter until the reading stabilizes (27 volts
minimum
30 volts maximum), and then turn
the battery master switch ON. Generator
switches are to be OFF until the engines are
running and the external power source is disconnected.
-
ISSUED:
UGUST 28, 1980
REPORT:
2210
7-25b

SECTION 7
PA-31T, CHEYENNE
The electrical system is primarily controlled

by three switches in the
panel, labeled "BATTERY
MASTER SWITCH," "RIGHT
STARTER-GENERATOR
and
SWITCH,"
"LEFT
STARTTRGENERATOR SWITCH." The battery master switch connects the battery
switches determine the mode of
to the tic bus. The starter-generator
operation of the D.C. starter/generators.
These are three-position switches labeled "START" and "GENERATOR"
with the middle position "OFF."
(Refer to Section 4, Paragraph 4.13 for starting procedures.)
overhead
Electrical switches are located in an overhead panel just above the windshield (Figure 7-21) and in panels on the sides of the cockpit (Figure 7-19).
The overhead panet includes two ammeters and one voltmeter for monitoring of the electrical system. The ammeters provide an independent output check of each generator, and the voltmeter indicates electrical bus voltage as well as battery condition prior to engine starting. lndividual circuit
protectors for the airplane's various electrical devices are mounted in circuit
breaker panels on the sides of the cockpit. These circuit protectors are of the
press-to-reset type.
electrical system is divided into four separate buses (left
essential and non-essential)
all being fed from a central
tie bus, in order to provide a safer electrical distribution and toeliminatethe
necessity of protecting a single bus system for 400 amperes. Four bus tie circuit breakers, one each for the essential bus, the battery bus, the left generator bus, and the right generator bus, are located on the floor between the
pilot and copilot seats. The left and right generator output and the battery
lead are fed into the tie bus through 200 amp thermal breakers. The essential
bus is fed from this tie bus through a 105 amp thermal breaker. Either or
both generators may be switched on or off the tie bus by means of a switch
on the circuit breaker panel. This switch will not remove its associated generator from its own engine support bus; it only disconnects from the tie bus
bus from the
system. A switch is also provided to remove the non-essential
system. The essential bus is connected directly to the tie bus and cannot be
removed
unless all electrical
power is removed from the tie bus system. Refer
(Figure 7-17) for the individual circuit.
Distribution
Diagram
the
Power
to
In the event of a ground fault on a generator feeder lead between the genbus tie switch, an overload sensor will open and
erator and its associated
automatically
remove the generator from the line. Ifthe ground fault were to
occur between the bus tie switch and the tie bus, the associated bus tie circuit breaker would open and the fault would be isolated by opening the bus
tie switch.
The standard
engine,
right engine,
REPORT:
7-26
2210
ISSUED: SEPTEMBER
14, 1979
SECTION 7
PA-31T, CHEYENNE
Overvoltage protection is provided by voltage sensitive relays. Should
condition occur, the affected relay will open and remain open
overvoltage
an
until all voltage is removed from the affected generator by turning OFF the
switch.
generator-starter
Lighting includes standard navigation lights, a landing and a taxi light
on the nose gear strut housing, and strobe-type anti-collision lights on both
wing tips. Cabin lighting includes two dome lights and four reading lights.
Cockpit lighting consists of various indicator lights, instrument panel lighting, and two map lights. The overhead switch panel and circuit breaker
panels are electroluminescent. The courtesy lights are a baggage compartment light in the nose section and a passenger entrance light. There is also a
50 watt wing ice inspection light located outboard in the left engine nacclie.
WARNING
Strobe lights should not be operating when
flying through overcast and clouds since reflected light can produce spatial disorientation.
Do not operate strobe lights in close proximity
to ground, during takeoff and landing.
Other electrical accessories include pitot heat, a heated pilot's windshield, a gear warning horn, a stall warning horn, a rheostat switch to control instrument panel lighting, and other assorted systems, controls, and
lights.
The electrical
accessories.
system provides for the addition
of optional
electrical
CAUTION
Do not use cigar lighter receptacles as power
sources for any devices other than the cigar
lighters supplied with the airplane. Any other
device plugged into these receptacles may be
damaged.

REPORT: 2210
7-27
SECTION 7
PA-3]T, CHEYENNE
AlRCRAFT SERIAL NUMBERS 31T-8120001 AND UP
Electrical power is supplied by a 28 volt, direct current, negative ground
electrical system. Two 30 volt, 200 ampere, D.C. starter/generators
in
parallel provide torque for engine starting and generate D.C. electrical
power. One 24 volt, 36 ampere hour air-cooled nickel-cadmium battery, located in the nose section behind the nose cone, furnishes power for engine
starting and also serves as a reserve source of emergency electrical power in
the event of a dual generator failure. The electrical system is automatically
protected from overvoltage and reverse current.
An external power receptacle, located on the underside of the nose section, allows the use of an external auxiliary power source for starting, the
engines or to allow an extended ground check of electrical equipment.
CAUTION
Do not allow external auxiliary power to be
applied to the airplane before ensuring that the
battery master switch, condition levers, ignition switches, starter switches, radio master
switch, and inverter power switch areallOFF.
During an external start, monitor the airplane
voltmeter until the reading stabilizes (27 volts
minimum 30 volts maximum), and then turn
the battery master switch ON. Generator
switches are to be OFF until the engines are
running and the external power source is dis-
connected.
REPORT: 2210
7-27a

PA-31T, CHEYENNE
SECTION
DESCRIPTION
& OPERATION
The electrical system is primarily controlled by three switches in the

MASTER SWITCH," "RIGHT
panel, labeled "BATTERY
STARTERSWITCH,"
and "LEFT
STARTER-GENERATOR
GENER ATOR SWITCH." The battery master switch connects the battery
switches determine the niode of operato the tie bus. The staner-generator
These are three-position switches lastarter/generators.
tion of the D.C.
with the middle position "OFF."
beled "START" and "GENERATOR"
(Refer to Section 4, Paragraph 4.13 for starting procedures.)
overhead
Electrical switches are located in an overhead panel just above the windshield (Figure 7-2Ia) and in panels on the sides of the cockpit (Figure
7-19a). Generator trip switches, located in the overhead panel adjacent to
the battery master switch, are used with the battery master switch to expeditiously turn off all electrical power. The generators are reactivated by
cycling the generator selector switch(es). The overhead panel includes two
and one voltmeter
ammeters
for monitoring of the electrical system. The
ammeters provide an independent output check of each generator, and the
voltmeter
indicates electrical bus voltage. Individual circuit protectors for
the airplane's various electrical devices are mounted in circuit breaker panels
on the sides of the cockpit. These circuit protectors are of the press-to-reset
type.
The standard
electrical system is divided into eleven separate
buses
(leftand right ice bus, left and right main bus, nonessential bus, AP/FD bus,
#l and #2avionics bus, left and right distribution bus, and gyro bus)all being
fed from a central tie bus, in order to provide a safer electrical distribution
and to eliminate the necessity of protecting a single bus system for 400
amperes. Four bus tie circuit breakers, one each for the nonessential bus, the
battery bus, the left generator, and the right generator, are located on the
floor between the pilot and copilot seats. The left and right generator output
leads are fed into the tie bus through 200 amp thermal breakers. The nonessential bus is fed from this tie bus through a 100amp thermal breaker,and
the battery lead through a 180 amp thermal breaker. Also located on the
main tie bus are two 70 amp breakers that supply power to the left and right
deice buses respectively.
Fed from the main tie bus are two distribution
buses placarded left and right. Three 50amp thermal breakers are located on
each of these buses and they feed the left main, right main and avionics buses
through 160 amp diodes. This effectively provides a dual-fed, split bus
system. This system would survive a ground fault or open on any bus feeder
lead without any interruption of service. Refer to the Power Distribution
Diagram (Figure 7-17a) for the individual circuit. This is possible because
the feeder/blocking diodes are attached directly to either end of their
respective bus.

REPORT:
2210
7-27b
SECTION 7
PA-31T, CHEYENNE
These diodes, being in series, with the 50 amp thermal breakers on the
distribution buses will normally share the bus load from left and right
generators equally (approx. 25 amps). But in the event of an open or short
on a feeder line, (if a short, the 50 amp distribution bus circuit breaker will
open) they are capable of carrying the full bus load safely.
Lighting includes standard navigation lights, a landing and a taxi light
on the nose gear strut housing, and strobe-type anti-conision lights on both
wing tips. Cabin lighting includes two dome lights and four reading lights.
Cockpit lighting consists of various indicator lights, instrument panel
lighting, and two map lights. The overhead switch panel and circuit breaker
panels are electroluminescent. The courtesy lights are a baggage compartment light in the nose section and a passenger entrance light. There is also a
50 watt wing ice inspection light located outboard in the left engine nacelle.
WARNING
Strobe lights should not be operating when
flying through overcast and clouds since reflected light can produce spatial disorientation.
Do not operate strobe lights in close proximity
to ground, during takeoff and landing.
Other electrical accessories include pitot heat, a heated pilot's windshield, a gear warning horn, a stall warning horn, a rheostat switch to
control instrument panel lighting, and other assorted systems, controls,
and lights.
The electrical system provides for the addition of optional electrical
accessories.
CAUTION
Do not use cigar lighter receptacles as power
sources for any devices other than the cigar
lighters supplied with the airplane. Any other
device plugged into these receptacles may be
damaged.
REPORT:
7-28
2210
14, 1979
ISSUED: SEPTEMBER

PA-31T, CHEYENNE
DESCRIPTION
1
2
3
4
5
6
7
B
9
10
11
12
13
14
SECTION 7
& OPERATION
SURFACE DEICE LIGHT

LEFTCIRCUITBREAKEA PANEL
FIRE EXTINGUISHERSWITCHES (OPTIONAL)
DEICE GROUND TEST SWITCHES
DEICE AMMETER
AVIONICS I BUS AND LEFTGYRO BUS TIE
LEFT ENGINEGENEAATORBUS TIE
RIGHT CIRCUITBREAKER PANEL
GYRO BUS TIE BREAKER
NON-ESSENTIAL BUS SWITCH
RIGHT ENGINE GENERATOR BUS TIE
AIGHTGYRO BUS 116 AND AVIONICS 2 BUS
AVIONICS CIRCUITBREAKER PANEL
ALTERNATEAVIONIC POWER SWITCH
S/N 31T-8020001 THRU 31T-8020092

TYPICAL COCKPIT SIDE PANELS
Figure 7-19
ISSUED: SEPTEMBER
14, 1980
REPORT:
2210
7-29
SECTION 7
PIPER
DESCRIPTION
& OPERATION
PA-31T, CHEYENNE
2
3.
4.
5.
6.
1.
2.
3.
4.
ENGINE DEICE
PROP DEICE
LEFT ICE
RIGHT ICE
NON ESSENTIAL
AVIONICS 1
2
RIGHT MAIN
AVIONICS
EMERGENCY
POWER BUS
S/N 31T-8120001 AND UP

TYPICAL COCKPIT SIDE PANELS
Figure 7-19a
REPORT: 2210
7-29a


PA-31T, CHEYENNE
SECTION
1. ESSENTIAL BUS
2. BATTERY
3. GENERATOR BUS TiES
Aircraft With Serial Numbers 31T-8020001 Thru 31T-8020092

8
1.
2.
3.
4.
5.
6.
7.
8.
LEFT GENERATOR
LEFT ICE
NON ESSENTIAL
AIGHT ICE
BATTERY
RIGHT GENERATOR
LEFT GENERATOR FEED
RIGHT GENERATOR FEED
Aircraft With Serial Numbers 31T-8120001 And Up
TYPICAL
FLOOR CIRCUIT
PANEL
Figure 7-20
ISSUED:
AUGUST 28, 1980
REPORT:
2210
7-29b
SECTION 7
PA-31T, CHEYENNE
li
12
13 14
15
15
1
2.
3.
4.
6.
6.
7
B
9
10
11
12
13
14
15
16
AIRCRAFT
I
REPORT:
7-29c
2210
UGHTSWITCHES
BATTERY MASTER SWITCH
LEFTGENERATOR AMMETER
VOLTMETER
ELT BEMOTE SWITCH
NO SMOKING, SEAT BELTAND
DOME UGHT SWITCH
DOME LIGHT
RIGHT GENERATOR AMMETER
DEICING SYSTEM SWITCHES
IGNtTIONINDICATORS
LEFT ENGINE SWITCHES
COMPASS
ENGINE HOURMETER
INSTRUMENTLIGHTDIMMERS
RIGHT ENGINE SWITCHES
MAP LIGHTAND SWITCH
WITH S/N 31T-8020001 THRU 31T-8020092

Figure 7-2 I
ISSUED:
AUGUST 28, 1980
PIPER AIRCRAFT
PA-3tT,
SECTION
CORPORATION
DESCRIPTION
CHEYENNE
18
11
12
LIGHTSWITCHES
BATTERYMASTER SWITCH
LEFTGENERATOR AMMETEA
VOLTMETER
ELT REMOTE SWITCH
NO SMOKING, SEAT BELT AND
DOME LIGHT SWITCH
7. DOME LIGHT
8. RIGHT GENERATOA AMMETER
9. DEICING SYSTEM SWITCHES
1.
2.
3.
4.
5.
6.
11
14
345
15
& OPERATION
16
10
11.
12.
13.
14.
15.
16.
17.
LEFTENGINE SWlTCHES
COMPASS
ENGINE HOURMETER
INSTRUMENT LIGHT DiMMERS
RIGHT ENGINE SWITCHES
MAP LIGHTAND SWITCH
FIRE EXTINGUISHERSWITCHES
GENERATOR TRIP SWITCHES
AIRCRAFT WITH S/N 31T-8120001 AND UP

Figure 7-21a
REPORT:
2210
7-29d
SECTION 7
DESCRIPTION
& OPERATION

PA-31T, CHEYENNE
REPORT: 2210
7-30


PA-3lT, CHEYENNE
SECTION
DESCRIPTION
& OPERATION
7.27 INSTRUMENT PANEL

The instrument panel will accommodate
avionics for VFR and IFR flights.
complete
instruments and
Flight instruments are on the left side, directly in front of the pilot. A
complete set of flight instruments for the copilot may be installed on the right
instrument panel as optional equipment. With the exception of the pilot's
turn and bank indicator, which is air-driven, all of the gyro instruments are
electric.
Engine monitoring gauges are mounted toward the center of the instrument panel, to the right of the pilot's flight instruments. Two Starter Energized indicator lights are located below the engine instruments or in the
annunciator panel. These lights illuminate individually when one or both of
the starter switches are in the ON position.
Radio navigational instruments are in the center of the instrument
panel, and radio and radar installations are to the right of center. Microphone and headphone jacks are provided for both the pilot and the copilot.
These jacks are installed toward theextreme left and right sides of the instrument panel.
Autopilot controls are grouped on the control pedestal. For some installations additional autopilot controls are mounted on the left instrument
panel.
Pressurization system controls and gauges are situated to the lower left
of the pilot's control wheel. Cabin comfort controls are mounted on the
right side of the instrument panel in the area of the copilot's control wheel.
Extending across the lower section of the instrument panel are various
system controls. These include landing gear and wing flap control levers, an
oxygen system control knob, the parking brake handle, alternate static
source selector, and the windshield wiper control.
On aircraft with serial numbers 3IT-8020001 through 31T-8120071,
the windshield wiper control knob is located on the lower portion of the
instrument panel. On aircraft with serial numbers 3IT-8120072 and up,
the windshield wiper control knob is mounted
ISSUED: SEPTEMBER
14, 1979
on the control
pedestal.
REPORT:
2210
7-31
SECTION 7
DESCRIPTIO
PIPER
E
AIRCRAFT WITH S/N 3IT-8020001 THRU 3IT-8020092

PANEL
TYPICAL DUAL INSTRUMENT
Figure 7-23
REPORT:
7-32
2210
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION
DESCRIPTION
& OPERATION
1. PNUMATIC PRESSEGAUGE
2 SAS TEST SWITCH
3 INSTRUMENT VACUUM WAANING LIGHT
4 CLOCK
5 VENT
6 AUTOPILOT, F/O AND MIKE SWITCHES
7 TURN AND BANK INDICATOR
8 AIRSPEED INDICATOR
9 AATE OF CLIMB INDICATOR
10 DIRECTIONALGYRO
11 ATTITUDEGYRO
12 MARKER BEACONS
13 NAV 2
14 OUTSIDE AIR INDICATORLIGHT
15 ANNUNCIATORPRESS-TO-TEST
16 ALTIMETER
17 MASTER CAUTION/RESET
18 ADF
19 ENGINE GAUGES
20 ENGINE GAUGES
21 AVIONICS INSTALLATIONS
22 ANNUCIATOR DISPLAY
23 NADAA
24 AUDIO SELECTOR PANEL
25 ANNUNCIATORDISPLAY DIMMER
26 COPILOT FLIGHTINSTRUMENTS
27 DUAL FUEL QUANTITYGAUGE
28 CLOCK
29 MIKE AND EARPHONE JACKS
30 PRESSURIZATION CONTROLS
31 OUTSIDE AIR TEMP. GAUGE
32 STALL MARGIN INDICATOR
33 PARKING BRAKE HANDLE
34 HTG TEST SWITCHES
35 GEAR POSITION SELECTOR
30 OXYGEN SYSTEM CONTROL
37 GEAR INDICATORLIGHTS
38 BETA LIGHTS
39 STARTER ENERGlZED
40 ELEVATORTRIM WHEEL
41 POWER LEVERS
42. PROPELLER LEVERS
43. CONDITION LEVERS
44. ALTERNATESTAfiC SELECTOR
45. FLAP TEST SWITCH
46. FLAP POSITION INDICATOR
47. FLAP POSITION SELECTOR
48. WINDSHIELD WIPER CONTROL
49. HEATER FUEL SWITCH
50. VENT
51. CABIN COMFORT PANEL
52, OXYGEN SuPPLY GAUGE
63. FUEL TOTALIZER
,
AIRCRAFT WITH S/N 3IT-8020001 THRU 3lT-8020092

TYPICAL DUAL INSTRUMENT
PANEL
Figure 7-23 (cont)
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
7-33
SECTION 7
DESCRIPTION
.
& OPRATION
AIRCRAFT
TYPICAL
REPORT:
7-33a
2210
PIPER
PA-31T, CHEYENNE
WITH S/N 31T-8120001 AND UP

PANEL
DUAL INSTRUMENT
Figure 7-23a

PA-31T, CHEYENNE
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11
12
13
14
15
16
17
18
19
20
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
38.
37.
38.
39.
40.
41.
42
43
44
45
46
47
48
49
50
51.
52.
AIRCRAFT
TYPICAL
SECTION 7
PNEUMATICPRESSURE GAUGE
SAS TEST SWITCH
GYRO PRESSURE GAUGE
DIGITALCLOCK
VENT
AUTOPILOT, F/D AND MIKE SWITCHES
TURN AND BANK INDICATOR
AIRSPEED INDICATOR
RATE OF CLIMB INDICATOR
DIRECTIONALGYRO
AT11TUDEGYRO
MARKER BEACONS
NAV 2
OUTSIDE AIR INDICATORLIGHT
ANNUNCIATOR
PAESS-TO-TEST
ALTIMETER
MASTER CAUTION/RESET
ADF
ENGINE GAUGES
ENGINE GAUGES
AVIONICS INSTALLATIONS
ANNUNCIATOR DISPLAY
AADAR
AUDIO SELECTOAPANEL
ANNUNCIATORDISPLAY DiMMEA
COPILOT FLIGHTINSTRUMENTS
DUAL FUEL OtaNTITY GAUGE
DIGITALCLOCK
PAESSUAtZATIONCONTROLS
MIKE AND EARPHONE JACKS
OUTSIDE AIR TEMP. GAUGE
STALL MARGIN INDICATOR
PARKING BRAKE HANDLE
HTG TEST SWITCHES
GEAR POSITION SELECTOR
OXYGEN SYSTEM CONTROL
GEAR INDICATORLIGHTS
BETA LIGHTS
ELEVATORTRIM WHEEL
POWER LEVERS
PROPELLER LEVEAS
CONDITIONLEVERS
ALTERNATESTATIC SELECf0R
FLAP POSITION INDICATOR
FLAP TEST SWITCH
FLAP POSITION SELECTOA
WINDSHIELD WIPER CONTROL
(S/N 31T-8120001 THRU 31T-8120071)
HEATEAFUEL SWITCH
VENT
CABIN COMFORT PANEL
OXYGEN SUPPLY GAUGE
FUEL TOTALIZER
-
WITH S/N 3lT-8120001 AND UP

DUAL INSTRUMENT
PANEL
Figure 7-23a (cont)

REPORT:
2210
7-33b
SECTION 7
DESCRIPTION
PIPER
& OPERATION
PA-31T, CHEYENNE
Stability Augmentation System (SAS) instruments include the visual

indicator and a system test. These are grouped on the upper left
section of the instrument panel. The SAS warning light is incorporated in
display.
the annunciator
stall margin
Other installations on the instrument panel include various indicator

lights and gauges to show the position of the landing gear and wing flaps and
the condition of the pneumatic system, oxygen system pressure, outside air
temperature, beta range, etc. Stall warning is provided by a horn.
Additional instrumentation includes an eight-day clock, a compass
mounted on the windshield divider, and an engine hour recorder which is
mounted on the cockpit overhead panel.
The cockpit overhead panel includes light switches, windshield
and
pitot heat switches, surface deicer and engine ice protection switches, oil
cooler door controls, fuel pump, ignition and starter switches, and the battery master switch. Ammeters and an electrical monitoring gauge are located in the center of the overhead panel.
Instrument panel lighting is controlled by a switch and rheostat located
on the cockpit overhead panel.
7.29 ANNUNCIATOR
DISPLAY
SYSTEM
The instrument panel features an annunciator display system which provides aural/visual indication of the condition of certain systems essential to
safe operation of the airplane. The annunciator system consists basically of
an annunciator controller, sensors on the monitored systems, an annunciator display, a combination master caution liht/ reset button directly in front
of the pilot, a warning horn and a press-to-test switch.
display extends across the top center of the instruinent
The annunciator
panel. The monitored systems are SAS malfunction, engine deice operation,
oil cooler door position; engine fire, fuel pressure, oil pressure and tempengine fire extinguisher operational status,avionics
erature, flap condition,
inverter power loss, generator operation, battery temperature, annunciator
power, cabin pressure, cabin altitude, and cabin, nose cone and baggage
door security, and on later models starter energizer lights. The engine deice
and oil cooler door lights are single bulb indicators which illuminate steady
green to show when an engine deice system is on or when an oil cooler door is
REPORT:
7-34
2210


DESCRIPTION
PA-31T, CHEYENNE
SECTION 7
& OPERATION
open. These indicator channels do not flash and do not activate the master
caution light or warning horn. The master caution light and horn will not be
activated if a malfunction occurs in the SAS system.
With the exceptions of the above-mentioned indicator channels, all display lights are red, dual-bulb indicators. When a monitored system enters a
pertinent condition, the associated display light will flash simultaneously
with the flashing of the master caution light and the sounding of the annunciator warning horn. When the master caution light/reset button is
pressed, the master caution light and the horn are turned off; however, as
long as the condition exists, the display light will remain lit without flashing.
Should a second monitored system enter a pertinent condition, the warning
procedure is repeated with the second display light flashing and the first remaining lit steadily. This sequence is repeatable for all monitored circuits.
If a malfunction triggers the annunciator and then the malfunction is corrected, the display for that system will automatically extinguish and reset.
A dimmer switch to the right of the annunciator panel raises or lowers
intensity
of the display lights. The master caution light does not dim.
the
During the press-to-test procedure, the display lights will test either bright
or dim, depending upon the position of the dimmer switch. A slight timedelay will occur between the selection of the bright mode and the actual
brightening of the display.
A press-to-test switch to the left of the annunciator display panel activates the master caution light, the warning horn and all display lights. If
the annunciator system is functioning properly, when the test switch is
pressed the four green indicator lights should illuminate instantly, followed
in one second by the sounding of the warning horn and the flashing of the
master caution light and all red display lights. If any of the display lights are
already lit at the time the test switch is activated, they will remain lit during
the test but will not flash.
To test the flap annunciator
flap position indicator.
light, press the test switch adjacent to the
Illumination of the "ANN POWER" display light indicates a failure

within the annunciator system. For probable causes of annunciator system
malfunctions and for corrective procedures to follow in the event of such
malfunctions, refer to Annunciator Failure procedures in Section 3, Emergency Procedures.
ISSUED: SEPTEMBER
REVISED:
APRIL
14, 1979
29, 1982
REPORT:
2210
7-35
SECTION 7
DESCRIPTION
& OPERATION

PA-31T, CHEYENNE
7.31 PITOT STATIC SYSTEM

The pitot static system supplies dynamic and static air pressure for the
of the airspeed indicator. Static air is also supplied to the vertical
operation
velocity
indicator
and altimeter.
A heated pitot head is located under the nose ofthe aircraft just forward
the gear doors. A second heated pitot system is added when dual instruments are installed.
of
Static source pads are located on both sides of the rear fuselage forward
of the horizontal tail. They connect to a single line leading to the instruments. The dual pickups are provided to reduce side slip effects on the airspeed indicator, altimeter and vertical velocity indicator.
An alternate static source valve is located on theinstrument panel to the
right of the control pedestal. For normal operation, the lever remains to the
left. For alternate air, move the lever to the right.
When the alternate static source is selected, the pilot's instruments are
vented to the unpressurized nose section. This means that the altimeter and
airspeed indicator will indicate higher readings than normal. (See correction
chart in Section 5 Performance.) The vertical velocity indicator wili show a
climb.
momentary
-
The switches for the pitot heat are located in the right overhead switch
panel. The left pitot heat switch also controls the heating of the SAS vane.
Pitot covers are provided with each pitot head and should be installed when
the aircraft is parked to prevent bugs and rain from entering the pitot head.
A partially or completely blocked pitot system will give erratic or zero reading on the airspeed indicator.
NOTE
Before every flight, check to make sure the pitot
cover has been removed and that static holes
are unobstructed.
REPORT:
7-36
2210
ISSUED: SEPTEMBER
14, 1979
1. PITOT HEAD
2 ALTERNATESTATIC SOURCE
3 STATIC AIR LINES
4 OIL PRESSURE LINES
5 OIL PRESSURE TRANSDUCER AND SWITCH
6 FUEL PRESSURE TRANSDUCER AND SWITCH
7 LEFT AND RIGHT FUEL PRESSURE GAUGES
8 LEFTAND RIGHT OIL PRESSURE GAUGES
9 ALTIMETER
10 AIRSPEED INDICATOR
11. PNEUMATIC PRESSURE GAUGE

12. CABIN DIFFERENTIAL PRESSURE AND CABIN
ATTITUDEGAUGES
13. RATE OF CLIMB INDICATOR
14. STATIC AIR VALVE
15. STATIC SOURCE PADS
10
2
1
11

SECTION 7
PA-31T, CHEYENNE
7.33 RADIO EQUIPMENT

Various radio installations are available. Audio selector switches, transmitter selector, frequency and volume controls, an ON-OFF switch, and
other controls related to radio operation are located in the center section of
the instrument panel, where they are accessible to both the pilot and the copilot. Jacks for earphones and microphones for the pilot and the copilot are
on the far left and the far right of the instrument panel.
A guarded switch marked "ALT AVIONIC PWR" is located on the
avionics circuit breaker panel. This switch is provided as an emergency backup system in the event of a power failure in the avionics bus. If failure would
occur in one bus, power can be restored from the other bus through the
avionics bus tie. If after careful management of power consumption the total
load on both avionics buses exceeds 50 amps, the pilot can actuate the switch
to supply an additional 50 amps of power to the No. I avionics bus. Refer to
the Power Distribution Diagram (Figure 7-17 or 7-17a). If failure would
occur to both avionics buses, power can still be routed to the No. I bus.
A ground clearance energy saver system is available to provide direct
power to Comm #1 and Nav #2 without turning on the master switch. An
internally lit pushbutton switch, located on the instrument panel, provides
annunciation for engagement of the system. When the button is engaged
direct aircraft battery power is applied to Comm #1 and Nav #2, audio
amplifier (speaker) and radio accessories. The system is reset to the OFF
position by activating the aircraft battery master switch.
7.35 ENVIRONMENTAL CONTROL SYSTEM

A cabin comfort control panel, located at the lower right corner of the
instrument panel, contains all the controls needed to operate the heating,
cooling, and dehumidification system. A master switch on the panel controls
the heater, air conditioner, and cabin recirculating air blower. A mode
switch is normally used in the automatic position, and the operator need
only select the proper temperature level with the control marked "TEMP."
(When adjusting cabin temperature make small, gradual adjustments and
allow time for the stabilization of temperature.) The mode switch also has a
manual position for standby use in case of a malfunction of the automatic
mode. The switch marked "MANUAL" controls the heater or air conditioner when the mode switch is in the mamial position.
REPORT: 2210
7-38
ISSUED:
REVISED:
SEPTEMBER
SEPTEMBER
14, 1979
11, 1981
PIPER
SECTION 7
i LORPORATION
Anang
CASIN
HEATER
COMFORT
FUEL
HTR
A/C
AUTOLO
MAN
HI
-8020092
erial Nun
Aircraft With
u 31
IT-8020 01
rs
CABN COMFORT
HEATER FUEL
MAN
MODE
AUTO
AC
TEMP
MAIUtL
HEATER
MP
HTR
(WE
Hi
LO
OFF
OFF
MASTER
OFF
ON
Pit0T
PUSH
TO
RE5ET
DEHUMDIFIER ON
OFF
GABN

Without Piper Kit No. 764 228 Installed
CABIN
HEATER
FUEL
MAN
MODE
AUTO
COMFORT
TEMP
AC
MANUAL HTR
DEFROSTER
LO
OFF
OFF
MASTER
Mt
OFF
ON
PILOT
DENUMIDIFER
ON
CAB1N

If Piper Kit No. 764 228 is Installed, and 31T-8120060 And Up
CABIN COMFORT CONTROL

Figure 7-27
14, 1979
ISSUED: SEPTEMBER
11, 1981
REVISED: SEPTEMBER
PANEL
REPORT:
2210
7-39
SECTION 7
PA-31T, CHEYENNE
The dehumidifier switch provides a means to decrease humidity when
the mode switch is in the automatic position. The toggle switch marked
"HEATER FUEL"controls the flow of fuel to the heater fuel pump. It must
be turned on for heater operation.
Control of cabin temperature is through the cycling of the heater or the
air conditioner. Both units are controlled by an electronic controller which
receives its signal from an adjustable thermostat. A slide selector switch*,
located below the cabin comfort controller, is placarded PILOT-CABIN.
When the selector switch is in the PlLOT position, cabin temperature is
controlled by the TEMP control on the comfort control panel. When the
selector switch is in the CABIN position, cabin temperature is controlled by
a selector control mounted on the pilot side of the passenger compartment
sidewall. When the thermostat calls for heat, the controller turns on the
heater system. The heater will operate at full capacity until the thermostat
reaches the selected temperature. The thermostat has a temperature dead
band between the heating and cooling cycles to prevent activation of the
heater by the air conditioning cooling or of the air conditioner by the heater.
Under normal conditions, the cabin thermostat will automatically control heater and air conditioner operation. When the dehumidifier is on, the
heater and the conditioner operate together, with the air conditioner operating continuously and the heater cycling to maintain the desired temperature level. This is helpful in preventing cabin condensation during letdowns from high cold soak altitude to warm humid conditions near airport
level and to prevent condensation during ground operation under cool rainy
conditions.
7.37 HEATING, VENTILATING AND DEFROSTING SYSTEM

The flow of air for heating, ventilating, and defrosting is taken through
the main pressurization air line and an outside air duct in the lower right side
of the nose section. When the cabin is pressurized, the outside air duct is
closed and air is taken from the cabin by the use of a recirculation blower and
main pressurization air line. Air from the heater is directed to outlets along
both sides of the cabin. Air from the heater is also routed to the windshield defroster outlets along both sides of the windshield center post. Air
for ventilating is routed through ducts along both sides of the cabin and
*Aircraft with serial numbers 3IT-8120001 and up.

REPORT: 2210
7-40
ISSUED: SEPTEMBER
14, 1979

DESCRIPTION
PA-31T, CHEYENNE
SECTION
& OPERATION
enters from individually controlled eyeball outlets next to each passenger

blower operates
seat and in front of the pilot and copilot. The recirculation
whenever the cabin comfort master switch is ON. All controls for the heater
are mounted on the lower right instrument panel.
7.39 HEATER
OPERATION
The 45,000 B.T.U. Janitrol combustion heater can be operated either

independently or in conjunction with the air conditioner, depending upon
the mode selected on the cabin comfort control panel. A master switch turns
the system on or off. To the left of the control panel is a heater fuel switch,
which must be on for heater operation. During normal operation, the mode
switch is in the automatic ("AUTO") position, and an electronic controller
turns the heater on or off automatically to keep the cabin at a temperature
selected on the adjustable temp. knob. When the mode switch is in the
manual ("MAN") position, the heater may be turned on or off, as desired.
For manual operation, the switch labeled "MANUAL"should be placed in
the heater ("HTR") position and the heater turned on or off by use of the
heater fuel switch.
AIRCRAFT
WITHOUT
SERIAL NUMBERS 3\T-8020001 THRU

KIT NO. 764 227 INSTALLED
31T-8020092
PIPER
If a heater over-temp condition occurs, a thermal switch, located on the

heater, will trip, precluding further heater operation until the switch is
manually reset by opening the access bay and depressing the reset button.
AIRCRAFT
SERIAL NUMBERS 3lT-8120001 THRU
WITHOUT PIPER KIT NO. 764 228 INSTALLED
3lT-8\20059
An amber-colored indicator/switch is located adjacent to the heater

"HEATER/OVER
TEMP.," "PUSH TO
controls and is placarded
RESET." The indicator and the switch are a single unit. In the event that a
heater overtemp. condition were to occur, an automatic reset thermal switch
located on the heater will trip a relay, which in turn will remove electrical

REPORT:
2210
7-40a
SECTION 7
PIPER AIRCRAFT
DESCRIPTION
& OPERATION
CORPORATION
PA-31T, CHEYENNE
TEMP."
power from the heater and illuminate the "HEATER[OVER
indicator light. The pilot will be able to reset the heater by pushing the reset
switch after the heater has cooled sufficiently to allow the thermal switch to
reset.
CAUTION
This switch should only be reset one time per
flight. Continuous tripping of the overheat
switch indicates a failure in the heating system.
AIRCRAFT SERIAL NOS. 3IT-8020001 THRU 31T-8020092 IF PIPER
KIT NO. 764 227 IS INSTALLED, 31T-8120001 THRU 3lT-8120059 IF
PIPER KIT NO. 764 228 lS INSTALLED, AND 31T-8120060 AND UP
A manual reset thermostat has been attached to the outboard side of the
hot-air distribution box to prevent overheating of the heated air ducts. If the
thermostat should sense a temperature of 300+ 3F, electrical power will be
interrupted to the heater control valve, thereby, precluding further heater
operation
until the thermostat is manually reset by opening the right-side
bay and depressing the reset button. If a heater over-temp
nose equipment
condition occurs, a thermal switch, located on the heater, will trip, preaecrcehba
cIpue
inpded rnss thehres'etbpuh sn.manually reset by
e
n
n
REPORT:
7-40b
2210

SECTION 7
PA-31T, CHEYENNE
7.41 CABIN AIR CONDITIONING SYSTEM
The 23,000 B.T.U. air conditioning system can be operated either independently or in conjunction with the heater, depending upon the mode
selected on the cabin comfort control panel. A master switch turns the
system on or off. During normal operation, when the mode switch is in the
automatic ("AUTO") position, a thermostat, adjustable by the temp. knob,
signals an electronic controller which turns on the air conditioner until the
cabin reaches the selected temperature. When the mode switch is in the
manual ("MAN") position, the air conditioner may be turned on or off, as
desired, by use of the switch labeled "MANUAL." The air conditioner is on
when the manual switch is in the air conditioner ("A/C") position, and off
when the switch is in the heater ("HTR") position. For manual operation of
the air conditioner, the heater fuel switch must be OFF.
Pressurization air for the PA-31T is obtained by use of high pressure

engine compressor bleed air. The high pressure air is routed through an
intercooler, then into a jet pump which mixes bleed air with outside air. This
decreases the amount of high pressure air required from the engine and also
lowers the temperature of the bleed air. The air then proceeds to tha main
pressure line under the cabin floor and passes through the pressurized air
control box assembly which controls the flow of air that is to be routed
either to the cabin or overboard.
The cabin air control, to the left of the pilot's control wheel shaft, has
three positions marked: "PRESSURIZED AIR," "RECIRCULATED
AIR," and "OUTSIDE AIR." When the control is in the PRESSURIZED
AIR position, the air is directed through the air conditioning evaporator to
the heater and heater ducts, and through the cool air ducts along both sides
of the cabin to individually controlled air outlets. When the control is in the
OUTSIDE AIR position, the air is not needed for pressurization. Air is then
routed below the cabin floor and overboard. An amber light to the left of the
annunciator press-to-test light, on the glare shield, illuminates whenever the
"OUTSIDE AIR" position is selected. During ground operations, to
prevent fumes from other aircraft entering the cabin, the control may be
placed in the RECIRCULATED AIR position. In this position, no outside
air enters the system. Restrict continuous operation in the recirculated air
position to 15 minutes.
REPORT:
2210
7-41

SECTION 7
PA-31T, CHEYENNE
1.
2.
3.
4.
5.
PNEUAMATICSYSTEM PRESSURE GUAGE

TEST/DUMP SWITCH
CABIN ALTITUDECONTROLLER
CABIN RATE OF CHANGE GAUGE
CABIN DIFFERENTIALPRESSURE AND
CABIN.ALTITUDEGAUGE
RATE OF CHANGE CONTROL
FILTER
PRESSURIZED AIR BLEED PORT
AMBIENT AIR INLET
DEICER BOOT
INTERCOOLER ASSEMBLY
INTERCOOLERAIR INLET
CHECKVALVE
JET PUMP WITH CHECKVALVE
CABIN ALTITUDECONTAOL ASSEMBLY
VENTILATIONDUCT
OUTSIDE AIABOX ASSEMBLY
RECIRCULATIONFAN
OUTSIDE AIR SOURCE
EVAPORATOR
EXPANSION VALVE
EVAPORATOR CONTROLVALVE
RECEIVERDEHYDRATOR
FRESH AIR DISTRIBUTIONLINE
TEMPERATUREAIR DISTRIBUTIONLINE
FILTER
RESONATOR
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17
18.
19.
20.
21.
22.
23
24.
25.
26.
27.
28. HEATER
29. RECIRCULATINGAIR INTAKE
30 TEMPERATUREAIR DISTRIBUTION
BOX ASSEMBLY
31.
32.
33.
34.
35.
36.
37.
38.
43
48
gy
44 45
50
r
53
55
FREON PRESSURE LINE

FREON SUCTION LINE
COMPRESSOR
CABIN AIR CONTROL
VACUUM TURN AND BANK
SOLENOID VALVE
OVERBOARD DUMP
PRESSURIZED AIR CONTROL
39.
40.
41.
42.
58 43.
44.
45.
46.
47.
48.
49.
50.
51
52
63
54
55
56
BOX ASSEMBLY
JECTOR
CONDENSER
CHECKVALVES
SEPARATOR
REGULATOR
VALVE(2 WAY)
DEtCE EJECTOR
VALVE(3 WAY)
UNE ITO DOOR SEAL)
UNE (TO EMPENNAGE DEICER
BOOTS)
REGULATOR
ISOBORIC VALVE
SAFETYVALVE
CHEdK VALVE
STATICVENT LINE
VACUUM REGULATOR
STATICVENT UNE
CABIN DIFFERENTIALPRESSURE
WARNING)SWITCH
57. CHECKVALVE
BS. FILTER
59. AUX. VOLUME TANK
HEATING, VENTILATING, AIR CONDITIONING AND

PRESSURIZATION SYSTEM SCHEMATIC
Figure 7-29
REPORT:
7-42
2210
ISSUED:
SEPTEMBER
14, 1979

DESCRIPTION
PA-31T, CHEYENNE
SECTION 7
& OPERATION
All the controls needed to operate the cabin pressurization system are
grouped together on the lower left side of the instrument panel.
For pressurized flight below 12,000 feet, the cabin altitude controller
should be set at 500 feet above the airport altitude and theair control placed
in the PRESSURIZED AIR position. Cabin pressurization will then be controlled automatically. For flight above 12,000 feet, or should a change in
cabin attitude be desired for any reason, altitude changes should be set on
the cabin altitude controller. This automatically brings the cabin altitude to
a new setting. Should the rate of ascent or descent require adjustment, the
rate of change control knob below the cabin altitude controller may be used
to increase or decrease the rate of change.
To the immediate left of the cabin altitude controller and the rate of
change control are instruments to simplify setting the system and to monitor
system operation. The cabin altitude instrument indicates the cabin altitude
in feet, and the cabin rate of change instrument indicates the rate at which
cabin altitude is changing in feet per minute. A differential pressure gauge,
which is incorporated in the face of the cabin altitude instrument, indicates
the differential pressure between the cabin and the outside atmosphere.
A warning light on the annunciator display warns the pilot should the
cabin altitude go above I 1,750feet or should the cabin differential pressure
go above 5.7 psi. Cabin pressure is automatically regulated to a maximum of
5.5 psi. Should the automatic regulator malfunction, a system of safety devices releases pressure. If both.the automatic regulator and the safety valves
fail, cabin pressure may be unloaded by slowly and partially raising the
access cover of the emergency gear extender or by rapid decompression with
the use of the dump switch. This switch is designed to prevent inadvertent
dump and must be pulled out before actuation. A landing gear pressurization safety switch on the left main landing gear prevents the cabin from being
pressurized while the airplane is on the ground. A test switch on the instrument panel may be used to override the landing gear pressurization safety
switch when testing the system on the ground.
For complete instructions on the operation of the cabin pressurization

refer to Section 4 Normal Procedures.
system,
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
7-43
SECTION 7
PA-31T CHEYENNE
1.
2.
3.
4.
5.
6.
7.
CABIN PRESSURIZATIONTEST/DUMP SWITCH

CABIN RATE OF CHANGE GAUGE
CABINALTITUDEGAUGE
DIFFERENTIALPRESSURE GAUGE
RATE OF CHANGE CONTROL
CABIN ALTITUDE CONTROLLER
AIR CONTROL LEVER
CABIN PRESSURIZATION CONTROLS

Figure 7-31
REPORT:
7-44
2210
ISSUED: SEPTEMBER
14, 1979
PIPER
AIRCRAFT
CORPORATION
DESCRIPTION
PA-31T, CHEYENNE
SECTION 7
& OPERATION
7.45 OXYGEN SYSTEM

The oxygen system approved for the PA-31T provides emergency
supplementary oxygen for the crew and passengers in the event of pressurization failure.
The crew compartment
automatic on-off valves.
is fitted with two plug-in
receptacles
with
On aircraft with serial numbers 31T-8020001 through 3\T-8120050,

31T-8120055, 31T-8I20056, 3IT-8120058, and 31T-8120059, the passenger
area is equipped with six plug-in receptacles with automatic on-off valves
incorporated into the cabin. On aircraft with serial numbers 3IT-8120051,
31T-8\20052, 3\T-8120053, 31T-8120054, 31T-8120057, 31T-8120060 and
up, the passenger area is fitted with six masks attached to a lanyard-pull
outlet fitting. Oxygen will not flow to the masks until the lanyard attached
to the supply hose is pulled and the flow activating pin is released. This
allows the oxygen to flow to the mask.
An oxygen supply gauge is mounted on the lower right instrument panel
indicates the pressure in the oxygen cylinder. The flow control knob is
located under the left lower instrument panel. A pressure regulator is
mounted directly to the oxygen cylinder.
,
and
The 22 or 48 cu. ft. oxygen cylinder is mounted on the left side of the
aircraft, aft of the-forward baggage compartment and below the avionics
equipment. When fully charged, the cylinder contains oxygen at a pressure
of 1800 pounds per square inch at 70F. Before taking off for high altitude
flying, ascertain that the oxygen supply is adequate for the proposed flight
and that the passengers are briefed.
If oxygen should be required, pull the control knob ON, allowing
oxygen to flow from the cylinder through the connecting tubing and intothe
and don the masks.
receptacles
The crew oxygen masks should be plugged-in prior to flight and stowed
on a hanger adjacent to their seat. After the flight the masks may be
unplugged and stowed under the pilot's and copilot's seats.
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
7-45
SECTION 7
DESCRIPTION
& OPERATION

PA-31T, CHEYENNE
To use oxygen in the passenger area on aircraft with serial numbers

3IT-8020001
through
3IT-8120050,
3IT-8120055,
3\T-8120056,
3lT-8120058, and 3 IT-8120059, open the center overhead storage compartments adjacent to each pair of seats, connect a constant flow mask fitting
into a receptacle and don mask. Oxygen will flow through the mask whenand the control knob is ON. Always
ever the fitting is in the receptacle
remove the fitting from the receptacle and stow the mask properly to avoid
damage to the mask when not in use. To use oxygen in the passenger area on
aircraft with serial numbers
31T-8120051, 3IT-8120052, 3IT-8120053,
3lT-8120054, 31T-8120057, 3\T-8 120060 and up, open the center overhead
storage compartments and pull mask to the face. (Lanyard will pu!I flow
activating pin). The fittings in the passenger compartment
cannot be
removed from their receptacles.
However, before stowing the mask in the
overhead compartment,
the lanyard pull activating pin must be reinserted.
Always assure that oxygen is being delivered to the mask by checking the
flow indicator.
oxygen can be discontinued
Crew compartment
control knob.
by pushing IN on the
oxygen
Oxygen can be discontinued in the passenger area on aircraft with serial

3lT-8020001 through 3IT-8120050, 3IT-8120055, 3\T-8120056,
3lT-8120058, and 3\T-8l20059 by disconnecting the mask fitting from the
receptacle,
stowing the masks in the overhead storage compartments or
pushing IN on the oxygen control knob in the crew compartment. On
aircraft with serial numbers 31T-8120051, 3\T-8120052, 3IT-8120053,
3\T-8120054, 3IT-8120057, 3\T-8120060 and up, oxygen to the passenger
area can be discontinued by pushing the oxygen control knob located in
the crew compartment IN or by reinserting the lanyard flow activating pin
and stowing the masks in the overhead storage compartment.
numbers
Refer to Section 3
and duration.
Emergency Procedures for oxygen
requirements
CAUTION
Positively NO SMOKING while oxygen
being used by anyone in the airplane.
is
Keep oil, grease, hydraulic fluid, paint or other inflammable material

away from oxygen equipment. After use, masks should be cleaned (See
Paragraph 8.27, Section 8).
REPORT:
7-46
2210
14, 1979
ISSUED: SEPTEMBER

PA-31T, CHEYENNE
SECTION
1. OXYGENSUPPLY PRESSURE GAUGE

2. OXYGEN FLOW CONTROL KNOB
3. RECEPTACLE/OUTLETS
4. PRESSURE REGULATOR
5. FILLERVALVE
6. OXYGENCYUNDER
7. LOW PRESSURE LINES
8. HIGH PRESSURE LINES
OXYGEN SYSTEM
Figure 7-33
REPORT:
2210
7-46a
SECTION 7
DESCRIPTION
PIPER AIRCRAFT
& OPERATION
CORPORATION
PA-31T, CHEYENNE
REPORT:
7-46b
2210
ISSUED:
SEPTEMBER
11, 1981
SECTION 7
PA-31T, CHEYENNE
7.47 CABIN FEATURES
The normal seating arrangement is two crew seats and four reclining,
adjustable executive-type passenger seats, each equipped with an adjustable headrest and two armrests. The outboard armrest is fixed and the aisle
armrest is of a swing-away design for ease of entry and exit. An ash tray, a
reading light, and an adjustable individual ventilation control are also standard for each passenger seat. For increased passenger capacity, one or two
additional full-size seats may be installed to expand the cabin to seven or
eight place seating. The standard seats are track mounted to allow movement fore and aft and are reversible for a foursome arrangement. Optional
lateral tracking seats are available and will also move inboard. The crew I
seats are adjustable three ways: fore and aft, up and down, and reclinable.
The lever nearest the floor controls fore and aft movement; the center handle
controls up and down movement, and the smaller top handle controls angle
of
.recline.
The passenger seats adjust forward and aft and recline. Aft facing seats
will recline one notch.
Safety belts are installed on all seats. Shoulder harnesses with selfadjusting inertia reels are installed on the pilot and copilot seats. The inertia
reels allow the shoulder harness to extend or retract during normal body
movement. However, the strap locks securely in place under sharp forward
force. To check the function of the inertia reel, tug sharply on the strap. The
reel should lock under this test and prevent the strap from extending. Optional shoulder harnesses are available for the passenger seats.
A storm window is installed in the pilot's side window.
A map clip is located on the control wheel. For the passengers'convenience, utility pockets are attached to each seat back. The cabin is equipped
with "NO SMOKING" and "FASTEN SEAT BELT" lights controllable
from the cockpit. Additional features include cabin and cockpit cigar
lighters, individual oxygen masks, curtains, and clothes hanger support
bars with hangers.

REPORT: 2210
7-47
SECTION

7
PA-31T, CHEYENNE
DESCRIPTION & OPERATlON
7.49 BAGGAGE AREAS

There are two baggage compartments. The forward compartment provides 20 cubic feet of storage space and has a 300 pound capacity. It is accessible from the left side of the nose section through a 26 x 21inch door. The
rear compartment has a volume of 22 cubic feet and a capacity of 200
pounds. It is loaded and unloaded through the cabin door or, if installed, a cargo door* mounted aft of the main cabin door. The rear
baggage compartment is conveniently accessible from the cabin even in
flight.
The nose compartment is equipped with a courtesy light for night loading. Since this light illuminates automatically when the baggage compartment door is opened, regardless of the positionof the battery masteriwitch,
it is recommended that the door not be left open for extended periods as this
may lead to battery depletion.
NOTE
It is the pilot's responsibility to be sure that the

airplane is properly loaded and that the aircraft
C.G. falls within the allowable C.G. range.(See
Section 6 Weight and Balance.)
-
The baggage tie down and cargo net should be used for the safe and
secure stowage of baggage.
7.50 CARGO DOOR INSTALLATION*

A large cargo door is installed adjacent to the main cabin entrance door
loading of the rear baggage compartment (referto Figure 7-34).
facilitate
to
The cabin entrance door must be opened to open the cargo door. To open the
cargo door, push in on the left side of the door handle, pull out on the right
side and rotate the handle counterclockwise. Raise the cargo door until it
latches in the up position. The additional width and height of the fuselage
opening will allow convenient, unhindered loading of bulky items. To lower
the door, push up on the knurled knob on the door support arm, lower the
door, turn the handle clockwise until it latches securely to the fuselage and
push in on the right side of the handle.
*Optional equipment
REPORT:
7-48
2210

PIPER
CABIN ENTRANCE
ISSUED:
MARCH
SECTION
CORPORATIOk
AIRCRAFT
PA-31T, CHEYENNE
16, 198I
DOOR AND CARGO

Figure 7-34
DOOR
REPORT: 2210
7-48a
SECTION 7
DESCRIPTION
PIPER
AND OPERATION
PA-31T, CHEYENNE
The aft main cabin entrance door support cable is provided with a quick
disconnect fitting which enables it to be detached in the center. After the
cable is separated
the lower portion of the cable can be attached to the eye
bolt fitting on the fuselage. This feature provides an unobstructed fuselage
opening for loading cargo, wiiile also providing cabin door support for the
loading of passengers.
The cargo door is deeply upholstered to match the interior styling ofthe
cabin.
7.51 ELECTRIC
HEATED WINDSHIELD
The electric heated windshield, used to prevent and/or remove icing and
fogging, is controlled with the "WINDSHIELD HEAT"switch on the overhead panel. To check the operation of the heated windshield before takeoff,
the control switch should be activated with the engines running. If the windshield heat is operating normally, either position will cause the windshield
to feel warm to the touch after several minutes. The temperature of the wikidshield is regulated automatically.
An alternate method of checking operation is to turn OFFa generator
and while observing the operating generator's ammeter, select LOW, then
HIGH. An increase of 20 amps when on low and 30 amps when on high indicates normal operation.
REPORT:
7-48b
2210
ISSUED:
MARCH
16, 1981

PA-31T, CHEYENNE
7.53 ELECTRIC
WINDSHIELD
SECTION
WIPER
An electrically operated windshield wiper is installed on the pilot's windWIPER"

shield.Thewiperiscontrolled
bya knobmarked"WINDSHIELD
located on the lower copilot instrument panel (S/N 31T-8020001 thru
31T-8120071) or on the control pedestal (S/N 31T-8120072 and up). The
control
knob has four positions: PARK, OFF, LOW, and HIGH. To
activate the windshield wiper, simply set the knob at the desired speed
position.
CAUTION
See Section 2 for windshield
limitation placard.
wiper operating
wiper operation is no longer required, the control

When windshield
knob should be turned to OFF, then to PARK. The PARK position returns
vertical position. The knob automatically rethe blades to an unobtrusive
turns to OFF when released from the PARK position.
An optional windshield
shield.
wiper installation is available
for the right wind-
7.55 FINISH
All aluminum sheet components of the airplane are finished inside and
out. Both sides of all pieces are alodine treated and sprayed with zinc chro-
mate primer. Exterior surfaces are painted with durable polyurethane

variety of colors and color combinations.
7.57 NUMI(ER
in a
PLATES
The manufacturer's identification plate is attached to the underside of

the fuselage just below and at the forward edge of the cabin door. A plate
containing only the serial number is attached to the underside of the fuselage just left of the tail skid. The serial number should always be used when
referring to the airplane in service or warranty matters.
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
7-49
SECTION 7
PA-31T CHEYENNE
7.59 PROPELLER SYNCHROPHASER*
WOODWARD TYPE I
The Woodward Type I Synchrophaser consists of a control box
mounted in the cockpit, an actuator mounted in the slave engine nacelle, an
adjustable rod end trimmer connecting the slave engine governor and
actuator, speed sensing magnetic pickups located near three phase targets
that rotate with each propeller shaft. The system operates on electronic
impulses, generated by the disc target passing each magnetic pickup, being
fed into the control box. Any difference in these pulse rates will cause the
control box to run the actuator motor and, through the flexible shaft, trim
the engine governor speed setting to exactly match the master engine's RPM
and preset phase relationship. Normal governor operation is unchanged,
but the synchrophaser will continuously monitor engine RPM and propeller
phase angle and reset the slave engine governor as required.
The RPM of the slave engine will follow changes in the RPM of the
master engine over a predetermined limited range. This limited range feature
prevents the slave engine from losing more than a fked amount of RPM in
case the master engine is feathered with the synchrophaser ON. In this installation, the right engine is the master engine.
The propeller synchrophaser "ON-OFF" switch is located on the lower
center of the instrument panel, just above the control levers. Propeller levers
should be set close together before the propeller synchrophaser is turned
ON. Once the synchrophaser is operating any adjustments, such as from
climb to cruise, should be made by moving both engine RPM controls
simultaneously in small steps to the new RPM setting. This will keep thetwo
governor settings close enough to stay within the limited range adjustment
of the synchrophaser. If at any other time, the synchrophaser is ON, but is
unable to adjust the slave engine RPM to match the master engine, the
actuator has reached the end of its travel. Turn the synchrophaser switch
OFF (allowing the actuator to run to the center of its range) and synchronize
the propellers manually before turning the system back ON.
*Optional equipment
REPORT: 2210
7-50
ISSUED:
SEPTEMBER
14, 1979

SECTION 7
PA-31T, CHEYENNE
With the airplane in a cruise configuration and the synchrophaser ON, a

functional test of the system can be made to check proper limited range settings and operation. Start the test by slowly moving only the master engine
(RIGHT) RPM control lever in small steps to an increased RPM setting
until the propellers are no longer synchronized. Repeat procedure to a decreased RPM setting. The RPM range over which the slave engine will remain synchronized with the master engine is the limited range. With the
system ON, move the master engine propeller governor control lever to a
point which is close to the end of this limited range. Now turn the system
OFF, an unsychronized condition will develop as the actuator moves the
trimmer to its mid-position. When the systemis turned ON again, synchronization will resume. If the propellers do not synchronize, the actuator has
reached the end of its travel and the propellers must be synchronized
manually.
WOODWARD TYPE II
Another propeller synchrophaser available on this aircraft is the Woodward Type Il Synchrophaser. It consists of a control box mounted in the
cockpit, a coil incorporated in each primary governor, a magnetic pickup
and a disc containing one target also located in each overspeed governor. The
system operates on electronic impulses, generated by the disc target passing
each magnetic pickup, being fed into the control box. Any difference in the
pulse rates will cause the control box to change the governor speed setting
by varying the coil voltage until the engine RPM's exactly match. Normal
governor operation is unchanged, but the synchrophaser will continuously
monitor and bias the governor speed setting to match engine RPM's.
The synchrophaser automatically matches the RPM's of the two engines
and allows the pilot to select any desired phase relationship between the propellers. The RPM of one engine will follow changes in the RPM of the other
engine within a predetermined limited range. This limited range feature prevents either engine from losing more than a fixed amount of RPM in case
the other engine is feathered while the synchrophaser is ON. In no case will
the RPM follow beyond that selected by the prop control lever.

REPORT:
2210
7-51
SECTION 7
PA-31T, CHEYENNE
The propeller synchrophaser "ON-OFF" switch and the phase adjuster
control are combined on a single knob protruding from the instrument panel
just above the control levers. After takeoff manually synchronize the propellers and then turn the synchrophaser ON. When making propeller speed
changes, such as from climb to cruise, switch the synchrophaser OFF move
the propeller levers to the desired setting and manually synchronize, then
turn the synchrophaser back ON. Whenever an engine is to be feathered or
during takeoff or landing, the synchrophaser mtist be turned OFF.
7.61 EMERGENCY LOCATOR
TRANSMITTER*
The Emergency Locator Transmitter (ELT), when installed, is enclosed

under the removable dorsal fin forward of the vertical tail attachment to the
fuselage. The unit meets the requirements of FAR 91.52. The transmitter
operates on a self-contained battery.
A battery replacement date is marked on the transmitter label. To
comply with FAA regulations, the battery must be replaced on or before this
date. The battery must also be replaced if the transmitter had 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.
When installed in the airplane, the ELT transmits through the antenna
mounted on the fuselage. The unit is also equipped with an integral portable
antenna to allow the locator to be removed from the airplane in an emergency and used as a portable signal transmitter. Should it become necessary
to remove the ELT from the airplane, be sure that the switch on the unit is in
the OFF position before the transmitter is disconnected from the fuselage
antenna. After the portable antenna is attached the unit may be turned ON
as desired.
*Optional equipment
REPORT:
7-52
2210
ISSUED: SEPTEMBER
14, 1979
SECTION 7
PA-31T, CHEYENNE
The locator should be checked during the preflight ground check to
make sure that it has not been accidentally activated. Check by turning a
radio receiver to 121.5MHz. If there is an oscillating sound, the locator may
have been activated and should be turned off immediately. Rearm the unit
and then recheck.

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
tests must be made at any other time the tests
should be coordinated with the nearest FAA
tower or flight service station.
NARCO ELT 10 OPERATION
On the unit is a switch placarded "ON," "OFF" and "ARM." The ARM
position allows the unit to be set to the automatic mode so that it will transmit only after activation by impact and will continue to transmit until the
battery is drained to depletion or until the switch is manually moved to the
OFF position. The ARM position should be selected whenever the unit is in
the airplane. The ON position is provided so the unit can be used as a
portable transmitter or in the event the automatic feature was not triggered
by impact or to periodically test the function of the transmitter. The OFF
position should be selected while changing the battery or to discontinue
transmission after the unit has been activated.
A pilot's remote switch, located on the overhead panel allows the transmitter to be controlled from inside the cabin. The pilot's remote switch is
placarded "ON," "ARM." The AR M position should be selected for all normal flight operations. If activation occurs with the remote switch in the
ARM position, the transmitter must be reset. A button labeled "RESET"
is located above the selector switch. To rearm the unit after it has been
turned off or after it has been activated, the RESET button should be
pressed in after the selector switch has been placed in the ARM position.
This will end transmission and rearm the unit.
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
7-53
SECTION

7
PA-31T, CHEYENNE
7.63 RADAR*
A weather radar system can be installed in this airplane. The basic
components of this installation are an antenna, a transmitter/receiver, and
a cockpit indicator. The function of the weather radar system is to detect
weather conditions along the flight path and to visually display a continuous weather outline on the cockpit indicator. Through interpretation of
the advance warning given on the display, the pilot can make an early decision on the most desirable weather avoidance course.
In addition to its primary purpose, weather mapping, the system can
be used for navigation. A ground mapping feature allows the pilot to identify
coastlines, water masses, islands, high ground, etc. This provides the pilot
with a guidance feature which may be useful in adverse weather conditions
or over areas where ground-based navigational aids are limited.
For detailed information on the weather radar system and for procedures to follow in operating and adjusting the system to its optimum efficiency, refer to the appropriate operating and service manuals provided
by the radar system manufacturer.
WARNING
Heating and radiation effects of radar can

cause serious damage to the eyes and tender
organs of the body. Personnel should not be
allowed within fifteen feet of the area being
scanned by the antenna while the system is
transmitting. Do not operate the radar during
refueling or in the vicinity of trucks or conexplosives or flamtainers accommodating
mables. Flashbulbs can be exploded by radar
energy. Before operating the radar in any
mode other than STANDBY, direct the nose
of the airplane so that the forward 120 degree sector is free of any metal objects such
as other aircraft or hangars for a distance of
at least 100 yards, and tilt the antenna upward
15 degrees. Do not operate the radar while the
airplane is in a hangar or other enclosure.
*Optional equipment
REPORT:
7-54
2210
ISSUED:
SEPTEMBER 14, 1979
SECTION 7
CORPORATION
PIPER AIRClf
PA-31T, CHEYENNE
NOT
When operating weather avoidance radar systems inside of moderate to heavy precipitation, it is advisable to set the range scale of the
radar to its lowest scale.
7.65 RADAR ALTIMETER*
The PA-31T can be equipped with an optional radar altimeter. This installation employs radar signals to detect the altitude of the airplane above
the terrain. For detailed operating and servicing instructions, refer to the
manuals provided by the manufacturer of the radar altimeter system.
7.67 PNEUMATIC WING AND TAIL DEICING*
Pneumatic deicer boots on the wing and tail leading surfaces inflate
simultaneously. When the system is off, constant suction is applied to the
deicer boots. This insures smooth, streamlined leading edges during normal
operation.
Deicers are inflated by a deicer system control switch on the overhead
switch panel. When this momentary switch is activated, the pneumatic pressure control valves are activated for six seconds. The boot solenoid valves
are energized and release pressurized air directly into the boots, inflating all
surface deicers on the airplane. The deicer pressure, nominally 18 psi, is
regulated by the pneumatic regulator. When the cycle is completed, the deicer solenoid valves permit the pressurized air to return from the deicer
boots, through the valve, and overboard. System vacuum is then applied to
the deicers to hold them close to the surface skin. Deicer pressure can be
monitored during deicer operation through the pneumatic pressure gauge
located on the instrument panel Normally, the gauge should register in the
green, but it will flicker slightly during pneumatic deicer operation.
An ice inspection light can be installed on the outhoard side of the left
engine nacelle to allow the pilot to check icing conditions during night flight.
The light is controlled by a switch on the overhead switch panel.
*Optional equipment
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
7-55
1. VERTICALFIN DEICERBOOT
2. HORIZONTALSTABIL1ZERDEICER BOOTS
3. RIGHTWING DEICERBOOT
4. LEFTWING DEICERBOOT
5. RIGHTENGINE BLEEDAIR PORT
ASSEMBLY
6. RIGHT INTERCOOLES
7. SURFACE DE1CERSWITCH
8. CHECKVALVE
9. ACCUMULATORASSEMBLY
10. PRESSURE REGULATOR
11.
12.
13.
14.
15.
16.
17.
18.
19.
DEICER EJECTOR ASSEMBLY

2-WAY COAXIAL SOLENOID VALVE
LEFT INTERCOOLER ASSEMBLY
LEFT ENGINE BLEED AIR PORT
PRESSURE SWITCH
DEICER TIMER
DEICER RELAY
CIRCUITBREAKER
PRESSURE RELIEFVALVE
12

PA-31T, CHEYENNE
7.69 FIRE EXTINGUISHER
SECTION 7
ENGINE*
This system consists of two spherical containers, one in each engine

with gaseous
nacelle, that store a fire extinguishing agent supercharged
nitrogen. A pressure gauge mounted on the side of each container indicates
internal pressure. To prevent the container from bursting, a fitting and integral valve releases the contents when the internal temperature of the
charged sphere exceeds 215F.
An electrically operated cartridge (firing squib), screwed into the cylassembly,
provides the means of releasing the extinguishing
agent. When an engine fire is indicated by the warning light on the annunciator display, the squib in the fire extinguisher in that engine may be
manually activated by a switch on the pilot's side panel An explosive charge
shatters the seal on the container, releasing the extinguishing
agent through
tubes into the hot section of the engine and the engine accessory section.
inder housing
The squib circuit is monitored through the annunciator

If the squib is not armed and ready to fire, the annunciator
that the system is inoperative.
7.71 PORTABLE
display system.
warns the pilot
CABIN FIRE EXTINGUISHER*
A portable fire extinguisher is mounted to the seat frame beneath the

pilot's seat. The extinguisher is suitable for use on liquid or electrical fires. It
is operated by aiming the nozzle at the base of the fire and squeezing the
trigger grip. Releasing the trigger automatically stops further discharge of
the extinguishing agent. Read the instructions on the nameplate and become
familiar with the unit before an emergency situation. The dry powder type
extinguisher is fully discharged in about 10 seconds, while the Halon 12\ l
type is discharged in 15 to 20 seconds.
WARNING
The concentrated
agent from extinguishers
using Halon 1211 or the by-products when
applied to a fire are toxic when inhaled. Ventilate the cabin as soon as possible after fire is
extinguished to remove smoke or fumes. Use
oxygen, if necessary.
*Optional equipment
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
7-57
SECTION
PIPER

7.73 REFRESHMENT
PA-3lT, CHEYENNE
CABINET AND BEVERAGE
DISPENSER*
Refreshment units may be installed either in the forward cabin area just
aft of the crew seats or in the aft of the seating area just forward of the cabin
baggage compartment. These units are mounted on vertical dividers which
extend to the top of the cabin.
The forward unit includes storage drawera an ice chest, a cup dispenser,
and an electrically heated beverage dispensing unit.
units are available for installation in the aft
A variety of refreshment
cabin area, either alone or in combination with toilet and vanity installaunits may include such features as thermos
tions. The aft refreshment
pitchers for hot or cold non-carbonated beverages, a work counter, an ice
chest, a condiment drawer, beverage decanters and a half-gallon electrically
heated beverage dispensing unit. Some aft cabinet installations are equipped
with 110 volt, 5 amp A.C. power outlets for electric razors.
7.75 FOLDING TABLES*
Folding tables can be installed on both sides of the cabin between the
second and third rows of seats. To use the tables, the first passenger seat on
each side must be installed facing aft, conference style. The drop-leaf table
pulls from its wall rack and folds down into position. Ash trays and glass
holders and a container for small objects are an integral part of the installation. An optional wall-mounted light may be added.
7.77 STORAGE
CABINETS*
Additional storage space may be added when the third and fourth seats
reversed
and one or two track-mounted storage cabinets are installed
are
between the spar cover and seat bottoms.
*Optional equipment
REPORT:
7-58
2210
ISSUED: SEPTEMBER
REVISED: MARCH
14, 1979
20, 1980
1.
2.
3.
4.
5.
6.
7.
8.
AIGHT FORWARD COMBINATION UNIT STORAGE/DIVIDER

RIGHT FOLDING TABLE
AFT COMBINATION UNIT REFRESHMENT/PASSENGER SEAT/TOILET
AFT REFRESHMENT UNIT/CABIN DIVIDER
AFT CABIN DIVIDER
PASSENGER SEAT/TOILET
LEFT FOLDING TABLE
LEFT FORWARD COMBINATION UNIT REFRESHMENT/
STORAGE/DIVIDER
-
SECTION 7
PA-31T, CHEYENNE
.
7.79 TOILET INSTALLATION*
A self-contained toilet can be installed ahead of the cabinet on the right

side of the rear cabin area, opposite the door. When closed, the installation
serves as an additional passenger seat facing the aisle. A privacy curtain can
be drawn across the aisle to isolate the toilet from the passenger section.
When the seat concealing the toilet is raised, a tissue dispenser is exposed.
To raise the seat, lift on the left front corner of the seat cushion bottom.
Disposable plastic bags are available from Piper dealers and a fresh one
should be placed in the toilet receptacle before each use. After use, remove
the plastic bag, close it with a wire tie, and place it in the covered pail provided for the purpose. The used plastic bags should be disposed of according to field facilities.
NOTE
Do not flush plastic bag in a toilet._
7.81 EXTERNAL MICROPHONE AND EARPHONE JACKS*
With certain avionics packages, external microphone
and earphone
jacks are installed on the underside of the nose section. This permits ground
personnel to communicate with the pilot when the engines are running or
the cabin is sealed. A spring-loaded cover prevents moisture from entering
the jacks.
7.83 RAMP HAILER*
The ramp hailer is controlled with a transmitter selector switch position

marked "EXT" on the audio amplifier control panel. The external speaker
located beneath the nose baggage compartment allows the pilot to speak to
ground personnel
*Optional equipment
REPORT:
7-60
2210
SECTION 7
PA-31T, CHEYENNE
7.85 EMERGENCY AVIONICS AND ATTITUDE GYRO POWER
SUPPLY*
An optional emergency electrical power supply installation is available
for the Cheyenne. This installation includes a 28 volt nickle-cadmium battery which will provide a short-term emergency electrical source to power
Nav 2, Comm 2 and Glide Slope 2 as well as to drive a two-inch back-up
attitude gyro which is part of the installation.
This installation is to be used only in an emergency situation and only
after all emergency procedures for electrical failure outlined in Section 3
have been completed and no power from either generator or from the airplane's battery is available to the attitude gyro and/or the avionics bus.
The switch for the emergency power supply system is located on the
copilot's instrument panel. When the emergency mode is selected, Nav 2,
Comm 2 and Glide Slope 2 are removed from the primary electrical system
and, together with the two-inch back-up attitude gyro, are transferred to
the emergency battery.
The emergency power supply battery has a 3.8 amp hour life when fully
charged. The back up attitude gyro draws
amps. Limited operation
(equipmentturned OFF when not in actual use) of the Nav 2, Comm 2, and
Glide Slope 2 is required to extend the life of the emergency battery. The
pilot must become familiar with the current consumption of these avionics
installations to allow budgeting of emergency electrical power to insure
arrival at a landing site. Current consumption information is available in the
manuals provided by the manufacturer of the avionics equipment.
.73
For a complete description of the system, its operation and maintenance, refer to the appropriate operating and service manuals supplied by
the system manufacturer.
NOTE
Under IFR conditions, an approach and landing should be made at the nearest suitable
airport no more than 45 minutes after activation of the Emergency Power Switch. The
45 minute limitation assumes a fully charged
emergency battery.
*Optional equipment
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
7-61
SECTION 7
DESCRIPTION
PIPER
& OPERATION
7.87 RECOGNITION
PA-31T, CHEYENNE
LIGHTS*
A ground recognition
beacon located at the top of the vertical fin, tail
recognition lights located on the horizontal stabilizer, and wing tip recognition lights are available. When installed, these lights will aid ATC personnel
during operations when visual identification is necessary. These installations
AdYSnY
a7re controlled by swLItches oSnthe ov
TEM**
With the aircraft on the ground and the main cabin door opened, the
courtesy light system (two aisle lights, air stair lights and rear overhead exit
lights) are automatically turned on. These lights will remain on for a twenty
minute time period and then automatically extinguish. If the operator needs
more time, he must activate the time delay reset switch located on the cabin
sidewall immediately aft of the cabin door. This operation will trigger an
additional twenty minute cycle. All lights will automatically extinguish
when the cabin door is closed.
With the aircraft in flight, the aisle lights and rear exit light are coneither the forward or rear exit light switch with no delay circuitry
trolled by
involved.
*Optional equipment
**Standard with S /N 3lT-8120001 and up
REPORT:
7-62
2210

TABLE OF CONTENTS
SECTION
AIRPLANE
HANDLING,
SERVICING
AND MAINTENANCE
Page
No.
Paragraph
No.
8.1
General
8.3
Airplane Inspection Periods.........................

Preventive Maintenance
Airplane Alterations
Ground Handling..................................
Brake Service
Hydraulic System Service...........................
Landing Gear Service
Tire Service.......................................
Propeller Service
Oil Requirements..................................
8.5
8.7
8.9
8.11
8.13
8.15
8.17
8.19
8.21
............................
...............................
8-9
8-10
8-11
..............................
8-12
8-12
8-13
8-15
..................................
8.23
Fuel System
Battery Service....................................
Oxygen System Service.............................
Environmental Control System
Pressurization System
Number Plates
Lubrication
Cleaning..........................................
8.31
8-4
8-9
.....................................
8.25
8.27
8.29
8.33
8.35
8.37
8-1
8-2
8-3
8-4
..........................................
......................................
8-16
8-17
8-17
8-18
......................
..............................
....................................
8-18
.......................................
8-18
REPORT:
2210
8-i

PA-31T, CHEYENNE
SECTION
AIRPLANE HANDLING,
HANDLING,
SECTION 8
SERV & MAINT
SERVICING
AND MAINTENANCE
8.1 GENERAL
This section provides guidelines relating to the handling, servicing, and
maintenance of the Cheyenne. For complete maintenance instructions, refer
to the PA-3\T Service Manual.
Every owner should stay in close contact with a Corporate Aircraft

Center or an Authorized Piper Service Center to obtain the latest information
pertaining to his aircraft and to avail himself of the Piper Aircraft Service
Back-up.
Piper Aircraft Corporation takes a continuing
interest in having the
owner get the most efficient use from his aircraft and keeping it in the best
mechanical condition. Consequently, Piper Aircraft from time to time issues
Service Bulletins, Service Letters and Service Spares Letters relating to the
aircraft.
Service Bulletins are of special importance and should be complied with
promptly. These are sent to the latest registered owners, distributors, dealers
and Corporate Aircraft Centers. Depending on the nature of the bulletin,
material and labor allowances may apply, and will be addressed in the body
of the Bulletin.
Service Letters deal with product improvements and service hints pertaining to the aircraft. They are sent to dealers, distributors, Corporate
Aircraft Centers, and occasionally
(at Piper Aircraft's discretion) to the
latest registered owners, so they can properly service the aircraft and keep it
up to date with the latest changes. Owners should
the Service Letter information.
give careful attention
to
Service Spares Letters offer improved parts, kits and optional equipment which were not available originally and which may be of interest to the
owner.
ISSUED: SEPTEMBER
REVISED: DECEMBER
14, 1979
1, 1983
REPORT:
2210
8-1
SECTION 8
HANDLING,
PIPER
SERV & MAINT
PA-31T, CHEVENNE
If an owner is not having his aircraft serviced by an Authorized Piper

Service Center, he should periodically check with a Piper dealer, distributor, or Corporate Aircraft Center for the latest information to keep his
aircraft up to date.
g
I
Piper Aircraft Corporation has a Subscription Service for the Service

Bulletins, Service Letters and Service Spares Letters. This service is offered
to interested persons such as owners, pilots and mechanics at a nominal fee,
and may be obtained through Piper dealers, distributors and Corporate
Aircraft Centers.
A Service manual, parts catalog, and revisions to both, are available
from Piper dealers or distributors. Any correspondence regarding the
airplane should include the airplane model and serial number to insure
proper response.
8.3 AIRPLANE
INSPECTION
PERIODS
publishes
The Federal Aviation Administration (FAA) occasionally
Airworthiness Directives (ADs) that apply to specific groups of aircraft.
They are mandatory changes and are to be complied with withina time limit
set by the FAA. When an AD is issued, it is sent by the FAA to the latest
of their
registered
owner of the affected aircraft and also to subscribers
service. The owner should periodically check with his Piper dealer or A & P
mechanic to see whether he has the latest issued AD against his aircraft.
The Owner Service Agreement which the owner receives upon delivery
of the aircraft should be kept in the aircraft at all times. This identifies him to
authorized
Piper dealers and entitles the owner to receive service in accordance with the regular service agreement terms. This agreement also entitles
the transient owner full warranty by any Piper dealer in the world.
inspection program or an approved
in FAR 91.217 is required if the aircraft is
operated
under FAR Part 91. If the aircraft is operated
under any other
FAR Part refer to the applicable FAR for description of the required
inspection program.
A continuous
inspection program
REPORT:
8-2
2210
airworthiness
as outlined


PA-31T, CHEYENNE
SECTION
HANDLING, SERV & MAINT
An FAA Approved Continuous inspection Program is available to the

owner through Piper dealers. It involves routinc and detailed inspections at
50-hour or 100-hour intervals. This Continuous Inspection Program allows
maximum
utilization of the aircraft at reduced maintenance costs, while
maintaining a maximum standard of continuous
airworthiness.
analysis of the oil is available from several sources. This
A spectographic
system, if used intelligently, provides a good check of the internal condition
of the engine. For this system to be accurate, the procedure recommended
by
the agency performing the analysis should be followed exactly.
8.5 PREVENTIVE
MAINTENANCE
The holder of a Pilot Certificate issued under FAR Part 61 may perform
preventive maintenance
described in FAR Part 43. This maintenance
may be performed only on an aircraft which the pilot owns or operates and
which is not used to carry persons or property for hire except as provided in
applicable FAR's. Although such maintenance
is allowed by law, each
individual should make a self-analysis as to whether he has the ability to
perform the work.
certain
AII other maintenance required on the airplane should

by appropriately licensed personnel.
beaccomplished
If maintenance is acconiplished, an entry must be made in the appropriate logbook. The entry should contain:
(a) The date the work was accomplished.
(b) Description of the work.
(c) Number of hours on the aircraft.
(d) The certificate number of pilot performing the work.
(c) Signature of the individual doing the work.
ISSUED: SEPTEMBER
REVISED: DECEMBER
14, 1979
I, 1983
REPORT:
2210
8-3
SECTION 8
HANDLING,
SERV & MAINT
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
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, 13-2require 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-1362B.
(2) Aircraft Registration Certificate Form FAA-500A.
(3) Aircraft Radio Station License Form FCC-404A, if
transmitters are installed.
(b) To be carried in the aircraft at all times:

(1) Pilot's Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair
-
and Alteration Form FAA-337, if applicable.

equipment list.
(3) Aircraft
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.
8.9 GROUND
HANDLING
(a) Towing
The airplane may be towed by use of power equipment that will
not damage or excessively strain the nose gear steering assembly.
REPORT:
8-4
2210

HANDLING,
PA-31T, CHEYENNE
SECTION 8
SERV & MAINT
CAUTION
do not
When towing with power equipment,
turn the nose gear beyond its 40 degree turning
radius in either direction, as this may result in
damage to the nose gear and steering mechanism. Do not push or pull on the propellers or
control surfaces when moving the airplane.
CAUTION
Do not tow the airplane when the controls are
secured.
(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 and
taxiing techniques should be covered. When it is ascertained that
the propeller back blast and the taxi areas are clear, power should be
applied to start the taxi roll, and the following procedures should
be followed:
(1) Taxi with the propeller in the low pitch, high RPM
settmg.
(2) When taxiing on uneven ground, avoid holes and ruts.

(3) Observe wing clearances when taxiing near buildings or
(4)
(5)
(6)
(7)
ISSUED:
other stationary objects. If possible, station an observer

outside to guide the airplane.
Do not operate the engines at high RPM when running up
or taxiing over ground containing loose stones, gravel, or
any loose material that might cause damage to the
propeller blades.
After taxiing forward a few feet, apply the brakes to determine their effectiveness.
While taxiing, make slight turns to ascertain the effectiveness of the steering.
Propeller thrust may be modulated from full forward to
full reverse by selection of the reversing range. A lock-out
feature allows reverse pitch to function only during ground
operations.
SEPTEMBER
14, 1979
REPORT:
22l0
8-5
SECTION 8
PA-31T, CHEYENNE
(8) When the airplane is stopped on the taxiway
or runway
and brake freeze-up occurs, actuate the brakes several
times using maximum pressure. To reduce the possibility
of brake freeze-up during taxi operation
in severe weather
conditions, one or two taxi slow-downs (from 25 to 5
knots) may be made using light brake pressure, which will
assist moisture evaporation within the brake.
(c) Parking
When parking the airplane, be sure that it is sufficiently
protected against 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.
(I) When parking the airplane, head it into the wind if
possible.
(2) Set the parking brake by applying pressure to the toe
brakes at the top of the rudder pedals while pulling out on
the parking brake handle just below the left control
column. To release the parking brake, apply toe pressure
to the pedals and push in on the parking brake handle.
CAUTION
Care should be exercised when setting brakes

that are overheated, or during cold weather
when accumulated moisture may freeze brake
shoes and discs together.
When excessive moisture/freezing temperature
conditions exist, parked aircraft should have
their brakes in the OFF condition and wheel
chocks properly positioned, if brake freeze-up
is suspected, actuate the brakes several times
using maximum pressure.
(3) Aileron and stabilator controls should be secured with the

front seat belts. Wheels should be blocked if chocks are
available.
REPORT:
2210
ISSUED:
SEPTEMBER 14 1979
.
PIPER AIRCHAr
PA-31T, CHEYENNE
osukATION
SECTION
(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:
(I) 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) Place chocks both fore and aft of the main wheels.
(5) Secure tie-down ropes to the wing tie-down rings and the
tail skid at approximately 45 degree angles to the ground.
material, leave sufficient
When using rope of non-synthetic
slack to avoid damage to the airplane should the ropes
contract.
CAUTION
Use bowline, square knots, or locked slip knots.
Do not use plain slip knots.
NOTE
Additional preparations for high winds include

using tie-down ropes from the landing gear
torks and
securing
the rudder.
(6) Overnight
(7)
or in blowing snow or dust, install dust covers

on engine air inlet and exhaust ports. Attach propeller
restrainers to prevent windmilling.
Install pitot head covers and the SAS vane cover. Be sure to
remove the pitot head covers and SAS vane cover before
flight.
(8) Cabin and baggage doors should be locked when the airplane is unattended.
ISSUED:
SEPTEMBER
14 1979
REPORT:
2210
8-7
SECTION
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
HANDLING, SERV & MAlNT
JACKING ARRANGEMENT
Figure 8-1
(e) Jacking
The airplane is equipped with a jacking pad on each main spar
just outboard of the engine nacelle. When the airplane is raised on
jacks, the tail skid serves as a support position. To jack the airplane, proceed as follows:
(1) Place the jacks under the jack pads.
(2) Attach the tail support to the tail skid. Place a minimum of
500 pounds of ballast on the support to hold the tail down.
CAUTION
Be sure to apply sufficient tail support ballast;
otherwise the airplane may tip forward and
damage the nose section.
(3) Raise the jacks until
REPORT:
8-8
2210
all three wheels
ISSUED:
clear the floor.
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 8
CAUTN
Should it be necessary to raise the nose gear
while the main gear remain on the ground, use
seat belts to hold the control wheel aft, raising
the elevators to neutral or higher. If the elevators are down, the tabs will contact the
ground before the skid and could be damaged.
8.11 BRAKE SERVICE
The brake system is filled with MIL-H-5606 (petroleum base, red)
hydraulic fluid. This should be checked at every 50 hour inspection and replenished when necessary.
Do not use vegetable base brake fluids (blue)when refilling the system.
The brake fluid reservoir is filled by opening the access door on the upper
right portion of the nose section, exposing the brake reservoir, and removing
the filler cap. TIlen add fluid to the reservoir to the required level.
If it is necessary to bleed the brake systein to get air out of the lines, fluid
should be added under pressure at the bleeder on the brake unit.
No adjustment of brake clearances is necessary. If, after extended service, braking action requires too much movement of the toe pedal or the
brakes are spongy, check the Service Manual for corrective action.
8.13 HYDRAULIC SYSTEM SERVICE
The fluid level of the hydraulic reservoir should be checked every 50
hours by placing the airplane in a level position and viewing the fluid level
through the translucent reservoir dome. Access to the reservoir is through
the right forward access panel. The reservoir is mounted directly aft of the
radio shelf.
If the fluid is not visible, filtered hydraulic fluid MIL-H-5606 should be
added. Fluid may be added by utilizing the filler line located at the upper
forward corner of the access panol on the right side of the nose section. See
Service Manual for filling instructions.
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
8-9

8
PA-31T, CHEYENNE
SECTION
8.15 LANDING GEAR SERVICE

The operation of the landing gear oleos is standard for the air-oil type.
Hydraulic fluid passing through an orifice serves as the major shock absorber, while air compressed statically acts as a taxiing spring. The piston
tube has a total travel of 8.50 inches on the nose and 9 inches on the main.
About 3.25 inches of tube should be exposed under normal static loads.
All of the oleos are inflated through readily accessible valves on the top
the unit. All major attachments and actuating bearings are equipped with
grease fittings for lubrication of the bearing surfaces, and should be lubricated periodically. (Refer to the Lubrication Chart in the Service Manual.)
of
In the event the oleo strut slowly loses pressure and extension, the most
probable source of trouble is the air valve attachment to the leg or the core of
the air valve. These parts should be checked first to determine whether or not
air leaks are occurring. If hydraulic fluid leak is evident on the exposed
chrome plated oleo strut, the O-rings on the piston tube bearing units may
need to be replaced.
NOTE
The exposed portion of the strut piston should
be wiped down regularly with hydraulic fluid.
This can contribute to the service life of the
strut seals.
To add air to the oleo struts, a strut pump is attached at the air valve and
the oleo pumped up until 3.25 inches of piston tube is exposed with normal
static weight on the gears. To add oil, first place the airplane on jacks; then
release all the air through the valves, allowing the oleo to extend fully. Next,
remove the air valve and fill the unit through this opening. Compress the
oleo again to within 1/4 inch of full compression, allowing excess oil to overflow and working out trapped air. Then reinsert the valve core and pump up
the strut.
The steering cable from the rudder pedals to the nose wheel torque shaft
arm is adjusted at the rudder pedalsor at the torque shaft by turning in or out
at the
the threaded rod end bearings. Adjustment is normally accomplished
forward end of the rods. Adjustment should be made in such a way that the
nose wheel is in line with the fore and aft axis of the airplane when the rudder
pedals and rudder are centered.
REPORT:
8-10
2210

PIPER AIRCRAFT
CORPORATION
PA-3lT, CHEYENNE
HANDLING,
SECTION 8
SERV & MAINT
Alignment of the nose wheel can be checked by pushing the airplane

back and forth with the rudder centered to determine that the airplane
follows a perfectly straight line.
In adjusting the steering arm stops, care should be taken to see that the
nose wheel reaches its full 14 travel just after the rudder hits its stops. This
guarantees that the rudder will be allowed to move through its full travel.
The turning arc of the nose wheel is 40 degrees in either direction and is
adjusted at stops on the bottom of the forging. The turning radius is
approximately 31.67 feet.
factory
Adjustable rod end bearings on each hydraulic cylinder actuate the landing gear struts. These rod ends should be set so that the cylinders move the
landing gear retracting links just far enough to engage the spring-loaded
downlocks and make contact at the stops.
Too much extension of the ad-
justing screws will overload the links,and too little extension will prevent the
links from traveling to the required past-center
position.
8.17 TIRE SERVICE

For maximum service from the tires, keep them inflated to the proper
pressures of 90 psi for the nose wheel and 80 psi for the main wheels. When
inflating the tires, visually inspect them for cracks and breaks. If necessary,
reverse the tires on the wheels or interchange them for even wear. All tires
and wheels are balanced before original installation, and the relationship of
tire, wheel, and tube should be maintained upon reinstallation. If new components are instatted, it may be necessary to rebalance the wheels with the
tires mounted. Out-of-balance wheels can cause extreme vibration during
takeoff and landing.
For the optional
80 psi.
17.5 x 6.25 6 10 ply nose wheel tire, proper inflation is

-
NOTE
6 10 ply
Proper inflation of the 17.5 x 6.25
nose wheel tire is more critical due to a lesser
propeller to ground clearance for a fully deflected tire than with a fully deflected 18 x 4.4
equipment
standard
nose wheel tire. This
difference is due principally to the smaller
wheel diameter with the optional tire.
-
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
8-11
SECTION 8
PA-31T, CHEYENNE
8.19 PROPELLER SERVICE
Since propellers will pick up loose pieces of rock or debris from the ramp
and runway, the blades should be checked periodically for damage. Minor
nicks in the leading edge of blades should be filed out and all edges rounded,
since cracks sometimes start from such defects. Use fine emery cloth for finishing the depressions. Refer to FAA Advisory Circular43.13-1 for blade repair recommendations
and repair limitations. The daily inspection should
include examination of blades and spinner for visible damage or cracks and
inspection for grease or oil leakage. To prevent corrosion, the propeller surfaces should be cleaned and waxed periodically with hard automotive paste
wax.
8.21 OIL REQUIREMENTS

The oil capacity of the United Aircraft PT6A-28 engine is 2.3 gallons.
The engine oil should be changed and the oil filter cleaned at intervals
recommended in Pratt and Whitney Service Bulletin Number 1001.
The oil level should be checked within 10 minutes of engine shutdown as follows:
(a) Unlock filler cap and withdraw attached dipstick from filler neck
located at 11 o'clock position on the accessory gear box.
CAUTION
Do not mix different brands or specifications of
brands of oil become
mixed, drain and flush oil system and refill with
fresh oil (referto Pratt and Whitney Maintenance Manual P/N 3013242.)
oil. Should different
against marking on dipstick which corresponds

contents
to U.S. quarts and service to required level. Normal oil
Ivel is one quart below maximum level. Approved oils for this
engine are listed in Pratt and Whitney Service Bulletin
Number 1001.
(b) Check
REPORT:
8-12
2210
ISSUED:
SEPTEMBER 14, 1979
SECTION 8
PA-31T, CHEYENNE
MAIN FUEL CELL DRAINS

Figure 8-3
8.23 FUEL SYSTEM
(a) Fuel Requirements

Aviation grade fuels conforming to PWA 522 or CPW 46
should be used. These fuels include Jet A, Jet A-1, Jet B, JP4 and
JP5. If fuel PWA 522 or CPW 46 is not available, avaition gasoline
MIL-G-5572, all grades, may be used for a maximum of 150hours
between overhauls.
REPORT: 2210
8-13
SECTION 8
PA-31T, CHEYENNE
of the aircraft is approved with or without an
The operation
anti-icing additive in the fuel. When an anti-icing additive is used it
must meet the specification MIL-1-27686, must be uniformly
blended with the fuel while refueling, must not exceed
by
volume of the refueled quantity, and to ensure its effectiveness
should be blended at not less than
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 manufacturer's mixing or blending instructions should be carefully
followed.
.15%
.10%
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 fuel tanks.
Some fuels have anti-icing additives preblended in the fuel at the refinery, so no further
blending should be performed.
This additive should not be used as a replacement for preflight draining of the fuel system
drams.
(b) Filling Fuel Cells

The fuel cells of each wing are filled through filler necks located
on top of each nacelle and on top of each tip tank.
safety precautions
all required
for handling
aviation fuels.
Fill fuel cells through nacelle filler neck until full, secure
illler neck cap and continue filling system through tip tank
(DO NOT OPEN NACELLE FILLER CAP WlTH
MORE THAN 2 lNCHES OF FUEL IN TIP TANK)
(1) Observe
(2)
REPORT:
8-14
2210
ISSUED:
SEPTEMBER
14, 1979
PIPER
AIRCRAFT
SECTION
CORPORATION
PA-31T, CHEYENNE
HANDLING,
SERV & MAINT
(c) Draining Moisture From Fuel System

To facilitate draining the fuel system filter bowls, lines and fuel
cells of moisture and foreign matter, drains are incorporated in the
bottom of each filter bowl and in low points in the system.
(1) To drain either filter bowl, open the access door located on
the left upper side of the engine cowling. Open the drain
valve for a few seconds by pushing down on the drain lever.
Allow enough fuel to flow to remove sediment.
(2) To drain the fuel system, push up on the arms of each of the
four drains under the wings and allow to flow for a few
seconds.
(3) To drain the tip tanks, push up on the drain tubes within
the access doors on the underside of the tip tanks.
WARNING
When draining any amount of fuel, be sure that
no fire hazard exists before starting engines. Do
not allow fuel to come in contact with the tires.
8.25 BATTERY
SERVICE
The battery used in PA-3tT is a rechargeable, vented, sintered plate,

nickel-cadmium battery. There are 20 nylon encased cells housed in a stainless steel battery box. The electrolyte is composed of a 30 percent solution of
potassium hydroxide in distilled water. During operation,
no appreciable
chemical change occurs in the electrolyte; therefore, testing the specific
gravity of the electrolyte can not determine the state of charge. For servicing
and cleaning instructions, refer to the PA-31T Service Manual.
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
8-15
SECTION 8
HANDLING,
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
SERV & MAINT

WARNING
Servicing the battery requires special training,

Improper handling can
tools, and equipment.
result in serious bodily injury or damage to
the airplane. The electrolyte used is potassium
hydroxide (KOH), which is a caustic chemical
agent and serious burns will result if it comes in
contact with the skin. If spilled on skin or clothing, neutralize with vinegar or a mild boric acid
solution,
or, if these are not available, wash
thoroughly with water. Should the electrolyte
come in contact with the eyes, flush thoroughly
with running water
and secure immediate
medical
attention,
Shorted
batteries
can
deliver high currents and a spark can cause a
cell to explode. Metal articles, such as rings,
can fuse to intercell straps causing serious
injury. Bodily injury and equipment damage
with
may result if acid or tools contaminated
acid are used. Water or electrolyte spilled into
the battery container may cause corrosion and
battery failure. Personnel qualified to service
the battery should refer to the PA-3IT Service
Manual for instructions.
8.27 OXYGEN SYSTEM SERVICE

The filler valve for the oxygen cylinder is serviced by opening the access
panel on the lower left nose section just aft of the forward baggagecompartment door. To charge the oxygen system, remove the protective cap from the
filler valve and attach the fitting from an oxygen cart.
WARNING
Inspect the filler connection for cleanliness before attaching it to the filler valve. Be sure
hands, tools and clothing are very clean and
free from grease and oil since these contaminants will ignite when in contact with pure
oxygen under pressure.
REPORT:
8-16
2210
ISSUED:
SEPTEMBER
14, 1979
PIPER Alkua
a CORPORATION
PA-31T, CHEYENNE
HANDLING,
SECTION 8
SERV & MAINT
Open the cylinder supply valve on the airplane and fill the system slowly
by adjusting the recharge rate with the pressure regulating valve on the cart.
When the pressure on the cylinder reads 1800psi at 70F, close the pressure
regulating valve and replace the protective cap on the filler valve.
Oxygen masks are of the permanent type, they can be cleaned by the
following procedure:
(a) Remove the microphone from the mask.
(b) Remove the sponge rubber dises from the mask. Donot usesoap to
clean sponge rubber parts, as this niay deteriorate the rubber and
give off unpleasant odors. Clean sponge rubber parts in clear
water and squeeze dry.
(c) Wash the rest of the mask in a very mild soap and water solution.
(d) Rinse mask thoroughly to remove all traces of soap.
(c) Allow components
to dry thoroughly before reassembling.
Do not allow sides of the breathing bag to stick together while
drying.
(f) The mask can be sterilized
with
a 70 percent
ethyl alcohol
solution.
8.29 ENVIRONMENTAL CONTROL SYSTEM

This is a combination of various systems used to control the atmospheric
environment of the pressurized cabin area. No service or maintenance other
check of each system should be done unless the PA-31T
than an operational
Service Manual is consulted for further information on the following
systems: heating, air conditioning and ventilating.
8.31 PRESSURIZATION
SYSTEM
The system should be given an operational check before each flight.

check show any malfunction of the pressurization
system, the PA-31T Service Manual must be consulted for service instructions and any maintenance or adjustments required to make the system
Should the operational
operational.
ISSUED: SEPTEMBER
REVISED: DECEMBER
14, 1979
1, 1983
REPORT:
2110
8-17
SECTION 8
PA-31T, CHEYENNE
8.33 NUMBER PLATES
The manufacturer's name plate is located on the fuselage underside even
with the forward edge of the cabin door. A second plate containing only the
serial number is located tothe left of the tail skid. The serial number should
always be used in referring to the airplane in service or warranty matters.
8.35 LUBRICATION
For Iubricating instructions, a chart showing lubrication points and
types of lubricants to be used, and lubrication methods, refer to the PA-3lT
Service Manual.
8.37 CLEANING
(a) Cleaning Engine Compartment

Operating conditions and environments dictate the frequency
and methods to be observed in cleaning the airplane's engines. Salt
air and airborne pollution, for example, leave corrosive deposits
which must be washed from the engine before they are allowed to
accumulate.
For engine cleaning procedures, refer to and comply with the
and Whitney PT6A-28 Maintenance Manual, Part No.
3013242, Part 2, Section 3.
Pratt
(b) Cleaning Landing Gear

Before cleaning the landing gear, place a cover of plastic or a
similar waterproof material over the wheel and brake assembly.
(1) Place a pan under the gear to catch waste.
(2) Spray or brush the gear with solvent or a mixture of solvent
and degreaser. To remove especially heavy dirt and grease
deposits, it may be necessary to brush areas that were
sprayed.
(3) Allow the solvent to remain on the gear from five to ten
minutes. Then rinse the gear with additional solvent and
allow it to dry.
REPORT: 2210
8-18
ISSUED:
SEPTEMBER 14, 1979
PA-31T, CHEYENNE
SECTION
PIPER
(4) Remove the protective cover and the catch pan.

(5) Lubricate the gear in accordance with the Lubrication
Chart in the PA-31T Service Manual.
CAUTION
Do not brush the micro switches.
(c) Cleaning Exterior Surfaces

The airplane should be washed with a mild soap and water
solution. Harsh abrasives or alkaline soaps or detergents could
scratch painted or plastic surfaces or corrode metal. Cover areas
where a cleaning solution could cause damage. To wash the airplane use the following procedure:
(I) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge, or a
soft brush.
(3) To remove exhaust stains, allow the solution to remain on
the surface longer.
To
(4)
remove stubborn oil and grease stains, use a soft cloth
dampened with naphtha.
(5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to protect and preserve painted stirfaces. Soft cleaning cloths or a chamois
should be used to prevent scratches when cleaning or
polishing. A heavier coat of wax on leading surfaces will reduce the abrasion problems in these areas Refer to item (h)
for surface deicer cleaning procedures.
(d) Cleaning Windshield and Windows

(1) Remove dirt, mud, and
(2)
ISSUED:
other toose particles from exterior

surfaces with clean water.
Wash interior and exterior window surfaces with mild soap
and warm water. Use a soft cloth or sponge in a straight
back and forth motion. Do not rub harshly.
SEPTEMBER 14, 1979
REPORT:
2210
8-19
SECTION
HANDLING, SERV & MA1NT

PA-31T, CHEYENNE
(3) Remove oil and grease with a cloth dampened with

kerosene.
(4) Rinse windows thoroughly and dry with soft lint-free cloth.
CUTION
Do not use gasoline, alcohol,
benzene, carbon
other strong
solvents,
or window cleaning sprays. Do not
use plastic cleaner on heated glass windshields.
tetrachloride, thinner, acetone,
by
severe scratch or mar in plastic can be removed
rubbing out the scratch with jeweler's rouge.
When windows are clean, apply a thin coat of hand polishing wax. Rub lightly with a soft cloth. Do not apply wax on
heated windshield
(5) A
(6)
(e) Cleaning Interior

(1) Headliners
and other vinyl interior surfaces may be cleaned

with a damp cloth and mild soap and water solution.
(2) Window curtains may be dry cleaned but it is not reconimended that they be laundered.
(3) Leather may be cleaned with a mild hand soap and water
solution or with a saddle soap. Follow the precautions
(4)
(5)
REPORT:
8-20
2210
which apply to the cleaning of any fine leather product.

Avoid saturation and never use detergents or harsh cleaning solutions on leather.
Wood surfaces may be cleaned with any good household
liquid or spray cleaner/polish
manufactured for this
purpose.
All upholstery fabrics are "Scotchgard"treated and may be
cleaned as follows:
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION
Spilled oily and watery liquids will generally bead up

on the fabric and can be blotted away leaving little or no
stain. Blot spills up as quickly as possible with an absorbent
cloth, tissue or sponge. If the material is a solid or semisolid, such as butter, remove the excess by gently scraping
with a table knife. Often, blotting will remove all traces of
stain but if the staining agent is not completely removed by
blotting, the following techniques are suggested:
a. Water-based stains such as ketchup, milk, ice
cream, coffee:
Wipe the stain with a cloth wet with water
containing a detergent orammonia(4fl.oz.or
I18
ml. ammonia to a gallon of water). Repeat if
necessary.
b.
Oil based stains such as salad dressing, butter or

mayonnaise may be removed by either of the
following procedures:
Apply "Texize K-2R Spot Remover" by spraying
into the fabric, and let dry, Vacuum off
the residual powder. Repeat if necessary.
or rubbing
or
Wet a cloth with a solvent type spot cleaner such
as "Energine" or "Renuzit" and wipe or gently rub
the stained area. Turn cloth and rewet with solvent
often. Repeat until stain disappears.
Fabrics treated with "Scotchgard" Fabric Protector
with Extra Soil Defense offer remarkable soil resistance.
This means that dirt will sit on the fabric surface and can be
readily vacuumed off. Frequent vacuuming of loose dirt
will prevent its being worked into the fabric.
ISSUED:
SEPTEMBER 14, 1979
REPORT:
2210
8-21
SECTION
PIPER
PA-31T, CHEYENNE
Fabrics which have accumulated significant overall

soil must be vacuumed thoroughly. A foam cleaner recommended by the manufacturer should then be applied. The
following cleaners have been found to be suitable: "Fiber
Fresh Concentrate," "Bissel Foam Upholstery Cleaner,"
"Glamorene," and "Ivory Flakes" or any other similar product. Carefully follow the manufacturer's instructions.
NOTE
It is best to test the cleaneron an inconspicuous
portion of the fabric to test the discoloration.
Also avoid soaking or harsh rubbing.
To remove residual detergent left on the fabric, wipe
the entire fabric surface with a cloth dampened with water.
The cloth should be rinsed in clean water several times.
This procedure will ensure that the treatment will continue
to function.
CAUTION
Solvent cleaners require adequate ventilation.
(f) Cleaning Carpets

Use a small whisk broom or vacuum cleaner to remove dirt. For
spots, use a nonflammable dry cleaning fluid. Floor carpets
removed and cleaned like any household carpet.
be
may
soiled
(g) Cleaning Toilet

of the sanitary
close with a
pail
and
the
plane in the covered pail
facilities. Do not attempt
(1) To dispose
REPORT:2210
8-22
bag, pull the top of the bag from

wire tie. Remove it from the airand dispose of according to field
to flush the bag in a toilet.
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
HANDLING,
SECTION 8
SERV & MAINT
clean and deodorize the airplane's toilet, mixa solution

of disinfectant type cleaner. Using a soft bristled brush, rag
and solution, wash the toilet pail and seat. The toilet may
be removed for cleaning by disconnecting the two fasteners
at the inside forward end of the unit. Slide it back and lift
from the floor.
When offensive odor remains, use a stronger solution and
reclean.
Rinse with fresh water and dry.
To install a new sanitary bag, place it over the top edge of
the pail and push it into the bottom of the pail.
(2) To
(3)
(4)
(5)
(h) Cleaning Surface Deicing Equipment

The deicers should be cleaned when the aircraft is washed using
a mild soap and water solution.
In cold weather, wash the boots with the airplane inside a warm
hangar if possible. If the cleaning is to be done outdoors, heat the
soap and water solution taking it out to the airplane. If difficulty is
encountered with the water freezing on boots, direct a blast of warm
air along the region being cleaned, using a portable type ground
heater.
As an alternate cleaning solvent, use benzol or nonleaded gasoline. Moisten the cleaning cloth in the solvent, scrub lightly, and
then, with a clean, dry cloth, wipe dry so that the cleaner does not
have time to soak into the rubber. Petroleum products suchas these
are injurious to rubber, and therefore should be used sparingly ifat
all.
With the deicer boots property cleaned, a coating of Age
Master No. 1 should be applied as described in the Cheyenne
Service Manual. This treatment helps protect the boot rubber from
ozone attack, aging and weathering. After the Age Master coating
is dry, a coating of Icex may be applied to the boots if icing
conditions are anticipated. For specific instructions, refer to the
Cheyenne Service Manual.
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
8-23
TABLE OF CONTENTS
SECTION 9
SUPPLEMENTS
Page
Paragraph/Supplement
No.
No.
9-1
9.1
General
Bendix M-4D Flight Director Autopilot

King KFC 300 Automatic Flight Control System
Auto-lgnition System
Auxiliary Heat System
GNS-500A Series 2 VLF/Omega Global
Navigation System...............................
KNS 81 Digital Area Navigation System with
TACAN Option
King KNS 81 Area Navigation System
King KNS 80 Area Navigation System
King KNR 665A Navigation Computer...............
Third Navigation System with Two Indicators
Third Navigation System with Three Indicators........
2
3
4
5
6
..........................................
9-3
9-15
9-37
..............
......
..............................
9-39
.............................
9-43
.................................
8
9
10
11
...............
...............
REPORT:
9-57
9-69
9-81
9-93
9-107
9-111
2210
9-1
PIPER AIRCRAL i CORPORATION

PA-3lT, CHEYENNE
SECTION 9
SUPPLEMENTS
SECTION 9
SUPPLEMENTS
9.1 GENERAL
This section provides information in the form of supplements which are

necessary for efficient operation of the airplane when it is equipped with one
or more of the various optional systems and equipment not approved with
the standard airplane.
All of the supplements provided in 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.
ISSUED:
SEPTEMBER 14, 1979
REPORT:
2210
9-1
SECTION 9
SUPPLEMENTS

PA-31T, CHEYENNE
REPORT:
2210
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
SUPPLEMENT
BENDIX
SECTION
M-4D FLIGHT
DIRECTOR
AUTOPILOT
GENERAL
This supplement
contains information necessary for the efficient operation of the airplane when the optional Bendix M-4D Flight Director
is
Autopilot is installed. The information contained within this supplement
with the complete handbook.
to be used in conjunction
This supplement has been "FAA Approved"as a permanent part of this
handbook based on Bendix STC No. SA578SO and must remain in this
handbook at all times when the optional Bendix M-4D Flight Director
Autopilot is installed.
SECTION
2 LIMITATIONS
-
(a) Autopilot and YAW Damper OFF during takeoff

(b) Do not engage autopilot if airplane is out of trim.
and landing.
(c) Maximum airspeed for autopilot operation up to 12,000 feet is 242

KlAS. (See Vmo Chart in Section 2 of this handbook for speeds
above
12,000 feet.)
(d) During flight director/autopilot

seat with the safety belt
operation,
the pilot must be in his
fastened.
(e) Do not manually override autopilot to produce
or prevent pitch attitude changes or to increase bank angle.

(f) Adjust rudder and aileron trim tabs to compensate for asymmetric
power in the event of a failed engine.
(g) Do not extend flaps beyond 15 during autopilot operation.
(h) Minimum approach speed for autopilot operation is 104 KiAS.
(109 KIAS if SAS inoperative.)
(i) As the autopilot may mask high control forces necessary to counter
asymmetric
("split") flap extension, actuate the flaps only while the
airplane
not while the autopilot is enis under manual control
gaged.
-
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
9-3
SECTION 9
SUPPLEMENTS
SECTION
PIPER
EMERGENCY
PA-3IT, CifEYENNE
PROCEDURES
AUTOPILOT
malfunction
in the autopilot performance is detected,
the pilot must immediately disengage the autopilot by momentarily pressing the FC/REL button on the control wheel or by
manually overriding the A/P.
Maximum altitude loss during malfunction tests in the following
configuration:
(I) Climb, Cruise, Descent
500 feet
Engine)
Approach
(Twin
ILS
120 feet
(2)
75 feet
(3) ILS Approach (Single Engine)
(a) In the event a
(b)
PITCH TRIM
any reason the trim warning system activates or trim does not
circuit breaker and
function properly, pull the Autopilot/Trim
have system repajred prior to operation.
(a) If for
SECTION
PREFLIGHT
NORMAI
CHECKOUT
PROCEDURES
PROCEDURES
(a) FD/ AP M ASTER SWITCH
Turn the FD/AP master switch ON. The flight director incorporates a Director Horizon. In addition to supplying attitude information to the computer, the director horizon displays command
bars which receive information from the computer in the same
servos. By maneuvering, the aircraft to
manner as the autopilot
satisfy the command bars, the pilot is acting in the same manner as
the autopilot servos.
(b) FLIGHT
DIRECTOR SWITCH
Rotate the F/D ON/OFF switch (located on the lower left corner
of Director llorizon) clockwise to the ON position. (Command
hars should appear.)
REPORT:
9-4
2210
ISSUED:
SEPTEMBER
14, 1979
PIPER AiRuta
i CORPORATION
PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
(c) PITCH COMMAND
Adjust pitch command as required to align the attitude command

bars with the wing tips of the symbolic aircraft.
(d) BEFORE TAKEOFF
Engage the autopilot, apply a force to the controls (one axis at a

time) to determine if the autopilot may be overpowered.
(1) Test Button Depress test button on flight controller to check
integrity of all mode annunciator lamps. This does not affect
-
(2)
any autopilot mode.

Press HDG, NAV, APPR, REV and ALT buttons one at a time
and check operation of respective lights on Flight Controller.
NOTE
Automatic pitch trim will operate during this
check and should be reset prior to takeoff.
(e)
RELEASE
SWITCH
Disengage the autopilot by pressing the FC/ REL button, located

on the left side of the pilot control wheel.
's
(f)
ISSUED:
MANUAL ELECTRIC TRIM

The following checks should be conducted prior to each flight.
(1) Press the A/ P disengage button incorporated in the trim
switch, located on the pilot's control wheel. Trim should not
run, but trim warning light and horn should actuate.
(2) Move the trim rocker switch in each direction (withoutpressing
the A/P disengage button). Trim should not run, but trim
warning light and horn should actuate.
(3) Press the A/ P disengage button and move the trim rocker
switch in each direction. Trim should run in direction selected
and trim warning system should not actuate. A/P disc light
will annunciate and A/P disc. horn will pulsate for 2 seconds.
(4) Release trim switch and check trim wheel for freedom of movement.
(5) Check aircraft pitch trim prior to takeoff.
SEPTEMBER
14, 1979
REPORT:
2210
9-5

PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
IN FLIGHT PROCEDURES
(a)
FD/AP
Master Switch ON.
(b) Turn Command
Knob on Flight Controller in center detent posi-
tion.
pitch trim indicator. Autopilot pitch synchronization is

provided for pitch angles up to approximately plus or minus 20 of
level flight. The pitch trim indicator, when centered, indicates to the
pilot that the autopilot has synchronized to the aircraft pitch attitude.
(c) Center
(d) RELEASE SWITCHES
Momentarily pressing the FC/REL button (locatedon left side of

pilot's control wheel) disengages the autopilot. Momentarily pressing the disengage button incorporated in the pitch trim switch (located on left side of pilot's control wheel) disengages the roll and
pitch axis only leaving the YAW axis engaged.
(e) ENGAGEMENT
Manually adjust aircraft trim prior to engaging autopilot. Place

aircraft in wings level attitude. Press AP button, AP button and
YAW button ON annunciators will light.
NOTE
The yaw axis only can be engaged by pressing
the YAW button on the flight controller. This
provides a yaw damper system and is disengaged by pressing the FC/REL button.
REPORT: 2210
9-6
PIPER AIRCRAFT CORPORAlluN

PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
(f) ROLL TRIM KNOB
Adjust the roll trim knob as required to produce a wings level attitude. This adjustment is made with the Turn Command Knob in
its center detent position and all lateral modes disengaged.
NOTE
Be sure the aircraft aileron and rudder trim are
properly adjusted before adjusting the autopilot roll trim. Slight adjustments of rudder
trim can be made with the autopilot engaged
to center the ball.
(g) PITCH CONTROL
To climb, rotate the Pitch Command Disc to UP. To descend, rotate the Pitch Command Disc to DN. The rate of pitch angle change
is proportional to the amount of rotation of the Pitch Command
Disc.
NOTE
Pressing and holding the PITCH SYNC button
of pilot's control wheel)
disengages the pitch axis and allows the pilot
to manually adjust the aircraft pitch attitude.
When the switch is released, the pitch axis is
re-engaged and the autopilot will maintain the
new attitude.
(locatedon left side
(h) AUTOMATIC ELECTRIC TRIM
Automatic Electric Trim is provided whenever the autopilot is engaged. To manually operate the elevator trim tab, the autopilot
must be disengaged. Pressing the FC/REL button disengages the
autopilot.
ISSUED:
SEPTEMBER 14, 1979
REPORT:
2210
9-7
SECTION 9
SUPPLEMENTS

PA-31T, CHEYENNE
(i) MANUAL ELECTRIC TRIM
The Manual Electric Trim System is powered through a dualpurpose trim autopilot switch assembly. To operate the trim system,
simultaneously press the A/P disengage button (incorporated
in the
trim switch) and move the trim switch in the desired direction UP
or DN. Trim should run in direction selected. When sufficient trim
has been accomplished, release trim switch and trim will stop.
NOTE
If for any reason, trim warning system actuates
or trim does not function properly, pull the
trim/autopilot circuit breaker and have system
serviced prior to operation.
(j) TURN CONTROL
The Turn Command Knob on the flight controller has two positions
each side of center detent. The first position commands a bank angle
of approximately 12, while the second,position commands a bank
angle of approximately 25. To turn left, rotate the Turn Command
Knob to the left. To turn right, rotate the Turn Command Knob to
the right.
(1) To make turns using the heading mode, see Autopilot Features
item (a).
(k)
ALTITUDE HOLD
The ALT button may be depressed at any time. Aircraft pressure
altitude will be held when the autopilot altitude hold is engaged.
Momentarily rotating the pitch knob in either direction or engagement of the Glide Slope or pressing the PITCH SYNC button disengages the altitude hold function.
NOTE
The altitude controller attempts
the aircraft at the selected altitude
the pitch attitude of the aircraft.
pilot must then maintain power
assure a safe airspeed.
REPORT:
9-8
2210
ISSUED:
to maintain
by changing
The human
settings to
SEPTEMBER 14, 1979

PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
FLIGHT DIRECTOR
To operate the flight director, turn the FD/AP master switch ON and
rotate the FD ON/OFF switch on the Director Horizon clockwise to the ON
position. All operations are identical to the autopilot except the AP button
on the flight controller is not pressed for flight director only. Press HDG
on the controller and the command bars will command the direction and
attitude to satisfy the heading command. Likewise, NAV, APPR and REV
all work in the same manner as explained in the following paragraphs.
NOTE
To preclude possible damage to the altitude
controller, the flight director must not be left
in the altitude hold mode while making climbs
and descents with autopilot disengaged.
AUTOPILOT FEATURES
(a) HEADING SELECTOR
The heading knob on the Horizontal Situation Display (HSD) may

be used to select a heading prior to pushing the (HDG) heading
button. When the heading button is pressed, the aircraft will turn to
the selected heading in the direction which is less than 180, and at
a bank angle of approximately 22, and HDG button ON annunciator will light.
(b) NAVIGATION SELECTOR
When the NAV button is depressed, the autopilot will intercept and
track any selected VOR radial. There are two methods of intercepting a VOR radial.
(1) Variable Intercept Angle With this method, the pilot may preselect any intercept angle desired.
a. After identifying desired omni station, select desired course
by rotating the CllS knob on the HSD until the Course Selector Pointer aligns with the desired omni course.
-
ISSUED: SEPTEMBER
14, 1979
REPORT: 2210
9-9
SECTION 9
SUPPLEMENTS
b.

PA-31T, CHEYENNE
Position the Heading Selector Pointer
(headingbug) to
select the desired intercept angle by rotating the HDG

knob on the HSD.! The number of degrees between the
Course Selector Pointer and the Heading Selector Pointer
is the intercept angle. For obvious reasons, the pilot should
not select an intercept angle less than 20 or more than
90.
Simultaneously press HDG and NAV buttons onthe controller. The HDG button and NAV button ON annunciators will light. The aircraft will turn toward the heading
selected until the lateral deviation needle moves approximately one dot away from full deflection. At this time the
HDG button ON annunciator will extinguish and the aircraft will assume an automatic 45 intercept angle.
Fixed Intercept Angle
a. After identifying the desired omni station, select desired
omni course on the HSD by rotating the CRS knob until
the Course Selector Pointer aligns with the desired omni
c.
(2)
course.
b.
REPORT:
9-10
2210
Press the NAV button. NAV button ON annunciator will

light. Aircraft will turn left or right, depending upon the
relation of the aircraft heading to that of the selected omni
bearing. If the omni bearing selected is less than 120 from
the aircraft heading when the NAV mode is selected, the
aircraft will turn toward the selected omni course. At
angles of 120 or greater, the aircraft will turn away from
the selected omni course and continue to turn through the
larger angle until a proper intercept course is established.
In either case, the aircraft will assume an intercept course
which will be approximately 45 to the selected omni
course.
ISSUED:
SEPTEMBER
14, 1979
et
CORPORATION
PIPER AIRCR \
PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
SELCIOR
APPR
When the
button is depressed, the autopilot will intercept
and track the selected ILS localizer or VOR radial. There are two
methods of intercepting the localizer.
(1) Variable Intercept Angle This method is recommended when
being vectored toward the localizer or radial, by approach control, with the HDG and APPR modes engaged.
a. Align the Course Selector Pointer to the published inbound course by rotating the CRS knob on the HSD.
b. Position the Heading Selector Pointer (headingbug) and
select the desired intercept angle by rotating the HDG
knob on the HSD.
c. Simultaneously press HDG and APPR buttons on the controller. HDG button and APPR button ON annunciators
will light. Aircraft will turn toward the heading selected
until the Lateral Deviation Needle moves approximately
one dot away from full deflection. At this time the HDG
button ON annunciator will extinguish and the aircraft will
assume an automatic 45 intercept angle.
(c) APPROACH
(2) Fixed Intercept Angle
Align the Course Selector Pointer to the published inbound course by rotating the CRS knob on the HSD.
b. Press the APPR button on the controller. APPR button
ON annunciator will light and aircraft will turn left or right
depending on the relation of the aircraft heading to that
of the localizer inbound heading. Aircraft will automatically assume an intercept course of approximately 45
to the localizer or radial. For reasons explained in Section
Autopilot Features
(b)(2),do not select APPR mode
until the aircraft heading is less than 120from the localizer
inbound heading.
a.
-item
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
9-11
SECTION 9
SUPPLEMENTS

PA-3tT, CHEYENNE
(d) GLlDE SLOPE

(1) Glide slope is automatically armed and the GS ARM annunciator on the controller will light when the following conditions are met:
a. Navigation receiver is turned to a localizer fretuency.
b. The APPR button on controller is depressed.
c. Aircraft is below glide slope beam at least 20 seconds prior
to glide slope interception. When the glide slope pointer
centers, the GS ARM annunciator will extinguish and the
GS ON annunciator will light. The aircraft will then capture the glide slope and begin a rate of descent commensurate with the glide slope angle. Power must be adjusted
as required to maintain airspeed.
slope may be disengaged by pressing the ALT button,
Glide
(2)
moving the Pitch Command Disc, pressing the GA button or
the Pitch Sync button.
(3) Glide slope may be manually engaged by pressing the GS
button on the controller when the glide slope needle centers.
NOTE
Manual glide slope may be activated when in

any mode, except go-around or REV.
(e) AREA NAVIGATION
SYSTEM
On aircraft equipped with area NAV equipment, during A/P flight
the system is coupled to the RNAV computer. The RNV annunciators indicate when the RNAV system is operating and lock out
automatic glide slope function when either RNV annunciator is
illuminated.
(f) BACK COURSE
For a Back Course Localizer approach, select the front course localizer inbound heading. Press REV button on the controller.
will light indiAPPR button and REV button ON annunciators
cating to the pilot that he is in both the Approach and Reverse
modes.
REPORT: 2210
9-12
ISSUED:
SEPTEMBER
14, 1979
PIPER AIRCHAFT CORPORATION

PA-3lT, CHEYENNE
SECTION
SUPPLEMENTS
(g) GO-AROUND
The Go-Around button in the left throttle lever knob may be

pressed any time the autopilot is in the APPR mode and the pilot
decides not to continue the approach to landing. Pressing the GA
button will cause the autopilot to disengage. A/ P Disengage Light
will illuminate and horn will pulsate for 2 seconds. The Flight
Director Command Bar will indicate 9 pitch up command.
Flight Director will continue to track the localizer or radial. GA

annunciator on Director Horizon will light. If a missed approach
heading is selected and HDG button pressed, Flight Director will
command a turn to selected heading, while remaining in the goaround mode. Movement of the Pitch Command Disc or pressing
the PITCH SYNC or the ALT button will disengage thego-around
mode.
If an approach is carried to completion, upon reaching ILS minimums the FC/ REL button must be momentarily depressed prior to
landing. This disconnects the autopilot and returns the aircraft to
manual control for completion of the landing.
SECTION 5 PERFORMANCE
-
Installation of the Bendix M-4D Flight Director Autopilot does not

affect the basic Performance information presented in Section 5 of this
handbook.
REPORT: 2210
13
SECTION 9
SUPPLEMENTS

PA-31T, CHEYENNE
REPORT:
9-14
2210
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
SUPPLEMENT 2
KFC 300 AUTOMATIC FLIGHT CONTROL SYSTEM
(WITH FLIGHT DIRECTOR INSTALLATION)
SECTION 1 GENERAL
-
This manual is to acquaint the pilot with the operation of the KFC 300
Automatic Flight Control System as installed in the PA-3lT, Cheyenne. The
aircraft must be operated within the limitations herein specified.
This supplement has been "FA A Approved" as a permanent part of this
handbook based on King STC No. SA1188CE, and must remain in this
handbook at all times when the optional King KFC 300 Automatic Flight
Control System is installed.
The KFC 300 is certified in this airplane with two axis control pitch and
roll and a third axis yaw damper for turn coordination and rate stabilization.
The system may be operated as a flight director alone, with the pilot steering
the airplane to the flight director command presentation, or the autopilot/

yaw damper can be engaged to steer the airplane to the flight director
command presentation.
The airplane is equipped with an electric pitch trim system which is also
used to accomplish automatic trimming to unload the autopilot elevator
servo so that autopilot disengagement does not result in transient airplane
motion. An autotrim/ manual electric pitch trim monitor is provided in the
autopilot. Autotrim and/or manual electric pitch trim faults are visually
annunciated on the control panel and accompanied by an audible warning.
This airplane is equipped with a manual electric pitch trim system designed to withstand any type in-flight single malfunction provided that the
system is fully functional during the preflight operational check.
REPORT: 2210
9-15
SECTION 9
SUPPLEMENTS
PA-31T, CHEYENNE
ABBREVIATIONS
ADC
ALT
ALTIM
Air Data Computer

Altitude
Altimeter
AP
APPR
ARM
CB
CPLD
Autopilot
CWS (SYNC)
DG
DISC
FCI
FCS
FD
FLT/DlR
GA
HDG
HDG SEL
lAS
Activation of an Automatic Capturing Mode

Circuit Breaker
Coupled (Indication that capture of an automatic mode has been achieved.)
Control Wheel Steering or Synchronization
Directional Gyro
Disconnect
Flight Command Indicator or Flight Director
Flight Control System
Flight Director
Flight Director
Go Around
Heading
Heading Select
Indicated Air Speed
PA
Navigation
Pitch Attitude
PNI
REV LOC
RNAV
Reverse Localizer
Lateral Navigation Computer
NAV
SPD PRF
VG
VNAV
VTA
VD
REPORT: 2210
9-16
Approach
Pictorial Navigation Indicator

Speed Profile
Vertical Gyro
Vertical Navigation Computer
Vertical Track Angle
Yaw Damper
ISSUED: SEPTEMBER
14, 1979
SECTION 9
SUPPLEMENTS

PA-31T, CHEYENNE
SECTION
2 LIMITATIONS
-
Autopilot operation, one pilot must be seated at the controls with seat belt fastened.
(b) Maximum speed for autopilot operation is 242 KIAS, up to 12,000
feet (seeVmo chart for speeds above 12,000 feet in flight manual).
(c) Autopilot and Yaw Damper must be OFF during takeoff or
landing.
(d) The pitch trim fault monitor system must be preflight tested operational prior to flight.
(e) The vertical nav portion of the King KVN 395 VNAV System must
not be used for IFR approaches or with waypoint distances greater
than 90NM.
(f) Do not extend flaps beyond 15 during autopilot operation.
(g) The maximum altitude for operation of the autopilot is 31,000feet.
(a) During
NOTE
In accordance with FAA recommendation, use

of "Altitude Hold" Mode is not recommended
during operation in severe turbulence.
(h)
Placards
Location
In full view of the pilot:
CONDUCT
AFCS PREFLIGHT CHECK

PRIOR TO FLIGHT IN ACCORDANCE
WITH FLIGHT MANUAL.
SECTION 3 EMERGENCY PROCEDURES

-
(a) AUTOPILOT
MALFUNCTION
(1) Emergency Disengagement of AP

firmly and press the AP disc/trim
Hold the Control Wheel

interrupt switch.
-
TRIM MALFUNCTION
(either manual electric or
autotrim)
(1) AP disc/trim interrupt switch Press and hold down until
recovery can be made.
(2) Avionics Master Switch Off.
(3) Aircraft manually retrim.
(b) ELECTRIC
ISSUED:
SEPTEMBER
14, 1979
REPORT: 2210
9-17
SECTION 9
SUPPLEMENTS
PIPER
AIRCRAFT
CORPORATION
PA-31T CHEYENNE
(4) Pitch Trim circuit breaker Pull.

(5) Avionics Master Switch ON.
-
CAUTION
When disconnecting the autopilot after a trim
malfunction, hold the control wheel firmly-up
to 45 pounds of force on the control wheel may
be necessary to hold the aircraft level.
(c) ENGINE FAILURE (Coupled)

(1) Disengage AP and YD.
(2) Follow basic Airplane Flight Manual single engine procedures.
(3) Airplane rudder and aileron axes must be manually trimmed
prior to engaging autopilot
for single engine operations.
CAUTION
If rudder and aileron trim cannot be maintained when power is changed during a single
engine coupled approach, disengage autopilot
and continue approach manually.
(d) AUTOPILOT
The autopilot
methods:
DISENGAGEMENT
can be manually disengaged by any of the following
A/P disconnect/trim interrupt switch on the pilot's

or copilot's control wheel.
(2) Move the Autopilot/Yaw Damper ON-OFF handle to the
OFF position.
(3) Engage the Go-Around mode. (Yaw Damper will remain on.)
(4) Pull the Flight Director/ Autopilot circuit breakers out (OFF).
(5) Turn off the aircraft battery switch
(6) Any interruption or failure of power.
(7) Operate manual electric trim switch UP or DN. (Yaw damper
will remain engaged.)
(1) Press the
(e) AUTOMATIC
The following
AUTOPILOT DISENGAGEMENT
conditions will cause the autopilot
to disengage
automatically:
(1) Vertical gyro failure indication.
(2) Flight control system power or circuit failure.
REPORT:
9-18
2210
ISSUED: SEPTEMBER
14, 1979
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
(f) SERVO DISENGAGEMENT
The following conditions will cause an autopilot servo to disengage:
(1) Rapidly overpowermg any servo will cause disengagement of

only that servo through operation of the servo monitor. The
servo may be re-engaged by turning off the autopilot and waiting for the monitor light to extinguish before re-engaging the
autopilot.
A hardover failure in any of the primary servos will result in
only that servo being automatically disengaged.
(2)
(g) MAXIMUM
ALTITUDE
TESTS WERE
LOST
Configuration
Cruise
Approach
Approach
SECTION
PILOT'S/COPILOT'S
MALFUNCTION
Alt Loss
600 feet
80 feet
80 feet
single engine
NORMAL
DURING
PROCEDURES
CONTROL
WHEEL SWITCH FUNCTIONS
This switch will disengage the AP,

AP DISC/TRIM INTERRUPT
the Yaw Damper and interrupt power to the electric trim system. To
resume AP and Yaw Damper control, the AP lever on the Mode Controller must be re-engaged. In the event of electric trim or autotrim
failure, the switch can be held completely depressed, which removes
all power from the trim system to allow the pilot time to turn off the
AVIONICS MASTER switch and pull the (PITCH TRIM) circuit
-
breaker.
CWS (SYNC) This switch when depressed and held will allow the pilot
to manually fly the airplane in pitch and roll without disengaging the
AP. When the switch is released the AP will resume control (within the
pitch and roll attitude limits). The CWS switch will resync the FD in
PAH, ALT, lAS, or SPD PRF mode and will transfer the Go Around
mode to PAH.
-
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
9-19
PIPER
SECTION 9
SUPPLEMENTS.
PA-3lT, CHEYENNE
TRIM UP DOWN
Manual electric pitch trim is activated by a dual
action type switch that requires both halves be moved simultaneously
Operation of the manual
for actuating up or down trim commands.
electric pitch trim switch will disengage the A P lever switch on the M ode
Controller while the YAW DAMP remains engaged.
-
GA (GO AROUND) -The GA switch is located on the throttle and the

operation
of the switch will indicate a fixed angle of climb of I I on the
FDL Selection of the GA Mode when in the APPR or NAV CPLD
Mode will disengage the mode and revert to the FD Mode (wingslevel)
for lateral steering. The AP, if engaged, will disengage. The AP, howwith GA mode selected and will
ever, can be engaged or re-engaged
follow the pitch comniand to climb at the fixed angle.
NOTE
The flight control system incorporates its own
annunciator panel which is located on the inpanel. The modes and indications
strument
given on the annunciator panel are placarded
on the face of the lenses and illuminate when
conditions are indicated. The
the respective
switches on the mode selector are the push-on,
push-off type. When engaged, the correspondlight illuminates. The
ing FD/ AP annunciator
V-bars on the flight director indicator will
disappear to the top of the instrument when
no flight director modes are engaged. The
V-bars must be in view before the autopilot
can be engaged. When the autopilot is not engaged, the system may be used as a manual
flight director system.
REPORT:
9-20
2210
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
PREFLIGilT
CHECK (Must be performed
SECTION 9
SUPPLEMENTS
prior to each flight)
Neither the autopilot nor the flight director may be turned on if the attitude
flag or computer flag is visible on the flight command indicator. Allow approximately three (3) minutes after application of power for the vertical and
directional gyros to come up to speed.
(a) Check that all circuit breakers Ior the flight control system are in.
(b) Turn the Battery and Radio Master switch on and engage the flight
director to bring the command bars into view.
(c) Engage the autopilot and yaw damper. (The autopilot will not
engage when the flight director is inoperative.)
(d) Press and hold the preflight test button located on the lower left
indicator. This will activate a self test
corner of the flight command
cycle provided to preflight the autopilot and flight director system.
Note the following sequence for the test cycle:
(1) All autopilot flight director, trim warning, and mode lights
should illuminate and remain lighted until the test has been
with aural
completed. The trim warning will be accompanied
alert also during test.
(2) A simulated climbing right turn of 10 pitch up and 10 right
roll will appear on the attitude display.
bars will remain centered with the airplane
(3) The command
reference symbol until the flight director, autopilot
computer,
and servos check valid.
(4) All three servo actuator monitors will trip,
(5) The autopilot and yaw damper will disengage to demonstrate
proper computer monitor operation.
(6) The command bars will come into exact alignment with the
original
horizon display after the flight director computer,
autopilot computer, and servos check valid.
(e) Release the preflight test button and check to see that warning and
mode lights extinguish.
A warning light illuminated after the test
button is released indicates malfunction
for that mode.
(f) Engage the autopilot and yaw damper. Check that the system can be
overpowered
in all three axes.
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
9-21
SECTION 9
SUPPLEMENTS
PIPER
PA-31T, CHEYENNE
(g) Pitch Trim Preflight Test.

(1) With the AF disengaged,
run the following manual electric

pitch trim checks.
Verify that the PITCH TRIM circuit breaker is in.
a.
b. Actuate the left-side switch to the fore and aft positions.
The trim solenoid should engage, but the trim should not
run. Solenoid engagement is recognized as an increase in
the force required to move the manual trim wheel. Actuate
the right-side switch to the fore and aft positions. The trim
solenoid should not engage and the trim should not run.
c. Run the trim from stop to stop. The time required is 61 + 12
seconds.
wheel, run the trim both up and

down and check the overpower capability. (Check that the
trim indicator moves with the wheel.)
switch and
INTERRUPT
Press the AP DISC/TRIM
e.
hold. The manual electric pitch trim will not operate either
up or down.
(2) AFCS Trim Test Fault #2
With the autopilot disengaged, select and hold the AFCS
a.
Trim Test switch in the Fault #2 position.
b. Activate the manual electric trim up via the trim switch on
the pilot's control yoke.
Immediately after the trim starts to run up, the trim fail
c.
light and horn will activate.
d. Repeat the test for down fault.
(3) AFCS Trim Test Fault #1
With the autopilot disengaged, select and hold the AFCS
a.
trim test switch in the Fault #f position.
b. Using the manual electric trim switch on the pilot's control
wheel, insert trim up command into the system.
The trini fail light and horn will activate immediately after
c.
Rheepte
tto rr andown
vertical trim command.
tet
d.
d.
REPORT:
9-22
2210
Grasping the manual trim
ISSUED: SEPTEMBER
REVISED: MARCH
14. 1979
16, 1981
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
up and down with correct trimming

action.
a. Engage the FD. Then engage the AP, depress the CWS
switch, verify that the pitch and roll servos disengage, then
release the CWS switch. Apply force to the controis to
determine if the AP can be overpowered.
b. Engage the FD and AP and put in a pitch (UP) command
using the vertical trim switch on the Mode Controller.
Hold the control column to keep it from moving and
observe the autotrim
run in the nose-up direction after
approximately three (3) seconds delay. Press and release
the CWS switch. Use the vertical trim switch and put in a
pitch (DN) command.
Hold the control column and
observe the autotrim run in the nose-down direction after
approximately
three (3) seconds.
c. Engage the HDG mode and the AP. Set the HDG bug to
command a right turn. The control wheel will rotate clockwise. Set the HDG bug tocommand a left turn. The control
wheel will rotate counterciockwise.
d. Disengage the A P and check the aircraft manual pitch trim
prior to takeoff.
(4) Test for Trim Command
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
9-23
SECTION 9
SUPPLEMENTS
PIPER
PA-31T, CHEYENNE
IN-FLIGHT OPERATION
(a) ENGAGE PROCEDURE
(1) Engage the FLT DIR
mode on the mode controller. A command to hold the existing pitch attitude and heading will be
displayed on the flight command indicator command bars as
they are brought into view.
CAUTION
If the pilot has been operating the system on

any flight director mode without satisfying the
command bars the system should be synchronized to the present airplane position by
momentarily depressing the CWS switch prior
to engaging the autopilot.
Autopilot. The autopilot action is always in reconsistent with, flight director commands and
and
sponse to,
when engaged by the solenoid-held toggle switch on the mode
controller, the autopilot will respond to any operating mode
through a soft engage circuit, which allows engagement into
an unsatisfied flight director command without an abrupt con-
(2) Engage the
trol transient.
(3) Depressing the Control Wheel Steering switch, located on the
(4)
REPORT:
9-24
pilot's control wheel, allows the pilot to momentarily revert to

manual control in pitch and roll (yawdamper stays engaged),
while retaining his previous mode "program,"
and conveniently
resuming that profile upon disengagement. When in Go
Around, operation of the Control Wheel Steering switch disengages the Go Around Mode.
The autopilot, together with yaw damper, provides three-axis
rate stabilization, automatic turn coordination, and automatic
elevator trim as well as automatic response to all flight director
modes.
2210
ISSUED:
SEPTEMBER
14, 1979
PIPER AIRCRAI* I' CORPORATION

PA-3lT, CHEYENNE
SECTION 9
SUPPLEMENTS
(b) HEADING CONTROL OPERATION

The flight control system is electrically connected to the directional
gyro for heading hold information whenever the system is in basic
flight director mode. Heading hold is automatically disengaged
when an incompatible lateral mode is engaged. Pressing the HDG
SEL mode button automatically causes the aircraft to execute a
pre-selected heading change as set in on the Pictorial Navigation
Indicator with the HDG select knob or slew control.
Heading changes using HDG SEL mode will bank the aircraft 1.5
degrees for every degree of heading change selected up to a maximum bank angle of 28 degrees. When in the heading select mode,
depressing the Control Wheel Steering(SYNC) button located on
the yoke of the pilot's control wheel, will cause the command bars
to sync while the button is depressed, but when released the previously programmed heading information to the command bars
will be resumed.
(c) VERTICAL CONTROL OPERATION

(t) Vertical Trim:
(2)
Operation of the vertical trim switch (on mode controller), provides a convenient means of adjusting the reference parameter
of all the vertical modes except glideslope and vertical navigation. This permits the pilot to change his vertical reference without disengaging and re-engaging
modes.
Altitude Hold:
The altitude hold mode may be engaged by pressing the ALT
hold switch on the mode controller. The aircraft win maintain
the pressure altitude existing at the time the switch is depressed.
Altitude hold may be engaged at any rate of climb or descent,
although best performance is achieved at rates of 1000 fpm or
less. Altitude hold is automatically disengaged when any other
vertical mode is selected. The vertical trim switch may be used
to trim the referenced altitude up or down at approximately
500 fpm.
ISSUED: SEPTEMBER
14, 1979
REvisED:
AUGUST 28, 1980
REPORT: 2210
9-25
SECTION 9
SUPPLEMENTS

PA-31T, CHEYENNE
(3) Altitude Select: (Optional)
This mode allows the pilot to select, arm, and upon approaching the preset altitude, obtain an automatic visual pitch command to capture and hold the preselected altitude. Prior to se1ecting the function, the pilot must set the desired altitude (by
means of rotary control knobs) into the selected altitude readout of the Vertical Navigation Computer. The ALT ARM
button on the Vertical Navigation Computer may be depressed
any time during climb or descent to arm the altitude capture
circuitry and the ALT ARM annunciator will illuminate. As
the aircraft approaches the selected altitude, the ALT ARM
annunciator will extinguish, and as the aircraft passes through
the selected altitude, the altitude hold mode will automatically
engage and the ALT HOLD annunciator light will illuminate.
(4) Indicated Airspeed Hold:
Engaging the indicated airspeed hold mode will introduce a
pitch command to maintain the
computed, visually-displayed
reference airspeed. The mode is utilized by manually maneuvering the aircraft, and setting engine power, to attain the desired speed in climb, descent, or level flight and then depressing
the IAS button. The reference airspeed may be adjusted at a
rate of I 0 knot per second by operation of the vertical trim
switch on the mode controller.
(5) Speed Profile:
Engaging the speed profile mode will introduce a visually displayed pitch command on the Flight Command Indicator
which varies the indicated climb or descent speed as a function
of altitude. During climb, airspeed is decreased at the rate of
approximately
1.3 knots per 1,000feet. The proper initial airspeed must be set by the pilot and correct power setting maintained before depressing the SPD PRF button. After engagement, airspeed reference may be trimmed using the vertical
trim switch.
(6) Vertical Navigation: (Optional)
The vertical navigation computer provides a computed flight
path angle prior to VNAV engagement, which is displayed on
the VNAV Deviation Indicator. After engagement, the vertical
navigation computer provides a VNAV steering command to
the flight control system to maintain the selected vertical track
angle in climb or descent. The VNAV may be used to provide
while using any of the lateral
vertical guidance commands
steering.
provide
lateral
modes to
REPORT:
9-26
2210
ISSUED:
SEPTEMBER
14, 1979
PIPER AIRCRAFT
CORPORA
ilON
PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
(7) Altitude Alerting: (Optional)
Altitude alerting is also included in the Vertical Navigation

Computer. Altitude selection also sets the alerter warning
bands. The outer band is set nominally 1,000 feet above and
below the selected altitude and the inner band 500 feet above
and below the selected altitude. Flight through the limits provides visual and aural warning by illumination of both alert
lights and 2 sec. tone.
The altitude alerting function is also operational throughout
use of the vertical navigation mode and will provide warning
of aircraft penetration of the 1,000 and 500 feet levels above
and below the selected altitude. An MDA toggle switch on the
Vertical Navigation Computer allows the pilot to activate the
MDA annunciator for warning when the minimum descent
altitude is reached.
(8) Go-Around:
Engagement of the go-around button located on the leftengine
throttle lever will introduce a wings level i1 nose-up display
on the Flight Command Indicator command bars. Operation
of go-around cancels all other vertical modes and also disengages the autopilot, if the autopilot has been engaged. The
go-around mode may be used as a take-off pitch reference, if
desired, by engaging go-around mode on the runaway. Operation of the control wheel steering switch on the pilot's control
column disengages the Go-Around Mode.
NOTE
The Go-Around Mode is predicated on two
engine performance.
For single engine goaround, monitor IAS and use PAH Mode.
(d) FLYlNG RADIO FACILITIES

(1) Vor Procedures:
a.
b.
Tune the VOR receiver to the appropriate

frequency.
(RNAV mode selector in VOR-DME.)
Set the desired course to or from the station on the pilot's
PNI.
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
9-27
SECTION 9
SUPPLEMENTS
PIPER
PA-31T, CHEYENNE
Set the desired intercept heading. (Heading hold or HDG

SEL may be used.)
c.
NOTE
The intercept angle, relative to the VOR radial,
may be any angle of 90 or less.
Arm the navigation mode by depressing the NAV switch
on the mode controller. The NAV ARM light on the flight
director annunciator panel illuminates indicating that the
system is armed to capture the selected radial. At the point
of capture, the NAV ARM light on the annunciator extinguishes and the NAV CPLD annunciator light illutninates, indicating the system has captured the selected
course.
e. The selected track may be changed while in the tracking
mode by selecting a new course on the pilot's course indicator. If a new course on the pilot's course indicator is
selected a pre-programmed intercept angle of 45 is automatically engaged without having to return to the heading
mode. When over the navigational facility, the course selection should be made at the to/from change, for best
results.
Area Navigation Enroute: (Optional)
d.
(2)
NOTE
The RNAV distance to waypoint information

is displayed on the appropriate instrument
when an area navigation

a.
b.
c.
REPORT:
9-28
2210
mode is selected.
Tune the VOR and DME receivers supplying information

to the Area Navigation Computer to the radio facility
(VORTAC) being used. The signal must be valid.
Set the area navigation bearing, and distance, to establish
the desired waypoint.
Set the area navigation mode switch to RNAV position.
ISSUED: SEPTEMBER
REVISED: MARCH
14, 1979
20, 1980

PA-3lT, CHEYENNE
d.
e.
SECTION
SUPPLEMENTS
Set the desired course on the pilot's course indicator.

Set the desired intercept heading (headinghold or HDG
SEL may be used).
NOTE
The intercept angle with respect to the RNAV

radial selected may be any angle up to 90
f.
(3)
Arm the navigation mode by depressing the NAV switch

on the mode controller. The NAV ARM light on the flight
director Annunciator Panel illuminates indicating that the
system is armed to capture the selected radial. At the point
of capture, the N AV AR M light on the annunciator will extinguish and the NAV CPLD annunciator light illuminates, indicating the system has captured the selected
course.
Vertical Navigation (VNAV): (Optional)
Vertical navigation provides a computed pitch command displayed on the Flight Command Indicator to capture and
maintain a vertical track angle in ascent or descent, to an
RNAV waypoint less than 90NM distant. The following prerequisites are required for VNAV Valid:
a. The RNAV computer mode switch must be placed in an
RNAV position.
b. Tlie desired course "TO" the selected waypoint must be
set in on the PNI.
c. The RNAV must be valid (NAV flag retracted in PNI).
Having RNAV valid insures both VOR and D ME valids.
d. The flight path angle to ascent or descent to the selected
RNAV waypoint must not be greater than 5.
The
servoed Altimeter used in conjunction with the VNAV
e.
must be valid.
Normal "ENROUTE" operation of the Vertical Navigation
Computer (VNAV):
a. Preset the desired RNAV waypoint on the RNAV computer and select the course "TO" the waypoint. (RNAV
ENROUTE mode must be selected and valid.)
b. Set the desired altitude in the altitude select window.
c. Set the altitude of the VORTAC facility being used, using
the VTAC ALT adjustment tab.
ISSUED: SEPTEMBER
14, 1979
REPORT:
2210
9-29
SECTION 9
SUPPLEMENTS
d.

PA-31T, CHEYENNE
If Altitude acquisition is desired prior to reaching the selected waypoint, program the mileage offset (0to 30 miles)
using the DIST BIAS miles knob. (Bias is the distance
short of the selected waypoint.)
CAUTION
Do not adjust the pilot's altimeter setting or

DIST BIAS after VNAV is coupled. A large
change in either of these parameters will cause
an abrupt pitch attitude change. If changes in
these settings are required, disengage VNAV,
reset, and recouple as desired.
If the VNAV is valid the Vertical Track angle will be indicated
on the right display scale of the Flight Command Indicator
in degrees of angle, to maximum of 5. As the aircraft flies
toward the waypoint at a constant altitude, the displayed
Vertical Track angle will slowly increase. When the Vertical
Track angle has reached a value desired by the pilot, the pilot
must manually engage the VNAV CPLD mode by depressing
the VNAV CPLD switch on the VNAV computer.
The Vertical Track angle display upon engagement becomes a
deviation display above or below the selected flight path. The
maximum scale deflection in the VNAV CPLD Mode is250
feet (50 feet per increment). Selection of the VNAV CPLD
Mode automatically activates ALT ARM to capture the selected altitude.
REPORT: 2210
9-30
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
The VNAV CPLD Mode may be used in conjunction with the

NAV CPLD Mode to automatically make good an RNAV
waypoint or may be coupled with the HDG SEL Mode where
the pilot makes the HDG SEL course changes necessary to
make good the RNAV waypoint.
NOTE
When VNAV CPLD Mode is used with any
flight control system lateral mode other than
NAV CPLD the pilot must make the necessary
course correction to make good the RNAV
waypoint or the VNAV computer cannot insure making good the vertical waypoint. The
HDG SEL Mode may be used to make radar
vectors and short term HDG changes without adversely affecting VNAV performance.
Flying an RNAV offset along track of greater
than two (2)nautical miles is not recommended
as this may prevent the system from making
good the waypoint. HDG SEL turns greater
then 90 when VNAV CPLD is not recommended. If turns beyond 90 are commanded
the airplane will start climbing (if initially on
a descent) or descending (ifinitiany on a climb)
in order to make good the selected vertical
track.
(4) Approach:
VOR
VOR approaches may be made by coupling VOR in the approach mode. This gives proper responses for a close in non-
precision approach.
ISSUED: SEPTFMBER
14, 1979
REPORT: 2210
9-31
SECTION 9
SUPPLEMENTS

PA-31T, CHEYENNE
ILS FRONT COURSE

a. Tune the NAV receiver to the correct ILS frequency, set the
course selector to the inbound front course heading, set the
heading bug to the desired intercept angle (90or less) and
set the decision height on the radio altimeter if installed.
NOTE
With both VOR receivers tuned to the same
ILS facility, if the number 2 NAV deviates
greater than two dots on either LOC or GS the
appropriate annunciator will flash indicating
the monitor limits have been exceeded. It
is common for the LOC and GS Modes to
momentarily flash when the respective mode is
first captured since the capture point is generally outside the monitor limits.
Localizer and glideslope, are captured automatically on front course. The localizer must
be captured before glideslope capture is
enabled.
CAUTION
Marker beacon test activation after glideslope

capture decreases the glideslope gains when the
marker beacon is being used to control the
glideslope gain.
b.
REPORT:
9-32
2210
Engage HDG mode and arm the APPR mode. The APPR
ARM annunciator will illuminate, indicating the system
is armed to capture the localizer beam. As the aircraft nears
the beam, the APPR CPLD annunciator will illuminate
and the system will intercept the localizer. At the point
of glide path intercept, the GS CPLD annunciator will
illuminate and all other vertical modes will be disengaged,
indicating the system is locked on to the glideslope.
ISSUED:
SEPTEMBER
14, 1979
PlPER AIRCRAFT CORPORATION

PA-31T, CHEYENNE
c.
(5)
SECTION 9
SUPPLEMENTS
The Decision Height light on the Flight Command Indicator will illuminate when the aircraft reaches the de-
cision height previously selected by the pilot on the radio

altimeter.
d. To assume manual control of the aircraft for landing, depress the autopilot disengage switch on the pilot's control
wheel.
Go-Around mode may be selected by pressing the GA
e.
button any time the pilot needs to execute a missed apwill be disengaged and the Flight
proach. The autopilot
Command Indicator will command an 11 nose-up wings
level attitude. After the Go-Around attitude
has been
established and the airplane has been trimmed, the autopilot may be re-engaged.
ILS Back Course:
a. Tune the NAV receiver to the correct ILS frequency, set
the course selector to the LOC front course, set the heading
bug on the PNI to establish the desired intercept angle(90
or less) and set decision height on the radio altimeter if
installed.
NOTE
With both VOR receivers tuned to the same
ILS facility, if the number 2 NAV deviates
greater than two dots, the LOC annunciator
will flash indicating the monitor limits have
been exceeded. It is common for the LOC mode
to momentarily flash when the mode is first
captured since the capture point is generally
outside the monitor limits.
Localizer is captured automatically
course, glideslope is locked out.
on back
If the aircraft heading is within90 of the LOC

back course, the computer automatically
detects and annunciates REV LOC.
ISSUED: SEPTEMBER
REVISED:
AUGUST
14, 1979
28, 1980
REPORT:
2210
9-33
SECTION 9
SUPPLEMENTS
PIPER
PA-31T, CHEYENNE
Engage HDG mode and arm the APPR mode. The APP
ARM annunciator wi illuminate, indicating the system
is armed to capture the localizer beam. As the aircraft nears
the beam, the APPR CPLD annunciator will illuminate
and the system will intercept the localizer.
c. Indicated Airspeed hold or pitch attitude hold may beused
to establish a descent while on Rev LOC.
d. Go Around operation
isthesameasfor front course operation.
(6) RNAV Approach: (Optional)
a. Tune the VOR receiver and DME to the appropriate VORTAC frequency.
b. Set RNAV bearing and distance as given on the navigation charts for RNAV approaches.
Set RNAV mode switch
to RNAV APPR position when within ten miles of the selected waypoint.
Set the VNAV to give minimum descent altitude and bias
c.
as desired. Set the M DA switch to the MDA WARN position.
d. Set the required front course in on the Pictorial Navigation Indicator and set up an intercept angle to intercept the
inbound radial. Arm the APPR mode on the Autopilot
Mode Controller.
After RNAV approach is coupled, observe the vertical
e.
navigation deviation on the Flight Command Indicator
and depress the VNAV CPLD button when desired descent
angle is displayed.
f. When the MDA annunciator
on the Flight Command indicator illuminates, level off and continue the approach.
b.
REPORT:
9-34
2210
ISSUED: SEPTEMBER
14, 1979

PA-31T, CHEYENNE
(e) DISENGAGING
(I)
(2)
(3)
SECTION
SECTION 9
SUPPLEMENTS
THE AUTOPILOT
Hold the flight controls prior to disengagement. Under normal

operating
conditions the automatic pitch trim will have the
aircraft properly trimmed in the pitch axis at the pitch attitude
existing when the system is disengaged.
Disengage the system by pressing the A/ P Disconnect|Trim
Interrupt switch on the control wheel or return the autopilot
engage handle to OFF. The flight director may be turned off
which will also disengage the autopilot.
A solid two second audio warning will sound whenever the
Autopilot or Yaw Damp engage lever on the KMC 340 Mode
Controller is disengaged.
PERFORMANCE
Installation of the King KFC 300 Flight Control System does not affect
the basic performance information presented by Section 5 of this handbook.

REPORT:
2210
9-35
SECTION 9
SUPPLEMENTS

PA-31T, CHEYENNE
REPORT:
9-36
2210
ISSUED:
SEPTEMBER
14, 1979
SECTION 9
SUPPLEMENTS

PA-31T, CHEYENNE
SUPPLEMENT
AUTO-IGNITION
SECTION
3
SYSTEM
1 GENERAL
-
This supplement contains information necessary for the efficient operation of the airplane when the optional auto-ignition system is installed.
The information contained within this supplement is to be used in conjunction with the complete handbook.
This supplement has been "FAA Approved"as a permanent part of the
handbook based on FAR Part 3.629 compliance and must remain in the
handbook at all times when the auto-ignition system is installed.
SECTION
(a)
(b)
2 LIMITATIONS
-
The auto-ignition system becomes operational when the selector

switch is set in the auto position and the engine torque falls below
the range of 400 to 275 ft.-lbs. The system deactivates when an
increasing engine torque reaches the range of 336 to 400 ft.-lbs.
The system is electrically inactive with the condition lever in the idle
cut-off position.
SECTION 3 EMERGENCY PROCEDURES

-
(a) The auto-ignition system may be disconnected by either placing the

selector switch in the manual position or moving the condition lever
to the idle cut-off position.
(b) When flying in heavy precipitation, place selector switches in the
MAN position.

REPORT:
2210
9-37
SECTION 9
SUPPLEMENTS
SECTION
4 NORMAL
-

PA-31T, CHEYENNE
PROCEDURES
(a) Proceed with normal engine start procedures.

(b) Select the auto position in the overhead engine control switch panel
for either or both the engines, after start.
NOTE
During ground operation, auto-ignition

is
armed only when the starter switch is engaged.
(c) During normal engine operation, with the condition lever in a forward position and auto selected on the engine control switch panel,
the auto-ignition system will introduce ignition when the engine
torque falls below the range of 400 to 275 foot-pounds.
NOTE
With MAN selected on the overhead engine
control switch panel, ignition is continuous.
-
The operation of the auto-ignition system provides for automatic

engine ignition when the engine torque falls below the range of 400 to 275
foot-pounds. No other changes in the basic performance provided by
Section 5 of the Pilot's Operating Handbook are necessary for this
supplement.
REPORT:
9-38
2210

SECTION 9
SUPPLEMENTS

PA-3lT, CHEYENNE
SUPPLEMENT
AUXILIARY
SECTION
HEAT SYSTEM
1 GENERAL
-
This supplement contains information necessary for the efficient opof the airplane when the optional Auxiliary Heat System is installed.
The information contained in this supplement is to be used in conjunction
with the complete handbook.
eration

handbook based on compliance with CAR 3.682(b); 3.690; 3.693; 3.694
and 3.695.
SECTION 2
LIMITATIONS
exceed
the maximum allowable generator electrical
loading (see Section 2.7(e) this handbook).
In the event the circulation fan is inoperative, the thermostat
switches in the unit will actuate and trip the control circuit breaker.
(a) DO not
(b)
CAUTION
Do not reset this breaker if it trips after three
minutes of operation.
(c) A minimum of four fresh air vents must be open when operating the
system.
(d) It is recommended
(e)
that the use of this system be limited to an

occasional supplement to the combustion unit or as a temporary
substitute
unit.
for an inoperative combustion
The use of the unit is restricted during icing operations due to the
increase in electrical loading under these conditions.

REPORT:
2210
9-39
SECTION
PIPER
SUPPLEMENTS
(f)
PA-31T CHEYENNE
9
Placards:
At the system selector
switch:
DO NOT EXCEED
MAX. ALLOWED
GENERATOR LOADING
Above magnetic
compass:
COMPASS ERRATIC WITH

AUXILlARY HEAT ON
SECTION 3
case airflow is not felt at a vent outlet upon turning on the unit,
immediately deactivate the system.
(b) In the event the activation of the unit exceeds the maximum allowable electrical loading (seeSection 2.7(e), this handbook), the pilot
should immediately deactivate the unit.
(a) In
NOTE
The unit is deactivated by turning the control
selector to the OFF position or by pulling the
Aux. Heat control circuit breaker.
SECTION
NORMAL
PROCEDURES
Turn on the system by moving the control selector switch, located

on the right side of the instrument panel, to the ON position. This
activates the heating unit and the recirculating fan. The control
selector has two positions: OFF and ON.
(b) Be sure at least four fresh air vents are open.
(c) Verify the action of the recirculating fan by checking for airflow at
an open vent.
(a)
REPORT:
9-40
2210


PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
(d) The auxiliary heat system should reach operating temperature

within three minutes.
NOTE
The auxiliary assembly will shut off in the event
the unit exceeds 450F.
(e) The maximum temperature at the copilot fresh air outlet should not
(f)
exceed ambient plus 145F. The unit is capable of delivering 8500

BTU's per hour with the recirculating fan delivering 300 CFM
through the ventilating air ducts.
This unit should be considered primarily as an auxiliary backup to
the standard combustion heating system. There is no automatic or
external control over the heat produced by the unit.
-
Installation of the Auxiliary Heat System does not affect the basic
performance information presented in Section 5 of this handbook.

REPORT: 2210
9-41
SECTION
9
SUPPLEMENTS
PIPEWAIRCRAFT
REPORT: 2210
9-42
CORPORATION
PA-31T, CHEYENNE
LEFT BLANK
SECTION 9
SUPPLEMENTS
PA-31T, CHEYENNE
SUPPLEMENT
2 VLF/OMEGA
GNS-500A SERIES
GLOBAL NAVIGATION SYSTEM
-
SECTION
GENERAL
This supplement contains information necessary for the efficient

operation of the airplane when the optional GNS-500A Series 2 VLFj
Omega Global Navigation System is installed. The information contained
within this supplement
with the complete
is to be used in conjunction
handbook and supplements or supercedes the handbook only in those areas
listed herein.
-
This supplement has been "FAA Approved" as a permanent part of this

handbook and must remain in this handbook at all times when the optional
GNS-500A Series 2 VLF/Omega Global Navigation System is installed.
-
SECTION
LIMITATIONS
operation
of the GNS-500A is limited to the 48
Contiguous States, the District of Columbia, and Alaska.
During RNAV operation of the GNS-500A, additional navigation
equipment
required
for the specific type of operation must be
and
operable.
installed
The GNS-500A position information must be checked for
accuracy (reasonableness)prior to use as a means of navigation
and under the following conditions:
point during IFR
(1) Prior to each compulsory reporting
operation when not under radar surveillance or control.
(2) At or prior to arrival at each enroute waypoint during RNAV
RNAV routes.
operation along approved
(3) Prior to requesting off-airway routing, and at hourly intervals
thereafter during RNAV operation off of approved RNAV
(a) VFR/ IFR RNAV

(b)
(c)
routes.
ISSUED:
SEPTEMBER
11, 1981
REPORT:
2210
9-43
SECTION 9
SUPPLEMENTS
PIPER
PA-31T, CHEYENNE
(d) During periods of Dead Reckoning, navigation

(e)
(f)
shall not be
predicated on the use of the GNS-500A for RNAV operation.
Following a period of Dead Reckoning, the aircraft position
should be verified by visually sighting ground reference points
and/or by using other navigation equipment such as VOR, DME,
Tacan, INS, Doppler, NDB or radar fix.
The GNS-500A may not be used for navigation in terminalareasor
during departures from, or approaches to, airports.
SECTION
3 EMERGENCY
-
PROCEDURES
The system is protected with a 5 amp circuit breaker. In the event that
the circuit breaker should open, turn system switch to OFF.
SECTION
NORMAL PROCEDURES
PREDEPARTURE
(a) POWER ON
(1) Mode Selector Switch M.
(2) DIM knob as required.
(3) Depress BACK key to test bulbs depressing the BACK key
-
digit 8 to appear in all digital displays of the Left

Right
Data
and
Displays, the FROM/TO Display window,
and the Defined Waypoint Display window. In addition, the N,
S, E and W indicators will illuminate, as well as the VLF and
DR annunciator lights and the ENTER key.
will cause the
(b) GMT and DATE

(1) Display Selector Switch
Verify
(2) GMT]DATE
GMT/DATE
lf data displayed is accurate:

Depress twice
lf update is required:
Insert (hour/minutes/tenths*)
GMT
ENTER key Depress
DATE
Insert (day/ monthl year)
ENTER key Depress
(3) ENTER key

(4)
(5)
(6)
(7)
*To arrive at tenths of minute, divide seconds by 6.

REPORT:
9-44
2210
ISSUED:
SEPTEMBER
ll, 1981
SECTION 9
SUPPLEMENTS
PIPER AIRCNAF i CORPORATION

PA-3IT, CHEYENNE
COORDINATES
(c) DEPARTURE
(I) Display Selector Switch POS

Verify
(2) Position Coordinates
lf data displayed is accurate:
(3) ENTER key Depress
If update is required:
(4) Latitude Insert
(6) Longitude Insert
Verify
(8) Position coordinates
(9) Flashing ENTER key Depress
(10)Flashing VLF light Verify Off
-
(d) WAYPOINT COORDINATES
To verify waypoint coordinates:

Display Selector Switch WPT
(2) Desired Waypoint Number key Depress
(3) Waypoint/Coordinates Verify
(4) Repeat steps (2) and (3) for remaining waypoints
(1)
To update or change waypoint coordinates:

NOTE
For waypoint I, perform steps (1), (2), (3) and
(7) only.
(1) Display Selector Switch WPT
(2) Desired waypoint number Verify
(3) WPT DEF key Depress
(4) Latitude Insert
(8) Repeat steps (2) through (7) for remaining
-
waypomts
To erase stored waypoint coordinates:
Switch
WPT
(2) Desired waypoint number key Depress
(4) BACK key Depress
(1) Display Selector
ISSUED:
SEPTEMBER
II
1981
REPORT:
2210
SECTION 9
SUPPLEMENTS
PIPER
AIRCRAFT
CORPORATION
PA-31T CHEYENNE
9
(e) MAGNETIC VARIATION

NOTE
Magnetic variation automatically
computed
between 70 north and 60south latitudes. For all
other
Magnetic
areas refer to Manual
Variation Entry, Section 4.
(f) INITIAL LEG SELECTION

(1) LEG CHG key Depress
(2) Desired FROM TO waypoint numbers
(3) BRG and DIS Check
-
Depress
(g) MANUAL TAS ENTRY

(1) Display Selector Switch
(2) TAS in knots Insert
Q/TAS
(3) ENTER key
Depress
(h) RUNWAY LINEUP (TO VLF)

(I)
(2)
(3)
(4)
(5)
(6)
ENROUTE
DR light Verify Flashing

Display Selector Switch POS
HOLD key Depress
ENTER key Depress
VLF light Verify on Steady
DR light Verify Off
-
OPERATIONS
(a) MANUAL LEG CHANGE

(1) Mode Selector Switch M
(3) Desired FROM TO waypoint numbers
-
(4) BRG and DlS
(b) AUTOMATIC
Depress
Verify Reasonable
LEG CHANGE
AT WAYPOINT
(1) Mode Selector Switch A

(2) Proper leg change Verify
-
(3) BRG
REPORT:
9-46
2210
and
DIS
Verify Reasonable
ISSUED:
SEPTEMBER
11, 1981
PIPER
CORPORATION
AIRCRAFT
SECTION 9
SUPPLEMENTS
PA-31T, CHEYENNE
(c) PRESENT POSITION DIRECT ANY WAYPOINT

-
O key
Depress
(2)
(3) Desired TO waypoint
-
(4) BRG and DIS
number
Depress
Verify Reasonable
WPT 4
j'
WPT 3
t'
04
FR TO /
WPT 2
WPT 0
ISSUED:
SEPTEMBER
11, 1981
REPORT: 2210
9-47
SECTION 9
SUPPLEMENTS
PIPER
PA-31T, CHEYENNE
(d) WAYPOINT DEFINE/REDEFINE

(!) Display Selector Switch WPT
(2) Desired waypoint number key Depress
(4) Latitude Insert
-
(e) DEAD RECKONING (TO VLF)
See Section 2,
Whenever the system is operating in the VLF
QualityFactor deteriorates to a value of 8 or greater
automatically revert to the Dead Reckoning (DR)
-
Paragraph (d)
mode and the
the system will
mode.
When the QualityFactor improves to a value of 7 or lower the

system will, after approximately 30seconds, automatically revert to
the VLF mode. The green VLF light will come on steady and the
DR light will be flashing to inform the pilot that the system had been
operating in the DR mode.
To turn the flashing DR light off:
POS
Display Selector Switch
HOLD key Depress
ENTER key Depress
VLF light Verify on Steady
DR light Verify Off
(1)
(2)
(3)
(4)
(5)
(f) POSITION CHECK AND UPDATE See Section 2, Paragraph (e)

(1) Display Selector Switch POS
(2) HOLD key Depress over known point
(3) Position Check position display against known coordinates
(4) Latitude Insert (if required)
-
(6)
(7)
(8)
Insert (if required)

ENTER key Depress
Flashing ENTER key Depress
Longitude
(if required)
NOTE
To update latitude only: Steps (4),(5),(7),(8).
To update longitude only: Steps (6),(5),(7),(8).
REPORT: 2210
9-48
ISSUED:
SEPTEMBER
11, 1981
PIPER
AIRCRAFT
CORPORATION
SECTION 9
SUPPLEMENTS
PA-3lT, CHEYENNE
(g) PARALLEL
(I)
(2)
(3)
(4)
COURSE
Display Selector Switch XTK/SX

R or L key Depress
Offset distance Insert (NM and tenths)
ENTER key Depress
-
NOTE
The parallel leg may be cancelled manually by
performing only Steps (1), (2), and (4) above.
FROM WPT
SX
ISSUED:
SEPTEMBER
TO WPT
XTK
11, 1981
..
REPORT:
2210
9-49
SECTION 9
SUPPLEMENTS

PA-31T, CHEYENNE
(h) GNS-500A INITIALIZATION
ENROUTE
FIVE MINUTES
(MINIMUM)
PRIOR
KNOWN POINT:
(I)
Mode Selector Switch M
(2) DIM knob as required
Verify
(3) GMT/DATE
ENTER
(4) Known point coordinates
(5) Flashing VLF light Verify Off
(6) Manual TAS Insert
TO
REACHING
APPROXIMATELY
10 NM BEFORE
POINT:
(7) DR light Verify Flashing
(8) Display Selector Switch POS
(9) HOLD key Depress
(1I) VLF light Verify on Steady
REACHING
KNOWN
OVER KNOWN POINT:

Depress
(12) HOLD key
SHORTLY AFTER PASSING KNOWN POINT:

Latitude
Insert
ENTER key Depress
Longitude
Insert
ENTER key Depress
Flashing ENTER key Depress (if required)
(13)
(14)
(15)
(16)
(17)
Enter the following additional information

Waypoint coordinates
Local tnagnetic variation
FROM/TO leg selection
True airspeed
(i) PSEUDO VORTAC

(!) Mode Selector Switch
as required:
(2)
(3)
Define coordinates of waypoint to be used (if required)

(use Waypoint Define/ Redefine procedure)
LEG CHG key Depress
Desired Waypoint Number key Depress Twice (may use O
VORTAC)
for present pseudo
Display Selector Switch BRG|VAR
-
(4)
(5)
REPORT:
9-50
2210
ISSUED:
SEPTEMBER
11, 1981
PIPI
PA-3IT,
CORPORATION
ACRM1
CHEYENNE
SECTION9
SUPPLEMENTS
Insert (requitedentry), see Section 4, Manual

Magnetic Variation Entry
(6) Local variation

(8) Desired Course (BRG)
-
Insert
I 0 MAG
I
I
I
I WPT 5
080 DESIRED COURSE
FROM
TO
I
ISSUED:
SEPTEMBER
11, 1981
REPORT: 22l0
9-51
P1PER AIRCRAFT
SECTION 9
SUPPLEMENTS
COMPUTER
CORPORATION
PA-31T, CHEYENNE
MODE
ACCESS
(a) FLIGHT PLANNING
Mode Selector Switch M or A

Waypoints
Define (if not entered previously)
ENTER (Manual TAS entry)
(3) Groundspeed
(4) Mode Selector Switch C
(6) Desired FROM -TO waypoint numbers Depress
Check
(7) DIS/ETE
(8) BRG Check (desired course)
(9) Repeat steps (1) through (8) for each remaining leg
(10)Mode Selector Switch M or A
(1)
(2)
WPT6
WPT 5
3 4 e .44,
FR TO
COURSE (BAG)
DESIAED
AND ETA
OfS ETE
.
.-'
WPT4
PT3
REPORT:
9-52
2210
ISSUED:
SEPTEMBER
11, 1981
SECTION 9
SUPPI,EMENTS

PA-3lT, CHEYENNE
CDU ANNUNCIATORS
(a) VLF
(Green)
light is illuminated
steadily whenever the GNS-500 A is operating in the navigation
signals to be used for
mode with sufficient VLF/OMEGA
(l) Steadily illuminated -The VLFannunciator

navigation.
(2) Flashing: Indicates that the GNS-500A is on and tacking
(3)
GMT/DATE and/or position input.

OFF
are off, the
a. If the VLF and amber DR annunciators
navigation computer has failed.
b. If the VLF annunciator
is off while the amber DR
annunciator is flashing, the system is ready to be placed
into the navigational mode see Section 4, Predeparture
Paragraph (e).
-
(b)
DR (Amber)
Steadily illuminated
The DR annunciator light is illuminated steadily whenever the GNS-500A is not operating with
sufficient VLF/OMEGA signals to be used for navigation.
(l)
(2) FLASHING
a.
Indicates that the system has

off
VLF annunciator
sufficient inputs for navigation and is ready to be placed
into the VLF navigation mode. If the system had not yet
been in the VLF mode, this indication will continue until
the pilot manually selects the VLF mode. See Section 4,
Paragraph (e).If the system had previously
Predeparture
been in the VLF mode, this indication will continue for
approximately 30 seconds and then automatically change
to that of subparagraph b below.
steadily illuminated: (With the DR
VLF annunciator
annunciator flashing) indicates that the systemis operating
in the VLF mode but had been in the DR mode for a period
of time. The Nav Warning Flag will retract when the VLF
light comes on steady.
-
b.
(3) OFF
a.
b.
ISSUED:
If the VLF and amber DR annunciators

are off, the
computer has failed.
The DR annunciator will be off during normal operations
in the VLF navigational mode.
navigation
SEPTEMBER
ll, 1981
REPORT:
2210
9-53
SECTION 9
SUPPLEMENTS
(c)
PIPER
PA-31T, CHEYENNE
ENTER (White)
(1) Steadily illuminated

illuminated whenever
new information.
(2)
The word
ENTER
the computer
expects
will
be steadily
receive
some
to
FLASHING
a. The ENTER light will flash if the computer needs to have
the information just entered verified by the pilot.
b. Continued flashing will result whenever totally unreasonable information is being programmed, i. e., latitude over
90 or GMT over 2400.
ALERT
Flashing digits in the FROM/ TO display window indicate that
an automatic leg change is impending.
(d) WAYPOINT
ANNUNCIATORS
VLF BATT
The amber VLF BATT annunciator light on the center
instrument panel is illuminated whenever the GNS-500A is
being electrically powered by its own internal standby battery.
SX
The amber SX annunciator light on the center instrument
panel is illuminated whenever the GNS-500A has been programmed by the pilot for course guidance with respect to a
course offset from but parallel to the leg shown in the FROM/
TO display window on the CDU.
(e) SYSTEM
(1)
(2)
(f)
HSI INTERFACE
(1) HSl/VLF annunciator light (white)is illuminated whenever
the GNS-500A is relay coupled to the HSI.
(2) Course Deviation Indicator on the HSI provides center to full
scale offset of 7.5 NM crosstrack displacement.
(3) TO/ FROM Flag on the HSI is activated only when a valid leg
has been programmed. The Flag changes from TO and FROM
when passing the TO waypoint.
(4) Master warning of system failure, Dead Reckoning, or nonvalid leg is indicated by displaying the Nav Warning Flag.
REPORT:
9-54
2210
ISSUED:
SEPTEMBER 11, 1981
SECTION 9
SUPPLEMENTS

PA-31T, CHEYENNE
(g) AUTOPlLOT COUPLlNG

The autopilot is coupled to the GNS-500A when:
(1) The autopilot is engaged.
(2) The HSI/VLF annunciator light is illuminated.
(3) NAV mode is selected on mode controller when VI F is valid.
(Ensure the course arrow has been set to agree with desired
hearing displayed on CDU between waypoints.)
MANUAL
MAGNE llC VARIATION
BRG|VAR
Insert (E or W first)
Depress
(a) Display Selector Switch
(b) Local Variation
(c) ENTER key
to automatic
To return
ENTRY
variations:
(d) Display Selector Switch BRG|VAR

(e) "E" or "W" key Depress
(f) ENTER key Depress
-
ACCURACY
CHECK
position information can be checked for accuracy

reference to known ground positions or VOR, DME,
Tacan, NDB, or radar fix. When accuracy checks reveal the GNS-500A
position to be in error by 2 NM or more, updating is required in order to
meet the enroute RNAV criteria.
The GNS-500A
(reasonableness)by
SECTION
PERFORMANCE
Installation of the GNS-500A VLF/Omega Global Navigation System

does not elfect the basic performance information presented by Section5 of
this handbook.
ISSUED: SEPTEMBER
REVISED: DECEMBER
11, 1981
I, 1983
REPORT:
2210
9-55
SECTION 9
SUPPLEMENTS
PIPER
PA-31T, CHEYENNE
REPORT:
9-56
2210
LEFT BLANK
ISSUED
SEPTEMBER
11, 1981
SECTION 9
SUPPLEMENTS

PA-31T, CHEYENNE
SUPPLEMENT
KNS 81 DIGITAI AREA NAVIGATION

SYSTEM WITH TACAN OPTION
SECTION
GENERAL
This supplement contains information

necessary for the efficiem
of the airplane when the optional KNS 81 Digital Area Navigation System with TACAN Option is installed. The information contained
within this supplement is to be used in conjunction with the complete
handbook and supplements or supersedes the handbook only in those areas
listed herein.
operation
This supplement has been "FAA Approved"as a permanent part of thi

KNS 81 Digital Area Navigation System with TACAN Option is installed.
(a) SYSTEM DESCRIPTION

The KNS81 Area Navigation System with TACAN Option consists
of an integral 200-channel VOR/Localizer Receiver, an optional
integral 40-channel Glide Slope Receiver, a digital RNAV
Computer, a Horizontal Situation Indicator and/ or Course
Deviator Indicator, a remoted mounted King KTU 709 TACAN
Receiver and an optional RMI Indicator. The Digital RNAV
Computer combines the inputs from the Integral NAV Receiver
(Radial Information)and the remote TACAN Receiver (DME and
Radial Information) to compute navigation data for the selected
waypoints. The KNS8 1also provides the digital course information
necessary to drive a RMI Indicator for pointing to the VORTAC,
TACAN or the RNAV waypoint.
ISSUED:
APRIL 29, 1982
REPORT:
2210
9-57
PIPER
SECTION 9
SUPPLEMENTS
PA-31T, CHEYENNE
The K NS 8 I includes storage for 10 way points and can be operated

any of four basic modes: VOR, TACAN, ILS, or RNAV. In
addition to the standard
VOR, RNAV en route, and RNAV
approach modes, the KNS 81 with TACAN option has TACAN,
TACAN RNAV EN ROUTE and TACAN RNAV APPROACH
modes. Distance, groundspeed and time to the VORTAC,TACAN
or RNAV waypoint are displayed on the DME Indicator.
in
(b) DlSPLAYS
(I)
FRQ/CHAN,
RAD, DST, DISPLAY
DISPLAY
FRQ/CHAN
a.
MODES)
When any VOR dependent mode(VOR, VR RNV, VOR
RNV APR) is selected, displays VOR frequency from
108.00 to 117.95 M Hz in increments of
M Hz. The least
significant
digit displays only zero or five.
FRQ (VOR
.05
CHAN (TACAN MODES)

When any TACAN dependent mode (TAC, TAC RNV,
TAC RNV APR) is selected, displays TACAN channel
from 0 to 129. TACAN channels 0, 127, 128 and 129 are
not valid channel selections.
NOTE
If an invalid TACAN channel is selected the
will flash. If then a VOR mode
is selected only dashes will appear in the
frequency display plus the "FRQ"displaywill
flash. Some TACAN channels do not have
corresponding VOR/ I LS frequencies. If one of
those channels is selected and then the VOR
mode is selected, only dashes will be displayed
on the KNS 81. If a VOR frequency is input
when dashes are displayed then the frequency
selection will be displayed and start from I13.0
"FRQ"display
MHz.
REPORT:
9-58
2210
ISSUED: APRIL 29, 1982

SECTION 9
SUPPLEMENTS

PA-31T, CHEYENNE
TACAN X OR Y CHANNELS
Displayed immediately to the right of the TACAN channel.
The X channels are the channels now used with 100 KHz
spacing. The Y channels will be used in the future to give 50
KHz spacing.
RAD DISPLAY
Displays ground station radial on which
located from 0.0 to 359.9 degrees.
waypoint
is
(2) VOR, TACAN, RNV, RNV APR DISPLAYS

System mode lights.
(3) WPT DISPLAY

Displays waypoint number
being displayed.
(0 thru 9) of data and system mode
(4) CARETS (X ) DISPLAY
Indicates which waypoint data(FREQ)CHAN, RAD or DST)

the increment/ decrement rotary switch will change.
(5) DME INDICATOR
(REMOTE)
Displays NM to/from the waypoint/station,

KT ground speed
and MIN time to the waypoint/station.
Also, the radial from
the waypoint/station
is displayed whenever the RAD Button
is pressed.
(6) RMI DISPLAY (OPTIONAL)

Displays the bearing to the waypoint/station.
(c) CONTROLS
(1) WPT/MODE CONTROL
Dual concentric knobs.

a. The outer knob selects the MODE of unit operation.
Turning the knob clockwise causes the mode to sequence
thru VOR, VOR RNV, VOR RNV APR, TAC, TAC
RNV, TAC RNV APR and then back to the VOR mode.
b. The center knob selects the WPT to be displayed. Turning
the knob causes the displayed waypoint to increment by
8, 9, 0.
one thru the waypoint sequence of 0, I, 2,
.....
ISSUED:
APRIL 29,,1982
REPORT:
2210
9-59
SECTION 9
SUPPLEMENTS
PIPER
PA-31T, CHEYENNE
(2) USE BUTTON

Momentary pushbutton which, when pressed, causes the displayed waypoint and the displayed system mode to become the
active waypoint and the active system mode.
(3) RTN BUTTON

Momentary pushbutton which, when pressed, causes the active
and the active system mode to return to the display.
waypoint
(4) RAD BUTTON

Push
radial
DME
"Hold
on, push off button which,
when pushed on, causes the

from the waypoint and "F"to be displayed on the remote
display (this button is inoperative when in a DME
" mode).
(5) CHK BUTTON

Momentary pushbutton which, when pressed, causes the raw
radio data from the NAV Receiver (VOR or TACAN) and
DME to be displayed. The radial from the VOR/TACAN
Ground Station will be displayed on the RAD display and the
distance from the station will be displayed on the DST display.
There is no effect on any other data output.
(6) DATA BUTTON

Momentary
( ><)
to
pushbutton
display to
change
which, when pressed, causes the caret

from FRQto RAD to DST and back
FRQ.
(7) OFF/ PU LL 1D CONTROL
Rotary switch/ potentiometer which, when turned clockwise,

applies power to the unit and increases NAV audio level. The
switch may be pulled out to hear VOR ident.
(8) DATA INPUT CONTROL
Dual concentric knobs with the center knob having an "in"and

"out" position.
FREQUENCY/CHANNELDATA
a.
VOR MODE
The outer knob varies the l MHz and 10 MHz digits and
MHz increthe center knob varies the frequency in
ments with carry to/from the .I MHz digit regardless of
whether the switch is in its "in" or "out" position.
.05
REPORT:
9-60
2210
ISSUED:
APRIL 29, 1982

PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
TACAN MODE
The outer knob varies the 10's and the 100's digits with
carry to/from the 10's digit. The center knob in the "in"
position varies the l's digits from 0 to 9 without any carry
over. The center knob in the "out" position varies the "X"
and "Y" channel selection.
b.
c.
RADIAL DATA
The outer knob varies the 10 degree digit with a carry over
occurring from the tens to hundreds position. The center
knob in the"in" position varies the I degreedigitand inthe
"out" position varies the 0.1 degree digit.
DISTANCE
DATA
The outer knob varies the 10 NM digit with a carry over

occurring from the tens to hundreds place. The center knob
in the "in" position varies the i NM digit and in the"out"
position varies the 0.1 NM digit.
(9)
DME FUNCTION SELECTION SWITCH

Applies power to the DME and selects DME operating modes
as follows:
OFF:
Turns the DME OFF.
NAV I (NI):
Selects DME operation with No. I VHF

navigation set; enables channel selection by
NAV I frequency selector controls.
HOLD (HLD):
Selects DME memory circuit; DME remains
channeled to station to which it was last

. selected and will
channeled when HOLD was
continue to display information relative to
this channel. Allows both the Nav I and Nav 2
navigation receivers to be set to new operational frequencies without affecting the
previously selected DM E operation. Selection
of HLD will cause the"NAV"flag
toappearif
operating
in any TACAN mode (TAC, TAC
RNV or TAC RNV APR).
1SSUED: APRIL 29, 1982
REPORT:
2210
9-61
SECTION 9
PIPER
SUPPLEMENTS
PA-31T, CHEYENNE
CAUTION
in the HOLD mode there is no annunciation of

the VOR/DME station frequency. However,
an annunciator labeled "H" will illuminate on
the DME display to flag the pilot that the DME
is in the HOLD mode.
NAV 2 (N2):
DME operation with No. 2 VHF

set; enables channel selection by
Nav 2 frequency selector switches.
Selects
navigation
SECTION 2
LIMITATIONS
(a) The Area Navigation mode may be
used as the primary navigation

under IFR conditions on approved approach procedures,
approved airways, and random area navigation routes only when
approved by Air Traffic Control.
system
(b) The Area Navigation mode can only be used with colocated facilities (VOR and DME or TACAN
same geographical location).
SECTION 3
signals originating
from the
CAUTION
DME may unlock due to loss of signal with
combinations of distance from station,
altitude and angle of bank.
certain
(a) If NAV flag appears while in the Area Navigation mode,
use CHK
Button to check for validity of Raw DMEand VOR/TACAN
(b) If VOR/TACAN
utilize remaining
(c) If NAV flag
2210
is intermittent
equipment
or lost,
as required.
and/or
DME information is lost during an
published missed approach and utilize another
appears
approach, execute
approved facility.
REPORT:
9-62
or DME information
navigation
opertational
Data.
PA-31T, CHEYENNE
SECTION 9
PIPER
SECTION
NORMAL
SUPPLEMENTS
PROCEDURES
(a) PREFLIGHT
FUNCTIONAL TEST
The following procedure applies only to airports equipped
station or
with, or in range of, a colocated VOR/DME
TACAN station.
a. Place the KNS 8 I in VOR or TACAN mode.
b. Find and record the angle from the VOR/TACAN station
by centering the course deviation needle with the TO/
FROM flag giving a "FROM" indication.
c. Program a waypoint radial ang,te equal to the OBS value
determined in Step 2.
d. Program a waypoint distance equal to the indicated DME
value.
e. Place the KNS 81 in VOR RNV TAC RNV.
The KNS 81 is operating properly if the distance to waypoint is O I.0 NM and the course deviation needle is
within a dot of being centered.
(1) AREA NAVIGATION
(b) PROGRAMMING
Pertinent information (waypoint number, system mode, station
frequency/channel, waypoint radial, and waypoint distance)for up
to ten waypoints is entered into the memory. Programming may be
completed prior to takeoff or during the flight. Any combination of
navigational facilities (RNAV waypoints, VOR/DME,
TACAN
or ILS) may be loaded into the computer; however, it is desirable
that each facility be numbered and loaded in the sequence it is to be
used.
(1) RNAV WAYPOINTS

a.
Turn the system on by rotating the ON/OFF
switch clock-
wise.
b.
c.
d.
ISSUED:
Put waypoint 0 in the WPT window by turning the WPT

knob. Turn the knob in either direction to get "0."
Select the system mode of operation for this waypoint
using Mode Control knob.
Select the waypoint 0 frequency using the data input
controls which are the two concentric knobs on the right.
APRIL 29, 1982
REPORT:
2210
9-63
SECTION 9
SUPPLEMENTS
e.
f.
g.
PIPER
PA-31T, CHEYENNE
Select the waypoint 0 radial by depressing the DATA

button. This will move the >< (caret)from FRQto RAD.
Select the new radial with the data input controls.
Select the waypoint 0 distance by again depressing the
DATA button. This will move the ><from RAD to DST.
Select the new distance with the data input controls.
This completes the programming for the first waypoint.
Follow these procedures for all selected waypoints up to a
maximum of ten.
(2) CONVENTIONAL
VOR
navigation
The programming
technique for conventional
directly toward or away from a VOR facility without a colocated DME is similar to that for RNAV waypoints. Inputting
the waypoint number and frequency into the memory is accompiished in the same manner. The RAD and DST displays will
display dashes during VOR operation.
(3)
COURSE
(FRONT
AND BACK
ILS APPROACH
COURSE)
Programming an lLS approach is accomplished in the same
manner as programming conventional VOR. ILS is valid only
when a VOR mode is selected (VOR, VOR RNV, VOR RNV
APR).
TACAN
The programming
technique for conventional navigation
directly toward or away from a TACAN facility is the same as
that for conventional VOR except that TACAN channel
number is entered instead of the VOR frequency. The RAD
and DST displays will display dashes during TACAN
.
operation.
(4) CONVENTIONAL
(5) MISSED APPROACH
If the published missed approach utilizes an RNAV waypoint,

VOR or TACAN facility it may be entered into the memory any
time prior to the approach. This is accomplished in the same
VOR, TACAN and
manner set forth in CONVENTIONAL
RNAV WAYPOINTS in this section.
REPORT:
9-64
2210
ISSUED:
APRIL 29, 1982
PIPER
AIRCHAi
SECTION 9
SUPPLEMENTS
i tukPORATION
PA-31T, CHEYENNE
(6) INFLIGHT
Preset waypoints may be recalled from memory and put

into active use as required.
Turn the WPT knob as required to select the desired
a.
waypoint.
b.
The preset waypoint
number,
system mode,
frequency, radial and distance will appear in their respective displays. The WPT display will blink to indicate that
the waypoint displayed is other than the active waypoint.
Verify that the data is correct.
NOTE
Revisions to the waypoint
data can be pro-
grammed at this time by entering the new

waypoint parameters.
c.
d.
e.
(c)
When return to the active waypoint is desired press the

RTN button. The active waypoint along with its data will
be displayed.
When navigation to the displayed (blinking WPT) waypoint is desired, press the USE button. The WPT display
will cease blinking and the displayed waypoint becomes the
active waypoint.
The raw VOR/TACAN and DME data can be checked at
any time by pressing the CH K button. The radial from the
will be displayed above RAD and the
VOR/TACAN
DME distance will be displayed above DST.
RNAV OPERATION
If the system is receiving valid signals from acolocated VOR-DME
or TACAN facility, it will supply linear deviation information to
the Horizontal Situation Indicator (or Course Deviation Indicator). En route (RNV) sensitivity, available by turning the MODE
selector knob until VOR ENR or TAC RNV is displayed, provides
a constant course width of 5 NM full scale.
Approach (RNV APR) sensitivity, available by turning the MODE
selector knob until VOR RNV APR or TAC RNV APR is displayed, provides a constant course width of l 1/4 NM full scale.
Approach sensitivity should be selected just prior to final approach
course interception. Time and distance to the waypoint, and
computed
groundspeed are displayed on the DME display.
ISSUED:
APRIL 29, 1982
REPORT:
2210
9-65
SECTION 9
SUPPLEMENTS
(d) CONVENTIONAL
PIPER
VOR/TACAN
PA-31T, CHEYENNE
OPERATION
VOR mode is selected by turning the MODE selector knob until

VOR or TACAN is displayed. In VOR mode the remote DME is
automatically tuned when the KNS 81 is selected as the tuning
source. Upon lock-on, distance, groundspeed and time to the
VORTAC station will be displayed on the DME display. The HSI
angular crosstrack deviation from
(CDI) will display conventional
the selected course (+10full scale). In TACAN mode, operation is
identical to VOR.
Anytime the R AD button is engaged, the radial from the waypoint/
station will be displayed on the DME knots display along with an
"F" on the DME time to station display.
NOTE
The RAD switch is not the momentary type,
therefore, the switch must be pressed again for
the normal DME information to be displayed.
(e) ILS OPERATION

Whenever an ILS Frequency is put "IN USE"the mode display will
remain the same (either VOR, VOR RNAV, VOR RNAV APR
displayed) but the RAD and DST displays will be blanked. Absence
of the LOC/ GS functions is annunciated by the NAV and GS flags
in the HSI (CDI). Only angular deviation is provided in the ILS
Mode.
NOTE
ILS is valid only when a VOR mode is selected.
(f) RNAV APPROACH
(VOR OR TACAN)
The RNAV Approach (RNV-APR) mode may be used for runway

location (by placing a waypoint at the approach end of the runway)
during an approach to an airport. Turn the MODE selector knob
to select VOR RNV APR or TAC RNV-APR. In RNV-APR the
deviation needle on the HSI/ CDI will display crosstrack deviation
of + 1 1/4 NM full scale. All other aspects of the RNV-APR mode
are identical to the RNV mode.
REPORT:
9-66
2210
ISSUED:
APRIL 29, 1982

PA-31T, CHEYENNE
SECTION
SECTION 9
SUPPLEMENTS
5 PERFORMANCE
-
Installation of the KNS 81 Area Navigation system with TACAN does

described in Section 5 of this
not effect the basic performance
handbook.
ISSUED:
APRIL 29, 1982
REPORT: 2210
9-67
SECTION 9
SUPPLEMENTS
REPORT:
9-68
PIPER
PA-31T, CHEYENNE
LEFT BLANK
2210
ISSUED:
APRIL 29, 1982

PA-3lT, CHEYENNE
SECTION 9
SUPPLEMENTS
OPERATING HANDBOOK
PILOT'S
FAA APPROVED
AND
AIRPLANE
FLIGHT
MANUAL
SUPPLEMENT NO.7
FOR
KING KNS 81 AREA NAVIGATION SYSTEM

SECTION
1 GENERAL
-
This supplement
must be attached to the Pilot's Operating Handbook
and FAA Approved Airplane Flight Manual when the King KNS81 Area
Navigation System is installed per Section 6, Paragraph 6.17 "Equipment
List."The information contained herein supplements or supersedes the basic
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 basic
Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.
This supplement has been "F.AA Approved"as a permanent part of this

King KNS 81 Area Navigation System is installed.
DESCRIPTION
The KNS 8 I can be operated in any one of3 modes: VOR, RNV, or ILS.
To change from one mode to another the mode select knob is rotated, (large
knob on the left side of the panel) except that the ILS mode is entered
automatically whenever an ILS frequency is channeled. The display will
annunciate the VOR or RNV mode by lighting a message beside the waypoint. In addition to the standard VOR and RNV en route modes, the
KNS 81 has a constant course width or parallel VOR mode(VOR PAR)and
an RNV approach mode (RNV APR). To place the unit in either of these
secondary modes the mode selector knob is rotated.
ISSUED:
APRIL 29, 1982
REPORT:
2210
9-69
SECTION 9
SUPPLEMENTS

PA-31T, CHEYENNE
(a) A description of the RNV and VOR modes is as follows:

(1) VOR
This is the conventional VOR/DME mode. The NM, KT and
MIN displays are DME outputs and the CDI is displaying
conventional angular deviation information (i.e. 10 fut!
scale).
(2) VOR PAR

This is like the above mode except that the CDI is now displaying constant course width information with a full scale
deflection of5NM. In this mode a DM E "unlock" will cause a
CDI flag. It is recommended that the VOR mode be used
instead of VOR parallel for approach since the resolution of an
off course indication increases with decreasing distance to the
station in standard VOR, but remainsa constant in VOR PAR.
(3) RNV
This RNV mode has a CDI sensitivity of5NM full scle. The
NM, KT and MIN displays as well as the CDI are now with
respect to the waypoint as defined by the data stored in the
USE waypoint location.
(4)
RNV APR
This mode is similar to the RNV mode except that CDI sensitivity has been increased to \.25NM at full scale.
All waypoint information (station frequency, waypoint radial and

distance) is entered with the increment/decrement
rotary switch on the
right side of the panel and is constantly displayed if in the RNV or RNV
APR mode. Radial and distance waypoint parameters will be dashed in
VOR and VOR PAR modes and blanked if an ILS frequency is selected.
The small knob affects the lower significant digits while the large knob
changes the most significant digits. The tenth's position of waypoint radial
and distance can be changed by pulling the small knob to the out position.
The type of data being changed is indicated by the illuminated "carets"
beside the messages (FRQ, RAD, DST)1ocated directly below the displayed
data. Frequency, radial, or distance information for a waypoint can be
changed sequentially by pressing the "DATA" pushbutton. The increment/
decrement switch changes only the information being displayed.
REPORT:
9-70
2210
ISSUED:
APRIL 29, 1982
PIPER
AIRCRAFT
CORPORATION
SECTION 9
SUPPLEMENTS
PA-31T, CHEYENNE
The KNS 81 can store frequency, radial, and distance information for
number of the data being displayed is
up to 9 waypoints. The waypoint
located above the message WPT. The displayed waypoint number is
changed by rotating the waypoint selector knob. It is the small knob on the
left side of the panel. Pressing the RTN button returns the display to the
waypoint in use. If the waypoint in use is different from the displayed waypoint, the WPT message blinks. Pressing the USE pushbutton causes the
displayed waypoint to become the waypoint used.
System flexibility is enhanced with the RAD and CHK buttons. Pressing the RAD button causes the DME to display radial information in place
of ground speed and time to station. The radial displayed will be from the
VORTAC if in a VOR or VOR PAR mode but the radial information will be
from the waypoint if in an RNV or RNV APR mode. Pressing the RAD
button again returns the DME display to normal. Pressing the CHK button
will momentarily cause radial and distance information from the VORTAC
to be displayed on the KNS 81 in place of radial and distance waypoint
parameters. If navigation is by a VOR instead of a VORTAC, pressing the
CHK button will display the radial information but will blank thedistance
information since it is unavailable.
If the DME is switched to remote tuning, it will automatically
the
to
proper frequency by the KNS 8 I.
Because the KNS 81 uses a non-volatile
required to retain waypoint information.
(b) DETAILED
FUNCTION
memory,
be tuned
no batteries are
DESCRIPTION
(1) SYSTEM Modes

VOR, VOR PAR, RNV and RNV APRareselected
modes and
have equal precedence, If an ILS frequency is placed in the
active data, the system will automatically go to the ILS mode.
When switched out of an ILS frequency the system will revert
back to the mode in which it was at the time the lLS frequency
was selected.
When energized, the system will go to the mode in which it was
when switched off. In addition, it will retain all waypoint data
through a power shut down.
ISSUED:
APRIL 29, 1982
REPORT: 2210
9-71
SECTION 9
SUPPLEMENTS
PIPER
PA-31T, CHEVENNE
(c) NM DISPLAY (in DME)

and VOR PAR Modes
Displays DME distance.
Displays dashes whenever DME goes into search.
(1) VOR
(2) RNV and RNV APR Modes

Displays RNV distance to waypoint.
Displays dashes if DME is in search, or if VOR flags, if DME
and VOR tuned to different frequencies.
(d) KT DISPLAY (In DME)

(I) VOR and VOR PAR Modes
Displays ground speed to the DME ground station.
Update rate is once per second.
If the RAD button is pressed on the KNS 81, the display indicates bearing from the VOR instead of ground speed.
(2) RNV APR and RNV APR Modes

Displays ground speed to the active waypoint.
If the RAD button is pressed on the KNS 81, the display indicates bearing from the waypoint instead of ground speed.
(e) MIN DISPLAY (In DME)

(!) VOR and VOR PAR Modes
Displays
Displays
calculated
Displays
time to DME ground station.

dashes whenever DME goes into search or when
value exceeds 99 minutes.
F (for FROM) if RAD button is pressed on KNS 81.
and RNV APR Modes

Displays time to the active waypoint.
Displays dashes if DME is in search, or if VOR flags, if DME
and VOR are tuned to different frequencies.
Displays F (for FROM) if RAD button is pressed on KNS81.
(2) RNV
REPORT:
9-72
2210
ISSUED:
APRIL 29, 1982
PIPER
AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
(f) FRQ, RAD, DST DISPLAY

(1) FRQ Mode
Displays frequency from 108.00 to Il7.95MHz.

I M Hz digit overflows into (or underflows from) 10M Hz digit.
Roll over from I 17 to 108 or vice versa.
Least significant digit displays only zero or five.
(2) RAD Mode
Displays ground station radial on which the waypoint is located

from 0.0 to 359.9 degrees.
The two most significant digits are zero blanked.
10 degree digit overflows into (or underflows) from 100 degree
digit.
Displays VOR radial when CHK button is pressed.
Display is dashed in VOR modes and blanked if an ILS frequency is selected.
(3) DST Mode

Displays the distance offset of the waypoint from the ground
station over range of 0.0 to 199.9NM.
The two most significant digits are zero blanked.
10NM digit overflows into (or underflows from) 100NM digit.
The two most significant digits roll over from 190 to ONM and
vice versa.
Displays distance to VORTAC when CHK button is pressed.
Display is dashed in VOR modes. Display is blanked if an ILS
frequency is selected or CHK button is pressed when navigation
is by VOR instead of VORTAC.
(g) "CARET" DISPLAY
Indicates which waypoint parameter can be changed.

FRQ, RAD, DST, FRQ--Caret automatically returns to FRQ whenever displayed waypoint
is changed or USE or RTN button is pressed.
Caret is cycled
ISSUED:
APRIL 29, 1982
REPORT:
2210
9-73
SECTION 9
SUPPLEMENTS

PA-31T, CHEYENNE
(h) WPT DISPLAY

Displays waypoint number of data being displayed.
Range l to 9.
When changed, increments by 1.
Rolls over at 9 and WPT message blinks when not equal to USE
value.
(i) VOR, PAR, RNV, APR, WPT DISPLAYS

System status lights.
(j) COURSE
DEVIATION
Located on remote indicator. When flagged, the needle centers.
(1) VOil Mode

Full scale sensitivity equals 10.
(2) VOR PAR Mode

Full scale sensitivity equals 5NM.
Flagged if VOR or DME data is invalid, or if VOR and
DME are tuned to different channels.
(3) RNV Mode
Full scale sensitivity equals 5N M.

Flagged if VOR or DME data is invalid, or if the VOR and
(4) RNV APR Mode
Full scale sensitivity equals I.25NM.

Flagged if the VOR or DME data is invalid, or if the VOR and
(5) ILS Mode
Full scale sensitivity equals 3 to 6 degrees
ground
(depending upon
facility).
Flagged if localizer data is invalid.
REPORT:
9-74
2210
ISSUED:
APRIL 29, 1982

PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
(k) CONTROLS
(1)
USE Button
Momentary pushbutton.
Causes displayed waypoint to become active waypoint and
"caret" display to go to FRQ mode.

(2) RTN Button
When pushed causes waypoint in use to be displayed
"caret" display to go to FRQ mode.
and
(3) RAD Button
Two position pushbutton.

The KNS 81 is normally operated with the RAD button not
pressed.
When in depressed position causes DME to display radial information instead of ground speed.
Radial displayed will be from the station in VOR mode and
from the waypoint in RNV modes.
(4) CHK Button

Causes radial and distance waypoint parameters to show radial
and distance from VOR station instead.
(5) DATA Button

Momentary
pushbutton.
Causes waypoint data display to change from

DST and back to FRQ.
(6) OFF/ON/IDENT
to
Control
a.
Function
Power OFF-ON/Volume
Rotate clockwise for power ON.
b.
VOR Audio Level Control

Rotate clockwise for increased audio level.
VOR IDENT Mute Function
Push-Pull switch.
Enables the VOR Ident tone to be heard in out position.
c.
ISSUED:
FRQto RAD
APRIL 29, 1982
REPORT:
2210
9-75
SECTION 9
PIPER
SUPPLEMENTS
AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
(1) DATA INPUT CONTROL

Dual concentric knobs, right side of panel. Center knob has INand
OUT positions.
(1) Frequency Data
Outer knob varies IMHz digit.
A carryover occurs from the units to tens position.
Rollover occurs from I 17 to 108.
Center knob varies frequency in .05MHz steps regardless of
whether the switch is in its IN or OUT position.
(2) Radial Data
Outer knob varies 10 degree digit.

A carryover occurs from the tens to hundreds position.
A rollover to zero occurs at 360 degrees.
Center knob IN position varies 1 degree digit.
Center knob OUT position varies 0.1 degree digit.
(3) Distance Data
Outer knob varies 10NM digit.

A rollover to zero occurs at 200NM.
Center knob IN position varies INM digit.
Center knob OUT position varies 0.lNM digit.
Dual concentric knobs, left side of panel.

(1) Mode Select
Outer knob changes mode from VOR to VOR PAR to RNV to
RNV APR and rolls over.
W
(2) PT Select
Center knob selects waypoint from I to 9 and rolls over.
Course Select Knob
Located in remote unit.
Selects desired course through the VOR ground station or waypoint.
(m) LIGHTING
(I)
IREPORT:
9-76
Display lighting is automatically controlled by ambient light

conditions. Button backlighting is controlled by an instrument
lighting rheostat which controls all instrument panel lighting.
2210
ISSUED:
APRIL 29, 1982

PA-3]T, CHEYENNE
SECTION
SECTION 9
SUPPLEMENTS
LIMITATIONS
(a) Approach mode of the KNS 81 is restricted to not more than 49

nautical miles from the waypoint in use.
restricted
to not more than 249 nautical miles
from the waypoint in use.
The KNS81 system is to be used only with DME and VOR stations
that are co-located.
(b) En route mode is

(c)
3 EMERGENCY
SECTION
PROCEDURES
The installation of the KNS 81 Area Navigation Computer System

does not affect the emergency procedures presented in Section 3 of this
handbook.
NORMAL
PROCEDURE
PROCEDURES
NORMAL
SECTION
CHECKLIST
Before Takeoff
(a) Avionics Master Switch ON

(b) NAV Receiver(s) ON
(c) RNV Performance Check COMPLETE
(1) Set the NAV Receiver to a VOR/DME
-
(2)
station within 25NM

of the airport. Assure that satisfactory DME and VOR signals
are being received.
In the VOR Mode, center the Course Deviation Indicator with
a TO or a FROM indication. Note the radial and the DME
indication.
(3) Select RNV Mode. Assure that the course and distance data
are within1 dot and I.0NM, respectively,
in the VOR Mode.
to those observed
NOTE
This procedure only checks the accuracy of the
RNV Computer.
VOR Receiver accuracy
should
be checked in accordance with the
applicable
Federal Aviation Regulations.
ISSUED:
APRIL 29, 1982
REPORT:
2210
9-77
SECTION

PA-3IT, CHEYENNE
SUPPLEMENTS
(d) Waypoint Loading COMPLETE

SELECT,
(1) Waypoint Display
-
select desired waypoint

by
rotating the small knob on the left-hand side.
Waypoint Frequency
ENTER, enter the frequency of the
VOR/Waypoint.
Depress data button to select FRQ prior to
entering frequency. Depicted by illuminating "carets" on both
sides of FRQ.
Waypoint Radial ENTER, enter radial, if VOR displacement
is desired. Depress data button to select RAD prior to entering
radial.
Depicted by illuminating "carets" on both sides of
RAD.
Waypoint Distance
ENTER, enter distance of displaced
VOR. Depress data button to select DST prior to entering
distance. Depicted by illuminating "carets" on both sides of
DST.
-
(2)
(3)
(4)
NOTE
This receiver is capable of storing nine frequencies and/or waypoint data. If additional
storage is desired, repeat the above procedures
If the refor the eight additional memories.
ceiver is to be operated only in the VOR mode,
only frequency data need be stored in the
memory m use.
SELECT, select desired Waypoint/
Memory
VOR memory by rotating the small knob on the left-hand side.
ACTIVATE, push the waypoint USE
Waypoint|VOR
Memory
button to activate the Waypoint/ VOR displayed.
SELECT, select either VOR, VOR PAR, RNV ENR or
Mode
RNV APR.
SELECT, as desired.
Course Deviation Indicator
(e) Waypoint|VOR
(f)
(g)
(h)
REPORT: 2210
9-78
ISSUED:
APRIL 29, 1982
PIPER AIRCRAFT CORPORAllON

PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
Inflight
En Route
(a) Waypoint|VOR Memory SELECT, rotate the small knob on the
left-hand side.
(b) Waypoint|VOR Memory Activate, push USE button to activate
Waypoint/ VOR.
(c) Mode SELECT, select VOR, VOR PAR, RNV.
(d) Desired Course SELECT
(e) VOR and DME Identifier Signals VERIFY
-
CAUTION
When operating dual KNS 8l's, the respective
DME's may interfere with each other when the
NAV frequencies differ by 5.3 MHZ(e.g. 108.0
MHZ and 113.3 MHZ). This interference results in premature flags or loss of LOCK-ON.
Should this occur, one of KNS 8 l's should be
either turned off or tuned to a different NAV
frequency so that the 5.3 MHZ difference is
eliminated.
Inflight
Approach
(a) Mode SELECT,
-
select APR RNV Mode
NOTE
The use of APR RNV mode at distances in
excess of 49NM may result in excessive CDI
sensitivities.
AMPLIFIED PROCEDURES
The following is an explanation
in the checklist.
Area Navigation Turn-On
(a) Check to be sure the VHF
the mode select switch to
APPR). Set VHF NAV
DME selector, be certain
VHF NAV.
ISSUED:
APRIL 29, 1982
of the operation instructions outlined
NA V and DME units are turned on. Turn

the proper position (VOR/DME,
RNV,
to proper frequency. If using separate
DME is set to the same frequency as the
REPORT:
2210
9-79
SECTION 9
SUPPI EMENTS
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
Flight to Waypoint
(a) lf the magnetic compass course has been predetermined, set the
OBS and fly the airplane to center needle same as standard OMNI.
If the magnetic course is to be determined, rotate the OBS knob to
obtain a TO indication and center the left/ right needle. The bearing
under the bearing pointer will be the magnetic
course to the
waypoint.
route mode is selected, position indicator will display airplane position up to five miles to left or right of course.
When APPR mode is selected, the airplane position is upto I-l/4
miles to the left or right of course.
(b) When en
(c)
SECTION
PERFORMANCE
Installation of the King KNS 81 Area Navigation Computer System

does not affect performance presented by Section 5 of this handbook.
REPORT:
9-80
2210
ISSUED:
APRIL 29, 1982
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CONVORATION

PA-31T, CHEYENNE
PILOT'S
FAA APPROVED
OPERATING HANDBOOK
AND
AIRPLANE
FLIGHT
MANUAL
SUPPLEMENT
NO. 8
FOR
KING KNS 80 AREA NAVIGATION SYSTEM
SECTION
GENERAL
This supplement must be attached to the Pilot's Operating Handbook

and FAA Approved Airplane Flight Manual when the King KNS 80 Area
Navigation System is installed per Section 6, Paragraph 6.17 "Equipment
List." The information contained herein supplements or supersedes the basic
King KNS 80 Area Navigation System is installed.
DESCRIPTION
The KNS 80 can be operated in any one of 3 basic modes: VOR, RNA V,
or ILS. To change from one mode to another, the appropriate pushbutton
switch is pressed, except that the ILS mode is entered automatically whenever an ILS frequency is channeled in the USE waypoint. The display will
annunciate the mode by lighting a message above the pushbutton. In addition to the standard VOR and RNAV enroute (RNAV ENR) modes, the
KNS 80 has a constant course width or parallel VOR mode(VOR PAR)and
an RN A V approach mode (RN AV APR). To place the unit in either of these
secondary modes the VOR pushbutton or the RNAV pushbutton, as the
case may be, is pushed a second time. Repetitive pushingof the VOR button
will cause the system to alternate between the VOR and VOR PAR modes,
while repetitive pushing of the RNAV button causes the system to alternate
between RNAV ENR and RNAV APR modes.
ISSUED:
APRIL 29, 1982
REPORT:
2210
9-81
SECTION 9
SUPPLEMENTS
PIPER
PA-31T, CHEYENNE
(a) A description of the RNAV and VOR
modes
is as follows:
(1) VOR
This is the conventional VOR/DME mode. The NM, KT and

MIN displays are DME outputs and the CDl isdisplayingconventional cross track deviation information (i.e. 10 full
scale).
(2) VOR PAR

This is like the above mode except that the CDI is now displaying constant course width information with a full scale deflection of 5NM. In this mode, a DME "unlock" will cause a
CDl flag. Rechanneling the VOR with the HOLD button depressed will also cause a CDI flag. It is recommended that the
VOR mode be used instead of VOR PAR for approaches since
in this mode the course indication is more accurate at distances
less than 28 miles.
(3) RNAV ENR
This RNAV modehasaCDIsensitivityof5NMfullscale.The

NM, KT and MIN displays as well as the CDl are now with
respect to the waypoint as defined by the data stored in the USE
waypoint location.
(4) RNAV APR
This is like the above except that the CDl sensitivity is1.25 NM
full scale.
All waypoint information, station frequency, waypoint distance, and
waypoint radial is entered with the increment/decrement
rotary switch on
the right side of the panel and displayed in the right hand readout. Thesmall
knob affects the lower significant digits while the large knob changes the
most significant digits. The tenth's position of waypoint radial and distance
can be changed by pulling the small knob to the out position. The type of
data being displayed is indicated by the illuminated messages (FRQ, RAD,
DST) located directly below the displayed data/ Frequency, radial, or distance information for a waypoint can be displayed sequentially by pressing
the DATA pushbutton. The increment/decrement switch changes only the
information being displayed.
lREPORT:
9-82
2210
ISSUED:
APRIL 29, 1982

PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
The KNS 80 can store frequency, radial, and distance information for up
4
to waypoints. The waypoint number of the data being displayed is located
above the message DSP. The DSP waypoint number is changed by pressing
DSP button. The number of the waypoint being used for navigation is indicated by the number above the message USE. If the waypoint in use is different from the displayed waypoint, the DSP waypoint number blinks. Pressing the USE button causes the waypoint in use to match the displayed waypoint.
Normally, the DME is tuned to the station paired with VOR frequency.
The tuning of the DME may be frozen by depressing the HOLD button.
Subsequent rechanneling of the NAV receiver will cause the HLD light to
come on. The DME will hold the frequency it was tuned to at the time the
button was depressed.
(b) DETAILED
FUNCTION
DESCRIPTION
(1) SYSTEM MODES
VOR, VOR PAR, RNAV ENR and RNAV APR are selected
modes and have equal precedence, if an ILS frequency is placed
in the active data, the system will automatically go to the ILS
mode. When switched out of an ILS frequency the system will
revert back to the mode in which it was at the time the ILS fre-
quency was selected.
(c) NM DISPLAY
(I)
VOR and VOR PAR Modes

Displays DME distance.
O to 99.9NM to 0.INM steps, 100 to 200NM in INM steps.
(2) RNAV APR and RNAV ENR Modes

Displays RNAV distance to waypoint.
O to 99.9N M in 0. INM steps, 100 to 400 NM in 1NM steps.
Displays dashes if DME is in search, if VOR flags, or if the
VOR is rechanneled with the HOLD button depressed.
ISSUED:
APRIL
29, 1982
REPORT:
2210
9-83
SECTION 9
SUPPLEMENTS

PA-3lT, CHEYENNE
(d) KT DISPLAY
(1) VOR and VOR PAR Modes
Displays ground speed to the DME ground station.
O to 999 knots in I knot steps.
Displays dashes.whenever DME goes into search.
(2) itNAV APR and RNAV ENR Modes

Displays ground speed to the active
O to 999 knots in 1 knot steps.
waypoint.

Displays dashes whenever D ME goes into search, if VOR flags
if the VOR is rechanneled with the-HOLD button depressed.
or
(e) MIN DISPLAY

(1) VOR and VOR PAR Modes
Displays time to DME ground station.
O to 99 minutes in 1 minute steps.

Displays dashes whenever DME goes into search or when
calculated value exceeds 99 minutes.
(2) RNAV APR and RNAV ENR Modes

Displays time to the active waypoint.
O to 99 minutes in I minute steps.
Displays dashes if DME is in search, if VOR flags, if the VOR
is rechanneled with the HOLD button depressed, or if calculated value exceeds 99 minutes.
REPORT:
9-84
2210
ISSUED:
APRIL 29, 1982
SECTION 9
CORPORATION
PIPER AIRCRAFT
PA-3lT,
SUPPLEMENTS
CHEYENNE
(f) FRQ, RAD, DST DISPLAY

(1) FRQ Mode
Displays frequency from 108.00 to ll7.95MHz.

I MHz digit overflows into (or underflows from) 10M Hz digit.
Roll over from I17 to 108 or vice versa.
Least significant digit displays only zero or five.
(2) RAD Mode
Displays ground station radial on which the waypoint is located
from 0.0 to 359.9 degrees.

10 degree digit overflows into (or underflows
digit.
from) 100 degree
(3) DST Mode
Displays the distance offset of the waypoint from the ground

station over range of 0.0 to 199.9N M.
10NM digit overflows into (or underflows from) 100NM digit.
The two most significant digits roll over from 190 to0NM and
vice versa.
(g) USE DISPLAY

Displays waypoint number of data actually being used by system.
In VOR MODES only the frequency has meaning.
Range I to 4.
When changed always takes on new value equal to DSP value.
(h) DSP DISPLAY
Displays waypoint
number of data being displayed.
Range I to 4.
When changed,
Rolls
over
increments by l.
from 4 to I and blinks
when
not equal to USE value.
(i) PAR, VOR, ENR, APR, RNAV DISPLAYS

System status lights.
(j)
HLD DISPLAY
Indicates when the station to which the DME is actually tuned is
different than the station to which the VOR is tuned.
REPORT:
2210
9-85 I
SECTION 9
SUPPLEMENTS
PIPER
PA-31T, CHEYENNE
(k) DATA DISPLAY
Displays waypoint data.

The messages FRQ, DST, and RAD tell what is being displayed at
any one time.
(I)
Il S DISPLAY
Indicates that the frequency in use is an ILS frequency.
(m) COURSE DEVIATION

(I)
INDICATOR
VOR Mode
Full scale sensitivity equals 10.
(2) VOR PAR Mode

Flagged if VOR or DME data is invalid.
Flagged if the VOR is rechanneled with the DME HOLD
button depressed.
(3) RNAV ENR Mode

button depressed.
(4) RNAV APR Mode
Full scale sensitivity equals 1.25NM.

button depressed.
(5) ILS Mode
Full scale sensitivity

ground facility).
equals 3 to 6 degrees
(depending upon
Flagged if localizer or glideslope data is invalid.
REPORT:
9-86
2210
ISSUED:
APRlL 29, 1982
SECTION

PA-31T CHEYENNE
SUPPLEMENTS
(n) CONTROLS
(1) VOR BUTTON
When pushed while system is in either RNAV mode causes
system to go to VOR mode.Otherwise the button causes system
to toggle between VOR and VOR PAR modes.
(2) RNAV BUTTON

When pushed while system is in either VOR mode causes
system to go to RNAV ENR mode. Otherwise the button
causes system to toggle between RNAV ENR and RNAV APR
modes.
(3) HOLD BUTTON

Two position pushbutton.
When in depressed position, inhibits DME from channeling to
a new station when the VOR frequency is changed. Pushing the
button again releases the button and channels the DME tothe
station paired with the VOR station.
(4) USE BUTTON

Momentary
pushbutton.
Causes active waypoint to take on same value as displayed waypoint and data display to go to FRQ mode.
(5)
DSP BUTTON
Causes displayed waypoint to increment by I and data display
to go to frequency mode.
(6) DATA BUTTON

Causes waypoint data display to
DST and back to FRQ.
change
from
FROto RAD
to
(7) OFF/PULL ID CONTROL

a.
b.
c.
ISSUFD:
Rotate counterclockwise
to switch off power to the
KNS 80.
Rotate clockwise to increase audio level.
Pull switch out to hear VOR Ident.
APRIL 29, 1982
REPORT:
2210
9-87
PIPER
SECTION 9
SUPPLEMENTS
PA-31T, CHEYENNE
(o) DATA INPUT CONTROL

Dual concentric
knobs. Center knob has IN and OUT positions.
(!) Frequency Data

Outer knob varies I M Hz digit.
A carryover occurs from the units to tens position.
Rollover occurs from I 17 to 108.
Center knob varies frequency in .05MHz steps regardless of
whether the switch is in its IN or OUT position.
(2) Radial Data

Outer knob varies 10 degree digit.
A rollover to zero occurs at 360 degrees.
Center knob IN position varies I degree digit.
Center knob OUT position varies 0.1 degree digit.
(3) Distance Data

Outer knob varies 10NM digit.
A rollover to zero occurs at 200NM.
Center knob IN position varies INM digit.
Center knob OUT position varies 0.INM digit.
(4) Course Select Knob
Located in CDI unit.

Selects desired course through the VOR ground station or
waypoint.
(p) LIGHTING
(I)
Display lighting is automatically controlled by ambient light

conditions. Button backlighting is controlled by an instrument
lighting rheostat which controls all instrument panel lighting.
REPORT: 2210
9-88
ISSUED:
APRIL 29, 1982

PA-3lT, CHEYENNE
SECTION 9
SUPPLEMENTS
(q) BATTERY REPLACEMENT

(1) The waypoint memory is kept alive by two silver oxide watch
cells located in the lower left hand corner of the front panel.
Typical life of the cell is two years although high temperature
and humidity conditions can shorten this period. If the battery
should become weak, waypoint storage will be lost and the
radio will "wake up" tuned to 110.00MHz in the VOR mode.
The cells can be replaced by opening the battery pocket with a
thin blade screwdriver. The holder was designed so that the cells
can only be inserted with the correct polarity.
SECTION
LIMITATIONS
(a) Approach mode of the KNS 80 is restricted to not more than 49

nautical miles from the waypoint in use.
(b) En route mode is restricted to not more than 249 nautical miles from
the waypoint in use.
(c) The KNS 80 system is to be used only with DME and VOR stations
that are co-located.
SECTION
3 EMERGENCY PROCEDURES
-
Not applicable.
SECTION 4
NORMAL
PROCEDURES
NORMAL PROCEDURE CHECKLIST

Before Take-off
Avionics Master Switch
(b) N AV Receiver(s) ON
(a)
ON
ISSUED:
APRIL 29, 1982
REPORT:
2210
9-89
SECTION 9
SUPPLEMENTS
PA-31T, CHEYENNE
(c) RNAV Performance Check COMPLETE

(1) Set the NAV Receiver to a VOR/DME
-
(2)
station within 25NM

of the airport. Assure that satisfactory
DME and VOR signals
are being received.
In the VOR Mode, center the Course Deviation Indicator with
a TO or a FROM indication. Note the radial and the DME
indication.
(3) Select RNAV ENR Mode. Assure that the course and distance
data are within 1 dot and 1.0NM, respectively, with waypoint
distance set to 0.0NM.
NOTE
This procedure only checks the accuracy of the
RNAV Computer. VOR Receiver accuracy
should be checked in accordance with the
applicable
Federal Aviation Regulations.
(d) Waypoint Loading COMPLETE

(1) Waypoint Display SELECT, select desired waypoint by de-
(2)
(3)
pressing the DISP button.

ENTER, enter the frequency of the
Waypoint Frequency
VOR/Waypoint.
Depress data button to display FREQprior
to entering frequency.
Waypoint Radial ENTER, enter radial, if VOR displacement
is desired. Depress data button to display RAD prior to enter-
ing
radial.
Distance
ENTER, enter distance of displaced
VOR. Depress data button to display DST prior to entering
distance.
(4) Waypoint
NOTE
This receiver is capable of storing four frequencies and/or waypoint data. If additional
storage is desired, repeat the above procedures
for the three additional memories. If the receiver is to be operated only in the VOR mode,
only frequency data need be stored in the
memory in use.
REPORT:
9-90
2210
ISSUED:
APRIL 29, 1982

PA-3lT, CHEYENNE
SELECT, select desired Waypoint/

Memory
VOR memory by depressing the DSP button until the desired
memory is displayed over the DSP readout.
ACTIVATE, push the waypoint USE
Waypoint|VOR
Memory
button to activate the Waypoint/ VOR displayed.
Mode SELECT, select either VOR, VOR PAR, RNAV ENR or
RNAV APR.
SELECT, as desired,
Course Deviation Indicator
(e) Waypoint/VOR
(f)
(g)
(h)
SECTION 9
SUPPLEMENTS
lnflight
En route
(a) Waypoint/ VOR Memory SELECT, push DISP button to call up
desired Waypoint/ VOR data.
(b) Waypoint/ VOR Memory Activate, push USE button to activate
Way point/ VOR.
(c) Mode SELECT, select VOR, VOR PAR, ENR RNAV.
(d) Desired Course SELECT
(e) VOR and DME Identifier Signals VERIFY
-
CAUTION
When operating dual KNS 80'S, the respective
DME's may interfere with each other when the
NAV frequencies differ by 5.3 MHZ(e.g. 108.0
MHZ and 113.3 MHZ). This interference resuits in premature flags or loss of LOCK-ON.
Shauld this occur, one of KNS 80'S should be
either turned off or turned to a different NAV
frequency so that the 5.3 MHZ difference is
eliminated.
Inflight
(a)
Mode
Approach
SELECT,
-
select
APR RNAV Mode

NOTE
The use of APR RNAV mode at distances in

excess of 49 NM may result in excessive CDI
sensitivities.
ISSUED:
APRIL 29, 1982
REPORT:
2210
9-91
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
PROCEDURES
AMPLIFlED
The following is an explanation

the checklist.
of the operation
instructions outlined in
Area Navigation Turn-On
(a) Check to be sure the VHF NAV and DME units are turned on.
RNAV, APPR). Set VHF

Select the proper mode (VOR/DME,
NAV to proper frequency. If using separate DME selector, be
certain DME is set to the same frequency as the VHF NAV.
Flight to Waypoint
(a) If the magnetic compass course has been predetermined,
(b)
(c)
set the
OBS and fly the airplane to center needle same as standard OMNI.
If the magnetic course is to be determined, rotate the OBS knob to
obtain a TO indication and center the left/ right needle. The bearing
under the bearing pointer will be the magnetic course to the
waypoint.
When enroute mode is selected, position indicator will display airplane position up to five miles to left or right of course.
When APPR mode is selected, the airplane position is up to 1-1/4
miles to the left or right of course.
SECTION
PERFORMANCE
installation of the King KNS 80 Area Navigation Computer System

does not affect performance presented by Section 5 of this handbook.
REPORT:
9-92
2210
ISSUED:
APRIL 29, 1982

PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
PILOT'S
SUPPLEMENT
NO. 9
FOR
THE KING KNR 665A NAVIGATION
SECTION
COMPUTER
GENERAL
This supplement must be attached to the Pilot's Operating Handbook

and FAA Approved Airplane Flight Manual when the King KNR 665
digital NAV/RNAV system is installed per Section 6, "Equipment List."
the basic
The information contained herein supplements or supersedes
This supplement
has been "FAA Approved"as a permanent part of this
King KNR 665A Navigation Computer is installed
The KNR 665A digital NAV/RNAV system provides the pilot with an
option of direct flight via a selected course to a predefined point without
having to fly directly toward or away from the navigation station. This
ability allows more lateral freedom and effectively optimizes airspace while
at the same time economizes
on time ard fuel.
The King KNR 665A digital NAV/RNAV system providesa complete
NAV/RNAV package. The KNR 665A remote unit provides all the basic
computations for the system while the KCU 565A supplies the memory,
display, and keyboard input. The KCU 565A RNAV memory/display
provides preselection of 10 VOR/11 S frequencies and/or complete RNAV
parameters including both inbound and outbound
courses for each.
ISSUED:
APRIL
29, 1982
REPORT: 2210
9-93 I
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT
CORPORATION
CHEYENNE
PA-3lT,
The King 565A digital control/display

unit operates in three conventional modes; VOR/ DME (VOR), En Route Area Navigation (EN ROUTE)
RNAV approaches. In the VOR mode
and (APPR) for flying non-precision
of operation, angular course width is presented on the deviation bar in the
PNI with each dot representing 2 deviation. In the EN ROUTE and APPR
modes, constant course width is presented with each dot of deviation representing one NM in EN ROUTE mode and 0.25 NM in APPR mode (5NM
and \.25 NM full scale respectively).
SECTION
2 LIMITATIONS
-
(a) The KNR 665A may be

(b)
(c)
used with colocated VOR/DME

facilities
only.
APPROACH
MODE should be restricted to the distance of 40
nautical miles or less from the waypoint in use.
EN ROUTE mode is restricted to ground speeds ofunder400 knots
at distances no greater than 200 nautical milesfrom the waypoint in
use.
SECTION
EMERGENCY
There are no changes

equipment installed.
to the Emergency Procedures
NORMAL
PROCEDURES
CHECKLISTS
PREFLIGHT
CHECK
ON
ON
Avionics Master Switches
RNAV Function Switch EN ROUTE
NAV TEST KEY DEPRESS for at least 15 seconds.
Observe:
a. That all lamp segments are illuminated except the first digit
on the left in the freq/keyboard window, which is always a
"ONE."
(a) BEFORE TAKEOFF

(1) Aircraft Power
(2)
(3)
(4)
REPORT:
9-94
Section with this
NORMAL PROCEDURES
SECTION
PROCEDURES
2210
ISSUED:
APRIL 29, 1982
SECTION 9
SUPPLEMENTS

PA-3lT, CHEYENNE
The aircraft is placed over the VOR, the waypoint is

located 30.0 NM out on the 90.0 radial and the selected
course is 30. The freq/keyboard, DSPY and in-use
windows go blank and full scale deviation is displayed.
The course arrow on the PNI rotates to 90, the course
deviation bar centers and the distance window indicates
30.0 N M.
b.
c.
(b) PRESETTING WAYPOINTS ON THE GROUND

(1) Select waypoint number/inbound course
(2) Select waypoint frequency.........................
(3) Select waypoint radial
(4) Select waypoint distance
(5) Select inbound course
(6) Select outbound course
............
............................
..........................
............................
...........................
AMPLIFlED
(a)
NORMAL
Enter
Enter
Enter
Enter
Enter
Enter
PROCEDURES
PRESETTING WAYPOINTS ON THE GROUND

Waypoints are entered after engine start, since waypoint information will probably be lost with a low voltage condition occurring
during engine cranking. Waypoint data should always be written in
Hight planning form to facilitate checking later in Hight.
(I)
Select the desired waypoint number and inbound course by

depressing the appropriate keyboard number and CRS 1 push
buttons. An appropriate number will appear above WPT and
the number I above CRS in the WPT/CRS DSPY window.
Note that the freq/ keyboard scratch pad displays I 10.00 when
power is applied to the system unless the K DA 696 battery pack
(option) is used.
(2) Select the VORTAC frequency by depressing the keyboard

load keys in the numbers sequence. The frequency will
appear blinking in the upper left freq/ keyboard window.
This is a scratch pad display. Check it for accuracy, then
load it in memory by depressing the gray load key just to
the right of the freq/ keyboard window.
The blinking stops
when the number on the scratch pad display is loaded.
ISSUED:
APRIL
29, 1982
REPORT:
2210
9-95
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
radial on the keyboard by depressing the

load keys in sequence. The waypoint radial
numbers
will replace the selected VORTAC frequency and
flash until loaded in the WPT radial window by depressing
the load key associated
with that window.
While the
number
in the freq/ keyboard window is flashing, check it
for accuracy. If there is a mistake, depress the KYBD CLR
key to clear the keyboard and select the correct number.
This will not affect any information already stored in the
memory.
(3) Select the waypoint

keyboard
Load the waypoint radial by depressing the load key just to

the right of the radial window. The radial number will appear
in the radial window and the selected VORTAC frequency will
in the freq/ keyboard window.
reappear
(4) Select the waypoint distance following the same procedure as

selection
of the waypoint radial using the keyboard
keys
in
load
sequence. The waypoint ditance will appear
flashing in the scratch pad display of the keyboard window
to be checked for accuracy before loading.
with
distance in memory by depressing the

of the distance window. The waypoint distance will appear in the distance window and the
in the freq/keyboard
VORTAC frequency will reappear
Load the waypoint
load key just to the
right
window.
(5) Select inbound course to the waypoint on the keyboard. The

window will be refrequency number in the freq/keyboard
placed by the course figures selected on the keyboard. They will
blink as before, telling you that it is in scratch pad display
and not loaded.
Load the course by depressing the load key to the right of

the course window. The course figures in the freq/ keyboard
window will immediately appear in the course window and the
in the freq/ keyboard
VORTAC frequency will reappear
window.
REPORT:
9-96
2210
ISSUED:
APRIL 29, 1982
PIPER
AIRCRAFT
CORPORATION
PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
(6) Select course 2 outbound from the waypoint and load it into
memory by first depressing CRS 2 key, (the number 2 will
appear in the top center window over CRS). Repeat the same
procedure as in selecting and loading course 1. After loading
course 2 the VORTAC frequency will again appear in the freq
keyboard window.
Follow this same procedure for all waypoints that have been
selected (up to ten waypoints). Waypoint information in any
sequence can be used that is convenient for the pilot.
Corrections or updated waypoint information can be entered by
keeping the same waypoint number in the DSPY window while
entering the new data.
NOTE
The KCU 565A will reject a 360 radial if
entered in the WPT radial window. It will
accept 000 instead of 360.
(b) IN-FLIGHT
OPERATION
NOTE
Any interruption of power to the RNAV/NAV

computer will result in the loss of all waypoint
data stored in the computer memory unless
the KDA 696 optional
battery pack is installed.
(1)
ISSUED:
PRESETTING
WAYPOINTS IN FLIGHT
a. Set En route mode on the mode selector
1. Depress NAV test key (three-part automatic sequential test).
2. Enter waypoints the same as on ground.
3. Check for correct waypoint parameters.
4. Activate waypoint information by depressing the IN
USE key (arrow) just to the right of the WPT/
CRS DSPY window. The numbers will immediately
appear in the IN USE window.
APRIL 29, 1982
REPORT:
2210
9-97
SECTION 9
SUPPLEMENTS
PIPER
.
PA-31T, CHEYENNE
NOTE
in the display
Whenever the information
windows differs from what is in use, the
numbers in the in use window will flash on and
off, indicating that you are navigating on
different information than that displayed.
(2) EN ROUTE PROCEDURES
all flags on the KPI 553A disappear as VOR

Once airborne,
and DME lock on. Note there is no manual course selector
on the KPI 553A because the course loaded in the memory
bank automatically rotates the course arrow to the proper
course on the PNI.
DME distance to the waypoint will be displayed in the left
of the KPI 553A, and ground speed or time to waypoint (at your option) will appear in the right window.
window
PASSAGE
When waypoint passage has occurred, theto-from indicator on
the PNI will change to from. There is no "cone of confusion"
over a waypoint. To intercept and fly on the selected outbound
course (course2), first depress the CRS 2 key, which places the
numbers 1/2 (waypoint I/course 2) in the DSPY window from
memory and displays it in the course window.
(3) WAYPOINT
The IN USE window will start flashing to inform the pilot

that the waypoint and course displayed is not being used.
Press the transfer key and put l/2 (waypoint I/course 2) in the
IN USE window. The number I/2 in the IN USE window stops
flashing, indicating that the waypoint information displayed
is in use.
After flying outbound
from the waypoint to a predetermined
changeover
point, call up the next waypoint and fly inbound
to it.
REPORT:
9-98
2210
ISSUED:
APRIL 29, 1982

PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
The next waypoint is already in the memory bank, so depress

the appropriate
number on the keyboard and the CRS I key.
The numbers 2| I (waypoint2/course I) appear in the DSPY
window and the preselected waypoint information will appear
in their appropriate display windows.
The IN USE window starts llashing to let the pilot know that the
displayed information is not in use. Check the displayed information and change any part of it at this point. If valid information is displayed depress the transfer key. The numbers 2|1
appear steady in the IN USE window and the preselected
navigation for flying to the next waypoint becomes active.
(4)
AUTOCOURSE
The autocourse feature may be used to compute a correct
course direct to any selected VOR, VORTAC or waypoint. To
accomplish this, place a waypoint directly over the VORTAC
by punching 0 on the keyboard. (It will appear in the scratch
pad display of the freq/ keyboard window) and load it in the
WPT DISTANCE window by depressing the appropriate
load key. Then depress the transfer key to put the displayed
information in use and turn the mode control switch back
to en route.
The correct course from the present position direct to the
waypdint entered will be immediately computed and displayed
in the course window of the KCU 565A. The new course information is also fed into the PNI and the pilot (or the autopilot)
steers to the new course following the deviation bar.
(5) APPROACH
PROCEDURES
Flying the KNR 665A digital NAV/RNAV system during an

instrument approach is similar to making a VOR approach.
Course deviation is 0.25 NM / DOT; full scale deflection is 1.25
NM. For best results on autopilot coupled intercept and
tracking during an RNAV approach, intercept the final approach course at least 10 NM from the missed approach point.
ISSUED:
APRIL 29 1982
REPORT: 2210
9-99
SECTION 9
SUPPLEMENTS
PIPER
PA-3IT,
CHEYENNE
WARNING
RNAV approaches
under instrument conditions must be accomplished in accordance with
approved RNAV instrument approach charts.
Waypoint
coordinates
insert. Recommend RNAV
approach waypoints be set in sequential order for ease in
selection.
Initial waypoint
SELECT
VOR and DME identification signals VERIFY
HDG Bug SET to desired intercept heading.
HDG Mode SELECT
Published inbound course
VERIFY
Mode Selector EN ROUTE
Transfer Key DEPRESS (verify constant display)
APPR Mode Select on RNAV computer when within 40
NM of the waypoint.
a.
b.
c.
d.
e.
f.
g.
h.
i.
NOTE
Use of APPR mode outside of 40 NM range
will cause excessive CDI fluctuations.
Intercept using normal VOR intercept
Inbound course
procedures.
Select as necessary
Approach waypoints
If landing cannot be accomplished upon reaching missed
approach point, follow the published missed approach
procedure.
j.
k.
1.
SECTION
PERFORMANCE
Installation of the KNR 665A Navigation Computer does not affect the
basic performance information presented in Section 5 of this handbook.
SECTION
WEIGHT
AND BALANCE
Installation of the KNR 665A Navigation Computer is included in the

Weight and Balance information presented in Section 6 of this handbook.
REPORT:
9-100
2210
ISSUED:
APRIL 29, 1982
SECTION 9
SUPPLEMENTS
PA-3IT, CHEYENNE
SECTION
DESCRIPTION
AND OPERATION OF THE KNR 665
DIGITAL NAVIGATION COMPUTER
(a) CONTROLS
AND INDICATORS
DIGITAL
NAVIGATION
COMPUTER
5. FREQ/KEYBOARD
WINDOW
2 DSPY WINDOW SHOWS NUMBER 4 TAANSFER KEYPUTS

OF VOATACOn WAYPOINT(1 0
DISPtAY INFORMATION
IMMEDIATELINTO IN USE
(10) AND COURSE (1 AND 2)
BEING DISPLAYED
3. NUMBEA OF YORTAC
OR WAYPOINTAND
COURSE IN USE
/
FREQ/NEWKERD
DSPY
SE
COURSE
9 OUTBOUND
coURSE - 2
10 AUTOMATIC
wer
IO S
ST
B INBOUND
COURSE 1
KEY
7 KEYEYOSARD
EG
DB TALFM/
0. INDIVIDUAL LOAD KEYS
FOR FREQUENCY, COUASE
WPT RADIAL AND WPT DISTANCE
12 COMPLETE
SELF TEST
1. MODE
11 KEYBOARDCLEAA
SELECTOR
KCU 565A MEMORY/CONTROL/DISPLAY
ISSUED:
APRIL 29, 1982
REPORT:
2210
9-101

PA-31T, CHEYENNE
SECTION 9
SUPPLEMENTS
FUNCTION OF CONTROL OR INDICATOR
(1) MODE SELECTOR

Select conventional VOR/DME operation (VOR). En route
area navigation (en route) and (APPR) for flying non-precision
RNAV approaches. In the VOR mode of operation, angular
course width is presented on the deviation bar in the PNI with
each dot representing 2 deviation. In en route and APPR
modes constant course width is presented with each dot of
deviation representing one NM in the en route mode and 0.25
NM in APPR mode (5 NM and I.25 NM full scale respectively).
DISPLAY
The window on the left annunciates the waypoint number from
I to 0 and the course number (1 or 2, inbound or outbound).
The 10 waypoint numbers (from I to 0) can represent:
a. A VOR station with no DME. In this situation, the
function switch must bc;in VOR mode.
b. A VORTAC station which can be used for normal VOR/
DME navigation. The function switch must be in VOR
(2) WPT/CRS
c.
d.
e.
mode,
A waypoint
over an actual VORTAC, accomplished by

loading a 0 in the waypoint distance window, provides
linear cross-track deviation while flying on published
Victor airways. Function switch should be in en route
position.
A VORTAC station with an offset waypoint, waypoint is
defined by VORTAC frequency, radial from VORTAC
and offset distance. RNAV will only operate in ENR or
APPR modes.
A LOC frequency. When a localizer frequency is selected,
the system automatically channels the glideslope receiver
and disregards the function selector.
(3) WPT/CRS
(IN USE)
The window on the rightannunciates the waypoint number and
course that are presently in use by the computer.
(4) TRANSFER
KEY
The key centered between the windows is depressed to put
displayed waypoint information in use.
REPORT:
9-102
2210
ISSUED:
APRIL 29, 1982
AINCRAFT CORPORATION
PA-31T, CHEYENNE
PIPER
SECTION 9
SUPPLEMENTS
(5) FREQ/KEYBOARD
Display has two functions:

a. It displays the selected VORTAC or LOC frequency when
the numbers are steadily lighted.
b. It acts as a scratch pad display for all numerical inputs.
As each is punched up on the keyboard, the numbers will
flash intermittently in the freq/keyboard window until
loaded into memory by depressing the appropriate load
key (6), to the immediate right of each display window.
The flashing numbers will then appear steady in its display
window and the selected frequency will reappear.
(6) LOAD KEY
The load key is located to the right of each window. Depressing

the appropriate load key enters data displayed in the scratch
pad.
(7) KEYBOARD KEYS

The keys when depressed,
scratch pad display.
enter one digit at a time into the
(8) CRS I KEY

When depressed, usually selects the inbound course to the waypoint, VORTAC or VOR.
(9) CRS 2 KEY

When depressed, usually selects the outbound course from the
waypoint, VORTAC or VOR.
(10) AUTO CRS KEY

When depressed, causes instant computation and display in
the course window of the course from the present aircraft
position to the selected VOR (if in VOR mode) or to the waypoint (if in en route or APPR modes).
CLR KEY
When depressed, clears the scratch pad display and returns
the display to NAV frequency.
(I I) KEYBOARD
(12) NAV TEST KEY

When depressed, initiates a three-part test sequence of the
entire system, including computation. This function may be
activated only in en route mode.
ISSUED:
APRIL 29, 1982
REPORT:
2210
9-103
SECTION 9
SUPPLEMENTS
(b)
PIPER
PA-31T, CHEYENNE
RELATED CONTROLS AND INDICATORS

In addition to the controls locatedon the front of the KCU 565A
digital control/display unit, there are other controls that affect the
operation of the NAV/ RNAV system. The following describes
their operation.
(3) DIGITALDISPLAY
(5) NAV
WARNING FLAG
LUBBER
N5w27
LINE
(4)
KT
COMPASS
WARNING FLAG
(7) GLIDESLOPE
HEADING BUG
WARNING FLAG
(6) COURSE
CAA ON
DNED
(8) RMI
RMI OR ADF FLAG
RMi/ADF SELECTOR
HEADING KNOB
OR ADF
INDICATOR
THE KI I 553A PlCTORIAL
FUNCTION
(I)
NAVIGATION
OF CONTROL
INDICATOR
OR INDICATOR
RMI/ADF FLAG
Indicates ADF or VOR mode of RMl indicator.
(2) RMI/ADF
SELECTOR
Selects RMI mode (VOR
or ADF).
(3) DIGITAL DISPLAY
Displays DME distance to VOR or waypoint; ground speed;

time-to-time station; or radio altitude read out from 990 ft. to
touch down in 10 ft. increments.
REPORT:
9-104
2210
ISSUED:
APRIL 29, 1982
SECTION 9
SUPPLEMENTS
PA-31T, CHEYENNE
(4) LUBBER LINE
A fixed white marker at the top of the display that indicates

aircraft magnetic heading on the compass card.
(5)
NAV WARNING
FLAG
Indicates a weak or invalid VOR or LOC
signal.
(6) COURSE DEVIATION
Portrays aircraft position relative to selected VOR, LOC, or

RNAV course.
WARNING FLAG
A shutter which covers the glideslope indicator and deviation
scale whenever a glideslope signal is lost.
(7) GLIDESLOPE
(8) RMI INDICATOR

An RMI presentation
of ADF/VOR
bearing.
(9) CMPASS WARNING FLAG
Indicates failure in the slaved compass system.
(IO) HEADING BUG

Portrays selected heading on the PNI. The heading bug can be
adjusted with the heading knob on the PNI or the heading
select knob on the mode controller.
(11) HEAING
KNOB
Heading knob provides a means of adjusting the heading bug.
(12) RNAV ANNUNCIATOR
(not illustrated)
RNAV en route or approach

Located on center instrument panel.
Portrays
modes
selected.
(c) VOR AND LOCATOR MODES OF OPERATION
The King KPI 553A Pictorial Navigation Indicator automatically

displays magnetic heading, course. VOR/LOC and RNAV deviation, ADF or RMI bearing information and VOR/LOC, glide-
slope and compass
flags failure warning.
Just above the PNI is a window that displays distance in NM to or

from a VORTAC or waypoint. Ground speed and time-to-station
(TTS) to a VORTAC or waypoint.
REPORT:
2210
9-105
PIPER
SECTION 9
SUPPLEMENTS
PA-31T, CHEYENNE
(d) NAV SYSTEM VOR MODE CONTROL

The autocourse feature may be used to compute a correct course
direct to any selected VOR, VORTAC or waypoint location.
Place the waypoint directly over the VORTAC by punching 0 on
the keyboard. (It will appear in the scratch pad display of the freq/
keyboard window) and load it in the WPT distance window by
depressing the appropriate load key. Then depress the transfer key
to put the displayed information IN USE and turn the mode control
switch back to en route.
(e) FLIGHT DIRECTOR
COURSE
INDICATOR
(1) COURSE DEVIATION

The course deviation bar represents the selected NAV/RNAV
course and moves left or right from the center line as the
airplane deviates from the selected course. The deviation
sensitivity is determined by the function switch. In the VOR
angular course width is presented on the
mode of operation,
deviation bar in the PNl with each dot representing 2 deviation. In EN ROUTE and APPR modes constant course width
is presented with each dot of deviation representing one NM in
EN ROUTE mode and 0.25 NM in APPR mode (5NM and
1.25 NM full scale respectively).
(2) TO/FROM
The to/from flag indicates whether the waypoint is ahead of or

behind the airplane when flying along the selected course. Use
conventional
course.
REPORT:
9-106
2210
VOR orientation
procedures when operating
ISSUED:
off
APRIL 29, 1982
CORPONATION
PIPER AIRCRAFT
SECTION 9
SUPPLEMENTS
PA-31T, CHEYENNE
SUPPLEMENT
10
THIRD NAVIGATION SYSTEM WITH TWO INDICATORS

SECTION 1 GENERAL
-
This supplement contains information necessary for the efficient

operation of the airplane when the optional Third Navigation System with
Two Indicators is installed. The information contained within this supplement is to be used in conjunction with the complete handbook.
This supplement has been "FAA Approved" as a permanent part of this
Third Navigation System with Two Indicators is installed.
SECTION 2
LIMITATIONS
Installation of the Third Navigation System with Two Indicators does

not affect the basic information presented in Section 2 of this handbook.
SECTION
3 EMERGENCY
-
PROCEDURES
Installation of the Third Navigation System with Two Indicators does

affect
the basic information presented in Section 3 of this handbook.
not
SECTION
NAV
4 NORMAL
-
SWITCH
(a) NAV I
MODE OPERATION
switch
ciator light
(I) Pilot's
(2) Pilot's
mation
ISSUED:
PROCEDURES
press. NAV I switch and GREEN NAV I annunwill illuminate.

HSI D-Bar displays NAV I course information.
HS) DME
displays DME (DST, GS, TIME) inforbased on NAV I frequency.
-
APRIL 29, 1982
REPORT:
2110
9-107
PIPER
SECTION 9
SUPPLEMENTS
PA-31T, CHEYENNE
points to the station to

(3) Pilot's HSI RM1 (VOR position)
which NAV 1 is tuned (unless ILS frequency is selected).
(4) Pilot's RMI
-
Single needle (VOR position)

which NA V 1 is tuned (willstow if ILS frequency is selected
on NAV l).
b. Double needle (VOR position)
which N AV 3 is tuned (willstow if ILS frequency is selected
on NAV 3).
will give same indications as
Copilot's RMI (if installed)
pilot's RMI.
displays NAV 3 information
Copilot's VOR/ILS indicator
a.
(5)
(6)
only.
SPL1T SWITCH
MODE OPERATION
This mode of operation allows the KPl-553A to simultaneously display

NAV 2 RNAV information (outer marker or runway threshold) on the RMI
and DME displays and NAV I (ILS) information on the HSI.
(a) Split switch press. Split

-
will illuminate.
(1) Pilot's HSI D-Bar
(2) Pilot's HSI DM E
switch and WH IT E split annunciator
light
Displays NAV 1 course information.

DM E information based on NAV 2
waypoint).
station
to
or
(distance
points to the station/
(3) Pilot's HSl RMI (VOR position)
waypoint to which NAV 2 is tuned (unless lLS frequency is
selected on NAV 2).
(4). Pilot's RMI
a. Single needle (VOR position)
waypoint to which NAV 2 is tuned (will stow if ILS
frequency is selected on NAV 2).
which N AV 3 is tuned (willstow if ILS frequency is selected
on NAV 3).
(5) Copilot's RMI (if installed)
pilot's RMI.
(6) Copilot's VOR/lLS indicator displays NAV 3 information
-
-displays
only.
REPORT:
9-108
2210
ISSUED:
APRII
29, 1982
SECTION 9
SUPPLEMENTS
PIPER AIRCRAI i CORPORATION

PA-31T, CHEYENNE
NAV 2 SWITCH MODE OPERATION
NAV2switchand
BLUENAV2annunciator
will illuminate.
(I) Pilot's HSI D-Bar displays NAV 2 course information.
(2) Pilot's HSI DME-displays DME information based on NAV2
(distance to station or waypoint).
(3) Pilot's HSI RM1 (VOR position)
waypoint to which NAV 2 is tuned.
(4) Pilot's RM I
a. Single needte (VOR position)
waypoint to which NAV 2 is tuned (will stow if ILS
frequency is selected on NAV 2).
b. Double needle (VOR position) points to the station to
on N A V 3).
(5) Copilot's RM I (if installed)
pilot's RMI.
(6) Copilot's VOR/lLS indicator displays NAV 3 information
only.
(a) NAV 2 switch
-press.
SECTION 5
PERFORMANCE
of the Third Navigation System with Two Indicators does

the basic Performance information presented in Section 5 of this
Installation
not affect
handbook.
ISSUED:
APRIL 29, 1982
REPORT:
2210
9-109
SECTION 9
SUPi'I EMENTS
REPORT:
9-110

PA-31T, CHEYENNE
LEFT BLANK
2210
ISSUED:
APRII
29, 1982
PIPER
SECTION
i t URPORATION
AIRutM
SUPPLEMENTS
PA-31T, CHEYENNE
SUPPLEMENT
11
NAVIGATION SYSTEM WITH THREE INDICATORS
THIRD
SECTION
GENERAL
information
This supplement contains
for the efficient
necessary
operation of the airplane when the optional Third Navigation System with
Three Indicators is installed. The information contained within this supplement is to be used in conjunction with the complete handbook.
Third Navigation System with Three Indicators is installed.
SECTION 2
LIMITATIONS
Installation of the Third Navigation System with Three Indicators does

in Section 2 of this handbook.
not affect the basic information.presented
SECTION 3
not
EMERGENCY
PROCEDURES

affect the basic information presented in Section 3 of this handbook.
4 NORMAL
SECTION
NAV I SWITCH
PROCEDURES
MODE OPERATION
(a) NAV I switch
NAV I switchand GREEN NAV I annunlight will illuminate.

Pilot's no. I HSI D-Bar displays NAV I course information.
Pilot's no. I HSI DME displays DME (DST, GS, TIME)
information based on NAV I (distance to station or waypoint).
-press.
ciator
(I)
(2)
ISSUED:
APRIL 29, 1982
REPORT:
2210
9-111
PIPER
SECTION 9
SUPPLEMENTS
PA-31T, CHEYENNE
(3) Pilot's no. I HSI R Ml (VOR position) points to the station/

waypoint to which NAV 1 is tuned (unless ILS frequency is
-
selected).
(4) Pilot's no. 2 HSI D-Bar

(5) Pilot's RMI
displays NAV 2 course information.
Single needle (VOR position) points to station/ waypoint

to which NAV l is tuned (will stow if ILS frequency is
selected on NAV 1).
which N A V 3 is tuned (willstow if ILS frequency is selected
on NAV 3).
Copilot's RM I (if installed) will give same indications as
pilot's RMI.
Copilot's VOR/lLS indicator displays NAV 3 information
only.
a.
(6)
(7)
SPLIT SWITCH
MODE OPERATION
This mode of operation allows the KPI-553A (pilot's no. I HSI) to

display NAV l RNAV information(outer marker or runway
threshold) on the RM I and DM E displays and NAV 2(ILS) information on
the HSI D-Bar.
simultaneously
switch and WHITE split annunciator light

will illuminate.
(I) Pilot's no. I HSI D-Bar displays NAV 2 course information.
(2) Pilot's no. I HSI DME displays DME information based on
NAV I (distance to station or waypoint).
(3) Pilot's no. 1 HSI RMI (VOR position) points to station/
waypoint
to which NAV I is tuned (unless ILS frequency is
(a) Split switch press. Split

-
selected).
(4) Pilot's no. 2 HS1 D-Bar

(5) Pilot's RM I
displays NAV I course information.
Single needle (VOR position) points to station to which

NAV I is tuned (will stow if ILS frequency is selected on
NAV I).
if ILS frequency is selected
which NAV 3 is tuned(willstow
on NAV 3).
(6) Copilot's RM1 (if installed)
pilot's RMI.
displays NAV 3 information
(7) Copilot's VOR/lLS indicator
only.
-
a.
REPORT:
9-112
2210
ISSUED:
APRIL 29, 1982
SECTION 9
SUPPI EMENTS
PIPER AIRCHAFT CORPORATION

PA-3IT, CIIEYENNE
NAV 2 SWITCII
MODE OPERATION
press. N AV 2 switch and BLlJ E NAV 2 annunciator

light will illuminate.
(1) Pilot's no. I HSI D-Bar displays NAV 2 course information.
(2) Pilot's no. I HSI DME displays DME information based on
NAV 2.
(3) Pilot's no. I HSI R MI (VOR position) points to the station
to which NAV 2 is tuned.
(4) Pilot's no. 2 HSI D-Bar displays NAV l course information
(NO RNAV information).
(5) Pilot's RM I
a. Single needle (VOR position)
which NAV 2istuned(willstowif
ILS frequencyisselected
on NAV 2).
on NAV 3).
(6) Copilot's RM I (if installed)
pilot's RMI.
(7) Copilot's VOR/ILS indicator displays NAV 3 infornaation
(a) N AV 2 switch
only.
SECTION
PERFORMANCE

not affect the basic Performance information presented in Section 5 of this
handbook.
ISSUED:
APRIL 29, 1980
REPORT:
2210
9-113
SECTION 9
SUPPLEMENTS
REPORT:
9-II4
PIPER AItCRAFT
CORPORATION
PA-31T, CHEYENNE
THIS PAGE 1NTENTIONALLY
LEFT BLANK
2210
ISSUED: APRII,
29, 1982
TABLE OF CONTENTS
SECTION 10
SAFETY TIPS
Paragraph
Page
No.
10.1
10.3
No.
General
Safety Tips
10-1
10-1
..........................................
.......................................
REPORT:
2210
10-i
PIPER AIRCRAFT CdPORATION

PA-31T, CHEYENNE
SECTION 10
SAFETY TIPS
SECTION 10
SAFETY TIPS
10.1 GENERAL
This section provides safety tips of particular value in the operation of

the PA-31T Cheyenne.
10.3 SAFETY TIPS
(a) Learn to trim for takeoff so that
only a very light back pressure on

the wheel is required to rotate the airplane from the ground.
not retract the gear prematurely. The airplane may

settle and make contact with the ground because of lack of flying
speed, atmospheric conditions, or rolling terrain.
(b) On takeoff, do
(c) Always determine the position of the landing gear by checking the
gear position lights and the mirror on the right side of the left cowl.
slow the airplane while taxiing and to save brakes and avoid
the noise caused by reversing thrust, it is permissible to move the
prop levers to "Feather" to allow the airplane to slow down. There
is approximately a 15 second delay when bringing the props out of
feather before forward thrust can be reapplied.
(d) To
prevent the restriction of airflow to the pressurization control

valve, avoid placing small, loose articles in the vicinity of the control valve trim cover grill when loading the rear baggage area.
(e) To
ISSUED:
SEPTEMBER 14, 1979
REPORT:
2210
10-1
SECTION 10
SAFETY TIPS
PIPER
PA-31T, CilEYENNE
alternate
means of depressurizing aircraft other than by cabin
dump control and cabin altitude controls is to slowly and partially
lift the emergency gcar access panel in a manner to control the rate
of depressurization.
(f) An
Depressurization
may also be accomplished in emergency
tions by pulling the cabin door seal circuit breaker.
condi-
shape of the wing fuel tanks is such that in certain maneuvers

the fuel may move away from the tank outlet. If the outlet is uncovered, the fuel flow will be interrupted and a completc loss of
power will result. Pilots can prevent inadvertent uncovering of the
outlet by having adequate fuel in the tank and avoiding maneuvers
which could result in uncovering the outlet.
(g) The
Normal and running turning takeoffs are not to be made when a

tank contains less than 100 lbs. of fuel as fuel flow interruption may
occur.
Prolonged slips or skids of 30 seconds or more,in any pitch attitude

other unusual or abrupt
maneuvers which could cause uncovering of the fuel outlet should be avoided when a tank contains
less than 100 lbs. of fuel.
or
order to prevent propeller strikes while taxiing on rough

terrain or crossing over rises, the airplane should be taxied slowly
with minimum power and rises should be crossed at an acute angle.
Tires and struts should be properly inflated.
(h) In
The above caution is particularly important if the nose wheel is the

17.23 x 6.31 tire, due to the lesser propeller to ground clearfor
a fully deflected tire.
ance
optional
(i)
pedals are suspended

from a torque tube which extends
pilot
should
The
become familiar with the
fuselage.
the
across
proper positioning of his feet on the rudder pedals so as to avoid
interference with the torque tube when moving the rudder pedals dr
operating
the toe brakes.
The rudder
REPORT:
10-2
2210
ISSUED:
SEPTEMBER
14, 1979

PA-31T, CHEYENNE
SECTION 10
SAFETY TIPS
when flying through heavy

should not be operated
haze or clouds, since reflected light can produce spacial disorientation. Show courtesy for other pilots by not operating strobe lights
while taxiing in the vicinity of other aircraft.
(j) Strobe lights
fly above 10,000 feet should be aware of the need for

physiological training. Appropriate training is available
twenty-three
Air Force Bases
for a small fee at approximately
throughout the United States. The training is free at the NASA
Center in
Center in Houston and at the FAA Aeronautical
Oklahoma.
(k) Pilots
who
special
(Physiological Training Application and

Forms to be completed
Agreement) for application for the training course may be obtained
by writing to the following address:
Chief of Physiological Training, AAC-143
FAA Aeronautical Center
P. O. Box 25082
Oklahoma City, Oklahoma 73125
It is recommended
that all pilots who plan to fly above 10,000 feet
take this training before flying this high and then take refresher
training every two or three years.
to avoid accidents, pilots should obtain and study the
FAA publications such
information madeavailablein
advisory
circulars,
Aviation
regulations,
News, AIM, and
as
safety aids.
(1) In an effort
safety related
circuit breaker is discovered, reset the breaker. If it

pops again, allow a cooling off period of two to five minutes before
attempting to reset it again.
(m) When an open
where high traffic pattern speeds are necessary

advantageous
to extend the gear, it is permissible to
speeds
KIAS.
153
up to
so at
(n) In high density areas

or when
do
it is
airspeeds up to 181 KIAS, but to reduce flap operating loads, it is desirable to have the airplane at a
slower speed before extending
the flaps.
(o) 15 of flaps may be lowered at
ISSUED:
SEPTEMBER
14, 1979
REPORT:
2210
10-3

Pipe Cheyenne 11 POH 2

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Pipe Cheyenne 11 POH 2

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INFORMATION

is limited to the specific Piper PA-3lT

model airplane designated by serial number and registration

This handbook cannot

be used for operational

purposes unless kept in

text of the present handbook

Revisions will be distributed whenever necessary as complete page

Revised text and illustrations shall be indicated by a black vertical line

ORIGINAL PAGES ISSUED

for this handbook prior to

Current Revisions to the PA-31T Cheyenne

Added items 299 and 301.

Removed definition; added

OPERATING HANDBOOK LOG OF REVISIONS

Revised Figure 5-41

Revised item H)9.

Revised para. L 13.

Changed Note to Caution.

HANDBOOK LOG OF REVISIONS

Revised para. 3.9.

Corrected title and Fig. no.

Renumbered item, added new

Revised item 515.

PILOT'S OPERATING HANDBOOK

New pages, cont. revision

Revised para. 7.33.

OPERATING HANDBOOK LOG OF REVISIONS

Failure During Takeoff

Revised Dual Generator

Revised item 233.

item 327 (b).

Added new item 329 (b);

Revised para.7.25 info.

Revised Figure I-1.

Relocated para. 3.47 (b)

Revised para. 4.9 info.

OPERATING HANDBOOK LOG OF REVISIONS

Revised item 262.

Itelocated items 393 and

Added pg.; added revised

Revised Table of Contents.

Revised fig. 1-1.

HANDBOOK LOG OF REVISIONS

Revised Table of Contents.

New page; relocated item 506

Revised para. 8.15; moved

Pil OT'S OPERATING

Revised Crossfeed Procedure.

Revised para. 3.31.

Added new pages.

Revised para. 1.7

Revised item (e).

WEIGHT AND BALANCE

DESCRIPTION AND OPERATION OF

AIRPLANE HANDLING, SERVICING

PIPER AIRCRAFT CORPORATION

Although the arrangement of this handbook is intended to increase its

PIPER AIRCRAFT CORPORATION

Wing Area (sq. ft.)

Min. Turn Radius (ft.)

SEPTEMBER 14, 1979

PIPER AIRCRAFT CORPORATION

(a) Number of Engines