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TRANSCRIPT
Pilot’s Operating Handbook
G-AVBG
Take A V I A T I O N . c o m
Disclaimer
Take A V I A T I O N . c o m
This pdf scan of the Pilots Operating Handbook (POH) is for information, and to aid flight planning only.
It should not replace reference to the original documents, due to possible updates since publication.
These are available for inspection at Take Flight Aviation Limited on request.
F.A.A. Ce r t i f i c a t e of Air,-oxrb.ixss f o r excc r t :
7hir i r the s light Manual which forms Pafl ,-eflifica,e of ~ , ~ ~ t h i n e s s for aircraft . . . .& '%~R~ T,
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-- --- ---- --_. j r'sFORT. V,:- 5t,ci
E t " YODEL PA-28- !I'!> UeSGCW ~ E ~ ~ , ' , Q P ~ Q T BYE;^ b ~ g h l , *LiG. i.-- .--- - - ---- --------"-- -- awm:, : .eg~ 3 --
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?his ?Light :<a-uaL s??;les c.:y t o t5.r z . . r t r a f t :;.35i?.g the conscruc tcr - se.i,>l n:Lv.ber s50hy.i- on page 1. It i s t5r r e spc3s i ' a i l i t y of the ,pi!u: tc '55
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& . ~rac cf f l i g h t .
'i'i ,,e cur ren t nnendne-t s t a t e of t h i s copy i s given 03 the record sheets
on ?ages 5 and 6 . rherr.&en?s s r e ' c f two klnds:
a) F.A.A. approved r ev i s ions (page 5)
I b ) . C.A.A. approved r ev i s ions (page 6)
.Amendments t o the t e x t w i l l be ind ica t ed by a marginal v e r t i c s l l i c e together wi th t h e amendknt number, except t h a t when a cons iderable change has taken p lace o r a com?letely new page has been issue.' the r e v i s i o n , to- ge rhe r wi th t h e amendner.? number, will be denoted a t t h e f o o t of the page; C h a ~ g e s to, t h e weight an6 loading d a t a (Sect ion V;) a r e c o t a s soc ia t ed wi th an amendment number.
$
A List of the +?-roved s u ~ p l e n e n t s which have b e e l ernbodied i n Sect:on j V I I of t h i s copy is recorded 02 ?age 4 . Supplements a r e published e i - the? 37 ,.=. the mencfacturer , o r by 2 2 crganiza t ior . prodzcing a a o c r ~ l c a t i o n t o th;. a i r - cr2f t , and approved by C5e c i v i l ~ ~ i ~ t i ~ ~ ~ ~ t h ~ ~ i t ~ .
- .. -.-.. . ..., : r l - r - : f " ; ? ( : r " e e - ; , ,- 2 c , C ? .. ffi j " ... :+. ". > . i REJ'ORT V ~ - 5 4 3 - w , i $ E ; $ ! '
q - 9 . 7 a c r f r * f irs \ -?" y ~ ~ g grazg, yr F
MOTJEI. PA-28-1KC - . , t 5 . i - '-
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nuLYU P I P f R A I R C R A F T C O R P . REPORT VB-54.5 WDEZ PA-28-180 IfVELOtlEllI tflllit, VEtl I iAtl , . [LA. . . . . . . . . - . . . . . - . . . . . . . : . . ire[
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5 - . . . . . . . . . . . . . . .-=~ . . ... . >
.... : :- '
2. . . . iI.. . . . . . . , >.., . -. .. -. - . . . . . . . . . . . . . . - - : . . . . . - . UNITED STATES F.A.A. . . . . . . . .-... . . . . . . , .- ..? .. - - . . ,(. - .- ,. ..-.,<;... x . : . : . . . . . . '
AHENDHENT RECORD SHEET - - . . , .~~ . . . . . . . . - . .... L. . . . * ' 1
. . .. . . . . * . . . . ~.. - - .. . . . . . . . . ,w . . . . . . . . . . . . - .
DATE OF -.
PAGES AFFECTED
REVISIO! NO.
REVISED BY
APPROVAL - .
- REVISION T I T U
-
d i t i n g of . . w;ite-up - . e v i s e d O i l P r e s s u r e
l i m i t a t i o n . . ' itot Head S k e t c h . e v i s e d A i r s p e e d s , ' , ,
. . . . : . . . . . . < .- . . . . . .
dded T z O . Graph :
2 ' C FAA C
hanged Applicabilit-t Ah letter of 2 7 0ct. 1975
Changed E f f e c t i v i t y .
C l a r i f i e d D r a w k g
DATE
FOR EMBODIMENT I N THIS MANUAL
O R I G I N AND TITLE APPROVAI AUTHORI'I
C i? I?
i' [j ' . P I
!y+ A-A
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CAA issued Flight Manual Change Sheets and Supplements Search Results I Operatio ... Page 1 of 1
CAA issued Flight Manual Change Sheets and Supplements Search Results
page summa,
This page contains the Flight Manual Change Sheets and Supplements details
Main Content
View Summary List Search Aaain
Fl ight Manual Change Sheets and Supplements . . . . . "
Data Qualif ication Notes
The CAA used to issue Change sheets and Supplements for approved Flight Manuals. When EASA (European Aviation Safetv Aaencv) became ooerational the resoonsibilitv for the aooroval of most fliaht manuals and their content - - -~, ~ q - ~ - A ,
was transferred to EASA. As a r e s h of this the cAA no longer issue change Sheets and-supplements. However. rnanv of the Suoolements and Chanoe Sheets issued bv the CAA before the start of EASA mav still be reauired bv , ~. ,-,- - ~~ ~ - individual aircraft. The Fliqht Manuals web paqe gives further information about this.
Aircraft Type: Piper PA-28-1 80 Flight Manual Reference: VB-545 MIN No: 1399
- - ..-. "- --------A-
Supplementary Document File Size 1399 ARB SUPP l o d f 36 kb 1399 CAA CS 1 ISS 1 With Blackwood Suop.odf 70 kb wl F7. 1399 CAA CS 1 ISS 2pdf 50kb ?/ MFcsS&c -7 -df 55 kb :,/ & 5 3 ! i i o u A L c < e ~ r - C a - r . ~ n l S
1399 CAA CS 3 iSS l p d f 35kb d ( e 1399 CAA CS 4 ISS I p d f 24kb p(fi 1399 CAA CS 5 ISS I p d f 31 kb +(e - 4 6<7d 1399 CAA CS 6 lss 1.pdf 53 kb
1399 CAA SUPP 10 ISS 1.pdf 153kb SJIe- --&S-;-TSb
A,B.B. Supplement ?To..$ t o F A A . approved Model PA28-180 Airplane F l igh t & n u d dated August 3; 1962.
=per Constructorf e Registrat ion PA28-180 $ Ser i a l No. Harks
:;
The aeroplane m u s t bdoperated i n accordance with the following l imi t a t ions i n addit ion t o those $ontained i n the F.A.A. approved Fl ight Manual and those contained i n any relepant supplement.
:::
::
1. The m3aind crew i s one p i lo t . :: 5
2, The t o t a l limber of persons c a r r i e d s h a l l not exceed four nor exceed the gmber f o r which sea t ing accommodation approved f o r use during take-off and landing is provided. Children the age of b e e years who a r e ca r r i ed in the arms of passengers may be l e f4 cut of account fo r t h i s purpose,
j P&ge 1 of 1 5 th March 1965
i
Diamezer P i t c h .
LEADING D T X N S IONS Figure II-1 on page 6 i s z t h r e e view gene ra l arrangement drawing, and. a s s o c i a t e d dimensions a r e s h o ~ n be lox .
Span Length Height
WING .&sea Xean Chord Aspect KatFo Ai leron Area ( t o t a l ) F l ap Area ( t o t a l ) Flap P o s i t i o n s
TAIL UXIT - Tai1pLane A r e s
30 f:. 0 Lnches 23 2 t . 5 inches
7 f t . 2 inches
169.0 s r . ft.
10.6 s?. f t . 1 4 . 6 sq. f t . 00 Take-Cff
I .S.A.: T?tercs.t ional StandarB Atmosphere, which is the i ~ t e r r e l a t i o n s h i p of a i r 5 -
1 t e z x - z t u r e and pressure - 3 s 1 ' m LII l i g u r e 11 -2 . 1 / BxIGX?: The v e r t i c s l d i s t ance between the lowest p a r t c"ke zeroplane and the
I . A . S. : I zd icz t ed A i r Speed, which i s the reading obta ined f r o n an instrument ilavizg no c s l i b r a t i o n e r r o r . Because t h e p e r n i t t e d ' t o i e r a x e s . a r e smal l the A i r Spee6 i q l i c a t o y Reading (A.S.I.R.) may be taken a s equal t o i.A.S.
I WELGHT: Tie t o t a l weight o f . the aeroplaxe , inc luding fuel. , o i l , equipment, crew , !
! znd payload. j
I' I
C.A,S.: c a l i b r a t e d A i r ' Speed, which i s A . S . I . R . cor rec ted . f o r p o s i t i m and - . i n s t r ~ ~ e n t e r r o r .
T.A.S.: True A L r Speed, which i s t h e C.A.S. co r rec t ea f o r ~ I t i t u d e and temperatcre
TAKE-OF?-SAFETY SPEED: The minimum speed a t which, f01lowir.g sudden and complete f a i l c r e 05 t h e engine i n the take-off conf igu ra t ion , sdeouate con t ro l e x i s t s t o e s t a b l i s h a g l i d e a t ' a s a f e margin above the s t a l l .
~ n g aerobatcc ma2oevvers a r e permft ted , ?rcvided the The fo l iok ' aeropiene i s loa i ed w i t h i n the appro.<ee. ve ight and cen t r e -o f -g rav i ty :imioits up t o a g r o s s weight of 2.955' i5s.
Spins , s t eep t u r n s , l azy e i g h t s , m i chandelle;.
A l l a e r b b a t i c manoeuvers, i r c k d i n . g sp ins a r e p r o i i h i t e d above a g ross weight of 1950 l b s .
I n v e ~ z e d manoeuvers a r e p r o h i j i t e d . . .
FLIGET LOAD FACTORS :
The s t r u c t u r e has been designed t o wi ths tand p o s i t i v e a c c e l e r a t i o n s of 4.4 g f l a p s up and 2.0 g f l a p s ?own acd negat ive i c c e l e r a t i o n of 1.75 g f l a p s up y i t h o u t pernaxent 6 ~ f o r m a t i o n uy: t o a g r o s s weight oE 1.9% l b s .
The s t r u c t u r e has been designed t o vi . thstand. p o s i t i v e acce le ra t ions cf 3 . e g f l a p s up and 2 .C f l a 2 s < o m up t o a gross weight of 2400 l b s . without peynanent defamet ior . .
C I V I L A'JIATIGN AUTIICRITY
m Cll% Change Sheet No. 2 i s s u e 1 t o FAA approved )lode1 p ~ 2 8 - 1 8 0 Airp lane F l i g h t Manual r e p o r t no. VJ3-51t5.
- . C o n s t r u c t o r ' s R e g i s t r a t i o n r l p e r ~~28-180 .) c- - ..I '>' :- , S e r i a l !fo. - - L> c ,-,, g :\, p> ': !'arks ,\- -
r,. ine aeroplzne nus t be o ~ e r e t e d i n nccordance w i t h the fol lowing l i m i t a t i o n s i n add i t ion t o those contained i n t h e approved F l i g h t Nanual \B-545 and those con- tained i n a n y r e l evan t supplement. I f t h e r e is disagreement between the manual and t h i s change s h e e t , the change s h e e t must be taken t o ove r r ide the f l i g h t mmual.
LINITATIONS
a CATEGORY AND USE OF AIRCRAFT
The P ipe r FA28-180 type of a i r c r a f t is e l i g i b l e f o r c e r t i f i c a t i o n i n t h e United Kingdom i n the Transpor t Category (Passenger) . This aeroplane may however be r e s t r i c t e d t o another category and t o a p a r t i c u l m use and t h i s w i l l be s t a t e d i n t h e c e r t i f i c a t e of a i rwor th iness .
When flown f o r t h e purpose of publ ic t r a n s p o r t , t h e aeroplane is c las s - i f i e d i n performance group D. i
'i
AUTOPILOT
When a Mi tche l l Century I I B a u t o p i l o t i s f i t t e d , i t s h a l l not be used when t h e aeroplane is f l y i n g at a he igh t i e s s than 1 , 0 0 0 f e e t above t h e t e r r a i n , except dur ing an approach when i t s h a l l no t be used at a h e i g h t l e s s t h a r ' 2 0 0 f e e t above t h e t e r r a i n .
When an Autocontrol I1 a u t o p i l o t o r an Autocontrol I11 a u t o p i l o t is i n s t a l l e d , it s h a l l not be engaged o r used when t h e aeroplane is f l y i n g at a
e height l e s s than 300 f e e t above t h e t e r r a i n .
5 February 1980
To he i n s e r t e d i n t he approved f l i g h t manual-VB-545 t o face page 12
Page 1 of 1
NOTE : - Although t h e ae rop lane i s s t rong encugh f o r s t easy a p ~ ~ l i c a t ' i o n of
f u l l rudder at t h i s speed , a v i o l e n t l y checked %anoeuvre m5ght ove r - s t r e s s i t . F o r ' e x a q l e , any v i o l e n t ya-. n c s t not be checked vi:h sudden a p p l i c a t i o n of oppos i t e rudder .
. . . .
WING FLAFS EXTENDED SPZED '* The wing f l a p s s h a l l t ~ o t be ex tmded when t h o aeroplane i s f l y i n g
a t a speed g r e a t e r thail 115 -9 I .A.S. (131 kgo t s ) ,
AIRSPZZD INDICATOR COLOUX MAIFKINGS - Fla?s Up: Normal Operat ing Range 67 t o 1b0 KPH (Green Arc)
Caution h n g e 1 4 G t o 171 XT'H (Yellow Arc) Never Excee6 Speed 1 7 1 KFS (Xed Radial Line)
-- q Flaps Exten6ed: Xomal Operating h ~ g e 2 1 W S (Wnifl- Arc) Xever Zxceed Speed 1 ~ 5 )px
- ;hese speeds a r e C.A.S., t h a t i s I . A . S . , correct4 fcr pcsFtLon e r r o r .
",? T . --
. '3.. oil apprnxl~.< for :he >;.~e nf t h i s e-gi-e I? :-. r?,:i:ill.i:cticr 3.F.?ji2 R.D. 2672 3/2 'an< ?he latest ir--sce ~f Lycorlng S e e r i c e :.rs?.rurt:;:n !OiL.
OIL PRESSCRZ: * Norm1 Cpera t ing range 60 t o 90 p s i (Green Arc) Maxirn~rn 90 p s i (ked Line) MinLnum 25 psi (Xed Line) Caution Range 25 t o 60 p s i ( Y e l l o w Arc)
F'JEL PRZSSU,W: * Normal c p e r z t i n g range 112 t o 6. p s l (Green Arc] Maximup 6 p s i (5ed Line)
,- . . Ffnirnum 112 p s i :t.ec Line)
E l e c t r i c f u e l p u q must be on f o r both take-off 2nd landing.
EXGINZ SPEEI? LIHITATIONS: * ~f flight
--, =iytur f c o n t r o l cse< t o rLa in te ig bes? :a-der ~ " e a k x i x t u r ? . :sr
c5y.i: io?, at: c:r b t ; l o w 7 X 7nj;er. 'I<. ;_;-cFd rough rx:nic: :n c?.ii:;:, d u e L o . . .,,
c.je:--rlcnnc:;;. i-,i:cture c>.zy ':c xi??.>ec;-G. Ccr s?.notl; e:~.;ic=. . : 7 2 ~ : 3 : . ~ ~ , ~ : ,ii.:~;:f j.p;
betreen p c i c t s given 85.6 i n s . a f t o f d a t u a a t l F J D i b s .
For ?on-aercbatic opera t io i l , t h e cen t r e -o f -g rmi ty l i m i t s a r e :
84.0 i n s . a f t of datum a t i650 13s. ' ~ 5 t h s t r a i g h t l i n e v a r i a t i c . 85.9 i n s . a f t of datum-at IS75 l b s . (1) between po in t s given 92.1 i n s . a f t of da t cn 2: 240G a s . (1) 87.0 i n s . a f t of datm a t 2XCI l b s . (2) 91.0 f~1.4. a f t of. datum at 2400 i b s . (2)
and an a f t l i d t c f 94.5 ins . a f t of d a t m et 2400 i b s . and 95.9 i n s . a f t of datum a t 2203 L ~ S . , o'r less.
C.G. DA$UM:
The C.G. Datum i s def ined zs 73.4 i n s . ahead of wing leading edge outboard of tho fnteisec:ion of s:raight a ~ d tapere* s e c t i o n s .
The aaxiaum weight of 5 q g a g e is t h e baggage ccxpartment mst not -. L c ~ r . o r ? 12:. 13s. L . I ~ rr.shva ellzwak,L:% 51_~32c is 200 15s. .::: s e r i a l , i i~mberr 28-1761. and cn.
' P O &
Nizht 5 L y i ? ~ i? p o z i t t e d r~::.~: ::?e r e $ ~ i r n _ < - q u l ~ z + n r is insc;lled, .- akd ~ k e n allcrin.d ? j - t>o Air .w-<igat%or L e g i s l n t i c G .
The operating suf-tabil5.t)- of the. aeroplane has bsen e s t ab l i sned . f o r - temperatures up t c t h e r a g e def ined 5.y :>e i .C.A.O. T rop ica l Ymximum Atmospkere (I.S.A. -i ~ c O C ) . This temperatlire range i s shown on Figure 11-2
No n i n i m m temperazure range bas y e t been e s t & l i s h e d .
AUTOCONTROL 11 AUTDPILOT :. *
(When. i n s t a l l e d ) ...' .?'!~e'Autccontyol I1 nus: be of f dur ing t a k e - o f f a n d landing.
I s i t h f l a p s r e t r a c t e d a n d :?.e ?::ire a t f u l l t h r o l t l e , l i f t o f f shocld
Is be i n i t i a t e d a t +he take-off s - f e t y s p e f d of 76 K?Ii ' I . A . ~ . (66 k.Gots). ! I rn I : ?.
j This zpefd s t o u l 6 be a a i n t a i n e d u n t i l 21: c b s t a c l e s %ve been c l e a r e d . ;
I The e;? r o u t e performance i n S e c t i o s V f o r climb and g l i d e i s based 1 I on .8>1 ;F .E E.A.S. ( 7 0 kno t s ) . I
1.: ROUGB 'AIR SPEE3 :
~ ~ ~ . T H ~ I . A . S . (,I14 kno t s ) w i t h f i a p s r e t r a c t e d is recommended f o r f l i g h t i n extreioe. turbulence .
:~ . . '
! There , i s no aerodynamic s t a l l warning. A s t a l l warning l i g h t . i s j
i n s t a l l e e on t h e ir.$rument p2,nel t o provide warning a t a c n i f o m 5 t o 10 !
! NZg ... s p e e d i n c r e n e c t above the s t a l l i n a l l c o n f i g u r a t i o c s . Recovery from
1 ' the s t a l i i s nnrmal ir. a l l cc?fi,y~rar.!.c>c. The v a r i a t i o r of power o f f s t a l l i n g speed ;,;it> weight i s skor.7r. $3 Si~. ; re Try-:.
. . . . . . . ___-_,_._ - ,~ P.,----- ;-- . ! . . . . . . . . . . . . , . . . . . . . . . . . . . . . . , . ! . . . . . . . . . . . . . . . . . . . . . . . . . . . , . \ . . . . . . . . . . . . . . . . , . . . . . . . I
. . . . . . . . . . . . . . 1;:::: . : : : : : .. : . : ' i : : : .!:: :~:: . : : : . . . . . . . . . . . , . : . : . , . : . . , . . . . . , . . . . . . . . . . . . . . . j : . . : , . . . . : , . . . . . . : . 4 . . . . . . . . . . . . . . . . . . . . ........ . . ) ..-.:.. T-'-"...---7 . . . . . - . . . . . . . . , . . . . . . : , . . . : . . . : . . . . . . . . . . . . . . . . . . . . , .
. . . . . . . ,
.~...4 .......... . . . . . . . . . : . . , . .
. . . . . ; . . . . . . . . . . . . . , . . . . . . . . . . . . . . . , . . , . , . i . . . . . . . . . - -- ..........- . -- . . . . . . . . . . . , . . . / . . . . . . . . . . . . - . , : : . . . ,. . ..: . . . . . . . , . . . . . . . . . , . . I . . . . . . , - . I . . . . . S . / ? : E E ~ ~ . F3C5&j:fZ& . : e ; g ~ ; : . . . . . . . . . . . . . . . .
. . . . j.: : : : : , . . . . . .
. . i.. I . ' I : . . . . . . . ............ . ............... ........ . . . . . . . . . : ! ' : . : . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . ~ . . ..... ............................... . . . . . ~.
, . . . . . . . . . . . . . . . . . . . . . . . . . . , . - ........... .;_ . . . . i l C . . . I _ _ .i:. ...... : i . - - 1 . . . . . . . . . .. ,.. !. . , .? :.. .. ~ . . . . . . . . . . . . . . . . . . . . . . . _ , ~ . . . . <:: ' :- :.. . :.. r . , . 8 . . -.--- . . . . . . . . . . . . . . . . . . . , .........
. . . ..< ;~ n..-: . : ............... - - - : -,...:L. : . 7 4cc.::. :LC'::..:::. . . ~ - . . , . . . . . . - ...... . . . . . . . . ,.,,,>!, ;~i,,.,.:: : ,: I.:.:..: :: : .' ' , . . . . . . . . . . . . : .:l- <., ~ ..... : . . . . . . . . . ..... .,1.::>~..2::? : ,- . . . . . . . . . . :
. . . . . : : . i . . : - . . . . . . . . . . . . . . . . . . . : . . . . . . . . . . . . . ... . . , ___ . .... . . -~ ........... - . . . . . . . . - -- .- - -- . . . . . . . ,
, "
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. . . . . . .
. . . .
T2e Turn T r i m Knob must 3e centered when ';tie ?.ell Engage Knob i s pushed in. V,en the Eleading Lock i s out, 2 f u l l WC r i i h t o r l e f t ro ta t ion
0 of the Turn T r l m Knob w i l l give a t u n w i t h a bank of 9.2 to 25 . When the Iieadiog Lock i s in , t he Turn T r i m Xnob a c t s as a t r i n control to provide minor corrections of the d i r ec t iona l Gyro Xeading.
, . l%e ~ e a d i n g d k Button serves t o connect the d i r x t i o n a l tyro in to the
... . - c ~ r c u f t and have i t control t h e a i r c r a f f , o r t o cut it out of the c i r c u i t . ZWis is a "Push-:n, Push-Out'' Button; When i t i s f i r s t 2ushed in , i t w i l l remain in , connecting the d i r ec t iona l Gyrd in to the c i rcu i t . The next time it i s pushes, i t w i l l r e l e a s e m d pop out, exposing a w h i t e groove on i ts shank and disconnecting the d i rec t iona l Gyro;
0 If a Zero Ueading Directional Gyro i s ins ta l led , s e t i t to 0 heading before pushing the Headhg Lock Button "in". T h e ~ u t o c o n t r o l 11 w i l l then hold t h i s :leading.. Turr.s up t o 18n0 mey be made by r e se r t i rg the Gyro.
If a Course Selector Directional Gyro i s i r s t a l l e d , s e t the direct ional Gyro wfth tke qagneticcompass end the Course Selector Dial t o the desired hea6io.:. Turnsmay be made by rese.t t ikg the Course Selsctor Dial.
The a q l e of 5zwk 6urir.g t u n s with the 3irec.t!.or.al Gyro may be ixre.a=ed or decreased by the use of the Turn Trin %3S.
3'13GEXY PXOCEDURES : -
TI-.e Autocontrd ZII Consc!.e co-Zairs the OX/CFF sd i t ch , the Bzn:+. Ccmar.6 'ant.?- a% t he BkaKzg 5c.c;~ svifch. The Direct:.cs.al Gyro incorpg+ates
7 , ti?..? course Selector b-g '? :cilic:l ci l~?l ies The heildirg i=<o=.%tion to tlle . . ai-,c-,...;ct.
Before engagkg "le actopilot t h e a i rplane should be trimmed for hanks-off l eve l fligh-with tbe s k i d i s l i p b a l l of the rnrc and bank centere6 m d t:la di'rectionzl g i r o se: t c agzee with t ke m g z s t l c heading.
Set the Course Se lec tor "bug" c n t he d i r ec t i cna l gyro t o the deeirec! headke. Depress the Heeding Lock switch t o the 03 pooPLrion then depress the ON/OFF-switch t o the ON positior.. If t n e heading of t he A:C i s o ther than tha t se lec ted t he A/C w i l l immediately r o l l i n t o a bank i ~ ' t h e d i rec t ion of the "bug". The bank angle w i ' l be no more than 18 t o 20 degrees. Subsequent headin8 changes a r e now made by s e t t i n g the Course Selector "bug" t o the desired headiag..
Kith the-Heading Lcck ON the Bank Command kno5 is inoperative. In .. order t o employ ' th is functFon ,he UH~-ding Lock must be OFF. Bank9 up to 18 t o 20 degrees ca3 . be . d i r ec t ed by che fu3.l movement of the knob.
. ..
. Th$:Autocontrol 111 may be overpowered by the p i l o t a t any time by a
f o r c e o f 12 t o 15 pounds ox the cont ro l wheel. In the event of any component mal5ucction the au top i lo t i s disengaged by turning OFF t he ONfOFF switch.
- , -- &- ..---.--
; . ; ' " F ; ? , V ; : ' : : ? c L . - J f i " . - *L0116ttl i , . , e..t,,.::; i i<!.! i 9 t ; $ ? .. . : REFOKT: VB-545 - ,. -; !Jt:jirpFyF$! L C * L - - . , I : ~ ~ i : j t . . ., . . , . PA-28-,Cr
, ---I---..-..--..-. - ----- ----
(1) Thks zercplane i s c l e s s i f i e l i n perfcr:.;r:ce group D.
(2: For cmpiiance with the regularlocs povern?r.g f l i gn t over water, the t rue a i r speed is 125 WLi.
The p e r f o m ~ n c e infomat ion i s not va l id i f :
(a) The t o t a l loaded weight exceeds the relevant maximum take-off and landing weight appropriate t o thc a l t i t u d e and teslperature, see Page 29. .
(b) The aeroplzne is flowc wbn the outside zLr temperature exceeds the appropriate maximum t q e r a t u r e :or wZch operational s u i t a b i l i t y has been established. (See Page 16. j
(c) Readings from the c h t r t s a r e obeaized kp extrapolation (i.e.,usin: values. .of parameters outs ide the ranges given on the ckarts) except a s and when spcXccff2cally permitted. A t tenperatzres below the :owes: range scheduled the ,perforiPance s h a l l be assumed t o be nct be t te r than tha!: appropriate t o the ' lowest tem?erature scheduled.
. A propel ler of e type 6,ifiierlng f ~ t c ~ . t:zzt s ta ted above is f i t t d .
. . -. (e l x t r n c . f i c a . . : . ' 2 : incrznse i n the aerc?jn;z;nic drag z-e .ncor; .oratd.
C?J+ CChn,~go Sleet. no. I. i r r m 2 to the P i ~ e r Pd28-3.80 FK. approved a e r d p l a F l igh t i.:anud Fipr 9el;c.rt r?o. V.3-5Lt5.
Pipor Constructor 's Rcgkstra t i y <> - 2 ':< !- \ -
p,f&-]8!3 - --- S<:i.?3.1 I:@. ..-.<: .-, . . -- -. Ksrk.~ &- f4\;"BG
PRESSUIB HEPJ) PAXT NO. 99057-04 (UNHEATED) PEESURE FBdl PART NO. 69041-05 (HEATE,?)
Tl~c p o s i t i o z cri-nr co r r ec t i ons t o bc cpplled t o the I.A.S. t o o b t a i n . E . L S are siio:..*;,. fin F i g u r e V-3. C o r r e c t i c r . ~ zrc based on a weisht of 240C lb ai~d t h e variz t icr ; of th.? c o r r e c t i m z t other weights i s smal.1 and may be ignored.
The s t a t i c e x o r co r r ec t i nn appl icable t o the a l t i x c t e r i s l e s s than 50 fect i n a l l cscdi:iorls.
. .
\?- /-.
. .
4.6 in.
: The stamped -4 p i t o t head can be i d e n t i f i e d by the 0.56. inch r a d i u s leading edge.
. . . . . . .-
. .. . ~. Left Wing, S t a t i on 107.4
The p i t o t head is p a r a l l e l t o cen te r l ine of a i rplane.
A s t a t i c vent is located i n the bottom of the p i t o t head. C' 10 To be inser ted i n Fl ight Manuai Vi3-545 t o face page 27 when Piper revis ion
no.3 is embodied.
Page 1 of 1 20 January 1978
\ ' 'i
a * Lev. 3
Re 1
'Re 2
a a
Rev. 3
a
. . . . . . . . . . . . . . . . . . . . . . . . . I . . . . . . . . . . . . .
I . . . . ....... 1 . .
. ...... . . . . - . . -. . . . . . *: . . . . . . . . . . . ;: *. - . . . .:. ? : .
.... . -__I.. - . . . . . ..". ., . . ... . . .. .... - , . . . . . , .
.... - . .* . ) . . ~ -. . . . :'-POSITION ERROR CORRECTIONS : :.~..: .<. - . . - ~
............. . . . . . . . . . . . - . - . . . . . . .
- . . . . . . . . . . . . . . . , - . : . ...
- . . , . i . . . . . . . .
The p o s i t i o n e r r o r correct ions t o be applied t o t h e I.A.S. to obtain E.A.S. a r e shown i n Figure V-3. Corrections a r e based on a weight of 2400 lb. and the v a r i a t i o n of the correct ion a t o ther weighti is small.
4 -
. The static e r r o r correct ion appl icable t o t he altimeter is less than 50 f e e t i n all condit ions.
...... - . - . . . . . . . ~
.-. . . . . .
. . . . . . . . . . . . . . . . ; :*.I : . : . -
. . . . . . . . . .
--- . . . . *- . . . . . . . . . . . .-
. . . . . - - 1 - .-, - . . . . . . . . . . . . . . . .
. . . . . . . . % . . - . . . .
. . - .. . . . - .
., .. . . . .. .- : .
L%6_ in. . .' .. . . . . . . . . . : .
. . . - . . . , . . . . . . . . - . . . .i -.+p.i;k....-. -:. . . . . . . . . - . . . .... . . - . .
. . ....... . . . . ._ : . .
.. . . : . , . . . . . . . . ., ...., .;+ .-,- - . Lef t Wing, S t a t i on 107.4 . . . . . . . ::. -...? :-. -. . - - ,? .. :
.. - '. .-. . - The p i t o t head is p a r a l l e l to cen t e r l i ne of a i rplane.
. A static ven t is lqcated i n the bottom o f the p i t o t head.
. . . .
NOTE: e
I f o ther than -2 mast i s i n s t a l l e d contact Piper Ai rc ra f t f o r proper AFM.
DETAIL A
. . . . r , I / : i , . . . : . : . , ' I : , 7 .. ' . , , : - ! ; , ; ; , ; , , : I , : : . , \ , ! ! . , . i - . > : , !T . : ,: : i j i ! .:~~~~~gd:8-z-j~~~.~~~~j-*-~-~-~(*,,~.~
XOTE: - . - A: a par t icu la r ~ero i rome tbn 2ctrlai we*gr,t . 2 y have t n hr: ilmLte2
5y @;her operat iozzl cczsi.&ratio% !.?uc!.? 2s take-cEf distence) bccomii,:; c r i t i c a l .
- - -- - - - - - .- -. .- -- .--..-&a
TZ?MFO 1 'IEPORT: \'3-,545 L
Ecgine Full t h r o t t l e
Xing Flaps Retractec'
Eunway 377 Tarolac rusxay (See Ziote 2 ) .
The example glven by the arrowed dashei, i i s e shcws tha t with an a i r i temperature of 2 5 O ~ ( I . S . A . + 110e3 a t a2 aerodrome d t i t u 2 e of 500 f t . , a d a weight of:^. 1800 l b . , with a reported headwine. component of 1 0 knots and a unifcr& uph i l l runway slope of 1%, the tzke-off distance required is 1700 fee t .
NOTES :
(1) ,The take-off rm w i l l notexceed, and must be taken a s , 64Zof the 'take-off dis tance required.
. . . .
The measure6 teke-off distance has been faczored by 1.25, to obtain the scheduled take-of f dis tacce required, and the masured take-of i ruc by 1.15.
(2) For operation from s shor t , dry grass runway, tFe distances f o r a dry tarmac runway s h o d d be Fncrensed by 5.5% i e -4 6.SZ pv p
(3) he wind correct ion gr ids a r e factored sc t ha t 50X of headwinds and 150% of tailwinds areobtef-ne6. Be~gr t e6 wir.ds m y t4erfore be used d i r ec t ly i n t he grids.
Rasr
T i e exznple given 5y the arrciiec: &.sl:el l i n e s skr%:s thac with an a i r 0 t e q e r e r u r e of 21Cc ( I .S .A . + 20 C> a t an aerodrome altitcde of 2000
f:. and a -deight of 1800 3. with a r epc r t e6 headxind ccz?l?onent o f 15 kncts the ne t g ra6 ien t of climb Ls 7 . 3 4 .
VOTES :
(1) The d a t a given i n Figure V-5 has been der ived from gross per fomance reduced by a margin of 2;0% gradient .
(2) The wind c o r r e c t i o n g r i d s a r e f ac to red s o t h a t 50% of head- WLnds,and 150% o f t a i l w i n d s ere obtained. Reported w k d s may the re fo re be used d i r e c t l y i n the gr ids .
0 The'radius of a s t eady "Rete Ope" t u r n (180 /minute) may be taken
a s 2310 f t . ( f o r t h e maximum a ~ b i e n : condi t ions of 5000 f t . and I.S.A. + 30Oc).
. .... -, - ..... -..... - . .-- .... 7'..-.--....- . : , . . . , . , , . , . . I 34----, - -
: . . . : . : .......... : . . . ..kc? my0 . . ! . ..................... , . . . . I . : . 4 ... 5s , \ \ ' I _ . : . . . . . . . . . . . . . . . .... ............. + . . , . ; : . . ,
. ... : . . .w . . . . . : e . . w . . : I . ,q . ; I : r t . 1 : . - , y . - . . . . . . . . . .~ . . ~~ . . . .
Tecbniqce
Xunwa y Dry Tarmac runvay
The example given by t h e arrowed do t t ed l i n e s shows t h a t a t a n a l t i t u d e of 500 f e e t e t a temperature of 20°C ( I . S . A . b°C) a t a weight of 1800 i b . w i t h a f o r e c e s t headwind cmponent of 10 knots and with a u p h i l l mnway s l o p e of 1.0% t h e landlng d i s t a c c e r equ i red i s 1190 f e e t .
NOTE : - (1) The landing d i s t a n c e reqvi red inc ludes t h e A i r ~ a v i g a t i o n
' ( ~ e n e r a l ) Regulat ion f i e l d Length :actor 100170. This means t h a t d i s t ances obtained from Figure V-8 may be equated d i r e c t l y t o t h e l a ~ d i n g d i s t a n c e avai lable ' . '.
(2) For ope ra t ions from dry g r a s s rucways wi th f r e s h l y c u t g ra s s and f i r m s u b s o i l , . t h e d i s t e n c e s f o r a dry tarmac should be increased by 5%.
A > h e w n
(3) The vind g r i d s a r e f ac to red s e t k a t 5% of headwinds and 150% of t a i lw inds a r e obtained. Eeported ~ c i n d s msy t ho re fo re be used d i r e c t l y ia t h e g r i d s .
7" his sect?.on i s aot s u b j e c t t o the approvzl of
t h e Ctvi? Avia t ion Author i ty .
--. ..nls s e c t i o ? cor.iaLns supplements co-..ering i t e n s ~ f f e c t e d by irisca',lntfsn..i
ees igned by t h e maoufactcrer of t h e aeropLane o r by o t h e r o rg~r : i za t iozs ,
bu t which do not n c ~ l l y f o n ? a r t of the basic ~ p e c i f i c a t i o r , of the
aeroplane .
Re f e rence Aviation Traders ---. (Engineering)I,td. - Produced by :~ i rcra i ' t Designction
College of / i r Training Piper PtL 28-1 80 Cherokee
Nat ional i ty and Rzgistrat ion" iiarks G-AVBG ! -- .-- Const ructor Piper t . i r c r e f t Corporation U . S J A . Constructors S e r i a l NunSer Faxinum i.uthorised ?eight 'Jcntrc o i Gravity L in i t s
F.'.XT ;.. 3 , S I C ?ZICKT The b a s i c veight of the ,-.ircrc;t a s ca lcula ted fromvei;hing rzpor t Rc f. NO. =@.$ZJ~~/~ dated F, 4 R A i s 4 . 5 , \ 1,421 lbs. -- The cen t re of gravi'ty o f the a i r c r z f t i n thz sane condi t ion a t t h i s '
e - 5 . weight and v i t h the land in^ geer extznded i s 86.51 1%.
The t o t a l nonent about the datum i n t h i s condi t ion i n 15. in/100 i s Note:- The datum i s a t P rope l l e r Spinner Nose, 78.4 inches fonrard
-- of the wing l eae ing edge a t the i n t e r s e c t i o n of s t r a i g h t and tapered Sections., This i s the detun defined i n t h e F l i z h t &nual.
Thz bas ic weight includes the weight of the t o t a l quant i ty of unusa5le f u e l and unusable o i l and the i tms included i n the at tached l i s t of ~ a s i c Scyipment Ref. No.PA/28/1/1A'
PfiRT B VIi?IABLE UlrlD The weisht and 1evi.r arms of th: v a r i a b l z load a r e shonn belotu. The va r i ab le load -
depends upon the equiynent ca r r i ed f o r thc p a r t i c u l a r role. Itcm Ib i n
Yeight (Ib). Lever :rn ( inches) !:omen&=&
P i l o t (one) 85.6 Row 1 2nd P i l o t s Seat (one) 16 85.5 14 Roo 2 Passenger Seats ( t s o ) 27 118.1 32 --------------
1 t en Veight (Ib) Lever Prm ( inches) Capacity (I&.) Fuel i n f r o n t tanks 302 95.0 42 Engine o i l 15 32.5 I .66 i3aggage hold 142.8 Rovr 1 s e a t Second P i l o t 85.5 Roy 2 s e a t s Rro passengers
--+ ---. 118.1 ( - h f l - d e n s i t y 7;2L1b/gai. 0 i l"de5i ; iG9r0- lb /~l )
Note: TO ob ta in the t o t a l loaded ne lgh t of a i r c r a f t , add to the b a s i c weight the weights of the v a r i a b l e and d isposable load items t o be c a r r i e d f o r the p a r t i c u l a r role. See a t tached i n s t r u c t i o n s h e e t 2
Illis Schedule was prepared on 6.4.81 and supcrsgdfs a)l previous i ssues . , :
Signed Chief Inspector on behalf/o f College of A i r Trainine. H-le J
/.pproval Reference tII/3933/53 Note: The Commander of an a i r c r a f t r e z i s t e r e d i n the United Kingdon s h a l l s a t i s f y
himself before t h e a i r c r a f t takes o f f t h a t the load c a r r i e d by the a i r c r a f t i s of such weight and i s so d i s t r i b u t e d and secured, t h a t i t nay s a f e l y be c a r r i e d on the intended f l i g h t (/.NO 1972 ;st. 30 (d).)
Page 1 of 3
Air S;.eed 81 F d 1 . A . S . (70 !acts)
The example A givec by the arro-sed dash lines shows that for a weight of 1700 lb. in an atmosphere of I . S . A . 4- 1 0 " ~ the perfotrance ceiljng is 10,80': feet.
The example B shows tha: at an altitude of 5400.feet in ar, atmosphere 0 of I.S.A. + 20 C at a weight of 1900 ib., the gross pressure rate of climb is
380 ft./min.
NOTE: --
The perfo-nce ceiling is the maximum altitude which may be assumed when establishing compliance with the operating regulations dealing with en route flight. It does not prohibit flying at a higher altitude (although at some altitudes the operating regulations m2y require oxygen to be carried) but it is unli'iely that t:le perfcrnance ceiling >::ill be achieved ur~less full throttle and, the air speel quoted ere used towards the 2nd of the c l i m b .
GLIDZ:
With the e-giae inoperztive and flaps fc1ly retracted and 81 L T H I.A.C.. (70 knots), the aeroplane has a net glide of 1.66 nautical miles per 1,000 fept - .. of altitude loss,-or a loss of 602 feet per nautical m:Le traveled. Thisner glide is lZ,gr,~iefitsre~?er tha2 ti* grcss glide.
- !
i
i . !. i !
6 i i
i- C i 1- I
.L
I I I- ! -- I 1 ~,
I 1 I
I ! t :I il.
. . ................ ~:... .....
. . ;
. . * . i . . . .
. . . . . . . . . . .
: I . . . . . . . 'I:'. I . . . . . . . . 1 ' 1 . : . . . , . , . . . . . : . ~ . ~ . . i
. . . . , .
. . . i . . . . _C -- ..... i _ . . : : : : I : ' : : :g-
, . . . . . . : I . . .
. . . I . . : ; .. , . ! : : :
. . . . . . ;& LL I . . . .
. . . I ' . . . . . . . . .
, i i . j . I . . . . . . . ,:.. ........ t , . , : , , : . , j : . . . . . , . . . . . . . . . ,
C o l l e s e o f .:ir T r - i n i n s f ; a b l c
::ei:ht and C e n t r e of G r a v i t y Schedule
Date 6-4-1987 : . i r c r s . f t Re:./~o, G-AVEG Ser.No. 28-3801
I n s t r u c t i o n s f o r Use -.--. -.---
3. By Rcferencc t o . ' e i g h t and C e n t r e o f G r a v i t y Schedule o s c e r t i i i n th.2 Leva- !.m o f each i t c n ( s o s i c ::eizht, V s r i a b l c Lood, Dispos:hle Load).
i. Tr, o b t a i n i lc~rlmt 3; an item n u ? t i g ? y t h c :!:it.ht o f the: itsr,! by the corres!mndin::: Lever .'rr.r and r e c o r d the i..oncnt f o r cnch itar:! o f load, g i v i n g the moment a ~ o s i t i v e sizn i f thi. i t x i s i'.ft o f th,- Dctun, end a Ee,-ativc s i ~ n i f i t i s Fornard t h c Dctun, e n t e r t h e :lcir;ht s f GI? i t em i n th;. v e i s h t column.
5. 3 T u the *t. cc lunn .
4 . 3 -1 the -t Coluinns. I f (+) and (-) Lcments a r e recorded t o t a l each column end o b t a i n t h e t o t a l r e s u l t c n t r :ment, b y s u b t r a c t i n y : the l e s s e r -
t from the p - c e t s r .
5 , Divide t h e t o t a l ( o r t o t a l r ~ s u l t n n t ) nonen t by t h e t o t a l w i g h t t o o b t a i n C.C. P o s i t i o n , P o s i t i v e o r Ncza t ive , r e l a t i v c t o the &tun, and check t h a t t h i s i s w i t h i n t h z p r e s c r i b e d C.G. i i n i ts.
6 To t h a t t h e Fue l ccnsu:?ed durin:; a f l i e h t d o e s n o t cause t h e C.G. p o s i t i c a t c > e o u t s i d e the prescri:-,cd l i n i t s , r e - t o t a l t h e v ~ e i z h t s i n 3, and the n o n c n t s i n f>, b u t o n i t t i n z t h e t o t a l Fuel i!eizht and t h e c o r r e s p o n d i n g l ionent(s) , r e s p e c t i v e l y . .'.CIS t h a .;xi,-ht and the Cloment o f t h e *el expec ted t o r e n a i n i n t h e Tanks a t t h e end o f t h e F l i g h t . Div ide t h e f i n a l t o t a l r e s u l t a n t moment by t h e f i n a l t o t a l w e i g h t t o o b t a i n t h e C.G. ? o s i t i o n , and check t h e t i t i s s t i l l w i t h i n t h e p r e s c r i b e d C.G. Limits.
MOT;.': ' Jhere t h c r e arc any o t h e r s i g n i f i c a n t q u a n t i t i e s o f consunzb le F l u i d s o r s u b s t a n c c s ( 2 . . Crop SprzyinC), s iz i lar a c c o u n t s h o u l d b e t a k e n o f then.
CIVIL AVIATION AUTHORITY y R
L'filTED IUNGDOM CERTIFlCATlOY
' CAA Change Sheet 1 Issue 1 to the Blackwood handnperared mdder system su~plement. To k embodied in lhe Piper PA- 28-1RO Flight Manual reference VE-545, when the Blackwood hand-operated rudder system supplement is embodied.
PIPER Constru~tor's Registration PA-28-180 Scrial No.aR -3 H 0 \ ~k G-F\ 4%
0 Additional Limitations - Blackwood hmd-onerated ~ d d e r conlrol svatem
one hen the Blackwood hand.an(rolld rudder system is installed the provisions of the Blackwood sr~pplement dated 13th June 1973 must be observed tqether w i b the additional restrictions pivm below.
The linlitarjons and infonnatmn conrained herein either supplement or, in the case of canfiict, ovenide those in the Flight Manual.
L W A T I O N S
The following additional limntations are to be observed:
Maximum crosswind limit uith Blackwoai hand conlrolls fitted: 10 kts
The following pIacnrd is to be inrialled m full view of the pilot:
"Operation of the aircraft with the hand-conlrolled rudder system fitted must be conducted in accordance with lbe W H Blackwmd FAA-Appmvod Flight Manual Supplement datcd 13 June 1973. The installer must be CAA-approved"
7b bz insend fccirtg the P'H Rlnchwood Supplement in the Flight Manual. The CAA rwrsions Wcordsheet is to be mended accordingly.
0 CAA Chsnge Sheet 1 (to BIackwood Supplement) CAA Approved Issue 1 Page 1 mf 1 21 March 1995
APPENDIX'
/The fol lowing format c o u l d be used a s sugges ted i n Para 5 . 2 .
I
AIRCRAFT REGISTRATION -
c - A / &
SUPPLEMENT NO i
AIRWORTHINESS NOTICE No 88
A s t e a d y l f l a s h i n g warning l i g h t i s f i t t e d which w i l l i l l u m i n a t e i f t he g e n e r a t o r l a l t e r n a t o r f a i l s and t h e b a t t e r y s u p p l i e s power t o t h e bus bar
it
~ e f o r e engine s t a r t
Check low v o l t s warning - ON
_i Of tet engine start
Check low v o l t s .warning - OFF
Ti warning i l l u m i n a t e s d u r i n g f l i g h t - Reduce e l e c t r i c a l ' l o q d -
Bat tery d u r a t i o n a p p r o x . . . . . . . mins : . . . : - . .:
:! Land a s soon as p o s s i b l e . ,., < , , i
NOTE: Warning may ill"miwte with 1di;'engine rpm. Check i t goes o u t when , - . . . :\ , . . . , , rpm i n c r e a s e d . ' :
PIPER SERIES AIRCRAFT Issue 5 May 1993
. . ~. . . . . . , . , .
PIPER 001-02-90 Applicable.to Piper PA-28 ser/es aircraft fitted with a Curtis fuel strainer drain valve, including those modified in accodance with CSE Service Bulletin No 6175. .
Compliance, is required not later than 2 weeks from the effective date of this Directive which is 7 February 1990 ... ,., , .
Modi fy by in5tal;inb a p!ac;ird d iacent to the fuel strainer drain valve stating:
WARNING ENSURE FUEL DRAIN IS CLOSED AFTER USE
NOTE: Letters to be clear and at least 4 rnrn high on a contrasting background
Insert a copy of this Directive into the Limitations Section of the Pilot Operating HandbookIFlight Manual.
COLTOn avia~ion (aero-spray) LTD LllTLE STAUGHTON AIRFIELD, LllTLE STAUGHTON. Tel: +44 (0)1234 376705 1376775 NEAR BEDFORD. BEDS. MK44 2BN Fax: +M (Oh1234 376544
AIRCRAFT WEIGHING REPORT
NUMBER : COLlO60
AIRCRAFT: PA28-180
TYPE : PIPER CHEROKEE 180
SERIAL NUMBER : 28-3801
REGISTRATION : G-AVBG
ISSUE 1
DATE : 02-Jun-05
WEIGHT AND CENTRE OF GRAVITY SCHEDULE IREPORT NO : COUO~O I AIRCRAFT TYPE : PAL%-I 80 IREGISTRATION : G-AVBG
A Basic Weight - ,
FIRST PILOT CO- PILOT
DATE WEIGHED : 02-Jun-05
THE BASIC WEIGHT AS CALCULATED FROM THE WEIGHING REPORT IS
THE CENTRE OF GRAVITY OF THE AIRCRAFT IN THE SAME CONDITION
THE TOTAL MOMENT ABOUT THE DATUM IN THE SAME CONDITION
a I MISCELLANEOUS EQUIPMENT
1.449.20 Ibs
84.84 ins
122.949.15 Ibslins
7
.... . ...... 8 . - . -
ACTUAL I -1 i ' 85.50 - ACTUAL 1 85.50
i NlA 1
For Centre of Gravitv Limits. refer to Fliaht Manual. I Maximum Authorised Weioht : 2222 lbs
CONSTRUCTOR : PIPER AIRCRAFT CORP.
The Datum is 78.4 inches forward of wing leading edge.
7 All lever arms are in distances in inches. Lever arms forward of the datum is -ve and those afl of the datum is +ve. The Basic Weight includes the weight of 2.2 lbs of unusable fuel and with oils lubricants at operational levels
PART B Variable Weight Weight Arm 1 Moment 1 (use actual weishi) I ins 1 Ihslins
I ..... I
-1- NIA . L _ _ _ _ -, _I---
SERIAL NUMBER : 28-3801
NOTE Tne act4al welght of the pdots must oe used for a.rcrafl not exceeolng 12,500 los or 12 passenger seats
/PART C Disposable Load I Weight 1 Max. Useable Capacity
I hs I ins I
]FUEL MAIN TANKS 286.80 95.00 1 4 7 8 1 ((20 imp Gal) I
I I 118.10 dp- PASSENGER ROW 2 1 Actual
! I I
IBAGGAGE Refer to Flight Manual I i 142.80 -125.00 , i 1
Zentre of Gravity Range : 85.10 to 92.50 at 1850 lbs or less 89.80 to 92.50 at 2222 lbs. Straight line variation. between points given.
This scheduleyy prepared on 2 June 2005 and supersedes all previous issues.
1 1 1
TOTAL DISPOSABLE LOAD I
...... ............ ............................ 11975 A8C Signed Licence ..
Aviation Ltd, Little Staughton Airfield, Beds. Approval Ref: AMR181
TOTAL VARIABLE LOAD
BASIC WEIGHT
4OTE: In accordance with the ANO, it is a requirement that the pilot satisfies himself before take-off that the load is of such a weight, and SO distributed tnd secured, that it may safely be carried on the intended flight. Full conformity with the instructions contained in this document will ensure
1449.20
:ompliance with the Flight ~anua l in respect of aircrafl loading.
a Avgas Density: 6.OlbslUS Gal, 7.21 lbsllrnp Gal. 1.6lbs(0.72kg)llitre Oil Density 7.51bslUS Gal
1 TOTAL LOADED WEIGHT 1736.00
Instrunents 17.5 6 7 . 0 i 1 1 7 ; 1
:<ins KX 1758 7 . < 63.4 I+ d ; 65.0 I
-.endix ADF Recelver 201D 6 . 5 /+2 2
-< . 1 +nq K I 203 1.7 65t0 I 1 I C
451.272 A e r i a l 1 . 0 168.0 1 f b b
d51.273 A e r i a l 1 . 5 264.0 3 . ? b . Magnesyn Compass I Transmitter and 9racket 2 . 9 5 111.1 1 3 2 7
a I n d i c a t o r 0 . 5 33.5 1 0 1;
a Inver ter 0 . 5 3 0 . 9 I 1 b
Xing KT 76 Transponder 3-0 62.4 1 1 ~ : -
..\ -. . ........ 1 ..
a ; : 1 ... .& . - . - y'q 1-1.. ..A C P . !
. , I : 1.: :.:..i :-- I I :
,\ . . . . - - 3 .
, . I I
-. - , ..if : . . ! . . . . . . . . . I . -
.
-
...
. -
, . j . i . . ! . . . . . : 1 : . . I . . I . _1.---- - .
. . i v !
. . . . I . . . . I . . . . . . . . . I : : : . - . .+
. . . . . . . . -.-- -- . . . . : . .
. , I . . .
. . . , . . -:.. . .
WEIGHING REPORT I REPORTNO: COUO~O
- ~ . . , ~ ...., ~.
IEACTIONS 1 Weight Arm Moment REFERENCE DATU
Ibs ins I lbslins
- eft Main (Red)
Light Main (Green) 491 .00 aircraft weigher
A otal Main Reactions 974.00 109.90 107.042.60
7 B
lose 1 Tail (White) 473.001 33.151 15,679.95
I otal (as weiahed) I 1.447.00:
AIRCRAFT TYPE: PIPER PA28-180
- . leductions from / The distance from the ref, datum to the
0.00; olumn 1 below 1 1 .dditions from column 1 I
OooU orjack pad
The distance from the ref. datum to the hdnw I 2.20i# 103.001 226.60 B 33.15 ins centre line of the nose heel or iack ad
SERIAL No: 28-3801 I REGISTRATION : G-AVBG - p~-~
WEIGHED BY : Colton Aviation Ltd.. Little Staughton Airfield, Bedfordshire. I DATE WEIGHED: 02-Jun-05
ems weighed but not ' 1 Items not in aircraft when i- art of empty weight Weight , A n
I 0.001 lseable Fuel (Main)!
I _I
I I C
:asic Empty Weight 1,449.20/ 8484 122.949.15
Column 1
. . The centre of gravity position of the aircral
C 84.84 ins
Column 2
THE WEIGHT OF THE AIRCRAFT WlTH UNUSABLE FUEL. OIL AT OPERATIONAL LEVEL. EQUIPPED WlTH FULL INSTRUMENTATION, 4 SEATS COMPLETE WlTH HARNESS. FIRST AID BOX, FIRE EXTINGUISHER AND WlTH THE FOLLOWING AVIONICS - SPA400, KlNG KT76 TSO DME. KlNG KY97A, KlNG KNSBO NAV. KlNG KX175B TSO NAVICOMM AND KlNG KT12C ADF IS :-
lseable Fuel (Aux) 1 O.OO/ 0.00 0.01
I i
AIRCRAFT BASIC EMPTY WEIGHT : 1,449.20 LBS
THE CENTRE OF GRAVITY POSITION : 84.84 INS
THE MOMENT . 122,949.15 LBSIINS
Signed [
I
weights Engineer
otal
0.00 0.01
Unless otherwise stated on this form, the aircraft was with the fore- and- aft axes of the aircraft horizontal
0.00 0.00
0.00
0.00
0.00
0.00
- Total
I 1 0.01 '-, 0.01
I
001
2.201 1 0 3 7 226.6,
v* . . . .. .. . . :. . . .jjm b ,L'* .-' 3
Richard Severn
. *'m To:
IF:. '
Gee Nagra [[email protected]] Q 1 = M 4 12 January 2003 13:26 Richard Severn
Cc: John Zealley; Tristan Gooley Subject: Re: ~ o m m s panel on BG s<\c-i-i F 2 - c L a Lhb Q 6 -
. - ~ . , - k ~ 2 ~ c z . i f i ~ T & ~ ; . 4 . D I" E I f i . b iz . *
R7, - ~
. 1: 3'$*ipy[T c:< s a G You wanted some clarification on how the 'new COM panel worked . Sorry about the delay in replying, As discussed on the phone I thought I copy John and Tristan in as well just in case I got something wrong, so here we go, if we take the corns panel from left to _.~-ight_. the-.fpllo.wz.:&&e setup':
'N :z+i ' -1 ?._,a
?$??,I\ -&<d,?,jZ . .. . . -. - Lights Fuse COMl VHF2 NAVl DME ADF TX1 A
Don't ask me why the lights fuse is on the panel, I guess no space else where.
-,The central position for thelswitches ( x ) is OFF .,*- +Move the switches up output is,t.o.. the SPEAKERS ,."-'
= Mo_~e,-the switches down the output is to the HEADPHNEs ...
- , CommL 1-5 tiiFnew raalo+fqSs. i f h p tlop tacility allowing a future frequency to be -. stored and displayed, also preprogr~able frequencies which cam be selected from the comm set control. The unit can retain nine pre programmed frequencies. I have tuned in White Waltham, Booker, Farnborough, Benson, Brize, Lynham , London Radar, Volmet South and 121.5 into memory no. 9
@is so called because it is a Comm set-uq_ANn N a s , hence VHF2 and not COM2. You select the Corn frequencies on the old Comm Set and then its output from this switch, also if you tune the NAV frequency you can listen in on the ident on this. On L9' you have ident the NAV2 it is best to turn the
down on the NAV2<otherwise it will interfere with the old COM Set's output.
~ m 1 DME and ADF are'self explanatory select the frequencies and the volume on the and then select the output from the com panel i.e. Speakers or Phones. I is best to return the switch on the Comm panel to the middle i.e off
position once you have ident the unit concerned otherwise you get background noise.
TX1 and TX2 are not related to Speakers or Phones. Their position determines which COMM unit is being used to TRANSMIT on, ---- not receive.
. - - . - - . . - - . - ---- --- .--.--
So you could have White Waltham tuned into COMl and say Benson on VHF2 (the old Com. unit) if the output switch is now on both Coml and VHF2 set to phones you can listen to both frequencies but the one you will be able to transmit on is the one qelected by the TX toggle switch - if the toggle switch is up i.e. TX1 then it's White Waltham if down i.e. TX2 then it's Benson.
I hope the above makes sense if not I ;am happy to pop down with you to WLAC and run thru it in real time if it helps.
' - On a slightly different subject, I noticed today BG was well on the way of completing the