Pa32 Poh

SARATOGA II HP
PA-32R-301
SN 3246088 AND UP
PILOT'S
OPERATING
HANDBOOK
AND
FAA APPROVED
AIRPLANE FLIGHT MANUAL
AIRPLANE AIRPLANE
SERIAL NO. 3246223 REGIST. NO. N3101Q
PA-32R-301 ~ c ~ ,-
REPORT: VB-1669 FAA APPROVED BY: ~ C ·~ ~
PETER E. PECK
D.O.A. NO. S0-1
DATE OF APPROVAL: THE NEW PIPER AIRCRAFT, INC.
JUNE 30, 1997 VERO BEACH, FLORIDA
FAA APPROVED IN NORMAL CATEGORY BASED ON CAR 3. THIS HANDBOOK

INCLUDES THE 1\<IATERV\L REQUIRED TO BE FURNISI:illD TO THE PILOT BY CAR 3 AND
CONSTITUTES THE APPROVED AIRPLANE FLIGHT MANUAL AND MUST BE CARRillD
IN THE AIRPLANE AT ALL TIMES .
.\
•
WARNING
EXTREME CARE MUST BE EXERCISED TO LIMIT THE USE OF

THIS HANDBOOK TO APPLICABLE AIRCRAFT. THIS HAND-
BOOK IS VALID FOR USE WITH THE AIRPLANE IDENTIFIED
ON THE FACE OF THE TITLE PAGE. SUBSEQUENT REVISIONS
SUPPLIED BY PIPER MUST BE PROPERLY INSERTED.
Published by
PUBLICATIONS DEPARTMENT
Issued: June 30, 1997
© 1997 The New Piper Aircraft, Inc.
All Rights ReseiTed.
REPORT: VB-1669 ISSUED: JUNE 30, 1997

II
'
APPLICABILITY
Application of this handbook is limited to the specific Piper PA-32R-301

model airplane designated by serial number on the face of the title page of
this handbook.
This handbook cannot be used for operational purposes unless kept in a

current status.
WARNING
INSPECTION, MAINTENANCE AND PARTS REQUIREMENTS
FOR ALL NON-PIPER APPROVED STC INSTALLATIONS ARE
NOT INCLUDED IN TillS HANDBOOK. WHEN A NON-PIPER
APPROVED STC INSTALLATION IS INCORPORATED ON THE
AIRPLANE, THOSE PORTIONS OF THE AIRPLANE
AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN
ACCORDANCE WITH THE INSPECTION PROGRAM
PUBLISHED BY THE OWNER OF THE STC. SINCE
NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE
SYSTEMS INTERFACE, OPERATING CHARACTERISTICS
AND COMPONENT LOADS OR STRESSES ON ADJACENT
STRUCTURES, PIPER PROVIDED INSPECTION CRITERIA
MAY NOT BE VALID FOR AIRPLANES WITH NON-PIPER
APPROVED STC INSTALLATIONS.
REVISIONS
The information compiled in the Pilot's Operating Handbook, with the
exception of the equipment list, will be kept current by revisions distributed
to the airplane owners. The equipment list was current at the time the
air-plane was licensed by the manufacturer and thereafter must be
maintained by the owner.
Revision material will consist of information necessary to update the

text of the present handbook and/or to add information to cover added
airplane equipment.
ISSUED: JUNE 30, 1997 REPORT: VB-1669

REVISED: OCTOBER 15, 2003 iii
I. Revisions
'
Revisions will be distributed whenever necessary as complete page
replacements or additions and shall be inserted into the handbook in
accordance with the instructions given below:
1. Revision pages will replace only pages with the same page number.
2. Insert all additional pages in proper numerical order within each
section.
3. Page numbers followed by a small letter shall be inserted in direct
sequence with the same common numbered page.
II. Identification of Revised Material

Revised text and illustrations shall be indicated by a black vertical line
along the outside margin of the page, opposite revised, added or deleted
material. A line along the outside margin of the page opposite the page
number will indicate that an entire page was added.
Black lines will indicate only current revisions with changes and
additions to or deletions of existing text and illustrations. Changes in
capitalization, spelling, punctuation or the physical location of material on a
page will not be identified.
ORIGINAL PAGES ISSUED

The original pages issued for this handbook prior to revision are given
below:
Title, ii through vii, 1-1 through 1-12, 2-1 through 2-12, 3-1 through
3-18,4-1 through 4-28,5-1 through 5-32, 6-1 through 6-14, 7-1 through 7-46,
8-1 through 8-18, 9-1 through 9-38, 10-1 through 10-2.

iv REVISED: OCTOBER 15, 2003
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Current Revision to thePA-32R-301, Saratoga IT HP Pilot's Operating

Handbook/REPORT: VB-1669 issued June 30, 1997.
Revision FAA Approved

Number and Revised Description of Revisions Signature
Code Pages and Date
Rev.l
(PR980810) v Added Rev. 1 to L of R page.
2-4 Revised Para. 2.9.
4-ii Revised T of C.
4-8
4-21
Revised Para. 4.5.
Revised Para. 4.17. Or f.c;::;k
4-27 Added Para. 4.39. Peter E. Peck
4-28 Added Para. 4.39.
7-35 Revised Para. 7.17. Aug. 10, 1998
9-8 Revised Section 3. Date
Rev. 2 v Added Rev. 2 to L of R page. q f.c;::;k

(PR981218) 9-i Revised T of C. Peter E. Peck
9-39 Added page.
9-40 Added page. Dec. 18, 1998
Date
Rev. 3 v Added Rev. 3 to L of R page.

(PR990212) 7-i Revised T of C.
7-7 RevisedPara. 7.8.
7-9 Revised Fig. 1.
7-10 Revised Para. 7.8 and Fig. 2 & 3.
7-11 Revised Fig. 4.
7-12 Revised Fig. 5 & 6.
7-15
7-16
Added info. to Para. 7.8.
Added info. to Para. 7.8. q f.Ck
7-17 Revised Para. 7.8 and Fig. 13 Peter E. Peck
& 14.
7-18 Revised Para. 7. 8 and Fig. 15. Feb. 12, 1999
7-19 Revised Para. 7.8. Date

REVISED: FEBRUARY 12, 1999 v
PILOT'S OPERATING HANDBOOK
•
LOG OF REVISIONS
Revision , FAA Approved

Code Pages and Date
Rev.4 VI Added Rev. 4 to L of R page.
(PR991122) 9-i Revised T of C. ~~t!k
9-41 Added pages and Christina L. Mars
thru Supplement 8.
9-48 Nov. 22, 1999
Date
Rev. 5 VI Added Rev. 5 to L of R page.

(PR000612) 2-9 Revised Para. 2.25.
4-15 Revised Para. 4. 7.
5-9 Revised List of Figures.
5-14 Revised Figure 5-7 title.
7-36 Revised Figure 7-21.
9-i Revised T of C.
9-47 Revised Section 4.
9-49 Added Supplement 9.
tlrru
9-56
thru
9-64
~~,~~
thru
9-70 Christina L. Marsh
thru June 12,2000
9-74 Date

vi REVISED: JUNE 12, 2000
Revisiqn FAA Approved

Code Pages and Date
Rev. 6 vi-a Added page
(PR010109) and Rev. 6 to L of R.
vi-b Added page.
3-7 Revised para. 3.5.
9-i Revised T of C.
9-75 Added pages
thru and Supplement 13.
9-84
9-85 Added pages
9-86
9-87 Added pages
9-92
9-93 Added pages
9-98 cL.dn4'frfW4
9-99 Added pages Christina L. Marsh
9-102 Jan. 9, 2001
Date
Rev. 7 VI-a Added Rev. 7 to L of R.

q f.Ck
(PR010705) 2-3 Revised Para. 2.7. Peter E. Peck
2-11 Revised Para. 2.25. July 5, 2001
Date
Rev. 8
(PR020311)
vi-a
2-9
4-2
Added Rev. 8 to L of R.
Revised para. 2.25.
Revised para. 4.3.
~ Albert J. Mill
March 11, 2002

Liate

REVISED: MARCH 11, 2002 vi-a

Number and
• Revised Description of Revisions Signature
Code Pages and Date
...
Rev. 9 111 Added Warning.
(PR031015) IV Moved info. from page iii.
vi-b Added Rev. 9 to L of R.
5-29 Revised Figure 5-37.
8-1 Moved info. to page 8-1 b and
revised para. 8.1.
8-1a Added page and revised
para. 8.1.
8-1b Added page and moved info.
from pages 8-1 and 8-2. G)~
8-2 Moved info. to page 8-1b and Albert J. Mill
revised para. 8.3.
9-72 Revised Section 1. Oct. 15, 2003
Date
Rev. 10 vi-b Added Rev. 10 to L of R.

9-72 Moved info. to page 9-73 and
~~
revised Section 1.
9-73 Moved info. from page 9-72.
9-103 Added pages Albert J. Mill
9-106 Dec. 10, 2003
Date
Rev. 11 vi-b Added Rev. 11 to L of R.

CA~
9-107 Added pages
9-124 AlbertJ.Mill
9-125 Added pages
thru and Supplement 20. March 5, 2004
9-128 Date

vi-b REVISED: MARCH 5, 2004

Numbe1'and Revised Description of Revisions Signature
Code Pages and Date
Rev. 12 VI-C Added page
(PR040419)
vi-d
and Rev. 12 to L of R.
Added page. O;pJJ
8-11 Revised para. 8.19. Albert J. Mill
9-108 Revised Section 1. April 19, 2004
Date
Rev. 13 Vl-C Added Rev. 13 to L of R.

(PR040812) 4-4 Revised para. 4.5.
Revised para. 4.7.
-~-
4-15
9-108 Revised Section 1. Linda J. Dicken
August 12, 2004
Rev. 14 Vl-C Added Rev. 14 to L of R.

9-107 Revised Supplement 19.
thru
9-134
9-135 Revised page numbers. ~- ~
thru Linda J. Dicken

9-138 May 23,2005
Rev. 15 VI-C Added Rev. 15 to L ofR.

9-139 Added pages -~- ~
thru and Supplement 21. Linda J. Dicken

9-166 June 7, 2005

REVISED: JUNE 7, 2005 vi-c
Revision , FAA Approved

Code Pages and Date
Rev. 16 vi-d Added Rev. 16 to L of R.
(PR050711) 7-41 Revised para. 7.23.
9-ii Revised T of C.
9-167 Added pages ~_,&-
9-176 July 11, 2005

(PR050829) 9-110 Moved info. from page 9-111. -~- -
9-111 Revised Section 2. Linda J. Dicken
August 29, 2005

(PR051017) 9-ii Revised T of C.
9-177 Added pages -~- -
9-210 October 17, 2005
Rev. 19 vi-d Added Rev. 19 to L ofR. .~·

(PR051121) 9-112 Revised Section 3. Linda J. Dicken
9-115 Revised Section 3. · Nov. 21,2005

9-107 Revised Supplement 19.
thru
9-134
9-181 Revised Section 2. ~__,&· -
thru Linda J. Dicken
9-183 Dec. 12, 2005

vi-d REVISED: DECEMBER 12,2005
PILOT'S OPERATING•HANDBOOK LOG OF REVISIONS
Revisidn FAA Approved

Code Pages and Date
Rev. 21 VI-e Added page and Rev. 21
(PR060116) to L ofR.
vi-f Added page.
9-139 Revised Supplement title.
9-149 Revised Table 1.
9-153 Revised Section 7. .~· -
9-154 Revised Figure 7-5. Linda J. Dicken
9-160 Revised Section 8. Jan. 16, 2006
ISSUED: JUNE 30,1997 REPORT: VB-16~9~

REVISED: JANUARY 16, 2006 VI-e

Number and
• Revised Description of Revisions Signature
Code Pages and Date

vi-f REVISED: JANUARY 16, 2006
'
TABLE OF CONTENTS
SECTION 1 GENERAL
SECTION 2 LIMITATIONS
SECTION 3 EMERGENCY PROCEDURES
SECTION 4 NORMAL PROCEDURES
SECTION 5 PERFORMANCE
SECTION 6 WEIGHT AND BALANCE
SECTION 7 DESCRIPTION AND OPERATION OF
THE AIRPLANE AND ITS SYSTEMS
SECTION 8 AIRPLANE HANDLING, SERVICING
AND MAINTENANCE
SECTION 9 SUPPLEMENTS
SECTION 10 OPERATING TIPS

vii
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TillS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-1669 · ISSUED: JUNE 30, 1997

viii
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•
TABLE OF CONTENTS
SECTION 1
GENERAL
Paragraph Page
No. No.
1.1 Introduction................................................................................... 1-1

1.3 Engine........................................................................................... 1-3
1.5 Propeller........................................................................................ 1-3
1.7 Fuel ............................................................................................. 1-4
1.9 Oil ............................................................................................. 1-4
1.11 Maximum Weights........................................................................ 1-5
1.13 Standard Airplane Weights ........................................................... 1-5
1.15 Baggage Space.............................................................................. 1-5
1.17 Specific Loading ........................................................................... 1-5
1.19 Symbols, Abbreviations and Terminology.................................... 1-6
. ISSUED: JUNE 30,1997 REPORT: VB-1669

1-i
PA-32R-301, SARATOGA II HP
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-1669 ISSUED: JUNE 30,1997

SECTION 1
PA-32R-301, SARATOGA II HP GENERAL
'
SECTION1
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 FAR/CAR. It also contains supplemental data
supplied by the airplane manufacturer.
This handbook is not designed as a substitute for adequate and

competent flight instruction, knowledge of current airworthiness directives,
applicable federal air regulations or advisory circulars. It is not intended to
be a guide for basic flight instruction or a training manual and should not be
used for operational purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the
responsibility of the owner. The pilot in command is responsible for
determining that the airplane is safe for flight. The pilot is also responsible
for remaining within the operating limitations as outlined by instrument
markings, placards, and this handbook.
Although the arrangement of this handbook is intended to increase its

in-flight capabilities, it should not be used solely as an occasional operating
reference. The pilot should study the entire handbook to familiarize himself
with the limitations, performance, procedures and operational handling
characteristics of the airplane before flight.
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
reference to the section. Provisions for expansion of the handbook have
been made by the deliberate omission of certain paragraph numbers, figure
numbers, item numbers and pages noted as being intentionally left blank.

1-1
SECTION!
GENERAL PA-32R-301, SARATOGA II HP
, 12' 1 1 ~
"---
Wing Area (sq. ft.) I 78.3

Min. Turning Radius (ft.) 30.0
(from pivot point to wing tip)
[6'6"T7'1"- '
_t
_]
1..--- - --- --.- - __f
[
~
I· I I I ....... ·l II .,.,.,. I II ·I
I'- II /
\\}t}
1----11'1" - - I
THREE VIEW
Figure 1-1

1-2
SECTION 1
1.3 ENGINE
•
(a) Number of Engines 1

(b) Engine Manufacturer Lycoming
(c) Engine Model Number I0-540-K1 05
(d) Rated Horsepower 300
(e) Rated Speed (rpm) 2700
(f) Bore (inches) 5.125
(g) Stroke (inches) 4.375
(h) Displacement (cubic inches) 541.5
(i) Compression Ratio 8.7:1
G) Engine Type Six Cylinder, Direct Drive,
Horizontally Opposed, Air Cooled,
Fuel Injected
1.5 PROPELLER
(a) Number of Propellers 1
(b) Propeller Manufacturer Hartzell
(c) Blade Model F7663DR
(d) Number of Blades 3
(e) Hub Model HC-13YR-1RF
(f) Propeller Diameter (inches)
(1) Minimum 77
(2)Maximum 78
(g) Propeller Type Constant Speed,
Hydraulically Actuated
ISSUED: JUNE 30,1997 REPORT: VB-1669

1-3
SECTION 1
1.7 FUEL
AVGASONLY
(a) Fuel Capacity (U.S. gal.) (total) 107

(b) Usable Fuel (U.S. gal.) (total) 102
(c) Fuel Grade, Aviation
(1) Minimum Grade 100- Green or IOOLL- Blue
Aviation Grade
(2) Alternate Fuels Refer to latest revision of
Lycoming Service Instruction 1070
1.9 OIL
(a) Oil Capacity (U.S. quarts) 12
(b) Oil Specification ·Refer to latest issue of
Lycoming Service Instruction 1014.
(c) Oil Viscosity per Average Ambient Temp. for Starting
SINGLE MULTI
(I) Above 80°F 60 60
(2) Above 60°F 50 40 or 50
(3) 30°F to 90°F 40 40
(4) 0° to 70°F 30 30, 40 or 20W-30
(5) 0°F to 70°F 20 20W50 or 15W-50
(6) O~F to 90°F 20 30 or 20W-30

1-4
SECTION!
•
1.11 MAXIMUM WEIGHTS
(a) Maximum Takeoff Weight (lbs.) 3600
(b) Maximum Landing Weight (lbs.) 3600
(c) Maximum Ramp Weight (lbs.) 3615
FORWARD AFf
Compartments 100 100
1.13 STANDARD AIRPLANE WEIGHTS

Refer to Figure 6-5 for the Standard Empty Weight and the Useful
Load.
1.15 BAGGAGE SPACE

FORWARD AFf
(a) Compartment Volume (cubic feet) 7.0 17.3
(b) Entry Width (inches) 16.0 48.0
(c) Entry Height (inches) 22.0 26.0
1.17 SPECIFIC LOADING

(a) Wing Loading (lbs. per sq. ft.) 20.2
(b) Power Loading (lbs. per hp) 12.0
. ISSUED: JUNE 30, 1997 REPORT: VB-1669

1-5
SECTION 1
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.
lAS Indicated Airpseed is the speed of :an

aircraft as shown on· the airspeed indicator
when corrected for instrument error. lAS
values published in this handbook assume
zero instrument error.
KIAS Indicated Airspeed expressed in "Knots."
M 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.
Maneuvering Speed is the maximum

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

the highest speed permissible with wing
flaps in a prescribed extended position.

1-6
SECTION 1
Maximum Landing Gear Extended

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

Speed is the maximum speed at which the
landing gear can be safely extended .or
retracted.
VNiMNE Never Exceed Speed or Mach

Number is the speed limit that may not be
exceeded at any time.
Maximum Structural Cruising Speed

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

fi ight speed at which the airplane is
controllable.
Stalling Speed or the minimum steady

·flight speed at which the airplane is
controllable in the landing configuration.
vX Best Angle-of-Climb Speed is the airspeed
which delivers the greatest gain of altitude
in the shortest possible horizontal distance.
Best Rate-of-Climb Speed is the airspeed

which delivers the greatest gain in altitude
in the shortest possible time.

1-7
SECTION 1
(b) Meteorological Terminology

•
ISA International Standard Atmosphere in
which: The air is a dry perfect gas; the
temperature at sea level is 15° Celsius (59°
Fahrenheit); The pressure at sea level is
29.92 inches Hg (1013.2 mb); the
temperature gradient from sea level to the
altitude at which the temperature is -56.5°
C (-69.7°F) is -0.00198°C (-0.003564°F)
per foot and zero above that altitude.
OAT Outside Air Temperature is' the free air

static temperature, obtained either from
inflight temperature indications or ground
meteorological sources, adjusted for
instrument error and compressibility
effects.
Indicated Pressure The number actually read from an

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

pressure (29.92 in Hg) by a pressure or
barometric altimeter. It is the indicated
pressure altitude corrected for position and
instrument error. In this handbook,
altimeter instrument errors are assumed to
be zero.
Station Pressure Actual atmospheric pressure at field

elevation.
Wind The wind velocitieG rec'Jrded as variables

on the charts of this handbook are to be
understood as the headwind or tail wind
components of the re~orted winds.

1-8
SECTION 1
(c) Power Terminology

•
Takeoff Power Maximum power permissible for takeoff.
Maximum Con- Maximum power permissible contin-

tinuous Power uously during flight.
Maximum Climb Maximum power permissible during

Power climb.
Maximum Cruise Maximum power permissible during

Power crmse.
(d) Engine Instruments
EGTGauge Exhaust Gas Temperature Gauge
(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 The demonstrated crosswind velocity is the

Crosswind velocity of the crosswind component for
Velocity which adequate control of the airplane
during takeoff and landing was actually
demonstrated during certification tests.
Accelerate-Stop The distance required to accelerate an air-

Distance plane to a specified speed and, assuming
failure of an engine at the instant that speed
is attained, to bring the airplane to a stop.
Route Segment A part of a route. Each end of that part is
identified by: (1) a geographical location;
or (2) a point at which a definite radio fix
can be established.

1-9
SECTION 1
(f) Weight a,nd Balance Tenninology
Reference Datum An imaginary vertical plane from which all

horizontal distances are measured for
balance purposes.
Station A location along the airplane fuselage
usually given in terms of distance from the
reference datum.
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
(C.G.) balance if suspended. Its distance from the
reference datum is found by dividing the
total moment by the total weight of the
airplane.
C.G.Arm The arm obtained by adding the 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 has been
completed in accordance with govern-
mental regulations.
Standard Empty Weight of a standard airplane including
Weight unusable fuel, full operating fluids and full
oil.

SECTION 1
Basic Empty Standard empty weight plus optional

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

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

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

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

Landing Weight touchdown.
Maximum Zero Maximum weight exclusive of usable fuel.

Fuel Weight

1-11
SECTION 1
GENERAL PA-32R-301, SARATOGA ll HP

1-12
•
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TABLE OF CONTENTS
SECTION2
LIMITATIONS
Paragraph Page
No. No.
2.1 General.......................................................................................... 2-1

2.3 Airspeed Limitations·····································:............................... 2-1
2.5 Airspeed Indicator Markings ........................................................ 2-2
2.7 Power Plant Limitations................................................................ 2-3
2.9 Power Plant Instrument Markings................................................. 2-4
2.11 Weight Limits................................................................................ 2-4
2.13 Center of Gravity Limits ............................................................... 2-5
2.15 Maneuver Limits........................................................................... 2-5
2.17 Flight Load Factors....................................................................... 2-5
2.19 Types of Operation........................................................................ 2-6
2.21 Fuel Limitations . ....... ....... ......... ...... .. .... ... .. . .............. ... .. .. ... ... .. ... .. 2-6
2.25 Placards......................................................................................... 2-8

2-i

2-ii
SECTION2
PA-32R-301, SARATOGA II HP LIMITATIONS
SECTION2
LIMITATIONS
2.1 GENERAL
This section provides the "FAA Approved" operating limitations,
instrument markings, color coding and basic placards necessary for
operation of the airplane and its systems.
Limitations associated with those optional systems and equipment

which require handbook supplements can be found in Section 9
(Supplements).
2.3 AIRSPEED LIMITATIONS
SPEED KIAS KCAS
Never Exceed Speed (VNE) - Do not ex-
ceed this speed in any operation. 191 189
Maximum Structural Cruising Speed
(VNO) - Do not exceed this speed
except in smooth air and then only
.with caution. 160 158
Design Maneuvering Speed (VA)- Do
not make full or abrupt control move-
ments above this speed.
At 3600 LBS. G.W. 134 132
At 2230 LBS. G.W. 105 104

2-1
SECTION2
LIMITATIONS PA-32R-301, SARATOGA II HP
, CAUTION
Maneuvering speed decreases at lighter weight
as the effects of aerodynamic forces become
more pronounced. Linear interpolation may be
used for intermediate gross weights.
Maneuvering speed should not be exceeded
while operating in rough air..
SPEED KIAS KCAS
Maximum Flaps Extended Speed (VFE) -

Do not exceed this speed with the flaps
extended. 110 109
Maximum Landing Gear Extension
Speed (VLO) - Do not exceed this speed
when extending the landing gear. 132 130
Maximum Landing Gear Retraction
Speed (VLO) - Do not exceed this speed
when retracting the landing gear. 110 109
Maximum Landing Gear Extended
Speed (VLE) Do not exceed this speed
with the landing gear extended. 132 130
2.5 AIRSPEED INDICATOR MARKINGS
MARKING lAS
Red Radial Line (Never Exceed) 191 KTS
Yellow Arc 160 KTS to 191 KTS
(Caution Range- Smooth Air Only)
Green Arc (Normal Operating Range) 67 KTS to 160 KTS
White Arc (Flap Down) 63 KTS to 110 KTS

2-2
SECTION2
PA-32R-301, SARATOGA ll HP LIMITATIONS
2.7 POWER PLANT LIMITATIONS

•
(a) Number of Engines 1
(b) Engine Manufacturer Lycoming
(c) Engine Model No. I0-540-K1G5
(d) Engine Operating Limits
(1) Maximum Horse Power 300
(2) Maximum Rotation Speed (RPM) 2700
(3) Maximum Oil Temperature (°F) 245
(e) Oil Pressure
Minimum (red line) 25 PSI
Maximum (red line) 115 PSI
(f) Fuel Grade (minimum grade) 100 - Green or

IOOLL- Blue
Aviation Grade
(g) Number of Propellers 1
(h) Propeller Manufacturer Hartzell
(i) Propeller Hub and Blade Model HC-13YR-1 RF
F7663DR
(j) Propeller Diameter (inches)
Minimum 77
Maximum 78
(k) Blade Angle Limits
Low Pitch Stop 12.4° ± 0.2°
High Pitch Stop 32.0° ± 1.0°

REVISED: JULY 5, 2001 2-3
SECTION2
LIMITATIONS PA-32R-301, SARATOGA II liP
2.9 POWER PLANT INSTRUMENT MARKINGS

•
(a) Tachometer
Green Arc (Normal Operating Range) 600 to 2700 RPM
Red Line (Maximum) 2700RPM
(b) Oil Temperature
Green Arc (Normal Operating Range) 100° to 245°F
Red Line (Maximum) 245F
(c) Oil Pressure
Green Arc (Normal Operating Range) 55 PSI to 95 PSI
Yellow Arc (Caution Range) (Idle) 25 PSI to 55 PSI
Yellow Arc (Caution Range)
(Start and Warm Up) 95 PSI to 115 PSI
Red Line (Minimum) 25 PSI
Red Line (Maximum) 115 PSI
(d) Cylinder Head Temperature (Not required equipment)
Green Arc (Normal Operationg Range) 200° to 500°F
Red Radial Line (Maximum) 500°F
(e) Fuel Flow/Pressure
Normal Operating Range 0 gal/hr. to 34.9 gal/hr.
(f) Vacuum Pressure
Green arc (normal operating rartge) 4.8 to 5.2 in. Hg.
Red Line (minimum) 4.8 in. Hg.
Red Line (maximum) 5.2 in. Hg.
-or-
Green arc (normal operating range) 4.5 to 5.2 in. Hg.
Red Line (minimum) 4.5 in. Hg.
Red Line (maximum) 5.2 in. Hg.
2.11 WEIGHT LIMITS

(a) Maximum Takeoff Weight 3600LBS.
(b) Maximum Ramp Weight 3615 LBS.
(c) Maximum Baggage (100 lbs. each compartment) 200LBS.
NOTE
Refer to Section 5 (Performance) for maximum
weight as limited by performance.

2-4 REVISED: JULY 5, 2001
SECTION2
2.13 CENTER OF GRAVITY LIMITS

'
Weight Forward Limit Rearward Limit
Pounds Inches Aft of Datum Inches Aft of Datum
3600 91.4 95.0

3200 83.5 95.0
2400 (and less) 78.0 95.0
NOTES
Straight line variation between points given.
The datum used is 78.4 inches ahead of the

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

the pilot to insure that the airplane is properly
loaded. See Section 6 (Weight and Balance) for
proper loading instructions.
2.15 MANEUVER LIMITS

No acrobatic maneuvers including spins approved.
2.17 FLIGHT LOAD FACTORS

(a) Positive Load Factor (Maximum) 3.8 G
(b) Negative Load Factor (Maximum) No inverted maneuvers
approved
(c) Positive Load Factor- Flaps Down (Maximum) 2.0 G
(d) Negative Load Factor- Flaps Down (Maximum) No inverted
maneuvers approved

2.-5
SECTION2
LIMITATIONS PA-32R-301, SARATOGA TI HP
2.19 TYPES OF OPERATIONS

•
The airplane is approved for the following operations when equipped in
accordance with FAR 91 or FAR 135.
(a)Day VF.R.
(b)Night VF.R.
(c)Day I.F.R.
(d)Night I. P.R.
(e)Non Icing
2.21 FUEL LIMITATIONS

(a) Total Capacity ................................................................. 107 U.S. GAL.
(b) Unusable Fuel ..................................................................... 5 U.S. GAL.
The unusable fuel for this airplane has been determined as 2.5
gallons in each wing in critical flight attitudes (2.5 gallons is the
total per side, each side having two interconnected tanks).
(c) Usable Fuel ........................... :......................................... 102 U.S. GAL.
The usable fuel in this airplane has been determined as 51 gallons in
each wing (51 gallons is the total per side, each side having two
interconnected tanks).

?.~
SECTION2
INTENTIONALLY LEFT BLANK

2-7
SECTION2
2.25 PLACARDS
,
In full view of the pilot:
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE

Wl'lli THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND
MANUAlS. NO ACROBATIC MANEUVERS INCLUDING SPINS, APPROVED.
THIS AIRCRAFT APPROVED FOR V.F.R., I.F.R., DAY AND NIGHT NON-ICING FLIGHT WHEN
EQUIPPED IN ACCORDANCE WITH FAR 91 OR FAR 135.
WARNING
TURN OFF STROBE LIGHTS WHEN IN CLOSE PROXIMITY TO GROUND, OR DURING
FLIGHT THROUGH CWUD,FOG OR HAZE.

WARNING
TURN OFF STROBE LIGHTS WHEN IN
CLOSE PROXIMITY TO GROUND OR
DURING FLIGHT THROUGH CLOUD,
FOG OR HAZE.
In full view of the pilot and passengers:

NO SMOKING
Adjacent to front door latch:

CAUTION
DO NOT ATTEMPT TO CLOSE DOOR
WITH HANDLE IN LATCHED
POSITION.

2-8
SECTION2
On the instrument panel in full view of the pilot:

•
VA 134 AT 3600 LBS
(SEE A.F.M.)
On the instrument panel in full view of the pilot:

DEMO X-WIND 17 KTS

Vw 132 DN. 110 UP
VLE132MAX
Near gear selector switch:

GEAR UP 110KIASMAX
DOWN 132KIASMAX
Adjacent to upper door latch (rear door):

ENGAGE LATCH BEFORE FLIGHT

DO NOT EXCEED 23 INCHES OF
MANIFOLD PRESSURE BELOW 2100
RPM.
If required, on the aft close out panel:

REAR PASSENGER/BAGGAGE AREAS
MAXIMUM ALLOWABLE WEIGHT
MAXIMUM ALLOWABLE COMBINED WEIGHT IN AFT SEATS IS
POUNDS
LOAD IN ACCORDANCE
WITH WEIGHT BALANCE DATA

REVISED: MARCH 11, 2002 2-9
SECTION2
,
In full view of the pilot, in the area of the air conditioner controls when
the air conditioner is installed:
WARNING AIR CONDITIONER MUST
BE OFF TO INSURE NORMAL
TAKEOFF CLIMB PERFORMANCE.
On the inside of the forward baggage compartment:
MAXIMUM BAGGAGE THIS COMPART-
MENT 100 LBS. SEE THE LIMITATIONS
SECTION OF THE AIRPLANE FLIGHT
MANUAL.
On aft baggage closeout:

MAXIMUM BAGGAGE THIS COMPART-
MENT 100 LBS. NO HEAVY OBJECTS ON
HAT SHELF.
On storm window:
DO NOT OPEN ABOVE 129 KIAS.
On executive writing table:

CAUTION - THIS TABLE MUST BE
STOWED DURING TAKEOFF AND
LANDING.

2-10
SECTION2
PA-32R-301, SARATOGA IT HP LIMITATIONS
Adjacent to fuel tank filler caps:
AVGAS ONLY
,, GRADE GRADE
100LL 100
ARMRESTS ARE TO BE IN THE STOWED

POSITION FOR TAKEOFF AND LANDING

SECTION2
LIMITATIONS PA-32R-301, SARATOGA ll liP
On right hand side• of of console top:
MONITOR, ALL
LOOSE ITEMS,
AND CONSOLE
TOP ARE TO BE
IN THE STOWED
POSITION FOR
TAKEOFF AND
LANDING
MAXIMUM, WEIGIIT
ALLOWABLE ON
THE CONSOLE
TOP IN THE
EXTENDED
POSITION
IS 10 LBS

2-12
'
TABLE OF CONTENTS
SECTION3
EMERGENCY PROCEDURES
Paragraph Page
No. No.
3.1 General.......................................................................................... 3-1

3.3 Airspeeds for Safe Operation........................................................ 3-2
3.5 Emergency Procedures Checklist.................................................. 3-2
Engine Fire During Start.......................................................... 3-2
Engine Power Loss During Takeoff......................................... 3-2
Engine Power Loss In Flight.................................................... 3-3
Power Off Landing................................................................... 3-3
Fire In Flight............................................................................. 3-4
Loss of Oil Pressure ................................................................ · 3-4
Loss of Fuel Flow..................................................................... 3-4
Engine-Driven fuel pump Failure ............................................ 3-4
High Oil Temperature............................................................... 3-5
Electrical Failures..................................................................... 3-5
Electrical Overload................................................................... 3-5
Propeller Overspeed .................... .... .. .... .. .... .. ..... .. ....... ............. 3-6
Emergency Landing Gear Extension........................................ 3-7
Spin Recovery ........................ :................................................. 3-7
Open Door ..................................................... ;.......................... 3-8
3. 7 Amplified Emergency Procedures (General)................................ 3-9
3.9 Engine Fire During Start............................................................... 3-9
3.11 Engine Power Loss During Takeoff.............................................. 3-9
3.13 Engine Power Loss In Flight......................................................... 3-10
3.15 Power Off Landing........................................................................ 3-11
3.17 Fire In Flight................................................................................. 3-12

3-i
•
TABLE OF CONTENTS (cont)
SECTION 3 (cont)
Paragraph Page
No. No.
3.19 Loss of Oil Pressure .................................................................... . 3-13

3.21 Loss of Fuel Flow ........................................................................ . 3-13
3.23 Engine-Driven fuel pump Failure ................................ .-................ 3-14
3.25 High Oil Temperature ................................................................... 3-14
3.26 Electrical Failures ......................................................................... · 3-14
3.27 Electrical Overload ....................................................................... 3-15
3.29 Propeller Overspeed ...................................................................... 3-16
3.31 Emergency Landing Gear Extension ............................................ 3-16
3.33 Spin Recovery............................................................................... 3-16
3.35 Open Door..................................................................................... 3-17
I 3.37 Engine Roughness......................................................................... 3-17

3-ii
SECTION3
PA-32R-301, SARATOGA II HP EMERGENCY PROCEDURES
SECTION3
EMERGENCY PROCEDURES
3.1 GENERAL
The recommended procedures for coping with various types of
emergencies and critical situations are provided by this section. All of 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
checklist which supplies an action sequence for critical situations with little
emphasis on the operation of systems. '
The remainder of the section is devoted to amplified emergency

procedures containing additional information to provide the pilot with a
more complete understanding of the procedures.
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 a 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: JUNE 30, 1997 REPORT: VB-1669

3-1
SECTION3
EMERGENCY PROCEDURES PA-32R-301, SARATOGA II HP
3.3 AIRSPEEDS
, FOR SAFE OPERATION
Staii3~ofbs (Gear Up, oo Flap) ............................................................67 KIAS
3600 lbs (Gear Down, 40° Flap) .....................................................63 KIAS
Maneuvering Speeds
3600 lbs ..............................................•........................................... l34 KIAS
2230 lbs .......................................................................................... 105 KIAS
Never Exceed Speed ............................................................................. 191 KIAS
Power Off Glide Speed
3600 lbs (Gear Up, 0° Flap) ............................................................ 83 KIAS -
3.5 EMERGENCY PROCEDURES CHECKLIST

ENGINE FIRE DURING START
Start.. .................................................................................................crank engine
Mixture ............................................................................................... .idle cut-off
Throttle ................................................................................:......................... open
Electric fuel pump .......................................................................................... OFF
Fuel selector ................................................................................................... OFF
Abandon if fire continues
ENGINE POWER LOSS DURING TAKEOFF
If sufficient .runway remains for a normal landing, leave gear down and land
straight ahead.
gea;~e~~:ir i:~~~~~·--~-~-~~~-~-~~.~~~~.~~~.~~.~.~~.~.~~~~·~·~·~·~-~:.....................UP
If sufficient altitude has been gained to attempt a restart:
Maintain safe airspeed
Fuel selector .................................................................................... switch to tank
containing fuel
Electric fuel pump .................................................................................. check ON
Mixture ..............................................................................................check RICH
Alternate air ................................................................................................ OPEN
If power is not regained, proceed with power offlanding.
ENGINE POWER LOSS IN FLIGHT

If at low altitude:
Airspeed .............................................................•...............MAINTAIN 83 KIAS
Minimum
Prepare for power off landing.

3-2
SECTION3
ENGINE POWER LOSS IN FLIGHT (continued)

If altitud~ permits:
Fuel selector .................................................................................... switch to tank
containing fuel
Electric fuel pump ......................................................................................: .... ON
Mixture ........................................................................................................ RICH
Alternate air ................................................................................................ OPEN
Engine gauges ....................................................................... check for indication
of cause of power loss
If no fuel flow is indicated, check tank selector position to be sure it is on a
tank containing fuel.
When power is restored:
Alternate air ...........................................................................................CLOSED
Mixture ................................................................................... adjust as necessary
If power is not restored prepare for power off landing.
POWER OFF LANDING

Trim for 83 KIAS
Locate suitable field.
Establish spiral pattern.
1000 ft. above field at downwind position for normal landing approach.
When field can easily be reached extend full flaps for shortest landing.
Touchdowns should normally be made at lowest possible airspeed with full
flaps. ·
When committed to landing:
Landing gear selector ................................................................................DOWN
Flaps ................................................... :.................................................As desired
Throttle ......................................................................................................... Close
Magnetos ........................................................................................................ OFF
Battery Master switch .................................................................................... OFF
ALTR Switch ................................................................................................. OFF
Seat belt and harness ......................................................................................tight
NOTE:
If battery master switch is OFF, the landing gear can not be
retracted and the gear position lights and flaps will be inoperative

3-3
SECTION3
FIRE IN FLIGHT
•
Source of fire ............................................................................................... check
Electrical fire (smoke in cabin):
Batt. Master switch ........................................................................................ OFF
ALTR switch .... .'............................................................................................. OFF
Vents ..............................................................................................................open
Cabin heat ...................................................................................................... OFF
Land as soon as practicable.
Engine fire:
Throttle .......................................................................................... ,....... CLOSED
Electric fuel pump ............................................................................... check OFF
Heater and defroster ....................................................................................... OFF
Proceed with power off landing procedure
NOTE:
The possibility of an engine fire in flight is extremely remote.
The procedure given is general and Pilot judgment should be
the determining factor for action in such an emergency.
LOSS OF OIL PRESSURE
Land as soon as possible and investigate cause. Prepare for power off
landing. .
LOSS OF FUEL FLOW

Electric fuel pump ........................................................................................... ON
Fuel selector ....... .'............................................................................ check on tank
containing usable fuel
ENGINE DRIVEN FUEL PUMP FAILURE.
Throttle ........................................................................................................ retard
Throttle ............................ ;........................................................... reset as required
CAUTION:
If normal engine operation and fuel flow is not immediately
re-established, the electric fuel pump should be turned OFF.
The lack of a fuel flow indication while the electric fuel
pump is on could indicate a leak in the fuel system or fuel
exhaustion. If fuel system leak is verified, switch fuel
selector to off.

3-4
SECTION3
PA·32R·301, SARATOGA II HP EMERGENCY PROCEDURES
IITGH OIL TEMPERATURE

'
Land at nearest airport and investigate the problem. Prepare for power off
landing.
ELECTRICAL FAILURES
Alternator Inop annunciator light illuminated
Alternator ammeter ............................................................. Verify approximately
Zero output
Battery ammeter .............................................................Verify battery supplying
aircraft power (neg. reading)
If indications verify loss of alternator output
ALT switch ..................................................................................................... OFF
Reduce electrical loads to minimum
ALT circuit breaker ...................................................................... check and reset

as required
ALT switch ...................................................................................................... ON
If alternator output not restored

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

soon as practical. The battery is the only remaining source of electrical
power. The Low Bus Voltage annunciator light will illuminate as battery
power is depleted.
Note:
If the battery is depleted, the landing gear must
be lowered using the Emergency Extension
Procedure. The gear position lights and flaps
will be inoperative.

REVISED: JUNE 12, 2000 3-5
SECTION3
ELECTRICAL OVERLOAD (ALTERNATOR OVER 20 AMPS ABOVE

KNOWN ELECTRICAL LOAD)
If electrical overload condition is present and abnormally high battery charge
load persists (longer than 5 minutes):
ALT switch ......................................................................................................ON
BAT switch ..................................................................................................... OFF
Land as soon as practical.
NOTE
Due to increased system voltage and radio ·
frequency noise, operation with ALT switch ON
and BAT switch OFF should be made only
when required by an electrical system failure.
If electrical overload condition is present and battery charge load is normal:

ALT switch..................................................................................................... OFF
Electrical load ........................................................................reduce to minimum
BAT switch .......................................................................................... as required
Land as soon as possible. Anticipate complete electrical failure. The Low Bus
Voltage annunciator light will illuminate if prolonged battery power usage is
required.
NOTE
be lowered using the emergency extension
procedure. The gear position lights and flaps will
be inoperative.
PROPELLER OVERSPEED
Throttle ........................................................................................................retard
Oil pressure ..................................................................................................check
Prop control ....................................................................... full DECREASE rpm,
$en set if any
control available
Airspeed ......................................................................................................reduce
Throttle ................................................................................ as required to remain
below 2700 rpm

3-6 REVISED: JUNE 12, 2000
SECTION3
EMERGENCY LANDING GEAR EXTENSION

•
NOTE:
Refer to paragrap;h 4.39 for differences when emergency
gear extension is being performed for training purposes.
Prior to emergency extension procedure:

Batt. Master switch ...............................................................................check ON
ALTR switch ......................................................................................... check ON
Circuit breakers ............................................................................................ check
Day /night dimming switch (in daytime) .......................................................day
Gear indicator bulbs ..............................................................check by depressing
Annunc. test
If landing gear does not check down and locked:
Airspeed ..........................................................................Reduce below 90 KIAS
Landing gear selector ....................................................................GEAR DOWN
POSITION
If landing gear still does not check down and locked:

Landing Gear Pump Circuit Breaker...........................................................PULL I
Emergency gear knob ......................................PULL, while fish tailing airplane
(under normal conditions will take approx.
10 seconds to be down and locked)
If all electrical power has been lost, the landing gear must be extended using
the above procedures. The gear position indicator lights will not illuminate.
SPIN RECOVERY
Rudder ...........................................................................................full opposite to
direction of rotation
Control wheel ........................................................................... full forward while
neutralizing ailerons
Throttle ........................................................................................................... .idle
Rudder ..................................................................... neutral (when rotation stops)
Control wheel .................................................................. as required to smoothly
regainlevelflightattitude

REVISED: JANUARY 9, 2001 3-7
SECTION3
EMERGENCY PROCEDURES PA-32R-301, SARATOGA IT HP
OPEN DOOR
If the door latch is open, the door will trail slightly open and airspeeds will be
reduced slightly.
To close the door in flight:

Slow airplane to 90 KIAS
Cabin vents .................................................................................................... close
Storm window ............................................................................................... open
If door latch is open ............................................................pull on armrest while
moving latch handle
to latched position

3-8
SECTION3
PA-32R-301, SARATOGA TI HP EMERGENCY PROCEDURES
3.7 EMERGENCY PROCEDURES (GENERAL)

•
The following paragraphs are presented to supply additional
information for the purpose of providing the pilot with a more complete
understanding of the recommended course of action and probable cause of
an emergency situation.
3.9 ENGINE FIRE DURING START

Engine fires during start are usually the result of overpriming. The first
attempt to extinguish the fire is to try to start the engine and draw the excess
fuel back into the induction system.
If a fire is present before the engine has started, move the mixture
control to idle cut-off, open the throttle and crank the engine. This is an
attempt to draw the fire back into the engine.
If the engine has started, continue operating to try to pull the fire into
the engine.
In either case (above), if fire continues more than a few seconds, the fire
should be extinguished by the best available external means.
The fuel selector valve should be OFF and the mixture at idle cut-off if
an external fire extinguishing method is to be used.
3.11 ENGINE POWER LOSS DURING TAKEOFF

The proper action to be taken if loss of power occurs during takeoff will
depend on the circumstances of the particular situation.
If sufficient runway remains to complete a normal landing, leave the

landing gear down and land straight ahead.
If the area ahead is rough, or if it is necessary to clear obstructions, move

the gear selector switch to the UP position.
If sufficient altitude has been gained to attempt a restart, maintain a safe

airspeed and switch the fuel selector to another tank containing fuel. Check
the electric fuel pump to. insure that it is ON and that the mixture is RICH.
The alternate air should be OPEN.

3-9
SECTION3
If engine failure was caused by fuel exhaustion, power will not be

regained after switching fuel tanks until the empty fuel lines are filled. This ·
may require up to ten seconds.
If power is not regained, proceed with Power Off Landing procedure

(refer to the emergency checklist and paragraph 3.15).
3.13 ENGINE POWER LOSS IN FLIGHT

Complete engine power loss is usually caused by fuel flow interruption
and power will be restored shortly after fuel flow is restored. If power loss
occurs at a low altitude, the first step is to prepare for a power off landing
(refer to paragraph 3.15). An airspeed of at least 83 KI~S should be
maintained.
If altitude permits, switch the fuel selector to another tank containing

fuel and tum the electric fuel pump ON. Move the mixture control to RICH
and the alternate air to OPEN. Check the engine gauges for an indication of
the cause of the power loss. If no fuel flow is indicated, check the tank
selector position to be sure it is on a tank containing fuel.
When power is restored move the alternate air to the CLOSED
position, tum OFF the electric fuel pump and adjust the mixture control as
necessary.
If the preceding steps do not restore power, prepare for an emergency
landing.
If time permits, secure (OFF) one magneto at a time, then back to ON.
Move the throttle and mixture control levers to different settings. This may
restore power if the problem is too rich or too lean a mixture or if there is a
partial fuel system restriction. Try other fuel tanks. Water in the fuel could
take some time to be used up, and allowing the engine to windmill may
restore power. If power loss is due to water, fuel flow indications will be
normal.
. If engine failure was caused by fuel exhaustion, power will not be
restored after switching fuel tanks until the empty fuel lines are filled. This
may require up to ten seconds.
If power is not regained, proceed with the Power Off Landing procedure
(refer to the emergency checklist and paragraph 3.15).

3-10
SECTION3
3.15 POWER OFF LANDING

'
If Joss of power occurs at altitude, trim the aircraft for best gliding
angle (83 KIAS, Air Cond. off) and look for a suitable field. If measures
taken to restore power are not effective, and if time permits, check your
charts for airports in the immediate vicinity; it may be possible to land at
one if you have sufficient altitude. At best gliding angle, with no wind, with
the engine windmilling and the propeller control in full DECREASE rpm,
the aircraft will travel approximately 1.5 miles for each thousand feet of
altitude in a no wind condition. If possible, notify the FAA or any other
authority, by radio of your difficulty and intentions. If another pilot or
passenger is aboard, let them help.
When you have located a suitable field, establish a spiral pattern around
this field. Try to be at 1000 feet above the field at the downwind position, to
make a normal landing approach. When the field can easily be reached,
extend full flaps for the shortest landing. Excess altitude may be lost by
widening your pattern, using flaps or slipping, or a combination of these.
Whether to attempt a landing with gear up or down depends on many
factors. If the field chosen is obviously smooth and firm, and long enough to
bring the plane to a stop, the gear should be down. If there are stumps or
rocks or other large obstacles in the field, the gear in the down position will
better protect the occupants of the aircraft. If, however, the field is suspected
to be excessively soft or short, or when landing in water of any depth, a
wheels-up landing will normally be safer and do less damage to the airplane.
Touchdown should normally be made at the lowest possible airspeed with

flaps fully extended.
When committed to landing, verify the landing gear selector position as
required by field conditions. Lower the flaps as desired, close the throttle,
move the mixture to idle cut-off, and shut off the magnetos. Tum the battery
master and alternator switches OFF. Move the fuel selector valve to OFF. The
seat belts and shoulder harness should be tightened.
NOTE
If the battery master switch is OFF, the gear
cannot be retracted. The gear position lights and
flaps will be inoperative.

3-11
SECTION3
3.17 FIRE IN ,FLIGHT

The presence of fire is noted through smoke, smell and heat in the
cabin. It is essential that the source of the fire by promptly identified through
instrument readings, character of smoke, or other indications since the
action to be taken differs somewhat in each case.
Check for the source of the fire first.
If an electrical fire is indicated (smoke in the cabin), turn the battery

master and alternator switches OFF. The cabin vents should be opened and the
cabin heat turned OFF. A landing should be made as soon as possible.
If an engine fire is present, switch the fuel selector to OFF, close the
throttle, and move the mixture to idle cut-off. Check that the electric fuel
pump is OFF. In all cases, the heater and defroster should be OFF. If radio
communication is not required select battery master and alternator· switches
OFF. If the terrain permits, a landing should be made immediately.
N01E
The possibility of an engine fire in flight is
extremely remote. The procedure given is
general and pilot judgment should be the
determining factor for action in such an
emergency.

3-12
SECTION3
3.19 LOSS OF OIL PRESSURE

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

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

airport landing while power is stiii available, particularly if other indications
of actual oil pressure loss, such as sudden increases in temperatures, or oil
smoke, are apparent, and an airport is not close.
If engine stoppage occurs, proceed with Power Off Landing.
3.21 LOSS OF FUEL FLOW

The most probable cause of loss of fuel flow is either fuel depletion in the
fuel tank selected or failure of the engine driven fuel pump. If loss of fuel
flow occurs, turn ON the electric fuel pump and check that the fuel selector is
on a tank containing usable fuel.
If loss of fuel pressure is due to failure of the engine driven fuel pump the
electric fuel pump will supply sufficient fuel flow.
After fuel flow and power are regained, turn the electric fuel pump OFF.
If fuel flow starts to drop, turn the electric fuel pump ON and land at the
nearest suitable airport as soon as possible and have the cause investigated.
CAUTION
If normal engine operation and fuel flow is not
immediately re-established, the electric fuel
pump should be turned off. The lack of fuel
flow indication could indicate a leak in the fuel
system, or fuel exhaustion.
• ISSUED: JUNE 30, 1997 REPORT: VB-1669

3-13
SECTION3
3.23 ENGINE DRIVEN FUEL PUMP FAILURE

•
If an engine driven fuel pump failure is indicated, retard the throttle and
tum ON the electric fuel pump. The throttle should then be reset as required. A
landing should be made at the nearest appropriate airport as soon as possible
and the cause of the failure investigated.
CAUTION
If normal engine operation and fuel flow is not
immediately re-established, the electric fuel
pump should be turned off. The lack of a fuel
flow indication while the electric fuel pump is on
could indicate a leak in the fuel system, or fuel
exhaustion. If fuel system leak is verified,
switch fuel selector to off.
3.25 IDGH OIL TEMPERATURE
An abnormally high oil temperature indication may be caused by a low
oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a
defective gauge, or other causes. Land as soon as practical at an appropriate
airport and have the cause investigated.
A steady, rapid rise in oil temperature is a sign of trouble. Land at the
nearest airport imd let a mechanic investigate the problem. Watch the oil
pressure gauge for an accompanying loss of pressure.
3.26 ELECTRICAL FAILURES
Loss of alternator output is detected through Alternator Inop
annunciator illumination, zero alternator ammeter indication and negative
battery ammeter indications (battery is supplying aircraft power). If these
indications are present, the battery is the only source of aircraft power and
electrical loads should be reduced to a minimum.
First, check the alternator circuit breaker for a popped circuit (breaker
out).
Next reset the alternator by moving the ALT switch to OFF for one
second and then to ON. If the trouble was caused by a momentary
overvoltage condition (30.5 volts and up) this procedure should return the
ammeter to a normal reading.

3-14
SECTION3
If the alternator and battery ammeters continue to indicate alternator

failure, or' if the alternator will not remain reset, turn off the ALT switch,
maintain minimum electrical load and land as soon as practical. All electrical
load is being supplied by the battery. The Low Bus Voltage annunciator will
illuminate as battery power is depleted.
3.27 ELECTRICAL OVERLOAD (alternator over 20 amps above known
electrical load)'
If abnormally high alternator output is observed (more than 20 amps

above known electrical load for the operating conditions) it may be caused
by a low battery, a battery fault or other abnormal electrical load. If the cause
is a low battery, the battery charge indication should begin to decrease
toward normal within 5 minutes. If the high battery charge load persists,
turn the battery master switch OFF and land as soon as practical. All
electrical loads are being supplied by the alternator.
If the electrical overload condition is present and the battery charge

load is normal, turn the alternator OFF and reduce the electrical loads to a
minimum. Battery power should be used only as required and the flight
should be terminated as soon as possible. If battery power is required for
flight, the Low Bus Voltage annunciator light will illuminate as battery
power is depleted. Complete electrical failure is possible if prolonged
battery power usage is required.
NOTE
Due to higher voltage and radio frequency
noise, operation with the ALT switch ON and
the BAT switch OFF should be made only when
required by an electrical failure.
NOTE
be lowered using the emergency extension
procedure. The gear position lights and flaps will
be inoperative.

SECTION3
EMERGENCY PROCEDURES PA-32R-301, SARATOGA ll HP
3.29 PROPELLER OVERSPEED

Propeller overspeed is caused by a malfunction in the propeller
governor or low oil pressure which allows the propeller blades to rotate to
full low pitch.
If propeller overspeed should occur, retard the throttle and check the
oil pressure. The propeller control should be moved to full DECREASE
rpm and then set if any control is available. Airspeed should be reduced and
throttle used to maintain below 2700 RPM.
3.31 EMERGENCY LANDING GEAR EXTENSION
Prior to proceeding with an emergency gear extension, check to insure
that the battery master and alternator switches are ON and that the circuit
breakers have not opened. If it is daytime, the day/night dimmer switch should
be in the day position. Check the landing gear indicators for faulty bulbs by
depressing the annunciator press to test..
NOTE
Refer to Par. 4.39 for differences when
emergency extension procedure is performed for
training purposes.
If the landing gear does not check down and locked, reduce the airspeed
to below 90 KIAS. Move the landing gear selector to the DOWN position. If
I
the landing gear still does not check down and locked, PULL the landing gear
pump circuit breaker and PULL the emergency extend knob while fish tailing
the airplane.
Under normal conditions, the above procedure, will require approximately 10
seconds for the gear to extend and lock down.
If all electrical power has been lost, the landing gear must be extended
using the above procedure. The gear position indicator lights will not
illuminate.
3.33 SPIN RECOVERY
Intentional spins are prohibited in this airplane. If a spin is
inadvertently entered, immediately apply full rudder opposite to the
direction of rotation. Move the 2ontrol wheel full forward while neutralizing
the ailerons. Move the throttle to IDLE. When the rotation stops, neutralize
the rudder and ease back on the control wheel as required to smoothly
regain a level flight attitude.

3-16 REVISED: JANUARY 9, 2001
SECTION3
3.35 OPEN DOOR

•
The cabin door is latched through a pin mechanism, so the chances of its
springing open in flight is remote. However, should you forget to fully engage
the door latch, the door may spring partially open. This will usually happen at
takeoff or soon afterward. A partially open door will not affect normal flight
characteristics, and a normal landing can be made with the door open.
If the door latch is open, the door will trail slightly open, and airspeed will
be reduced slightly.
To close the door in flight, slow the airplane to 90 KIAS, close the cabin
vents and open the storm window. If the door latch is open, pull on the
armrest while moving the latch handle to the latched position.
3.37 ENGINE ROUGHNESS

Engine roughness may be caused by dirt in the injector nozzles,
induction filter icing, or ignition problems.
First adjust the mixture for maximum smoothness. The engine will run
rough if the mixture is too rich or too lean.
Move the alternate air to OPEN and then turn ON the electric fuel
pump.
Switch the fuel selector to another tank to see if fuel contamination is

the problem.
Check the engine gauges for abnormal readings. If any gauge readings
are abnormal proceed accordingly.
Secure (OFF) one magneto at a time, then back to ON. If operation is
satisfactory on either magneto, proceed on that magneto at reduced power
with full RICH mixture to a landing at the first available airport.
If roughness persists, prepare for a precautionary landing at pilot's
discretion.

3-17
SECTION3
THIS PAGE INTENTIONALLY LEFTBLANK

3-18
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TABLE OF CONTENTS
SECTION4
NORMAL PROCEDURES
Paragraph Page
No. No.
4.1 General.......................................................................................... 4-1

4.3 Airspeeds for Safe Operations ...................................................... 4-1
4.5 Normal Procedures Checklist........................................................ 4-3
Preflight Check.......................................................................... 4-3
Engine Start GeneraL................................................................. 4-6
Before Starting Engine .............................................................. 4-6
Normal Start- Cold Engine...................................................... 4-6
Normal Start- Hot Engine........................................................ 4-7
Engine Start When Flooded....................................................... 4-7
Starting With External Power Source........................................ 4-7
Warm-Up ................................................................................... 4-8
Taxung. ... ..... .. ... .. ....... .. ... ..... ... ........ .. ... ...... .. .. .... .. ......... ... ....... ... 4-8
Ground Check............................................................................. 4-8
Before Takeoff........................................................................... 4-9
Takeoff...................·................................. ................. .................. 4-9
Climb ... ... ........ ..... ... .. .... .. ... ... ... ... ... ... ... ...... .. ...... .. ... ..... ...... ..... ... 4- 10
Cruise......................................................................................... 4-10
Approach and Landing .... ..... ...... ... ... .... ....... ...... .. ... .. .... .. ... ... .. .. . 4-10
Go-Around................................................................................. 4-1 1
Stopping Engine ....................................... .............................. .. . 4-11
Mooring..................................................................................... 4-12
4. 7 Preflight Check ............................................. ................................ 4-13
4.9 Before Starting Engine.................................................................. 4-17
4.11 StartingEngine ........................................ ,..................................... 4-17
4.13 Warm-Up....................................................................................... 4-19
4.15 Taxiing........................................................................................... 4-19

4-i
,
TABLE OF CONTENTS (coot)
SECTION 4 (coot)
Paragraph Page
No. No.
4.17 Ground Check............................................................................... 4-21

4.19 Before Takeoff..................................................... ;......................... 4-22
4.21 Takeoff.......................................................................................... 4-22
4.23 Climb............................................................................................. 4-23
4.25 CruiSing......................................................................................... 4-23
4.27 Approach and Landing.................................................................. 4-25
4.29 Go-Around.................................................................................... 4-26
4.30 After Landing................................................................................ 4-26
4.31 Stopping Engine............................................................................ 4-26
4.33 Parking.......................................................................................... 4-26
4.35 Stalls ............................................................................................. 4-27
4.37 Turbulent Air Operation................................................................ 4-27
4.39 Landing Gear................................................................................. 4-27
4.41 Weight and Balance....................................................................... 4-28
4.43 Noise Level................................................................................... 4-28

4-ii REVISED: AUGUST 10, 1998
SECTION 4
PA-32R-301, SARATOGA II HP NORMAL PROCEDURES
SECTION4
NORMAL PROCEDURES
4.1 GENERAL
This section describes the recommended procedures for the conduct of
normal operations for the airplane. All of the required (FAA regulations)
procedures and those necessary for operation of the airplane as determined
by the operating and design features of the airplane are presented.
Normal procedures associated with those optional systems and
equipment which require handbook supplements are provided in Section 9
(Supplements).
These procedures are provided to present a source of reference and

review and to supply information on procedures which are not the same for
all aircraft. Pilots should familiarize themselves with the procedures given in
this section in order to become proficient in the normal operations of the
airplane.
The first portion of this section consists of a short form check list which
supplies an action sequence for normal operations with little emphasis on the
operation of the systems.
The remainder of the section is devoted to amplified normal procedures
which provide detailed information and explanations of the procedures and
how to perform them. This portion of the section is not intended for use as an
in-flight reference due to the lengthy explanation. The short form checklist
should be used for this purpose.
4.3 AIRSPEEDS FOR SAFE OPERATIONS

The following airspeeds are those which are significant to the operation
of the airplane. These figures are for standard airplanes flown at gross weight
under standard conditions at sea level.

4-1
SECTION4
NORMAL PROCEDURES PA-32R-301, SARATOGA II HP
Performance for a specific airplane may vary from published figures

depending upo'n the equipment installed, the condition of the engine,
airplane and equipment, atmospheric conditions and piloting technique.
(a) Best Rate of Climb Speed

gear down, flaps up ........................................................... 85 KIAS
gear up, flaps up ................................................................ 93 KIAS
(b) Turbulent Air Operating Speed (See Subsection 2.3) ............ 134 KIAS
(c) Maximum Flap Speed ............................................................ 110 KIAS
(d) Landing Final Approach Speed (Full Flaps) ............................ 80 KIAS
(e) Maximum Demonstrated Crosswind Velocity ........................... 17 KTS

4-2 REVISED: MARCH 11, 2002
SECTION4
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WALK-AROUND
Figure4-1
4.5 NORMAL PROCEDURES CHECKLIST
PREFLIGHT CHECK
CAUTION: The flaps must be placed in the up position for the flap to
support weight. Passengers should be cautioned accordingly.
COCKPIT
CAUTION: When draining any amount offuel, care should be taken to
ensure that no fire hazard exists before starting engine.
Fuel strainer .................................................drain & check for water & sediment
Control wheel ............................................................................. release restraints
Gear Handle ..................................................................................................down
Parking brake .................................................................................................... set
Avionics ......................................................................................................... OFF
All switches ...................................................................................................OFF
Magneto switches .......................................................................................... OFF
Battery master switch ...................................................................................... ON
Fuel gauges .................................................................................... check quantity
Annunciator panel ........................................................................................ check
Flaps ...........................................................................................................extend
Battery master switch .................................................................................... OFF
Primary flight controls ................................................................ proper operation
Trim ............................................................................................................ neutral
Pitot and static systems ...................................................................................... drain
Windows ..................................................................................................check clean
Required papers and POH ..................................................................check on board
Tow bar and baggage .............................................................. stow properly - secure
Baggage door-Rear ........................................................................... close and secure

4-3
SECTION4
RIGHT WING-
Surface condition ................................................................. clear of ice, frost, snow ·.
Flap and hinges ................................................................................................ check
Aileron and hinges ........................................................................................... check
Static wicks ........................................................................................ check - secure
Wmg tip and nav/strobe lights .........................................................................check
Landing light. ................................................................................................... check
Fuel tank ................................................................................. check supply visually
-secure cap
Fuel quantity gauge.......................................................................................... check
Fuel tank vent .................................................................................................... clear
CAUTION: When draining any amount of fuel, care should be taken
to ensure that no fire hazard exists before starting engine.
Fuel tank sumps ......................................................................... drain and check for
water, sediment and proper fuel
Tie down and chock ...................................................................................... remove
Main gear strut ........................................................ proper inflation (4.00 ± .25 in.)
Tire .................................................................................................................. check
Brake block and disc ........................................................................................check 1
Fresh air inlet. .................................................................................................... clear
NOSE SECTION
Baggage door ................................................................................. close and secure
General condition............................................................................................. check
Baggage door .................................................................................close and secure
Cowling ........................................................................................................... secure
Windshield ........................................................................................................ clean
Propeller and spinner ............................................................................. ,......... check
Air inlets ............................................................................................................ clear
Engine baffle seals ........................................................................................... check
Chock ............................................................................................................ remove
Nose gear strut ........................................................ proper inflation (3.25 ± .25 in.)
Nose Gear Doors ..............................................................................................check
Nose wheel tire ................................................................................................ check
I
Landing light (s/n 3246001 thru 3246224 only) ............................................. secure
Oil .................................................................................................... check quantity
Dipstick. ............................................................................................ properly seated ,
Oil filler cap .................................................................................................... secure

4-4 REVISED: AUGUST 12, 2004
SECTION4
LEFT WING
Surface condition ................................................................ clear of ice, frost, snow
Fresh air inlet ................................................................................................... clear
CAUTION: When draining any amount of fuel, care should be taken to
ensure that no fire hazard exists before starting engine.
Fuel tank sump ..........................................................................drain and check for
water, sediment and proper fuel
Tie down and chock .....................................................................................remove
Main gear strut... .................................................... proper inflation (4.00 ± .25 in.)
Tire ................................................................................................................. check
Brake block and disc ...................................................................................... check
Fuel tank vent.. ................................................................................................. clear
Fuel quantity gauge ........................................................................................ check
Fuel tank ................................................................................ check supply visually
-secure cap
Stall warning vanes ......................................................................................... check
Pi tot head ....................................................................... remove cover - holes clear
Landing light .................................................................................................. check
Wing tip and nav/strobe lights ........................................................................ check
Aileron and hinges .......................................................................................... check
Flap and hinges ............................................................................................... check
Static wicks .........................................................................................check secure
FUSELAGE
Antennas ......................................................................................................... check
Static Vents .......................................................................................................clear
Empennage ......................................................................... clear of ice, frost, snow
Stabilator and trim tab ....................................................................................check
Tie down ......................................................................................................remove
MISCELLANEOUS
Battery master switch ......................................................................................... ON
Flaps .............................................................................................................. retract
Interior lighting ................................................................................. ON and check
Pitot heat switch ................................................................................................. ON
Pitot heat Off/Inop annunciator ........................................................................ OFF
CAUTION: Care should be taken when an operational check of the
heated pitot head is being performed. The unit becomes very hot.
Ground operation should be limited to three minutes to avoid
damaging the heater elements.
Exterior lighting switches .................................................................. ON and check
Pitot ..................................................................................................... check - warm

REVISED: AUGUST 12, 2004 4-5
SECTION4
NO~LPROCEDURES PA-32R-301, SARATOGA ll HP
Stall warning hom ............................................................................................ check

All lighting switches .......................................................................................... OFF
Pitot heat switch .................................................................................................OFF
Pitot heat Off/Inop annunciator .......................................................................... ON
Battery master switch ........................................................................................OFF
Passengers ........................................................................................................board
Doors ............................................................................................Closed and secure
Seats ...................................................................................... Adjusted & Locked
Seat belts and harness ...........................................................................fasten/adjust
check inertia reel
NOTE: With the shoulder harness fastened and adjusted, a pull test of it's
locking restraint feature should be performed.
ENGINE START ·GENERAL
CAUTION: Do not attempt flight if there is no indication of alternator output.
CAUTION: If a positive oil pressure is not indicated within 30 seconds
following an engine start, stop the engine and determine the trouble. In
cold weather it will take a few seconds longer to get a positive oil pressure
indication.
NOTE: Starter manufacturers recommend that starter cranking periods be
limited to 30 seconds with a two minute rest period between cranking
periods. Longer cranking periods will shorten the life of the starter. !
BEFORE STARTING ENGINE

Brakes .................................................................................................. set
ow . . . . • • • • • • •
Circuit breakers ........................................................................................ check in

Alternate air ................................................................................................... OFF
Propeller .............................................................................. full INCREASE rpm
Avionics ......................................................................................................... OFF
Fuel selector .......................................................................................desired tank
NORMAL START· COLD ENGINE
Throttle ............................................................................................... 112 in. open
Battery master switch ......................................................................................ON
Alternator switch .............................................................................................ON
Magneto switches ............................................................................................ ON
Mixture ........................................................................... prime- then idle cut-off
Propeller..........................................................................................................clear
Starter ......................................................................................................... engage
Mixture .................................................................................................. full RICH
Throttle ........................................................................................................ adjust
Oil pressure ..................................................................................................check

4-6
SECTION4
NORMALSTART-HOTENGmE
•
Throttle ............................................................................................... l/2 in. open
Alternator switch ............................................................................................. ON
Electric fuel pump ................................................................. ;......................... ON
Propeller ........................................................................................................clear
Starter .........................................................................................................engage
Mixture ..................................................................................................... advance
Throttle ........................................................................................................ adjust
Oil pressure .................................................................................... ,.,............. check
ENGmE START WHEN FLOODED
Throttle .................................................................................................... open full
. Alternator switch ............................................................................................. ON
Propeller ........................................................................................................ clear
Starter ......................................................................................................... engage
Mixture .....................................................................................................advance
Throttle ........................................................................................................ retard
Oil Pressure .................................................................................................. check
STARTING WITH EXTERNAL POWER SOURCE
CAUTION: It is possible to use the ship's battery in parallel by
turning only the battery master switch ON. This will give longer
cranking capabilities, but will not increase the amperage. Care
should be exercised because if the ship's battery has been depleted,
the external power supply can be be reduced to the level of the
ship's battery. This can be tested by turning on the battery master
switch momentarily while the starter is engaged. If cranking speed
increases, the· ship's battery is at a higher level than the external
power supply.
NOTE: F()r all normal operations using external power, the

battery master and alternator switches should be OFF.
Alternator switch ........................................................................................... OFF

4-7
SECTION4
NORMAL PROCEDURES PA-32R-301, SARATOGA ll HP
All electrical equipment ................................................................................... OFF

External power plug ....... ~ ............................................................ .insert in fuselage
Proceed with normal start
Throttle ................................................................................. .lowest possible RPM
External power plug ........................................................ disconnect from fuselage
Battery master switch .........................................................................................ON
Alternator switch ................................................................... ON - check ammeter
Oil pressure ..................................................................................................... check
WARM-UP
Throttle ...................................................................................... 1000 to 1200 RPM
TAXIING
Taxi area ........................................................................................................... clear
Parking brake ................................................................................................ release
Prop ......................................................................................................... high RPM
Throttle ................................................................................................ apply slowly
Brakes ............................................................................................................. check
Steering ...........................................................................................................check
GROUND CHECK
Parking brake ....................................................................................................... set
Propeller.........................................................................................full INCREASE
Throttle ................................................................................................... 2000 RPM
Magnetos ................................................................................. max. drop 175 RPM
- max. diff. 50 RPM
I
Vacuum ...................................................... Check- within normal operating range
Oil temperature ............................................................................................... check
Oil pressure ..................................................................................................... check
Air conditioner ...............................................................................................check
Ammeter ......................................................................................................... check
Annunciator panel ................................................................................ press-to-test
Propeller ...........................................................................................exercise - then
full INCREASE
CAUTION: Alternate air is unfiltered, use of alternate air during
ground or flight operations when dust or other contaminant's are
present may result in damage from particle ingestion.
Alternate air ....................................................................................................check
Electric fuel pump ............................................................................................ OFF
Fuel flow ......................................................................................................... check
Throttle ...........................................................................................................retard

SECTION4
BEFORE TAKEOFF
•
Battery master switch ........................................................................... Verify ON
Alternator switch .................................................................................. Verify ON
Magneto switches .................................................................................Verify ON
Flight instruments ........................................................................................ check
Fuel selector ........................................................................................ proper tank
Engine gauges .............................................................................................. check
Alternate air ........................................................................................... CLOSED
Seats ..................................................................................... Adjusted & Locked
Seat backs ......................................................................................................erect
Belts/harness .................................................................................. fastened/check
Empty seats ............................................................... seat belts, securely fastened
Mixture .............................................................................................................set
Propeller............................................................................................................ set
Flaps .................................................................................................................. set
Trim ........._......................................................................................................... set
Controls ...........................................................................................................free
Doors ........................................................................................................ .latched
Air conditioner ............................................................................................... OFF
TAKEOFF
NORMAL TECHNIQUE
Flaps ........................................................................................................ retracted
Trim .................................................................................................................. set
Accelerate to 84 to 88 KIAS, depending on aircraft weight.
Control wheel .............................................................. back pressure to smoothly
rotate to climb attitude
SHORT FIELD, OBSTACLE CLEARANCE

Flaps ................................................................................................................25°
Trim ..................................................................................... slightly aft of neutral
Throttle .................................................................................... full power prior to
brake release
Accelerate to 69 to 72 KIAS depending on aircraft weight.
Control wheel .............................................................................. back pressure to

4-9
SECTION4
After breaking ground, accelerate to 74 to 77 KIAS depending on aircraft

weight.
Accelerate to climb speed

Flaps ................................................................................................ retract slowly
CLIMB
Best rate (3600 lb) (gear down)
(flaps up )............................................................................................... 85 KIAS
Best rate (3600 lb) (gear up)
(flaps up) ...............................................................................................93 KIAS
En route ................................................................................................. 105 KIAS
Electric fuel pump ......................................................................... OFF at desired
altitude
CRUISE
Power ...................................................................................... set per power table
Mixture ................ :.............................................................................. ,........ adjust
APPROACH AND LANDING

Fuel selector ........................................................................................proper tank
Seats .....................................................................................Adjusted & Locked
Seat backs ......................................................................................................erect
Belts/harness .....................................................................................fasten/adjust
Mixture ............................... :.............................................................................set
Propeller ............................................................................................full increase
Gear .................................................................................down - 132 KlAS max.
Flaps ....................................................................................... set - 110 knots max.
Air conditioner ....................... ;....................................................................... OFF
NORMAL 1ECHNIQUE
Flaps .................................................................................................... as required
Trim .........................................................................................................95 KIAS
Throttle ................................................................................................ as required
SHORT FIELD 1ECHNIQUE

Flaps .......................................................................................................... ,.... .40°
Trim ......................................................................................................... 80 KIAS
Throttle ................................................................................................ as required

4-10
SECTION4
•
GO-AROUND
Propeller ...................................................................................... full INCREASE
Throttle ........................................................................................ full FORWARD
Control wheel .............................................................................. back pressure to
Airspeed .................................................................................................. 83 KIAS
Flaps ................................................................................................retract slowly
Gear .................................................................................................................. UP
Trim ..................................................................................................... as required
AFTER LANDING
Clear of Runway
Flaps ............................................................................................................retract
Air conditioner .................................................................................... ~.as desired
Electric Fuel Pump ........................................................................................OFF
Strobe Lights ................................................................................................. OFF
Landing and Taxi Lights ..................................................................... as required
STOPPING ENGINE
CAUTION:
The flaps must be placed in the up position for the flap
stop to support weight. Passengers should be cautioned
accordingly.
Flaps ............................................................................................................ retract

. Electric fuel pump .......................................................................................... OFF
Air conditioner ................... :........................................................................... OFF
Avionics ......................................................................................................... OFF
Electrical switches ................................................. :.......................................OFF
Propeller ...................................................................................... full INCREASE
Throttle ........................................................................................................ closed
Magneto Switches .......................................................................................... OFF
Alternator switch ........................................................................................... OFF

4-11
SECTION4
MOORING •
Parking brake ....................................................................................................set
Flaps ........................................................................................................... full up
Control wheel ........................................................................... secured with belts
Wheel chocks ........................................................................................... .in place
Tie downs .................................................................................................... secure

,!_1')
SECTION4
4.7 PREFLIGHT CHECK

Prior fo entering the cockpit place a container under the fuel strainer
valve located under the fuselage. The airplane should be given a thorough
preflight and walk-around check. The preflight should include a check of the
airplane's operational status, computation of weight and C.G. limits, takeoff
distance and in-flight performance. A weather briefing should be obtained for
the intended flight path, and any other factors relating to a safe flight should
be checked before takeoff.
CAUTION
The flap position should be noted before
boarding the airplane. The flaps must be placed
in the UP position before they will lock and
support weight on the step.
COCKPIT
CAUTION
When draining any amount of fuel, care should be taken
to ensure that no flre hazard exists before starting engine.
Upon entering the cockpit, drain the fuel strainer by pressing down on
the lever located on the forward side of the spar box, right-hand side of the
cabin. The fuel selector should be positioned in the following sequence while
draining the strainer: "OFF," "LEFT" and "RIGHT." This is done to insure
that the fuel in the lines between each tank outlet and the fuel strainer is
drained, as well as the fuel in the fuel strainer. When the fuel tanks are full, it
will take approximately six seconds to drain all the fuel in one of the lines
from a tank to the fuel strainer. If the fuel tanks are less than full, it will take a
few seconds longer. After draining the fuel strainer, check for leakage and
for water and sediment at the drain under the aircraft with the fuel selector
on a tank position.
Release the seat belts securing the control wheel and check that the gear
selector is in the down position. Set the parking brake by first depressing
and holding the toe brake pedals and then pull the parking brake lever while
depressing the knob attached to the top of he handle. Insure that all
electrical switches are OFF. Turn OFF all avionics equipment (to save power
and prevent wear on the units). The mixture should be in idle cut-off and the
magneto switches in the OFF position .. Turn ON the battery master switch,
check the fuel quantity gauges for adequate supply, check that the
annunciator panel illuminates and check the flaps for proper operation. Turn
OFF the battery master switch. Check the primary flight controls for proper
operation and set the trim to neutral. Open the pitot and static drains to
remove any moisture that has accumulated in the lines. Check the windows
for cleanliness and that the required papers are on board. Properly stow and
secure the tow bar and baggage. Close and secure the rear baggage door.

4-13
SECTION4
RIGHT WING,
Begin the walk-around at the trailing edge of the right wing by checking
that the wing surface and control surfaces are clear of ice, frost, snow or
other extraneous substances. Check the flap, aileron and hinges for damage
and operational interference. Static wicks should be firmly attached and in
good condition. Check the wing tip and nav/strobe lights for damage. Verify
condition of landing light/lens.
Open the fuel cap and visually check the fuel supply. Check the fuel
indicator gauge. Each inboard tank is furnished with an external fuel
quantity indicator to assist the pilot in determining fuel quantities of less
than 35 gallons. The quantity should match the indication that was on the
fuel quantity gauge. Replace cap securely. The fuel tank vent should be
clear of obstructions.
Place a container under the quick drain. Drain the fuel tanks through the
quick drain located at the lower inboard rear comer of each tank, making
sure that enough fuel has been drained to verify the proper fuel and insure
that all water and sediment is removed. The fuel system should be drained
daily prior to the first flight and after each refueling.
CAUTION
When draining any amount of fuel, care should be taken
to insure that no fire hazard exists before starting engine.
Remove the tie down and chock.
Next, complete a check of the landing gear. Check the gear strut for
proper inflation; there should be 4.00 ± .25 inches of strut exposure under a
normal static load. Check the tire for cuts, wear, and proper inflation. Make
a visual check of the brake block and disc.
Check that the fresh air inlet is clear of foreign matter.
NOSE SECTION
Check the general condition of the nose section. Verify that the nose
baggage door is closed, secure, and locked. Look for oil or fluid leakage and
that the cowling is secure. Check the windshield and clean if necessary. The
propeller and spinner should be checked for detrimental nicks, cracks, or
other defects. The air inlets should be clear of obstructions. Check the
condition of the engine baffle seals. Check the general condition of the nose
wheel door and for excessive play.

SECTION4
Remo~e the chock and check the nose gear strut for proper inflation;
there should be 3.25 ± .25 inches of strut exposure under a normal static load.
Check the tire for cuts, wear, and proper inflation. The landing light should
be checked for cleanliness and security (s/n 3246001 thru 3246224 only). I
Check the oil level; make sure that the dipstick has been properly seated and
that the oil filler cap has been properly secured.
LEFI'WING
The wing surface should be clear of ice, frost, snow, or other extraneous
substances. Check that the fresh air inlet is clear of foreign matter and
remove the tie downs and chocks. Check the main gear struts for proper
inflation: there should be 4.00 ± .25 inches of strut exposure under a normal
static load. Check the tire and the brake block and disc. Remove the chock.
Open the fuel cap and visually check the fuel supply. The quantity
should match the indication that was on the fuel quantity gauge. Replace cap
securely. (See RIGHT WING for further fuel system description.) The fuel
tank vent should be clear of obstructions. Place a container under the quick
drain. Drain enough fuel to verify the proper fuel and to insure that all water
and sediment has been removed.
Remove tie down and remove the cover from the pitot head on the
underside of the wing. Make sure the holes are open and clear of
obstructions. Verify the condition of the landing light/lens. Check the wing
tip and nav/strobe lights for damage. Check the aileron, flap, and hinges for
damage and operational interference. Check that the static wicks are firmly
attached and in good condition.
FUSELAGE
Check the condition of any antennas located on the fuselage. Check that
the static vent holes are free of obstructions. All surfaces of the empennage
should be examined for damage and operational interference. Fairings and
access covers should be attached properly. Check the baggage to be sure it is
stowed properly. Check that the lights on the tail are clean and intact. The
elevator and rudder should be operational and free from interference of any
type. Check the condition of the tabs and insure that all hinges and push
rods are sound and operational. If the tail has been tied down, remove the tie
down rope.

SECTION4
MISCELLANEOUS
Turn the Battery master switch "ON" and begin checking the interior
lights by turning "ON" the necessary switches. After the interior lights are
checked, turn "ON" the pitot heat switch and the exterior light switches.
Next, perform a walk-around check on the exterior lights and examine and
dispose of the contents in the container placed under the fuel strainer drain.
With oo flaps check the stall warning horn by moving the inboard lift
detector slightly up. Reset the flaps to 25° or 40° and check the outboard lift
detector. Check the heated pitot head for proper heating. Turn all electrical
switches and battery master switch OFF.
CAUTION:
Care should be taken when an operational check of the
heated pitot head is being performed. The unit becomes
very hot. Ground operation should be limited to three
minutes maximum to avoid damaging the heating
elements.
When all passengers are on board, the pilot should check the cabin doors
for proper closing and latching procedures. The rear door should be closed,
and the overhead latch button turned to the "LOCK" position. The front
'
door should be gently pulled shut while the door handle is firmly latched.
Seat belts on empty seats should be snugly fastened. All passengers should
fasten their seat belts and shoulder harnesses and check that the seats are
adjusted and locked in position.
NOTE:
With the shoulder harness fastened and adjusted, a pull
test of it's locking restraint feature should be performed.
ENGINE START-GENERAL
CAUTION:
Do not attempt flight if there is no indication of alternator
output.
CAUTION:
IT a positive oil pressure is not indicated within 30 seconds
following an engine start, stop the engine and determine
the trouble. In cold weather it will take a few seconds
longer to get a positive oil pressure indication.

4-16
SECTION4
4.9 BEFORE STARTING ENGINE

•
Before starting the engine, the brakes should be set and the propeller
lever moved to the full INCREASE rpm position. The fuel selector should
then be moved to the desired tank. Check to make sure all the circuit breakers
are in and the radios are OFF.
4.11 STARTING ENGINE

(a) NORMAL START: Cold Engine
Open the throttle lever approximately 112 inch. Turn ON the
battery master, alternator, electric fuel pump, and magneto
switches. Move the mixture control to full RICH for approximately
4 seconds. The engine is now primed.
Move the mixture control to idle cut-off, verify that the

propeller area is clear, and engage the starter. When the engine fires,
release the starter switch, advance the mixture control to full RICH
and move the throttle to the desired setting. Check for proper oil
pressure indication.
If the engine does not fire within five to ten seconds, disengage
the starter and reprime.
(b) NORMAL START: Hot Engine
Open the throttle approximately 1/2 inch. Turn ON the

battery master, alternator, and magneto switches. Turn on the
electric fuel pump. Leave the mixture control in idle cut-off. Verify
that the propeller area is clear, and engage the starter. When the
engine fires, release the starter switch, advance the mixture and
move the throttle to the desired setting. Check for proper oil pressure
indication. ·
(c) Starting Engine When Flooded
The throttle lever should be full OPEN. Turn ON the battery

master, alternator, and magneto switches. Turn OFF the electric
fuel pump. Move the mixture control to idle cut-off, verify that the
propeller area is clear, and engage the starter. When the engine fires,
release the starter switch, advance the mixture and retard the throttle.
Check for proper oil pressure indication.

4-17
SECTION4
NORMAL PROCEDURES PA-32R-301, SARATOGA IT HP
{d) Starting Engine With External Power Sources

•
CAUTION
It is possible to use the ship's battery in parallel
by turning the battery master switch ON. This
will give longer cranking capabilities, but will
not increase the .amperage. Care should be
exercised because if the ship's battery bas been
depleted, the external power supply can be
reduced to the level of the ship's battery. This
can be tested by turning the master switch ON
momentarily while the starter is engaged. If
cranking speed increases, the ship's battery is
at a higher level than the external power
supply.
NOTE
For all normal operations using external
power, the master switch should be OFF.
Verify the battery master and alternator switches are OFF,
magneto switches are ON, and all electrical equipment is OFF.
Insert the plug of the 24 volt power source cable into the socket
located on the lower aft portion of the right hand side of the
fuselage. Note that when the plug is inserted, the electrical system
is. ON. Turn the magneto switches ON and proceed with the
normal starting technique. Battery master and alternator switches
will be OFF.
After the engine has started, reduce power to the lowest
possible RPM, (to reduce sparking on disconnect), and disconnect
the jumper cable from the aircraft. Turn the master and alternator
switches ON and check the alternator ammeter for an indication
of output. DO NOT ATTEMPT FLIGHT IF THERE IS NO
INDICATION OF ALTERNATOR OUTPUT.

4-18
SECTION4
When the engine is firing evenly, advance the throttle to 800 RPM. If oil
pressure is' not indicated within thirty seconds, stop the engine and determine
the trouble. In cold weather it will take a few seconds longer to get an oil
pressure indication. If the engine has failed to start, refer to the Lycoming
Operating Handbook, Engine Troubles and Their Remedies.
Starter manufacturers recommend that cranking periods be limited to

thirty seconds with a two minute rest between cranking periods. Longer
cranking periods will shorten the life of the starter.
4.13 WARM-UP
Warm up the engine at 1000 to 1200 RPM. Avoid prolonged idling at
low RPM, as this practice may result in fouled spark plugs.
Takeoff may be made as soon as the ground check is completed and the
engme IS warm.
Do not operate the engine at high RPM when running up or taxiing over
ground containing loose stones, gravel or any loose material that may cause
damage to the propeller blades.
4.15 TAXIING
Before attempting to taxi the airplane, ground personnel should be
instructed and approved by a qualified person authorized by the owner.
Ascertain that the chocks have been removed and that propeller back blast
and taxi areas are clear. Release the parking brake.
Power should be applied slowly to start the taxi roll. Taxi a few feet
forward and apply the brakes to determine their effectiveness. Taxi with the
propeller set in low pitch, high RPM setting. While taxiing, make slight
turns to ascertain the effectiveness of the steering.
Observe wing clearances when taxiing near buildings or other stationary

objects. If possible, station an observer outside the airplane.
Avoid holes and ruts when taxiing over uneven ground.
Do not operate the engine at high RPM when running up or taxiing over
ground containing loose stones, gravel or any loose material that may cause
damage to the propeller blades.

4-19
SECTION4

4-20
SECTION 4
4.17 GROUND CHECK

Set the parking brake. The magnetos should be checked at 2000 RPM
with the propeller set at high RPM. Drop off on either magneto should not
exceed 175 RPM and the difference between the magnetos should not exceed
50 RPM. Operation on one magneto should not exceed 10 seconds.
Check the vacuum gauge; the indicator should read within the normal
operating range at 2000 RPM. Check oil temperature and oil pressure. The
temperature may be low for some time if the engine is being run for the first
time of the day.
Check the air conditioner and the ammeter for proper operation. The
ammeter can be checked by temporary activation of the pitot heat or landing
light and observing an increase on the ammeter. .Check the annunciator panel
lights with the press-to-test button.
The propeller control should be moved through its complete range to

check for proper operation and then placed in full INCREASE rpm for
takeoff. To obtain maximum rpm, push the pedestal-mounted control fully
forward on the instrument panel. Do not allow a drop of more than 500
RPM during this check. In cold weather, the propeller control should be
cycled from high to low RPM at least three times before takeoff to make sure
that warm engine oil has circulated. Check the alternate air.
CAUTION:
Alternate air is unfiltered. Use of alternate air during
ground or flight operations when dust or other
contaminant's are present may result in damage from
particle ingestion.
The electric fuel pump should be turned OFF briefly after starting or
during warm-up to make sure that the engine-driven pump is operating.
Prior to takeoff, the electric pump should be turned ON again to prevent Joss
of power during takeoff, should the engine-driven pump fail. Check oil
temperature and oil pressure. The temperature may be low for some time if
the engine is being run for the first time of the day.

Dli'VT~l?n. A TTl!TT~T 10 1 OQR 4-21
SECTION4
4.19 BEFORE TAKEOFF

•
All aspects of each particular takeoff should be considered prior to
executing the takeoff procedure.
After all aspects of the takeoff are considered, a pretakeoff check
procedure must be performed. .
Ensure that the battery master, altenator, and magneto switches are ON.
Check and set all of the flight instruments as required. Check the fuel
selector to make sure it is on the proper tank (fullest). Turn ON the electric ·
fuel pump and check the engine gauges. The alternate air should be in the
CLOSED position. All seat backs should be erect, adjusted and locked in
position .. All seat belts and shoulder harness must be fastened
NOTE
With the shoulder harness fastened and adjusted,
a pull test of its locking restraint feature should
be performed. ·
The mixture and propeller control levers should be set. Fasten the seat
belts snugly around the empty seats.
Exercise and set the flaps and trim tab. Insure proper flight control
movement and response. All doors should be properly secured and latched
and the parking brake released. On air conditioned models, the air
conditioner must be OFF to insure normal takeoff performance.
4.21 TAKEOFF
NORMAL TECHNIQUE (SEE CHART, SECTION 5)
When the available runway length is well in excess of that required and
obstacle clearance is no factor, the normal takeoff technique may be used.
The flaps should be se~ in the retracted position and the pitch trim set slightly
· aft of neutral. Align the airplane with the runway, apply full power, and
accelerate to 84 to 88 KIAS depending on weight. Apply back pressure to
the control wheel to lift off, then control pitch attitude as required to attain
the desired climb speed. Retract the landing gear when a straight-ahead
landing on the runway is no longer possible.

4-22
SECTION4
SHORT FIELD TECHNIQUE (SEE CHART, SECTION 5)

•
For departure from short runways with adjacent obstructions, a
short field takeoff technique with flaps set to 25° should be used in
accordance with the short field takeoff ground roll -flaps 25° and short
field performance - flaps 25° charts. Maximum power is established
before brake release and the airplane is accelerated to 69 to 72 KIAS
depending on aircraft weight for liftoff. After liftoff, control the
airplane attitude to accelerate to 74 to 77 KIAS depending on aircraft
weight, passing through the 50 foot obstacle height. Once clear of the
obstacle retract the landing gear and accelerate to 93 KIAS while
retracting the flaps.
4.23 CLIMB
The best rate of climb at gross weight and maximum continuous power
will be obtained at 93 KIAS. The recommended procedure for climb is to use
maximum continuous power with the mixture full rich. For climbing en
route, a speed of 105 KIAS is recommended. This will produce better
forward speed and increased visibility over the nose during the climb.
Upon reaching a safe altitude, the electric fuel pump may be turned off.
4.25 CRIDSING
The cruising speed is determined by many factors, including power
setting, altitude, temperature, loading and equipment installed in the
airplane.
When leveling off at cruise altitude, the pilot may reduce to a cruise power
setting in accordance with the *power setting table in section 5 of this manual.
When selecting cruising RPM below 2300, limiting manifold pressure for
continuous operation, as specified by the appropriate "Avco-Lycoming
Operator's Manual", should be observed.
To obtain the desired power, set the manifold pressure and RPM
according to the power setting table in this manual.
Use of the mixture control in cruising flight reduces fuel consumption
significantly, especially at higher altitudes. The mixture should be leaned
during cruising operation when 75% power or less is being used. If any doubt
exists as to the amount of power being used, the mixture should be in the full
RICH position for all operations under 5000 feet.
*To obtain the performance presented in the Performance Section of this

handbook, all conditions listed on the performance charts must be met.

4-23
SECTION4
To lean the mixture, disengage the lock and pull the mixture control
until the engine•reaches peak EGT. Then enrich the mixture by pushing the
control towards the instrument panel until engine EGT reaches peak EGT
+50° F. The fuel flow meter will give a close approximation of the fuel being
consumed. Additiional information concerning engine leaning procedures
can be found in the "Avco-Lycoming Operator's Manual."
Following level-off for cruise, the airplane should be trimmed.
The pilot should monitor weather conditions while flying and should be
alert to conditions which might lead to icing. If induction system icing is
expected, place the alternate air control in the ON position.
During preflight, keep account of time and fuel used in connection with
power settings to determine how the fuel flow and fuel quantity gauge
systems are operating. If the fuel flow indication is considerably higher than
the fuel actually being consumed, a fuel nozzle may be clogged and require
cleaning.
There are no mechanical uplocks in the landing gear system. In the
event of a hydraulic system malfunction, the landing gear will free-fall to the
gear down position. The true airspeed with gear down is approximately 75%
of the gear retracted airspeed for any given power setting. Allowances for the
reduction in airspeed and range should be made when planning extended
flight between remote airfields or flight over water.
In order to keep the airplane in best lateral trim during cruise flight, the
fuel should be used alternately from each tank at one hour intervals.
Always remember that the electric fuel pump should be turned ON
before switching tanks, and should be left on for a short period thereafter. To
preclude making a hasty selection, and to provide continuity of flow, the
selector should be changed to another tank before fuel is exhausted from the
tank in use. The electric fuel pump should be normally OFF so that any
malfunction of the engine driven fuel pump is immediately apparent. If signs
of fuel starvation should occur at any time during flight, fuel exhaustion
should be suspected, at which time the fuel selector should be immediately

4-24
SECTION4
positioned to the fullest tank and the electric fuel pump switched to the
ON positi'on.
4.27 APPROACH AND LANDING

Accomplish the· Landing Checklist early in the landing approach.
N01E
With the shoulder harness fastened and adjusted,
a puii test of its locking restraint feature should
be performed. Check that ali seats are adjusted
and locked in position.
Depending on field length and other factors the following procedures

are appropriate:
NORMAL TECHNIQUE (No Performance Chart Furnished)
When available runway length is in excess of required runway length, a

normal approach and landing technique may be utilized. The aircraft should
be flown down the final approach course at 95 KIAS with power required to
maintain the desired approach angle. The amount of flap used during
approach and landing and the speed of the aircraft at contact with the
runway should be varied according to the conditions of wind and aircraft
loading. It is generally good practice to contact the ground at the minimum
possible safe speed consistent with existing conditions. As landing distances
with this technique will vary, performance charts are not furnished.
SHORT FIELD LANDING APPROACH POWER OFF (See Chart,

Section 5)
When available runway length is minimal or obstacle clearance to
landing is of major concern, this approach/landing technique may be
employed. The aircraft should be flown on the final approach at 80 KIAS
with fuii flaps, gear down and idle power. The glide path should be stabilized
as early as possible. Reduce the speed slightly during landing flareout and
contact the ground close to stall speed. After ground contact, retract the
flaps and apply fuii aft travel on the control wheel and maximum braking
consistent with existing conditions.
ISSUED: JUNE30, 1997 REPORT: VB-1669

4-25
SECTION4
4.29 GO-AROUND
,
To initiate a go-around from a landing approach, the prop control
should be set to full INCREASE and the throttle should be advanced to full
throttle while the pitch attitude is increased to obtain the balked landing
climb speed of 83 KIAS. Retract the landing gear and slowly retract the flaps
when a positive climb is established. Allow the airplane to accelerate to the
best rate of climb speed (93 KIAS). Reset the longitudinal trim as required.
4.30 AFTER LANDING

When clear of the runway, retract the flaps. Turn the air conditioner
on if desired. Turn off the electric fuel pump and strobe lights. Use the
landing and taxi lights as required.
4.31 STOPPING ENGINE

Prior to shutdown, all radio and electrical equipment should be turned
OFF.
At the pilot's discretion, the flaps should be raised and the electric
fuel pump turned OFF.
NOTE
The flaps must be placed in the UP position for
the flap step to support weight. Passengers
should be cautioned accordingly.
The air conditioner should be turned OFF, the propeller set in the full
INCREASE position, and the engine stopped by disengaging the mixture
control lock and pulling the mixture control back to idle cut-off. The throttle
should be left full aft to avoid engine vibration while stopping. Then the
magneto, alternator, and master switches must be turned OFF.
4.33 MOORING
Set the parking brake. lfnecessary, the airplane should be moved oh the
ground with the aid of the nose wheel tow bar provided with each airplane
and secured behind the rear seats. The aileron and stabilator controls should
be secured by looping the safety belt through the control wheel and pulling it
snug. The flaps are locked when in the UP position and should be left
retracted.
Tie downs can be secured to rings provided under each wing and to the
tail skid. The rudder is held in position by its connections to the nose wheel
steering and normally does not have to be secured.

4-26
SECTION4
4.35 STALLS
The stall characteristics of the Saratoga HP are conventionaL An
approaching stall is indicated by a stall warning horn which is activated
between five and ten knots above stall speed. Mild airframe buffeting and
gentle pitching may also precede the stall.
The gross weight stalling speed with power off and full flaps is 63 KIAS.
With the flaps up this speed is increased 4 KTS. Loss of altitude during stalls
can be as great as 400 feet, depending on configuration and power.
NOTE
The stall warning system is inoperative with th~
master switch OFF.
During preflight, the stall warning system should be checked by turning

the master switch on, setting the flaps to 25° or 40° and raising the outboard
lift detector to determine if the horn is actuated. The flaps should then be
reset to 0° and the inboard lift detector raised to determine if the horn is
actuated.
4.37 TURBULENT AIR OPERATION

In keeping with good operating practice used in ail aircraft, it is
recommended that when turbulent air is encountered or expected, the
airspeed be reduced to maneuvering speed to reduce the structural loads
caused by ·gusts and to aiiow for inadvertent speed build-ups, which may
occur as a result of the turbulence or of distractions caused by the conditions.
4.39 LANDING GEAR

The pilot should become familiar with the function and significance of
the landing gear position indicators and warning lights. ·
The red gear warning light on the instrument panel and the horn operate
simultaneously in flight when the throttle is reduced to where the manifold
pressure is approximately 14 inches of mercury or below, and the gear
selector switch is not in the DOWN position.
The red gear warning light in the annunciator cluster and the hom will
operate simultaneously on the ground when the master switch is ON and the
gear selector switch is in the UP position.

SECTION4
4.39 LANDING GEAR (continued)

f
The three green lights on the instrument panel operate individually as
each associated gear is locked in the extended position.
When the Emergency Landing Gear Extension Procedure (Par. 3.31) is

performed for training purposes, the following changes must be made to the
procedure in order to prevent the hydraulic pump from activating during the
procedure. Pull the LANDING GEAR PUMP circuit breaker prior to
executing the emergency extension procedure. The circuit breaker must be
reset after completion of the procedure to allow normal gear system
operation.
4.41 WEIGHT AND BALANCE

It is the responsibility of the owner and pilot to determine that the
airplane remains within the allowable weight vs. center of gravity envelope
while in flight.
For weight and balance data, refer to Section 6 (Weight and Balance).
4.43 NOISE LEVEL
The corrected noise level of this aircraft is 81.7 dB(a).
No determination has been made by the Federal Aviation

Administration that the noise levels of this airplane are or should be
acceptable or unacceptable for operation at, into, or out of, any airport.
The above statement notwithstanding the noise level stated above has
been verified by and approved by the Federal Aviation Administration in
noise level test flights conducted in accordance with F.A.R. 36, Noise
Standards - Aircraft Type and Airworthiness Certification. This aircraft
model is in compliance with all F.A.R. 36 noise standards applicable to this
type.

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•
•
TABLE OF CONTENTS
SECTIONS
Paragraph Page
No. No.
5.1 General.......................................................................................... 5-l
5.3 Introduction - Performance and Flight Planning........................... 5-1
5.5 Flight Planning Example............................................................... 5-3
5.7 Performance Graphs...................................................................... 5-9
List of Figures...................................................................... 5-9

5-i
TIDS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-160o ISSUED: JUNE 30, 1997

5-ii
SECTIONS
PA-32R-301, SARATOGA II HP PERFORMANCE
SECTIONS
•
PERFORMANCE
S.1 GENERAL
Ail of the required (FAA regulations) and complementary performance
information applicable to the Saratoga II HP is provided in this section.
Performance information associated with those optional systems and

equipment which require handbook supplements is provided in Section 9
(Supplements).
S.3 INTRODUCTION -PERFORMANCE AND FLIGHT PLANNING

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

the pilot, such as the effect of soft or grass runway surface on takeoff and
landing performance, or the effect of winds aloft on cruise and range
performance. Endurance can be grossly affected by improper leaning
procedures, and inflight fuel flow quantity checks are recommended.
REMEMBER! To get chart performance, follow the chart procedures.
The information provided by paragraph 5.5 (Flight Planning Example)

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

S-1
SECTIONS
PERFORMANCE PA-32R-301, SARATOGA II HP
5.4 DEMONSTRATED
f
OPERATING TEMPERATURE
Satisfactory engine cooling has been demonstrated for this model
aircraft to an Outside Air Temperature (OAT) of ISA +22°C for a standard day.
This is not to be considered as an operating limitation. Reference should be
made to Section 2 for engine operating limitations.

5-2
SECTIONS
5.5 FLIGHT PLANNING EXAMPLE

f
(a)Aircraft Loading
The first step in planning the flight is to calculate the airplane

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

factory has been entered in Figure 6-5. If any alterations to the
airplane have been made affecting weight and balance, reference to
the aircraft logbook and Weight and Balance Record (Figure 6-7)
should be made to determine the current basic empty weight and
C.G. location of the airplane.
Make use of the Weight and Balance Loading Form (Figure 6-
11) and the C.G. Range and Weight graph (Figure 6-15) to
determine the total weight of the airplane and the center of gravity
position.
After proper utilization of the information provided the

following weights have been determined for consideration in the
flight planning example.
The landing weight cannot be determined until the weight of the

fuel to be used has been established [refer to item (g) (1)].
(l)Basic Empty Weight 2100 lbs.
(!)Occupants (6 x 170 1bs.) 1020lbs.
(3)Baggage and Cargo 60 lbs.
(4)Fuel (61b/gal. x 50) 300 lbs.
(5)Takeoff Weight 3480lbs.
(6)Landing Weight
(a)(5) minus (g)(l),
(3480 lbs. minus 180 lbs.) 3300 lbs.
The takeoff weight is below the maximum of 3600 lbs. and the
weight and balance calculations have determined the C.G.
position within the approved limits.

5-3
SECTION 5
(b) Takeoff and Landing

f
After determining the aircraft loading, all aspects of the takeoff

and landing must be considered.
All of the existing conditions at the departure and destination

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

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

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

listed below. The takeoff and landing distances required for the
flight have fallen well below the available runway lengths.
Departure Destination
Airport Airport
(!)Pressure Altitude 1200 ft. 400ft.

(2)Temperature l6°C 24°C
(3)Wind Component lOKTS 5KTS
Headwind Headwind
(4)Runway Length Available 3000 ft. 4600 ft.
(5)Runway Required 2638 ft.* 1460 ft.**
(6)Take off fuel 2 gal.
*reference Figure 5-7

**reference Figure 5-37

5-4
SECTIONS
NOTE
•
The remainder of the performance charts used
in this flight plan example assume a no wind
condition. The effect of winds aloft must be
considered by the pilot when computing climb,
cruise and descent performance.
(c) Climb
The next step in the flight plan example is to determine the

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

outside air temperature values are the first variables to be
considered in determining the climb components from the Fuel,
Distance, and Time to Climb graph (Figure 5-21 ). After the fuel,
distance and time for the cruise pressure altitude and outside air
temperature values have been established, apply the existing
conditions at the departure field to graph (Figure 5-21 ). Now,
subtract the values obtained from the graph for the field of
departure conditions from those for the cruise pressure altitude.
The remaining values are the true fuel, distance and time
components for the climb segment of the flight plan corrected for
field pressure altitude and temperature.
The following values were determined from the above

instructions in the flight planning example.
(1) Cruise Pressure Altitude
(2) Cruise OAT
(3) Time to Climb
(7 min. minus 1 min.) 6 min.*
(4) Distance to Climb (11.3
nautical miles minus
1 nautical miles) 10.3 nautical miles*
(5) Fuel to Climb (3.3 gal
minus 1 gal.) 2.3 gal.*

5-5
SECTIONS
(d) Descent
The descent data will be determined prior to the cruise data to
provide the descent distance for establishing the total cruise
distance.
Utilizing the cruise pressure altitude and OAT, determine
the basic fuel, distance and time for descent (Figure 5-33). These
figures must be adjusted for the field pressure altitude and
temperature at the destination airport. To find the necessary
adjustment values, use the existing"pressure altitude and
temperature conditions at the destination airport as variables to
find the fuel, distance and time values from the graph (Figure 5-
33). Now, subtract the values obtained from the field conditions
from the values obtained from the cruise conditions to find the
true fuel, distance and time values needed for the flight plan.
The values obtained by proper utilization of the graphs for the
descent segment of the example are shown below.
(1) Time to Descend
(12 min. minus I min.) 11 min*
(2) Distance to Descend
(28 nautical miles minus
2 nautical miles) 26 nautical miles*
(3) Fuel to Descend
(3 gal. minus 0.5 gal.) 2.5 gal.*
(e) Cruise
Using the total distance to be traveled during the flight,
subtract the previously calculated distance to climb and distance to
descend to establish the total cruise distance. Refer to the
appropriate Avco Lycoming Operator's Manual and the Power
Setting Table (Figure 5-23) when selecting the cruise power setting.
The established pressure altitude and temperature values and the
selected cruise power should now be utilized to determine the true
airspeed from the Speed Cruise Power graph (Figure 5-27).
Calculate the cruise fuel consumption for the cruise power
setting from the information provided by the Avco Lycoming
Operator's Manual.

5-6
SECTIONS
The cruise time is found by dividing the cruise distance by the

•
cruise speed and the cruise fuel is found by multiplying the cruise
fuel consumption by the cruise time.
The cruise calculations established for the cruise segment of
the flight planning example are as follows:
(1) Total Distance 253 nautical miles
(2) Cruise Distance
(e)(l) minus (c)(4) minus
(d)(2), (253 nautical
miles minus 10.3 nautical
miles minus 26 nautical
miles) 217 nautical miles
(3) Cruise Power Economy
(4) Cruise Speed 154 KTAS
(5) Cruise Fuel
Consumption 16.5 GPH
(6) Cruise Time
(e)(2) divided by (e)(4),
(217 nautical miles
divided by 154 KTS) 1.41 hr. (1 hr. 24 min.)
(7) Cruise Fuel

(e)(5) multiplied by (e)(6),
(16.5 GPH multiplied
by 1.41 hrs.) 23.2 gal.
(t) Total Flight Time
The total flight time is determined by adding the time to climb,
the time to descend and the cruise time. Remember! The time
values taken from the climb and descent graphs are in minutes and
must be converted to hours before adding them to the cruise time.
The following flight time is required for the flight planning
example:
(1) Total Flight Time
(c)(3) plus (d)(l) plus (e)(6),
(.10 hrs. plus .18 hrs. plus 1.41 hrs.) 1.69 hr.
(6 min. plus II min. plus I hr.
24 min.) 1 hr. 41 min.

5-7
SECTIONS
(g) Total Fuel Required

•
Determine the total fuel required by adding the fuel to climb,
the fuel to descend and the cruise fuel. When the total fuel (in
gallons) is determined, multiply this value by 6 lb/gal to determine
the total fuel weight used for the flight.
The total fuel calculations for the example flight plan are
shown below.
(1) Total Fuel Required
(b)(6) plus (c)(S) plus (d)(3) plus (e)(7),
(2.0 gal. plus 2.3 gal. plus 2.5 gal. plus 23.2 gal.) 30.0
(30.0 gal. multiplied by 6lb/gal.) 180.0 lbs.

5-8
SECTIONS
5.7 PERFORMANCE GRAPHS

,
LIST OF FIGURES
Figure Page
No. No.
5-1 Temperature Conversion..................................................................... 5-11

5-2 ISA Conversion ... ....... .. ...... ... .. ...... .. ..... ....... ........... ....... .... ..... .. . ... ... ... 5-12
5-3 Airspeed System Calibration .............................................................. 5-12a
5-5 Wind Components .............................................................................. 5-12b
5-6 Stall Speed Versus Angle of Bank...................................................... 5-13
5-7 Normal Procedure Takeoff Performance - Flaps 0° ........................... 5-141
5-9 Normal Procedure Takeoff Ground Roll............................................ 5-15
5-11 Maximum Effort Takeoff Performance- Flaps 25°............................ 5-16
5-13 Maximum Effort Takeoff Ground Roll - Flaps 25° ............................ 5-17
5-19 Maximum Rate of Climb (3600 lbs. Gross Weight)............................ 5-19
5-21 Fuel, Time and Distance to Climb...................................................... 5-21
5-23 Power Setting Table............................................................................ 5-22
5-25 Speed- High Speed Cruise ................................................................ 5-23
5-27 Speed- Normal Cruise Power............................................................ 5-24
5-27aSpeed- Economy Cruise Power ........................................................ 5-24a
5-27bSpeed- Long Range Cruise Power ................................................... 5-24b
5-29 Range - Cruise Power......................................................................... 5-25
5-31 Endurance........................................................................................... 5-26
5-33 Fuel, Time, and Distance to Descend................................................. 5-27
5-35 Glide Range........................................................................................ 5-28
5-3 7 Landing Performance .. ....... .... .... ..... .. .. .... ... ..... ........... ... ...... ... .... .. ... .. . 5-29
5-38 Landing Ground Roll ......................................................................... 5-30

SECTIONS
PERFORMANCE PA-32R-301, SARATOGA ll HP

5-10
SECTION 5
TEMPERATURE CONVERSION
Figure 5-1

5-11
SECTIONS
ISA CONVERSION
PRESSURE ALTITUDE
VS
OUTSIDE AIR TEMPERATURE
TEMPERATURE "f
-80 . ·60 -40 ·20 0 20 40 60 80 100 . 120
26000
'Go 'Go 'Go 'G...,

o
'Go ~ 'Go
:zoooo ::v
ir
:v.
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~
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'6.
o, o. o. "'" • • 0
Cl (\ .
Cl Cl Cl Cl Cl
16000
10000
5000
0
-70 -60 -50 -40 -30 -20 -10 0 +10 +20 +30 +40 +50
TEMPERATURE- "C
PRESSURE ALTITUDE
vs
OUTSIDE AIR TEMPRATURE
Figure 5-2

.c;.l?
SECTION 5
PA-32R-30l, SARATOGA II HP PERFORMANCE
0
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(.l>f)- 033dSl:IIV 03J.VM811VO

AIRSPEED SYSTEM CALIBRATION
ALL FLAP DEFLECTIONS
Figure 5-3

5-12a
SECTIONS
• WIND COMPONENTS
N01E: Maximum demonstrated crosswind velocity is 17 knots. (Not a
limitation)
EXAMPLE:
Wind velocity: 30 knots
Angle between flight path and wind: 30°
HeadWind component: 26 knots
Crosswind component: 15 knots
t--+-....--.-1 ANGLE BETW.EEN FLIGHT AND WIND- DEGREES -
oo
1-\' 70°
'
CROSSWIND COMPONENT- KTS.

WIND COMPONENTS
Figure 5-5
REPORT: VB-1669 . ISSUED: JUNE 30, 1997

5-12b
SECTIONS
0
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STALL SPEED VERSUS ANGLE OF BANK
GROSS WEIGHT 3600 LBS
Figure 5-6

5-13
EXAMPLE:
~~
PRESS ALTITUDE: 1200 Ff "ttC"r.l
ASSOCIATED CONDITIONS: NORMAL PROCEDURE OAT: 16° C ~~
~~
""'"tt 2700 RPM AND FULL TRROlTLE
0 BEFORE BRAKE RELEASE TAKEOFF GROSS WEIGHT: 3480 LBS
WIND: lOKNOTHEADWIND 0 ....
..~ FLAPS 0 DEGREES PERFORMANCE
z
~~
TAKE OFF DISTANCE: 2598 Ff.
PAVED, LEVEL, DRY RUNWAY LIFfOFFIBARRIER SPEED: 86 /86 KIAS
0
~• 0000
.....
c::l\
~
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t-C
I=
1-
WT. LBS. TAKE OFF SPEED ICIAS
3600
LIFTOFF
88
BARRJER
88 9000 - Q
3500 86 86
1-
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OAT-0° WEIGHT+ 100- LBS WIND COMP'TS - KTS =a
..... EXAMPLE:
Ul
Ul ASSOCIATED CONDmONS: NORMAL PROCEDURE PRESS ALTITUDE: 1200 FI'
OAT: 16" C
~
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~ 2700 RPM AND FULL THROTILE
TAKEOFF GROSS WEIGHT: 3480 LBS
~
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FLAPS 0 DEGREES GROUND ROLL
WIND: I0 KNOT HEADWIND
~
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z
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PAVED, LEVEL, DRY RUNWAY
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LIFI'OFF SPEED: 86 KIAS
•
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EXAMPLE:
~g.; ASSOCIATED CONDITIONS: MAXIMUM EFFORT PRESS ALTITUDE: 1200 FT
oAT: we
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t<Jt<i
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~ FLAPS 25 DEGREES
PAVED, LEVEL, DRY RUNWAY
. PERFORMANCE TAKE OFF DISTANCE: I734FT.
LIFTOFF I BARRIER SPEED: 71/76 KIAS
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..... MAXIMUM EFFORT EXAMPLE:
~
1JJ ASSOCIATED CONDITIONS: PRESS ALTITUDE: 1200 FT
1JJ
2700 RPM AND FULL THROTTLE TAKEOFF OAT: !6'C
~ ~
~
BEFORE BRAKE RELEASE GROSS WEIGHT: 3480 LBS
!::='
••
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PAVED, LEVEL, DRY RUNWAY FLAPS25° TAKE OFF GROUND ROLL 1186 FT. .~
•
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:i-.e OAT-C 0 WEIGHT+ 100- LBS WIND COMP'TS- KTS t':lUI
SECTIONS
'
REPORT: V~-1669 ISSUED: JUNE 30,1997

SECTIONS
PA-32R-301, SARATOGA II HP PERFORMANCE .
• MAXIMUM RATE OF CLIMB, GEAR UP
ASSOCIATED CONDITIONS EXAMPLE

POWER 2700 RPM PRESSURE ALTITUDE 2500FT
FULL THROTTLE OAT 10 ° c
MIXTURE FULL RICH RATE OF CLIMB 957 FPM
LANDING
GEAR UP
FLAPS UP
AIRSPEED 93 KJAS
OAT
PRESSURE
ALTITUDE -20 ° c ooc 20 ° c 40° c
FT.
SL 1582 1305 1057 806

1000 1467 1204 968 734
2000 1368 1111 892 662
3000 1256 1019 805 579
4000 1159 934 725 509
5000 1062 843 645 434
6000 967 754 568 366
7000 866 665 490 299
8000 773 585 420 233
9000 681 505 345 169
10000 588 425 270 99
11000 505 347 198 37
12000 423 277 138 -19
13000 334 194 67 -80
14000 247 119 -4 -135
15000 174 51 -54 -196
16000 96 -9 -117 -250
MAXIMUM RATE OF CLIMB (3600 LBS GROSS WEIGHT)

Figure 5-19

5-19
SECTIONS

5-20
SECTIONS
, FUEL, TIME AND DISTANCE TO CLIMB

ASSOCIATED CONDITIONS EXAMPLE
POWER 2700RPM AIRPORT
FULL THROTTLE PRESSURE ALTITUDE !800FT
MIXTURE FULL RICH OAT ISA+5 o C
RATE OF CLIMB 957FPM
LANDING CRUISE
GEAR UP ALTITUDE 8500 FT
FLAPS UP OAT ISA- 6 o C
AIRSPEED 93 KIAS TIME TO CLIMB (10-2) 8 MIN.
FUEL TO CLIMB (5-1) 4GAL.
DISTANCE TO CLIMB (17-3) 14N.M.
NOTES: I. DISTANCES SHOWN ARE BASED ON ZERO WIND.
2 ADD 2 GALLONS OF FUEL FOR ENGINE START, TAXI, AND TAKEOff.
OAT
PRESSURE ISA • 10 o C ISA ISA + 10 a C
ALTITUDE FROM SEA LEVEL
FT. TIME FUEL DIST TIME FUEL DIST TIME FUEL DIST
MIN GAL NM MIN GAL NM MIN GAL NM
SL 0 0 0 0 0 0 0 0 0
1000 1 1 1 1 1 1 1 1 2
2000 2 1 3 2 1 3 2 1 3
3000 3 2 4 3 2 5 3 2 5
4000 4 2 6 4 2 6 5 2 7
5000 5 3 7 5 3 8 6 3 10
6000 6 3 9 7 3 11 7 4 12
7000 7 4 11 8 4 13 9 4 15
8000 8 4 14 10 5 16 11 5 18
9000 10 5 16 11 5 19 13 6 22
10000 12 6 19 13 6 22 15 7 26
11000 14 6 22 15 7 26 18 8 31
12000 16 7 26 18 8 31 21 9 37
13000 18 8 31 21 9 37 25 10 44
14000 21 9 37 25 10 44 30 12 53
15000 25 10 44 30 12 53 37 14 67
FUEL, TIME AND DISTANCE TO CLIMB

3600 LBS TAKEOFF WEIGHT
Figure 5-21

5-21
~~
N"t:: POWER SETTING TABLE
"t::en
t;rjtfj
~("':l
0 SARATOGA II HP "%l>-3
..~
0""'
< Press. Std. Alt. LONG RANGE

RPM
ECONOMY
RPM
NORMAL HIGH
SPEED
~.~
>til
1::0 Alt. Temp. RPM
I
""'
0\
Feet 'C 2100 2200 . 2300 2400 2100 2200 2300 2400 2200 2300 2400 2500 2700 z
("':l
C\
MANIFOLD PRESSURE- INCHES MERCURY tfj
le
SL 15 23.2 22.7 22.2 21.7 25.6 25.0 24.4 23.8 28.0 n2 26.5 25.9 27.0
"t:: 1000 13 22.9 22.3 21.9 21.4 25.2 24.6 24.0 23.5 27.6 26.9 26.2 25.6 26.8
0 11 22.5 22.0 21.5 21.1 24.9 24.3 23.7 23.2 27.3 26.6 25.9 25.3 26.5
2000
~ 3000 9 22.2 21.7 21.2 20.8 24.6 23.9 23.4 22.9 26.8 26.2 25.6 24.9 26.2 '
'"rj~
~·en
Ot1trj 4000 7 21.9 21.4 20.9 20.5 24.3 23.7 23.1 22.6 - 25.8 25.3 24.7 25.8
Ei >-3 5000 5 21.6 21.1 20.6 20.2 24.0 23.4 22.8 22.3 - - 25.0 24.4
0 >-3
Y'z 6000 3 21.3 20.8 20.3 19.9 23.7 23.1 22.5 22.0 - - - 24.1
!:jC) 7000 I 21.0 20.5 20.0 19.6 23.3 22.8 22.3 21.7 - - - -
~
-~t'" 8000
9000
-I
-3
20.7
20.5
20.2
20.0
19.8
19.5
19.3
19.1
-
-
22.4
-
22.0
-
21.4
21.2 APPROX. FUEL FLOW I MIXTURE ~
I
10,000 -5 20.2 19.7 . 19.2 18.8 - - - - Long range . I4.5 GPH I so• Rich of Peak EGT ~
"""
en
en
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0
0 Normal 18.5 GPH I 50" Rich of Peak EGT ~
""'
..~
~
12,000
13,000
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-ll
-
-
19.0
-
18.7
-
18.3
18.0
High Speed 29.0 GPH I Full Rich
>
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0
To maintain constant power, correct manifold pressure approximately 0.5 in Hg for each IO'C variation in induction air temperature from C)
~
~
0· standard altitude temperature. Add manifold pressure for air temperature above standard; subtract for temperature below standard. >
.....
......
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le
le NOTE: Full throttle manifold pressure values may not be obtainable when atmospheric conditions are non-standard.
"t::
SECTIONS
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SPEED - IDGH SPEED CRUISE
Figure 5-25

5-23
SECTIONS
1'- 10
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1.::1 - apnm1v amssaJd

SPEED -NORMAL CRUISE POWER
Figure 5-27

5-24
SECTION 5
PA-32R-301, SARATOGA HP PERFORMANCE
,_ - - - -- 1- - - .. . -·
a: v
w "' "0
Q
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0 • • Ic: t'-. 0
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l..:l - apnm1v aJnssaJd

SPEED -ECONOMY CRUISE POWER
Figure 5-27a

5-24a
SECTIONS
PERFORMANCE PA-32R-301, SARATOGA HP
• 0
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SPEED ·LONG RANGE CRUISE POWER
Figure 5-27b

5-24b
SARATOGA II HP ASSOCIATED CONDITIONS:
~
Cll
RANGE Range includes warmuJ), taxi, takeoff climb and descent
102 gal. uasble fuel, 3600 lb. gross wt !SA, zero wind. ~•
..~
tu
15000
~•
14000 t: N'RlNI E o G lA!IGE tu
0
~ 13000 1-
~ NO RESERVE --+--.J--+-I-l-l--1-~--WI-l---I-J.Ii- "'Cll"'
~
1-
45 MIN RESERVE
12000 f- AT CRUISE POWER >
~0
tu
~
11000
"'~"'
10000
~
~ti E 0 0 y o 0 y ~
Z..l
=
9000
~Q
t:r1i:
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8000
7000
=
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0 I I
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3000 I I
I
2000 I
!
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1000 J .! "t::
II IJ 1/ ' t-:1
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0
~
400 500 600 700 800 900 500 600 700 BOO 900 1000 ~
ocn
~~
:-:3 RANGE- NAUTICAL MILES
;3 NOTES: I. Add 7 N.M. range for each 10'C above !SA.

2. Subtract 12 N.M. range for each I O'C below !SA.
EXAMPLE:
Cruise pressure allitude: 6000 ft. >j
• Cruise outside air temp: 6°C
*IS A= 3' C from Fig, 5-2 zo
U~"'"'
.~
N~
Power: ECONOMY
Range with reserve: 793 + 7 (6- 3)/10 = 795 N.M.
nz
t:rj(l)
Ul~
Range with no reserve: 908 + 7 (6 - 3*)/ I 0 = 910 N.M.
'f'i='::l togCI.l
~tr:l ASSOCIATED CONDITIONS: t>Jt>l
C'ltog SARATOGA II HP Endurance includes climb and desceni.I02 gal. ~(j
ENDURANCE uasble fuel, 3600 lb. gross wt. !SA, zero wind. "'.1~
0
1500 0"""'
~
.. I
I ~0
1400
I
a:;Z
< I LlN ;R t; E L N ;Jl NE
~!Jl
....=
• 1300 ) - 45 MIN RESERVE ~ NO RESERVE
~ AT CRUISE POWER • &5
$ 1200 )
1100 )
. 1000 ) E:ll 0 y EC PNPM

t
' 900 )
tr:l~
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~ 0 !:3
@
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600 ) -
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N
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10 10
0
.
I Cl.l
>
~
>
0
~
2 3 4 5 6 7 3 4 5 6 7 8
'dCJ
....=
(N ENDURANCE- HOURS
EXAMPLE: >
....
~
Cruise pressure altitude: 6000 ft.

Power: ECONOMY
....
loC
~
Endurance with reserve: 5.3 hrs ..
Endurance with no reserve: 6.05 hrs. =tog
tiJ
Cl.l PA-32R-301 ~
~ ~FUEL,~TiME AND DISTANCE i(J"D'ESCEN'o w
N
I
..
·~ ASSOCIATED CONDITIONS:
GEAR UP, FLAPS UP, POWER AS REQUIRED FOR 135 KIAS AND 500 FPM
::t1
I
•
=
IW
~
DESCENT, 3600 LBS. GROSS WEIGHT,
II I It I o I I
NOW
o' o
I o I I I I II I 11 I I I 0 I I 0 0 I I I I I I-'
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n
t;tj
~
0
~
n
Cruise pressure altitude: 6000 ft.
noollnotlnn outside air temp. +6" c
g; airport Pressure altitude: 400 ft
"'C ~ airport outside air temp. +24"C
to descend: 31ess .s = 2.5 gal. ~
0 ~ ::t1
..~
;3
lllllllllllll _llllllllllllllllll =
~nme to descend: 12iess 1 11 min.
~I distance to descend: 28 less 2 =26 n.m.

>:r:J
0~
~n
I
...
[ u -
>::j
Ut~-'
10\
OUTSIDE AIR TEMPERATURE- c•
3.fl_ 0 10 20 3D 40
FUEL, TIME, AND DISTANCE TO DESCEND
60 60 70
zo
(jZ
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SECTIONS
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GLIDE RANGE
Figure 5-35

5-28
~~ ~•
;:$d PA-32R-301
r;ntt:l
t!jl::;
I:; ••
~w
.. ~ LANDING PERFORMANCE • 0
~~
1-'
u
ASSOCIATED CONDITIONS:
WING FLAPS 40'; POWER OFF, r:n
ow PAVED, LEVEL DRY RUNWAY >
t:dp
tt:JI-'
:;c~
FULL STALL TOUCH DOWN
MAXIMUM BRAKING,
LANDING GEAR EXTENDED APPROACH SPEED KIAS Q_
~
0
80 79' 78 77 76
~
I
1-''-l
.7-.~1111 ii,, i! 1 ~
UUl 2000
6i. ['(
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~ ~
Q
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0 LU
uil ffftj li z 1400 (.)
z
e,s~-"' - ~ ~
~ ~
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Example:
0
i5
0
a: (J) ;g
Destir.'.n*-atiil;ot;;n':!p:±re~s!o;su~r!te aliliude: 4oa·fi. ~ iS
~
0)
~
Destination O.A.T.: 24 'C • • 1200 C!l
Landing weight 3300 lbs: approach speed 79 KIAS
w
z w
z z om
~~
Wlnd: 5 Knots (headwind) :J ..J iS
;3 Landing distance: 1460 ft. u: u: z
w w :5
Ut~-'
• Ill! !I'
a:
t I I I ! I I I Ill I I I I I ! I I ' I I I I ! I I I
a: 1000
,0\ 3600 3400 3200 3000 2800 2600
-40 -30 -20 -10 0 10 20 30 40 0 5 10 15 C":l2
~~ OUTSIDE AIR TEMPERATURE - 'C WEIGHT- POUNDS WIND COMPONENT - KTS tl:lUt
~~
c:>""C
'"COO
~~
0
PA-32R-301 ~Q
0,_;
~ ~~
<
~
LANDING GROUND ROLL ~til
,_..
• ~
0'1 ASSOCIATED CONDITIONS: Cl

0'1 WING FLAPS 40°, POWER OFF,PAVED LEVEL DRY RUNWAY ~
1.0
FULL STALL TOUCHDOWN. MAXIMUM BRAKING
LAND"ING GEAR EXTENDED
t"" 0
~
ui z
g"' 3:1~
-'
'Ijz ..,"' g ~ 1000
..... C':l . ·t'o~

. . ""'"~
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I
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0
ld
,..;
t:J:l t""
0
z ~
Example: ::l ~
t:J:l ,_..
<:>
g Destination pressure altitude: 400 H.
Destination O.A.T.: 24'C
0
Ill:
0
u
~
..0 Landing weight3300 lbs.
Wind: 5 knots (headwind)
400 0
z
2i
~
~
Landing Ground Roll: 600 fl.
200
z
:5 0
~
<:>
u
·40 ·30 ·20 ·10
OUTSIDE AIR TEMPERATURE-
0 10 20 30
•c
40 3600 3400 3200 3000 2600 2600
WEIGHT- POUNDS
0 5 10 15
WIND COMPONENT- KTS.
~
1-'
1.0
1.0
--l
=
~
SECTIONS

5-31
SECTIONS

5-32
'
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"'m
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m
,
TABLE OF CONTENTS
SECTION6
WEIGHT AND BALANCE
Paragraph Page
No. No.
6.1 General.......................................................................................... 6-1
6.3 Airplane Weighing Procedure....................................................... 6-2
6.5 Weight and Balance Data and Record........................................... 6-5
6. 7 General Loading Recommendations............................................. 6-9
6.9 Weight and Balance Determination for Flight.............................. 6-10
**Equipment List ...............................................................ENCLOSED WITH

THIS HANDBOOK.

6-i

6-ii
SECTION6
PA-32R-301, SARATOGA ll HP WEIGHT AND BALANCE
'
SECTION6
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 ensure
that the airplane is loaded within the loading envelope before he makes 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 licensed, it is weighed, and a basic empty weight and C.G.
location is computed (basic empty weight consists of the standard empty
weight of the airplane plus the optional equipment). Using the basic empty
weight and C.G. location, the pilot can 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: JUNE 30, 1997 REPORT:VB-1669

6-1
SECTION6
WEIGHT AND BALANCE PA-32R-301, SARATOGA II HP
The basic empty weight and C.G. location are recorded in the Weight
and Balance Data Form (Figure 6-5) and the Weight and Balance Record
(Figure 6-7). The current values should always be used. Whenever new
equipment is added or any modification work is done, the mechanic
responsible for the work is required to compute a new basic empty weight
and C.G. position and to write these in the Aircraft Log Book and the
Weight and Balance Record. The owner should make sure that it is done.
A weight and balance calculation is necessary in determining how much

fuel or baggage can be boarded so as to keep within alJowable lini.its. 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
e.G.
6.3 AffiPLANE WEIGHING PROCEDURE

At the time of licensing, Piper provides each airplane with the basic
empty weight and center of gravity location. This data is supplied by Figure
6-5.
The removal or addition of equipment or airplane modifications can

affect the basic empty weight and center of gravity. The following is a
weighing procedure to determine this basic empty weight and center of
gravity location:
(a) Preparation
(1) Be certain that aU items checked in the airplane equipment list

are installed in the proper location in the airplane .. ·
(2) Remove excessive dirt, grease, moisture, and foreign items such as
rags and tools, from the airplane before weighing.
(3) Defuel airplane. Then open all fuel drains until all remaining
fuel is drained. Operate engine on each tank until all
undrainable fuel is used and engine stops. Then add the
unusable fuel (5 gallons total, 2.5 gallons each wing).

6-2
SECTION6
PA-32R-301, SARATOGA II HP WEIGHT AND BALANCE
CAUTION
'
Whenever the fuel system is completely drained
and fuel is replenished it will be necessary to run
the engine for a minimum of three minutes at
I 000 RPM on each tank to insure that no air
exists in the fuel supply lines.
(4) Fill with oil to full capacity.

(5) Place pilot and copilot seats in fourth (4th) notch, aft of
forward position. 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
closed.
(6) Weigh the airplane inside a closed building to prevent errors
in scale readings due to wind.
(b) Leveling
(1) With airplane on scales, block main gear oleo pistons in the fully
extended position.
(2) Level airplane (refer to Figure 6-3) deflating nose wheel tire, to
center bubble on level.
(c) Weighing- Airplane Basic Empty Weight
. (I) With the airplane level and brakes released, record the weight
shown on each scale. Deduct the tare, if any, from each reading.

6-3
SECTION6
WEIGHT AND BALANCE PA-32R-301, SARATOGA II HP ·
•
Scale Position Scale Net
and Symbol Reading Tare Weight
Nose Wheel (N)
Right Main Wheel (R)
Left Main Wheel (L)
Basic Empty Weight,

as Weighed (T)
WEIGHING FORM
Figure 6-1
(d) Basic Empty Weight Center of Gravity
(1) The following geometry applies to the PA-32R-301 airplane

when it is level. Refer to Leveling paragraph 6.3 (b).
C.G. Ann-....o.~
Level Points
1---78.4 ----t (Fusela$C Left Side)
Wing Leading Edge

R+L
1----- B ---.-1 The datum is 78.4 inches ahead of

the wing leading edge at the
A= 14.2 intersection of the untapered and
B = 109.7 tapered section.
LEVELING DIAGRAM
Figure 6-3

SECTION6
PA-32R-301, SARATOGA ll BP WEIGHT AND BALANCE
(2) The basic empty weight center of gravity (as weighed

,
including optional equipment, full oil and unusable fuel)
can be detennined by the following formula:
C. G. Arm= N CA) + CR + L) ffi) inches

T
Where: T=N+R+L
6.5 WEIGHT AND BALANCE DATA AND RECORD

The Basic Empty Weight, Center of Gravity Location and Useful Load
listed in Figure 6-5 are for the airplane as licensed at the factory. These
figures apply only to the specific airplane serial number and registration
number shown.
The basic empty weight of the airplane, as licensed at the factory, has
been entered in the Weight and Balance Record (Figure 6-7). This fom1 is
provided to present the current status of the airplane basic empty weight and
a complete history of previous modifications. Any change to the
pem1anently installed equipment or modification which affects weight or
moment must be entered in tl1e Weight and Balance Record.

6-5
SECTION 6
WEIGHT AND BALANCE PA-32R-301, SARATOGA ll HP
MODEL PA-32R-301, SARATOGA II HP

f
Airplane Serial Number 3246223
Registration Number N3101Q
Date 07/08/04
AIRPLANE BASIC EMPTY WEIGHT
C.GArm
Weight x (Inches Aft = Moment
Item (Lbs) of Datum) (ln-Lbs)
Actual 2412.4 86.2662 208108.6

Standard Empty Weight*
Ecmtp!rled
Optional Equipment 0.0 0.0 0.0
Basic Empty Weight 2412.4 86.2662 208108.6
*The standard empty ·weight includes full oil capacity and 5.0 gallons of
unusable fuel.
AIRPLANE USEFUL LOAD -NORMAL CATEGORY OPERATION
(Ramp Weight) - (Basic Empty Weight) = Useful Load
(3615 lbs) - ( 2412.4 lbs) = 1202.6 lbs.
THIS BASIC EMPTY WEIGHT, C. G. AND USEFUL LOAD ARE

FOR THE AIRPLANE AS LICENSED AT THE FACTORY. REFER
TO APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS
HAVE BEEN MADE.
WEIGHT AND BALANCE DATA FORM
Figure 6-5

6-6
,....
~
UJ
UJ 3246223
PA-32R-301 Serial Number Registration Number N3101Q Page Number
~ w
N
..
r-,
t:::l Running Basic
~0
,.--.. 1
+~
Weight Change
zci
~'"d
Empty Weight
d
z Date
Description of Articl.e '"d llJ
llJ
'"d 0
;> - 1-'
~
5 or Modification s Wt. Arm Moment Wt. Moment
~
1?;1 '"d
......
t..l H <C~ (Lb.) (In.) /100 (Lb.) /100
?
1-' ~
1.0 1?;1
,....
1.0 07/08/04 As licensed 2412.4 0
--.l
§ ~
~
~
~~ ~
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SECTION6
6.7 GErjERAL LOADING RECOMMENDATIONS

The foliowing general loading recommendation is intended only as a
guide. The charts, graphs and instructions should be checked to assure that
the airplane is within the allowable weight vs. center of gravity envelope.
(a) Pilot Only

Load rear baggage compartment to capacity first. Without aft
baggage, fuel load may be limited by forward. envelope for some
combinations of optional equipment.
(b) 2 Occupants- Pilot and Passenger in Front
Load rear baggage compartment first. Without aft baggage,
fuel load may be limited by fwd. envelope for some
(c) 3 Occupants- 2 in front, 1 in middle
Load rear baggage compartment to capacity first. Baggage in
nose may be limited by fwd. envelope. Without aft baggage,
fuel may be limited by fwd. envelope for some combinations
of optional equipment.
(d) 4 Occupants- 2 in front, 1 in middle, I in rear
Load rear baggage compartment first. Baggage in nose may be
limited by fwd. envelope. Without aft baggage, fuel may be
limited by fwd. envelope for some combinations of optional
equipment.
(e) 5 Occupants- 2 in front, 1 in middle, 2 in rear
With five occupants, the aft passengers weight, fuel and
baggage may be limited by envelope. Note placard if
installed. Investigation is required to determine optimum
loading for baggage.
OPTIONAL SIX SEAT CONFIGURATION

(d) 4 Occupants- 2 in front, 2 in middle
Load rear baggage compartment to capacity first. Baggage in
nose may be limited by forward envelope. Without aft
baggage, fuel may be limited by fwd. envelope for some
(e) 5 Occupants- 2 in front, 2 in middle, I in rear
Investigation is required to determine optimum loading for
baggage.

6-9
SECTION6
WEIGHT AND BALANCE PA-32R-301, SARATOGA II HP •
6.7 GENERAJ.. LOADING RECOMMENDATIONS (CONT'D)

OPTIONAL SIX SEAT CONFIGURATION (Cont'd)
(e) 5 Occupants- I in front, 2 in middle, 2 in rear
Load forward baggage compartment to capacity first. Aft
baggage and/or fuel load may be limited by aft envelope.
(f) 6 Occupants - 2 in front, 2 in middle, 2 in rear
With six occupants, the aft passengers weight, fuel and
baggage may be limited by envelope. Investigation is required
to determine optimum location for baggage. Note placard if
installed.
For all airplane configurations, it is the responsibility of the pilot in

command to make sure that the airplane always remains within the
allowable weight vs. center of gravity while in flight.
6.9 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT

(a) Add the weight of all items to be loaded to the basic empty weight.
(b) Use the Loading Graph (Figure 6-13) to determine the moment of
all items to be carried in the airplane.
(c) Add the moment of all items to be loaded to the basic empty
weight moment.
(d) Divide the total moment by the total weight to determine the C.G.
location. ·
(e) By using the figures of item (a) and item (d) (above), locate a point
on the C.G. range and weight graph (Figure 6-15). If the point falls
within the C.G. envelope, the loading meets the weight and
balance requirements.

6-10
SECTION6
, Arm Aft
Weight Datum Moment
(Lbs) (Inches) (ln-Lbs)
Basic Empty Weight 2272 83.4 189485
Pilot and Front Passenger 340.0 85.5 29070
Passengers (Center Seats) 119.1
Passengers (Rear Seats) 340.0 157.6 53584
Fuel (102 Gallon Maximum) 500 94.0 47000
Baggage (Forward) (100 Lb. Limit) 100 42.0 4200
Baggage (Aft) (100 Lb. Limit) 63 178.7 11258
Ramp Weight (3615 Lbs. Max.) 3615 92.6 334597
Fuel Allowance for Engine
Start, Taxi & Runup -15.0 94.0 -1410
Take-off Weight (3600 Lbs. Max.) 3600 92.6 333187
The center of gravity (C.G.) for the take-off weight of this sample loading
problem is at 92.6 inches aft of the datum line. Locate this point (92.6) on
the C.G. range and weight graph. Since this point falls within the weight -
C. G. envelope, this loading meets the weight and balance requirements.
Take-off Weight 3600 92.6 333187

Minus Estimated Fuel Burn-off
(climb & cruise) @ 6.0 Lbs/Gal. -360 94.0 -33840
Landing Weight 3240 92.4 299347
Locate the center of gravity of the landing weight on the C.G. range and
weight graph. Since this point falls within the weight - C.G. envelope, the
loading may be assumed acceptable for landing.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT
OWNER TO INSURE THAT THE AIRPLANE IS LOADED
PROPERLY AT ALL TIMES.
SAMPLE LOADING PROBLEM
(NORMAL CATEGORY)
Figure 6-9

6-11
SECTION6
WEIGHT AND BALANCE PA-32R-301, SARATOGA IT HP
, Arm Aft
Weight Datum Moment
(Lbs) (Inches) (In-Lbs)
Basic Empty Weight
Pilot and Front Passenger 85.5
Passengers
(Center Seats) 119.1
Passengers (Rear Seats) 157.6
Fuel (102 Gallon Maximum) 94.0
Baggage (Forward) (100 Lb. Limit) 42.0
Baggage (Aft) (100 Lb. Limit) 178.7
Ramp Weight (3615Lbs. Max.)
Fuel Allowance for Engine
Start, Taxi & Runuo -15.0 94.0 -1410
Take-off Weight (3600 Lbs. Max.)
The center of gravity (C.G.) for the take-off weight of this loading
problem is at inches aft of the datum line; Locate this point on the C.G.
range and weight graph. Since this point falls within the weight - C.G.
envelope, this loading meets the weight and balance requirements.
Take-off Weight
Minus Estimated Fuel Bum-off
(climb & cruise) @ 6.0 Lbs/Gal. 94.0
Landing Weight
Locate the center of gravity of the landing weight on the C.G. range and
weight graph. Since this point falls within the weight - C.G. envelope, the
loading may be assumed acceptable for landing.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT
OWNER TO INSURE THAT THE AIRPLANE IS LOADED
PROPERLY AT ALL TIMES.
WEIGHT AND BALANCE LOADING FORM
(NORMAL CATEGORY)
Figure 6-11

SECTION6
'
600
550
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s~ 250
s 150 1>'
100~~~
.... '
0
6 5 30 40 45 50 55 60 6
MOMENT/1000 (POUNDS -INCHES)
LOADING GRAPH
Figure 6-13

6-13
SECTION6
WEIGHT AND BALANCE PA-32R-301, SARATOGA ll HP
'
3600 LBS. MAX. GROSS WT. 91

ev . . .
92 93
,
94 St5
I
3600
-
WEIGHT VS C.G. ENVELOPE 8V
88/
87 3400-
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C.G. LOCATION (INCHES AFT DATUM)
C.G. RANGE AND WEIGHT

Figure 6-15
REPORT: VB-1669 ISSUED: NOVEMBER 30, 1995

6-14
•
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TABLE OF CONTENTS
SECTION7
DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS
Paragraph Page
No. No.
7.1 The Airplane ....................................................................... . 7-1

7.3 Airframe ............................................................................. . 7-1
7.5 Engine and Propeller .......................................................... . 7-2
7.7 Engine Controls .................................................................. . 7-4
7.8 Horizon Engine Instrument/
Engine Monitoring System ................................................. . 7-7
7.9 Landing Gear ...................................................................... . 7-20
7.11 Flight Controls .................................................................... . 7-24
7.13 Fuel System ........................................................................ . 7-27
7.15 Electrical System ................................................................ . 7-31
7.17 Vacuum System .................................................................. . 7-35
7.19 Instrument Panel ................................................................. . 7-37
7.21 Pitot-Static System ............................................................. . 7-37
7.23 Cabin Features .................................................................... . 7-38
7.25 Baggage Area ..................................................................... . 7-41
7.27 Heating and Ventilating System ......................................... . 7-42
7.29 Stall Warning ....................................................................... . 7-44
7.31 Finish ................................................................................. .. 7-44
7.33 Air Conditioning ................................................................. . 7-44
7.35 External Power ................................................................... . 7-46
7.37 Emergency Locator Transmitter ......................................... . 7-46

Dl<'VTCVn. VVDDTU. DV 1'7 1000 ., :

7-ii
SECTION7
PA-32R-301, SARATOGA II HP DESCRIPTION & OPERATION
SECTION7
DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE

The Saratoga II HP is a single engine, low wing, retractable landing gear
airplane. It is all metal, seats up to six occupants, and has two separate one
hundred pound capacity baggage compartments.
7.3 AIRFRAME
With the exception of the steel engine mount, parts of the landing gear,
miscellaneous steel parts, the cowling, and the lightweight plastic
extremities (tips of wings, tail fin and stabilator etc.), the basic airframe is
of aluminum alloy. Aerobatics are prohibited in this airplane since the
structure is not designed for aerobatic loads.
The fuselage is a semi-monocoque structure. There is a front door on

the right side· and a rear door on the left. A cargo door is installed aft of the
rear passenger door. When both rear doors are open, large pieces of cargo
can be loaded through the extra-wide opening. A door on the right side of
the nose section gives access to the nose baggage compartment.

7-1
SECTION7
DESCRIPTION & OPERATION PA-32R-301, SARATOGA II HP
The wing is of a semi-tapered design and employs a laminar flow NACA

•
652-415 airfoil section. The main spar is located at approximately 40% of the
chord aft of the leading edge. The wings are attached to the fuselage by the
insertion of the butt ends of the spar into a ~par box carry-through, which is
an integral part of the fuselage structure. The bolting of the spar ends into the
spar box carry-through structure, which is located under the center seats,
provides in effect a continuous main spar. The wings are also attached fore
and aft of the main spar by an auxiliary front spar and a rear spar. The rear
spar, in addition to taking torque and drag loads, provides a mount for flaps
and ailerons. Each wing contains two interconnected fuel tanks. Both tanks
on one side are filled through a single filler neck located in the outboard
tank.
A vertical stabilizer, an all-movable horizontal stabilator, and a rudder

make up the empennage. The stabilator incorporates an anti-servo tab which
provides longitudinal stability and longitudinal trim. This tab moves in the
same direction as the stabilator, but with increased travel.
7.5 ENGINE AND PROPELLER

The Lycoming engine is rated at 300 horsepower at 2700 rpm. This
engine has a compression ratio of 8.7 to 1 and requires 100 minimum grade
fuel. The engine is equipped with a geared starter, a 90 ampere alternator,
dual magnetos, vacuum pump drive, a diaphragm-type fuel pump, and fuel
injection.
The exhaust system consists of individual exhaust pipes routed to two

heavy gauge stainless steel mufflers, one for each bank of cylinders. Exhaust
gases are directed overboard at the underside of the engine cowling. The
mufflers are surrounded by a shroud which provides heat for the cabin and
for windshield defrosting.
The cowling is designed to cool the engine in all normal flight

conditions, including protracted climb, without the use of cowl flaps or
cooling flanges.

7-2
SECTION7
An induction scoop is located on the left side of the lower cowl. An

intake air' box is attached to the inside of the cowl adjacent to the air filter
box. ·
The intake air box incorporates a manually operated two-way valve

designed to allow induction air either to pass through the filter or to bypass
the filter and supply heated air directly to the engine. Alternate air selection
insures induction air flow should the filter become blocked. Since the air is
heated, the alternate air system offers protection against induction system
blockage caused by snow or freezing rain, or by the freezing of moisture
accumulated in the induction air filter. Alternate air is unfiltered; therefore,
it should not be used during ground operation when dust or other
contaminants might enter the system. The primary (through the filter)
induction source should always be used for takeoffs.
The fuel injection system consists of a servo regulator which meters fuel
flow in proportion to airflow to the engine, giving the proper fuel-air mixture
at all engine speeds, and a fuel flow divider which receives the metered fuel
and accurately divides the fuel flow among the individual cylinder fuel
nozzles.
Fuel flow is determined via a fuel flow sensor and Horizon instrument
microprocessors. Fuel flow information in gals/hour is then presented as an
analog display on a Horizon dual indicator (EGT/Fuel Flow) and digitally
displayed on the Horizon DDMP (Digital Display Monitoring Panel). Fuel
totalizer/fuel used information is also derived from the fuel flow sensor and
Horizon microprocessors and presented in digital format on the Horizon
DDMP.
The constant speed propeller is controlled by a governor mounted at the

left forward side of the crankcase. Control from the engine control quadrant
is provided by a push-pull control.

7-3
SECTION7
DESCRIPTION & OPERATION PA-32R-301, SARATOGA ll HP
7.7 ENGINE CONTROLS

•
Engine controls consist of a throttle control, a propeller control and a
mixture control lever. These controls are located on the control quadrant on
the lower center of the instrument panel (Figure 7-1) where they are
accessible to both the pilot and the copilot. The controls utilize teflon-lined
control cables to reduce friction and binding.
The throttle lever is used to adjust the manifold pressure. It

incorporates a gear up warning hom switch which is activated during the last
portion of travel of the throttle lever to the low power position. If the landing
gear is not locked down, the horn will sound until the gear is down and
locked or until the power setting is increased. This is a feature to prevent an
inadvertent gear up landing.
The propeller control lever is used to adjust the propeller speed from
high RPM to low RPM.
The mixture control lever is used to adjust the air to fuel ratio. The
engine is shut down by the placing of the mixture control lever in the full lean
position. In addition, the mixture control has a lock to prevent activation of
the mixture control instead of the pitch control. For information on the
leaning procedure, see the Avco-Lycoming Operator's Manual and the
leaning procedure in Section 4 of this handbook.
The friction adjustment lever on the right side of the control quadrant
may be adjusted to increase or decrease the friction holding the throttle,
propeller, and mixture controls or to lock the controls in a selected position.
The alternate air control is located to the right of the control quadrant.
When the alternate air lever is in the up, or closed, position the engine is
operating on filtered air; when the lever is in the down, or open, position the
engine is operating on unfiltered, heated air. The control is operated by
pressing the knob to the left to clear the retaining gate and then moved in the
desired direction (refer to Figure 7-1) .
. REPORT: VB-1669 ISSUED: JUNE 30, 1997

7-4
SECTION?
CONTROLQUADRANTANDCONSOLE
Figure 7-1

7-5
SECTION7

7-6
SECTION7
PA-32R-301, SARATOGA 1.1 HP DESCRIPTION & OPERATION
7.8 HORIZON ENGINE INSTRUMENT/ENGINE MONITORING

SYSTEM
The Horizon Engine Instrument/Engine Monitoring System is a

microprocessor based instrument with analog and digital format displays of
engine related instruments. The Engine Instrument/Engine Monitoring System
can be divided into two parts: 1) the Digital Display Monitoring Panel
(DDMP) and 2) the single/dual analog instrument displays (see Figure 1).
The DDMP is a microprocessor which monitors/records engine parameter·

exceedences and provides the interface between a GPS receiver and engine
parameter sensors for digital display of the analog instruments, engine %
power, electrical system status, outside/cabin air temperature, and fuel
management. The DDMP displays its information on 6 eight character displays
which are controlled via an Up/Dwn button, a Select button, and a rotary mode
selection knob.
NOTE
When both analog and digital presentations exist
for an aircraft instrument, analog formats are the
primary source of information and digital
displays are considered as advisory only.
The rotary mode selection knob allows the user to cycle through the 6 top
level operations:
1. FUEL - Fuel management

2. INST - Engine instrument display
3. ELEC- Electrical parameter display
4. EXCD - Exceedence record display
5. % PWR- Engine percent power display/determination
6. TEMP - Temperature display .

nD'1:TTC'VT1ro. );I T
SECTION7
DESCRIPTION & OPERATION PA·32R-301, SARATOGA II HP

SYSTEM (CONT'D)
Below the DDMP are two vertical stacks of analog instruments which
display (going top to bottom/left to right), manifold pressure (MAP), Propeller
RPM (RPM), exhaust gas temperature (EGT), fuel flow (FF), oil temperature
(OT), oil pressure (OP), vacuum system pressure (VAC), cylinder head
temperature (CHT), and left/right fuel quantity (QTY). Each analog indicator
displays its respective engine parameter and provides data for the DDMP.
Analog instruments consist of a 2 inch nonreflective glass face/dial,
controllable backlighting, and an annunciator light capable of showing steady
green or steady/flashing red. A steady green annunciator indicates that analog
parameter is being displayed digitally in the DDMP. A steady red annunciator
is illuminated when an engine parameter limit has been exceeded. Any
exceedence condition will override the current DDMP display and show the
parameter in exceedence, the exceedence value, illuminate a red annunciator
light, (see Figure 2) and activate an audible tone. The exceedence audible tone
and DDMP exceedence display will continue until the select switch is
depressed. The red annunciator light will remain illuminated until the
parameter is no longer in exceedence. If multiple exceedences occur, the
operator must acknowledge each exceedence individually to mute the audible
alarm. A steady red annunciator light in the fuel quantity gauge indicates 5
gallons or less of usable fuel remaining. Brightness of the analog instrument
backlighting and DDMP display can be adjusted using the cockpit panel
lighting control. Analog instrument annunciator light intensity is controlled
using the panel annunciator Day/Night dimmer switch.
The Engine Instrument/Engine Monitoring System performs the following

self-test sequence during initial power up to verify proper system operation:
1. DDMP displays· aircraft model and Horizon Revision number.
2. Current Date/Time will be displayed.
3. lllumination of Red annunciator lights.
4. Analog indicator pointers will go to full scale.
5. Red annunciator lights will extinguish.
6. lllumination of Green annunciator lights.
7. Audible horn will sound for approximately 1 second.
8. Analog indicator pointers will return to rest position.
9. Green annunciator lights will extinguish.
10. Illumination of all 8 characters in each DDMP display window.
11. Internal system checks.

7-8
SECTION7
Rotary Mode
Selection Knob
Digital Display Digital Display
Green/Red
Annunciator Light
Manifold ...,.'--_ _ Propeller RPM
Pressure ____. 11
(RPM)
(MAP)
Oil Temperature (01) and

Exhaust Gas
II...,..__ Oil Pressure (OP)
Temperature (EGl)
and. Fuel Flow (FF)
Green/Red
Annunciator Light
(lllumlnates.Red at 5 usable
Vacuum System --..11»>~~; Gal. or Less)
Pressure (VAC)
Cylinder Head
Temperature (CHT) Left and Right Fuel
Quantity (LFQ and RFQ)
t
Instrument Stack Consists of
6 Single I Dual Analog Gauges
and (1) Digital Display Monitoring Panel
HORIZON ENGINE INSTRUMENT/ENGINE MONITORING SYSTEM

Fig. I

RRVTSF.D: FRRRTTARV 12.1999 7-9
SECTION7
••
SYSTEM. (CONT'D) .
During normal operations, all indicators and their associated sensors will have
continuous system health monitoring. In the event an indicator or sensor error is
detected during the self-test sequence or during normal operations, an audible hom I
will sound for 3 seconds, a DDMP instrument fail message will be shown (see Fig. 3),
and a flashing red annunciator light will illuminate indicating the following:
1. 2 flashes/second- instrument failure.

2. 4 flashes/second - sensor failure.
•ALARM INST MODE•

FU~LEC.
[8 SELECT
'
TEMP I EXCD
/
TOACK
0
461 CHT
%PWR
Figure 2
•ALARM INST MODE•
~
FUE®LEC
' I
SELECT TOACK
0
CHT FAIL "'
TEMP '
I EXCD
%PWR
Figure 3
TOP LEVEL OPERATIONS:
FUEL MANAGEMENT (FUEL)
The fuel management mode provides fuel management functions based on
inputs from pilot fuel loading entries, fuel flow sensors, and the Global
Positioning System (GPS). This information is intended to assist the pilot in
fuel management but should be considered as advisory only. No allowances for
deviations (weather, ATC delays, etc .. ) or fuel reserves are factored into fuel
management calculations, therefore the pilot is the final authority for all fuel
management decisions.

7-10 REVISED: FEBRUARY 12, 1999
SECTION7
All fuel management functions are based on total usable fuel available,
therefore it is very important to visually verify and input accurate fuel
loadings.
NOTE:
Usable fuel load entries are the combined total
of all fuel tanks and not a per tank value.
Once an accurate fuel loading has been determined, fuel loading entry into
the DDMP is initiated by placing the rotary selection knob on FUEL. Press the
Select button until the Fuel Loading window is displayed (See Figure 4). The 3
options of I) full fuel loading, 2) partial fuel loading, or 3) cancel to terminate
the fuel loading procedure can be chosen.
To enter a fuel load, use the Up/Down arrows to position the cursor next to
"FULL" or "PARTIAL" and press Select. "FULL" defaults to 102 gallons
(maximum usable fuel) and allows the pilot to decrease the fuel loading to
lower fuel loading values if desired. "PARTIAL" defaults to 0 gallons and
allows the pilono increase the fuel loading value to any value up to maximum
usable fuel (102 gallons). Pressing Select again will bring up the fuel loading
confirmation window. Choose yes or no using the Up/Down arrows then press
Select to enter. If the fuel loading window has been selected in error, the
CANCEL option can be chosen using the Up/Down arrows then the Select
button to terminate the fuel loading sequence.
FUEL INST LOAD

FUE~C
~ RJLL
PARTIAL TEMP "' '

I EXCJ: CANCEL
D
%PWR
Figure 4
Once an accurate loading of usable fuel is entered in the DDMP, two

additional fuel management displays (Figures 5 and 6) can be presented by
pressing the Select button. More depressions of the Select button will simply
cycle through the fuel load entree and two fuel management displays.

DU,TTC'T."T"\_ ~T."DDTTA DV 1~ 1000 7_11
SECTION7

SYSTEM (COI'jT'D)
FUEL MANAGEMENT DISPLAY #1
FUEL JNST -END

FUBC
~ REMAIN
USED "' I '

TEMP EXCD
-GAL
-GAL
D
%PWR
Figure 5
END - Endurance/flight time remaining. This calculation is based on current
fuel flow rate and usable fuel remaining.
REMAIN - Fuel remaining in tank. This calculation is based on last usable fuel
load entree and fuel used.
USED - Fuel used. This calculation is based on fuel used since last usable fuel
load entree.
FUEL MANAGEMENT DISPLAY #2
FUEL
1s]EC INST -MIG
~ TODEST
ATDEST "'
TEMP '
I EXCD
-GAL
-GAL
D
%PWR
Figure 6
MIG - Nautical miles/gallon of fuel. This calculation is based on current fuel
flow rate and GPS ground speed.
To DEST - fuel required to destination (current GPS waypoint). This
calculation is based on current fuel flow rate, GPS distance to waypoint, and
GPS ground speed.
At DEST - fuel remaining at destination (current GPS waypoint). This
calculation is based on current usable fuel remaining, fuel flow rate, GPS
distance to waypoint, and GPS ground speed. ·

7-12 REVISED: FEBRUARY 12,1999
SECTION7
ENGINE INSTRUMENT DISPLAY (INSn
The INST mode of operation enables the user to digitally display any of
the engine related analog instruments in the 6 DDMP windows (See figure 7).
The INST mode is selected by placing the rotary selection knob on INST. The
Select button is then used to choose the parameter display location in one of
the 6 DDMP windows. Once the DDMP display window is determined, the
Up/Down button can be used to sequence through the appropriate analog
instruments and choose the display parameter. This process would be repeated
until all 6 DDMP windows are configured. The default DDMP instrument
configuration after each Horizon system power up is MAP, RPM, EGT, Oil
Temp., Fuel Flow, and Oil Pressure.
32.0 MAP INST 2400RPM
~
FUEC}EC
' I
1400 EGT
'
"' I EXCD
TEMP
1800T
D
22.4 FF 6S OP
%PWR
Figure 7
ELECTRICAL DISPLAY (ELEC)
The electrical mode displays electrical system information on alternator

amperage output, main bus voltage, and battery charge/discharge rate (see
Figure 8).
[BJ
28AMP
SYSVLT
TIEC INST
28.5VLT
D
BATCHG
"'
TEMP '
I EXCI: SAMP
%PWR
Figure 8

REVISED: FEBRUARY 12, 1999 7-13
SECTION7
DESCRIPTION & OPERATION PA-32R-301, SARATOGA D HP
•
SYSTEM (CONT'D}
,
EXCEEDENCE DISPLAY (EXCD)
The EXCD mode of operation enables the user to display any parameter
limitation exceedence that has occurred during ground/flight operations.
Parameter name, duration of exceedence (hrs:min:sec), exceedence peak value,
exceedence sequence number, time of day, and date are recorded during each
occurrence in chronological order for ove( 200 exceedence records. Any
exceedences beyond the DDMP memory limit will start to overwrite old
exceedence records. Display of exceedences is accomplished by placing the
rotary knob on EXCD. The DDMP will display the most resent exceedence in
the format shown in figure 9. Additional exceedence records can be viewed in
chronological order using the up/down arrows. Exceedence records can be
cleared fro~p the DDMP display by pressing Select which brings up the menu in
Figure 10. Using the Up/Down arrows you can move to the "Clear All"
window and then press select which clears all exceedences from the DDMP
display. Choosing Cancel will revert back to the exceedence display format in
Figure 9.
~
OT
00:00:45 D
TIL& INST 160F39
13:24:05
D
240.8 p TEMP '
" I ~CD 10/02/96
%PWR
Figure 9
EXCEED INST
FU~L&
~ CLEAR
CANCEL "
TEMP '
1EXcr;
ALL D
%PWR
Figure 10

SECTION7
The fc:Sllowing abbreviations are used in the exceedence mode:
1. LOVLT Low System Voltage

2. IDVLT High System Voltage
3. MAP High Manifold Pressure
4. RPM High RPM
5. CHT High Cylinder Head Temperature
6. OT High Oil Temperature
7. LOP Low Oil Pressure
8. HOP High Oil Pressure
9. LOVAC Low Vacuum
10. HIVAC High Vacuum
11. LFQ Low Left Fuel Quantity
12. RFQ Low Right Fuel Quantity
PERCENT POWER DISPLAY (%PWR)
The percent power mode initially displays current cruise power output in 5%
increments, manifold pressure, engine RPM, fuel flow, and EGT (see Figure
11). Any engine powers outside of the cruise range (50% to 75%) will
produce----'s in the DDMP% power window.
NOTE:
The Pilots Operating Handbook (Report: VB 1669)
shall be the final authority if any inconsistency exists
between DDMP % Power Display information and
the Pilot's Operating Handbook performance charts.
tr
%POWER 7~%
~ 24.5 MAP
18.0 FF
, I '
TEMP I EXCD
2500 RPM
1350 EGT
D
%PWR
Figure 11

REVISED: FEBRUARY 12. 1999 7-15
SECTION7
DESCRIPTION & OPERATION PA-32R-301, SARATOGA IT HP
SYSTEM (CONT'D)
A desired percertt power setting can be obtained by pressing the select button
to bring up the display shown in Figure 12. Desired percent power can be
incrementally changed using the Up/Down arrows from 50% to 75% power in
5% increments. As %PWR is changed, RPM will be displayed along with
approximate values of MAP and fuel flow using best power (50° F rich of peak
EGT) leaning procedures. If a different engine RPM is desired, the Select button
is pressed to navigate to the RPM window and the Up/Down arrows used to vary
the RPM in 100 RPM increments. This variation in RPM changes expected
values of MAP and fuel flow accordingly. Once the desired %PWR and RPM
combination are chosen, subsequent pressing of the Select button will choose the
Return window and then cycle back to the original percent power display (Figure 11 ).
%POWER
FUtjC
INST
> 1S 'Yo
~ 24.5 MAP
18.0 FF
, I '
TEMP I EXCD
RPM
RETURN
0
%PWR
Figure 12

SECTION7

SYSTEM (CONT'D)
TEMPERATURE DISPLAY (TEMP)
The temperature mode displays outside air temperature and cabin air
temperature in both degrees F and degrees C. The Select button will cycle the
temperature display between degrees F and degrees C. (See Figure 13). I
TEMP INST
~LEC
fa CABIN
OtrrSIDE
" I '
TE~P EXCD
72F
6SF
D
%PWR
Figure 13
DDMP MAINTENANCE MODE
The maintenance mode provides maintenance operations, System Self Test,
and time of day/date adjustment functions to the operator. This mode is entered
by depressing the Up/Down arrow and the Select keys while in the ELEC I
Mode in the following sequence:
1. Up arrow
2. Down arrow
3. Up arrow- twice
4. Select Key
The DDMP will then display the format seen in Figure 14.
SELMODE
TILEC INST
~ MAINT
SLFTST "
TEMP '
I EXCD
15:11
CANCEL
D
%PWR
Figure 14

RRVTSRO! FRRRIJARY 12_ 1999 7-17
SECTION7
IS:06
TILEC
INST
-- --
~ 101496
TEMP '
" I EXCD
------
RETURN
D
%PWR
Figure 15
The MAINT menu provides access to factory calibrations of instruments and
should not be entered/tampered with by unauthorized personnel. Access to this
menu is limited to personnel with knowledge of the 4 character access code.
The SLF TST menu allows the operator to activate the system self test
sequence that occurs during initial power up.
The Date and time menus allow initial input of date and time into system
j memory (see Figure 15). Maneuver to the desired window (time or date) using
Up/Down buttons and press Select to open the menu. Press Select again to
activate the left most pair of digits and increment the numbers to the desired
setting using the Up/Down arrows. This procedure of pressing Select to
activate the adjacent digit pairs and incrementing ·using Up/Down arrows is
repeated until the new date or time is entered. Date and time will be retained in
memory indefinitely until further adjustment is necessary. Termination of the
date/time menu is initiated by choosing Return using the Up/Dwn arrows and
then the Select button.
IThe Cancel menu returns the DDMP back to the ELEC display.
AUXILIARY COMMUNICATIONS
DDMP information can be accessed/stored on a personal computer via a RS-232
connection (located under pilot's side instru:QJ.ent panel) and standard terminal
emulation software. DDMP data can be accessed using the terminal emulation
software instructions and the following required settings:
Baud Rate: 9600

Parity: None
Data Bits 8
Stop Bits: 1

SECTION7

SYSTEM (CONT'D)
Once a DDMP data connection has been made, the operator should select the
"Data Dump" option. The DDMP will then send current instrument data to the
connected device enabling a permanent record of the flight to be stored to disk.
Data is sent approximately every 5 seconds in a comma delimited ASCII
format for each of the following parameters:
Parameter Units
Propeller RPM RPM

Manifold Pressure In Hg
Exhaust Gas Temperature op
Cylinder Head Temperature op
Fuel Flow Gal/Hr
Oil Temperature op
Oil Pressure PSI
Left Fuel Quantity Gal
Right Fuel Quantity Gal
Vacuum Pressure lnHg
Cabin Air Temperature op
Outside Air Temperature op
Pressure Altitude Ft
Alternator Current Amps
Battery Charge Current Amps
System Voltage Volts
Additional auxiliary communication options may be found in the Horizon

Instrument Maintenance Manual.

RRVTSED: FEBRUARY 12. 1999 7-19
SECTION7
LANDING GEAR SELECTOR

Figure 7-3
7.9 LANDING GEAR
The airplane is equipped with a retractable tricycle landing gear, which is
hydraulically actuated by an electrically powered reversible pump. The pump
is controlled by a selector switch on the instrument panel to the left of the
control quadrant (Figure 7-3). The landing gear is retracted or extended in
about seven seconds.
EMERGENCY GEAR extension system allows the landing geilr to free
fall, with spring assist on the nose gear, into the extended position where the
mechanical locks engage. If a gear system malfunction has been indicated
and the EMERGENCY Gear extension system used, it is recommended that
the EMERGENCY GEAR extension control be left in the pulled position
until the aircraft is safely on jacks. See the Service Manual for proper
landing gear system check-out procedures. If the aircraft is being used for
training purposes or a pilot check-out flight the EMERGENCY GEAR
extension control and HYD PUMP circuit breaker must be reset in order for
hydraulic pressure to. be generated in the UP side of the system and the gear
retracted.
REPORT: VB-1669 ISSUED.: JUNE 30, 1997

7-20
SECTION?
Gear down and locked positions are indicated by three green lights
located above the selector, and a red " GEAR WARN" light located in the
annunciator cluster. An all lights out condition indicates the gear is up. The
landing gear should not be retracted above a speed of 110 KIAS and should
not be extended above a speed of 132 KIAS.
NOTE:
Day/night dimmer switch must be in the DAY position to obtain
full intensity of the gear position indicator lights during daytime
flying. When aircraft is operated at night, the switch should be in
the NIGHT position to dim the gear lights.
Two micro-switches in the throttle quadrant activate a warning horn and
red "GEAR WARN" light under the following conditions:
(1) Gear up and power reduced below approximately 14 inches of
manifold pressure.
(2) Gear selector switch UP while on the ground and throttle in
retarded position.
(3) Whenever the flaps are extended beyond the approach position
(10°)and the landing gear is not down and locked.
The gear warning horn emits a 90 cycle per minute beeping sound in
contrast to the stall warning horn which emits a continuous sound.
The nose gear is steerable through a 22.5 degree arc each side of center
through the use of the rudder pedals. As the nose wheel retracts, the steering
linkage disengages to reduce rudder pedal loads in flight. The nose wheel is
equipped with a hydraulic shimmy dampener to reduce nose wheel shimmy.
The oleo struts are of the air-oil type, with normal extension being 3.25
± .25 inches for the nose gear and 4.5 ± .5 inches for the main gear under
normal static load (empty weight of airplane plus full fuel and oil).
The standard brake system includes toe brakes on the left and right set of
rudder pedals and a hand brake located below and near the center of the
instrument panel. The toe brakes and the hand brake have individual brake
cylinders, but all cylinders use a common reservoir. The parking brake is
incorporated in the lever brake and is operated by first depressing and
holding the toe brake pedals and then pulling back on the lever and
depressing the knob attached to the top of the handle. To release the parking
brake, first depress and hold the toe brake pedals and then pull back on the
brake lever; then allow the handle to swing forward.

7-21
SECTION7
, 5AMP LANDING GEAR

,..X t
IV
CONTROL
WARNING
a
NOTE I. GEAR SHOWN IN DOWN L- CIRCUIT
LANDING GEAR ACTUATOR.--------, LOCKED POSITION WITH PROTECTOR
25 AMP STRUTS COMPRESSED
AND THRDTILE CLOSED.
HVO. PUMP MOTOR

rf
'--\a'
SQUAT SW.l
rl1 lB 1
'--------,
DOWN UP
lj:.J
[ J
GND FLT
~)l L--
HYO. P.l£55
SWITCH
NOTE SWITCH LEGEND
c-COMMON
NC-NORMALLY CLOSED
'-- NO-NORMALLY OPEN
FOR UP
,----, CYCLE
10 1c ~ r-------',_______:
n-'
:I -d-r---1-.....J ' b
·! ~
'---- lB1
c lEFT C NOSE c RIGHT

_..,/ ?oN I j ' I ~g~~
3~ j LO~lPx;K~ll
GEAR
ACTUATOR
II "ION
~l ~l
~
1
IJ'....
n. _.Q;)_ SWJTa-lES
NO\..!jl!:.____!Ni;EC::j::=NO~.....J;J::NC::=::j-.,.,NO~~N~C
(NOTE
-=r::--
-=-
:=r
UP ON UP
2 lB 1
~ l/.---l-4---J.+-_J
'--
/v [ '--
.E3'3--_/
CL CN CR
N-U~
./
N-UP/
~uP J
N-UP
nUP
"~
tt'Pj
NC Ng.t,_ NC Ng.t,_ NC N9-,_ ,__L
E
F
4[n UP LOCK T
.--!-----I---E33--...I SWITCI-ES
lB1
l_J___L
I ~~~.:'c~TLE GEAR TO ANNUNCIATOR CONTROL
~ WARNING
\.:~.-+
,~-1 _ HORN
1
L----~~~~ 4LASHER "=""_L
7 - -
f_G_EA_R_
L-6--wARNING (TO ANNUNCJAIORCONTROL FLAP SWITCH
LANDING GEAR ELECTRICAL SCHEMATIC

Figure 7-5

SECTION7
LOW RESERVOIR
PRESSURE
CONTROL
\ 0.020 DIA.
BLEED HOLE
I
HIGH PRESSURE CONTROL
/ERMAL RELIEF
PRESSURE
SWITCH.
GEAR DOWN
EMERGENCY
NOSE FREE FALL
MAIN
GEAR VALVE
GEAR
UP
t UP
t t
RESTRICTOR
NIPPLE
LANDING GEAR HYDRAULIC SYSTEM SCHEMATIC

Aircraft equipped with Oildyne pump and cable emergency gear release
Figure 7-7

7-23
SECTION7
7.11 FLIGHT €0NTROLS

Dual flight controls are provided as standard equipment. A cable
system provides actuation of the control surfaces when the flight controls
are moved in their respective directions.
The horizontal surface (stabilator) features a trim tab/servo mounted

on the trailing edge. This tab serves the dual function of providing trim
control and pitch control forces. The trim function is controlled by a trim
control wheel located on the control console between the two front seats
(Figure 7-9). Rotating the wheel forward gives nose down trim and rotation
aft gives nose up trim.
The rudder is conventional in design and incorporates a rudder trim.

The trim mechanism is a spring-loaded recentering device. The trim control
is located on the right side of the pedestal below the throttle quadrant.
Turning the trim control clockwise gives nose right trim and
counterclockwise rotation gives nose left trim.
The wing flaps are electrically controlled (fig. 7-10) by a selector lever
mounted on the instrument panel to the right of the control pedestal. A flap
annunciator light is provided as part of the annunciator panel located in the
upper center section of the instrument panel. Selection of a new flap
position will activate the flap motor and the light. When the flaps reach the
desired position, the flap motor is automatically switched off and the
indicator light goes out.
In the event of a flap drive malfunction; move the flap lever until the
light goes out. The position of the flap lever relative to the instrument panel
markings indicates the approximate flap position.

7-24
SECTION7
FLIGHT CONTROL CONSOLE

Figure 7-9
There are four stops for the flap control lever, fu11 up (0° flap), 1st
notch (10° flap), 2nd notch (25° flap) and fu11 down (40° flap).
When extending or retracting flaps, there is a pitch change in the aircraft.
This pitch change can be corrected either by stabilator trim or increased
control wheel force. When the flaps are in the retracted position the right
flap is provided with a over-center lock mechanism which acts as a step.
N01E
The right flap will support a load only in the
fully retracted (up) position. When loading and
unloading passengers make sure the flaps are in
the retracted (up) position.

7-25
SECTION7
BUSS
5AMP
r-------,
I
I
RELAY :
I
L ___ ----'
.--------,
I
RELAY :
L _______ JI
Flap~ in Transit
(In Annunciator Panel )
ELECTRIC FLAP SCHEMATIC

Figure 7-10

7-26
SECTION7
7.13 FUEL SYSTEM

'
The standard fuel capacity of the Saratoga II HP is 107 gallons, of which
102 gallons are usable. The inboard tank is attached to the wing structure
with screws and nut plates and can be removed for service or inspection. The
outboard tank consists of a bladder fuel cell that is interconnected with the
inboard tank. A flush fuel cap is located in the outboard tank only.
When using less than the standard I 07 gallon capacity of the tanks, fuel
should be distributed equally between each side.
The fuel selector control is located below the center of the instrument
panel on the sloping face of the control tunnel (refer to Figure 7-1 ). lt has
three positions, one position corresponding to each wing tank plus an OFF
position.
· ISSUED: JUNE 30, 1997 REPORT: VB-1669

7-27
SECTION7
To avoid the accumulation of water and sediment, the fuel tank sumps
and strainer shou1d be drained daily prior to first flight and after refueling.
Each inboard tank is equipped with an individual quick drain located at the
lower inboard rear corner of the tank. The fuel strainer. and a system quick
drain valve are located in the fuselage at the lowest point of the fuel system.
It is important that the fuel system be drained in the following manner:
I. Drain each tank sump through its individual quick drain located at
· the lower inboard rear corner of the tank, making sure that enough
fuel has flowed to ensure the removal of all water and sediment.
2. Place a container beneath the fuel strainer sump drain outlet
located under the fuselage.
3. Drain the fuel strainer sump by pressing down on the lever located
on the right side of the cabin on the forward edge of the wing spar
housing (Figure 7-13). Move the selector through the following
sequence: OFF position, left, right, while draining the strainer
sump. Make sure that enough fuel has flowed to drain the fuel line
between each tank outlet and the fuel strainer, as well as the
strainer itself. With full fuel tanks, it will take approximately 6
seconds to drain all of the fuel from the line from either tank to the
fuel strainer. When the tanks are less than full, it will take a few
seconds longer.
. 4. Examine the contents of the container placed under the fuel sump
drain outlet. When the fuel flow is free of water and sediment, close
the drain and dispose of the contents of the bottle.
CAUTION
When draining fuel, care should be taken to
ensure that no fire hazard exists before starting
the engine.

7-28
SECTION7
FUEL F1.0tl SENSOR
ENGINE DFOVEN
FUEL PUMP
EGT I FUEL FUM

ANALOG GAUGf:.
ELECTRIC
FUEL PUMP
HOR IZOH
DDMP DISPLAY
FUEL SELECTOR
VALVE
FUEL FUEL
CELL CELL
VENT HOIIZON FUEL QUANTITY

INDICATOR
10 <l I
FUEL SYSTEM SCHEMATIC

Figure 7-11

7-29
SECTION7
~-- .
-..
... ::?;_______ .
FUEL DRAIN LEVER

Figure 7-13
After using the underseat quick drain, check from the outside to make
sure that it has closed completely and is not leaking.
A dual analog fuel quantity gauge is located in the lower right portion
of the Horizon instrument installation.
A fuel quantity indicator to measure the fuel not visible through the
filler neck in each wing is installed in the inboard fuel tank. This gauge
indicates usable fuel quantities from 5 gallons to 35 gallons in the ground
attitude. The sole purpose of this gauge is to assist the pilot in determining
fuel quantities of less than 35 gallons during the preflight inspection.
An electric fuel pump is provided for use in case of failure of the engine
driven pump. The electric pump operates from a single switch and
independent circuit protector. It should be ON for all takeoffs and landings.

7-30
SECTION7
SWITCH PANELS
Figure 7-15
7.15 ELECTRICAL SYSTEM

The 28-volt electrical system includes a 24-volt battery for starting and
to back up alternator output. Electrical power is supplied by a 90 ampere
alternator. The battery, a master switch relay, and an external power relay are
located on the right hand side of the aft fuselage. Access to these electrical
components is gained by removing the aft baggage access panel.

7-31
SECTION7
DESCRIPTION & OPERATION PA-32R-301, SARATOGA IT HP
All powerplant and exterior light switches are grouped in an overhead

switch panel with all avionics switches grouped in a switch panel located just
above the throttle quadrant. (figure 7-15). The circuit breaker panel is located
on the lower right side of the instrument panel (figure 7-19). Each breaker is
clearly marked to show which circuit it protects. Also, circuit provisions are
made to handle the addition of communications and navigational equipment.
Standard electrical accessories include the starter, the electric fuel
pump, the stall warning hom, and the annunciator panel. The annunciator
panel includes, alternator inop, oil pressure, gear warn, flaps, starter
engaged, low bus voltage, pitot heat off/inop, vacuum inop, and baggage
door ajar indicator lights and provisions for optional, air conditioner door
open. The annunciator panel lights are provided only as a warning to the
pilot that a system may not be operating properly, and that the applicable
system gauge should be checked and monitored to determine when or if any
corrective action is required.
Electrical accessories include the navigation lights, anti-collision strobe
lights, instrument panel lighting and cabin courtesy lights. The cabin
courtesy light installation consists of a light and switch above the forward
cabin entrance and a light above the rear entrance door with the switch in the i
side panel adjacent to the rear door. Make sure the lights are off when leaving
the aircraft. Leaving the lights on for an extended period of time could cause
depletion of the battery.
Two lights, mounted in the overhead panel, provide instrument and cockpit
lighting for night flying. The lights are controlled by rheostats adjacent to the
overhead switch panel. A map light window in each lens is actuated by an
adjacent switch. A wing recognition/landing light system, consisting of 2 lights
(one in each wing), is operated by a rocker type switch mounted in the overhead
switch panel. A single light is mounted on the nose gear which operates when
switch is in landing or taxi position (s/n 3246001 thru 3246224 only).
Circuit provisions are made to handle the addition of communications and
navigational equipment.
The alternator ammeter in the DDMP displays in amperes the load
placed on the alternator. The Batt ammeter displays in amperes the amount of
charge or discharge of the battery.

-
Cll
Cll ~•
~
t..l
N
:=:!
4
,:..
~
0
!"'
t,:l:j > Cll
t..l ~ ELECTRICAL BUSS >
:=:!
~0 t,:l:j ALTERNATOR
5l AlJijETER ~
STARTER
...... :=:! FIELD TO
15A &ACC.
10
10 z 0
-...!
~ LOW
BUSS 2 ALT
~
0 MONITOR :Somv OUT BLX~
:::=
>
IOOA
SHU liT
SWITCH
CRN-{ TO ANNUNCIATOR
=
=;
~~ 2 TO LOW BUSS BATTERY TO BATTERY TO ANNUNCIATOR
lLTENATOR INOP
=;
~1!116
Cll ALTERNATOR AMMETER
(1l !'"3
--.J;J> J
swrrcH
VOLTAGE
ANNUNCIATOR I I
UASTER
SOLENOID IN DDMP
.!.....:;:=
--.l>-3
'""'""'
t,:l:j
0
t,:l:j
SA
:::= Cll
-
n
<M:R VOLT/
Cll VOLT REG. SOmv
n '1 :::=
-Q-BLUE~
IOOA
::r:
t,:l:j
RED SHUIIT
I j~= ~
:s ~ '----~'1"..._____, -mn-- 0
...,~
0
~
-
~
n
...L
- TO GROUND
CLEARANCE
RELAY
J l BATT ijASTER
SWITCH
I
ij '
-
ST.I.RTER
CONTACTOR
z
R:>
0
"t!Cil
EXTERNAL t,:rjt:rl
<
t:d
POWER RELAY "='
EXTERNAL POWER
:=:~n
•
...... RECEPTICAL ~0
-...~
• 0\
t..IO\
-o
oz
t..IIO
z-...~
SECTION7
CIRCUIT BREAKER PANEL

Figure7-19
For Abnormal and/or Emergency procedures, see Section 3.
WARNING
Anti-collision lights should not be operating
when flying through cloud, fog or haze, since
the reflected light can produce spatial
disorientation. Strobe lights should not be used
in close proximity to the ground such as during
taxiing, takeoff or landing.

..,_'ttl
SECTION7
7.17 VACUUM SYSTEM

The ~acuum system is designed to operate the air driven gyro
instruments. This includes the directional and attitude gyros when installed.
The system consists of an engine driven vacuum pump, vacuum regulator,
vacuum inop annunciator light/relay, filter and the necessary plumbing.
The vacuum pump is a dry type pump which eliminates the need for an
air/oil separator and its plumbing. A shear drive protects the engine from
damage. If the drive shears the gyros will become inoperative.
The vacuum gauge is a dual instrument (cylinder head

temperature/vacuum pressure), located in the left lower portion of the
Horizon instrument installation, (refer to Figure 7-21) which provides
valuable information to the pilot about the operation of the vacuum system.
A decrease in pressure in a system that has remained constant over an
extended period, may indicate a dirty filter, dirty screens, possibly a sticking
vacuum regulator or leak in the system. Vacuum pressure which falls below
approximately 4.0 in. hg. will illuminate the vacuum inop annunciator light
indicating unreliable vacuum driven gyro readings. Zero pressure would
indicate a sheared pump drive, defective pump, possibly a defective gauge
or collapsed line. In the event of any gauge variation from the norm, the
pilot should have a mechanic check the system to prevent possible damage
to the system components or eventual failure of the system.
A vacuum regulator is provided in the system to protect the gyros. The
valve is set so the normal vacuum reads within the normal operating range, a I
setting which provides sufficient vacuum to operate all the gyros at
their rated RPM. Higher settings will damage the gyros and with a low
setting the gyros will be unreliable. The regulator is located behind the
instrument panel.

"'--!;:l:j t;:1rl.l
~~ I. AUX VACUUM SW.

2. LOC/VORJGS IND.
12. ENGINE INS1RUMENTS
TOP TO BOITOM, LEFI'
16. AUDIO AMP.
17. AUTOPH.Or
26. ATITUDE GYRO
27. DIRECTIONAL GYRO
37. SWITCHPANEL
38. FRICTIONLOCK ~~
§.. 3. CLOCK
4. TURN & BANK
TO RIGHT: 18. G.P.S.
19. ANN.PRESSTOTEST
28. ALTIMETER 39. TI!RarTLE QUAD.
s~
~~
MAP; PROP RPM; 29. VERT. SPEED IND. 40. EMERG. GEAR EXTEN.
5. AlRSPEED IND. TIT/FUEL FLOW; 20. AVIONIC EQUIPMENT 30. ENGINEHOURMETER 41. GEAR SELECTOR
6. H.S.l. Oll. TEMP/Oll. PRESS 21. AVIONIC EQUIPMENT 31. DATA LOADER PLUG 42. GEAR LIGHTS
~ 7. FLT.COMMANDIND. VACUUMICHT; 22. INTERCOMM SYSTEM 32. MIKE & PHONE JACK 43. OXY GAGE & CONTROL
~-..I
.:... B. AlP ANNUNCIATOR

9. VERT. SPEED IND.
L & R FUEL QUANTITY
!3. ANN. DAYINITE SW
23. AVIONICEQUIPMENT
COPILOf JNST (OPT)
33. CLIMATE CON1ROL
34. CKT. BREAKER PANEL
44. DIMMING CONTROLS
45, SLAVE METER ACC~ ~
§ o-3 10. ALTIME1ER
II. DDMP
14. ANNUNC. PANEL
15. WETCOMPASS
24. AIRSPEED
25. TURN & BANK
35. WING FLAP SELECTOR
36. ALT. AIR CON1ROL
46. E.L.T. SWITCH
47. MIKEJPHONEJACKS
~
~
[;;
··:: .:::·:: .. .... ·.·· .. :r :· :) : ·:: ~
~
.. ··.·>
!lz
Q'C1\I.I
~
~
~ ~
8~
~ ~
~~
~ ~
;$~
\1.1~
~ ~
=
....
~
..ggt:1..
!~ ~
0
1-'W ~
~
~0
~
Q
y
g~
...
CD
47 46 45 44 43 42 41 40 39 38 37 36 35 34 33 32 31
=
=a
SECTION7
7.19 INSTRUMENT PANEL

•
The instrument panel contains customary advanced flight instruments in
the standard "T" configuration. The pilot artificial horizon/copilot directional
gyro (optional) are vacuum operated and the pilot HSI, turn and bank, and
copilot artificial horizon are electrically driven. This configuration of electric
and vacuum driven instruments provides system redundancy in the event of
an electrical or vacuum system failure. A copilot flight instrument panel can
be installed as an option. Power plant information is displayed in analog and
digital format via the Horizon instrument installation (see Section 7 .8)
located to the right of the pilot's flight instruments.
The radios are located in the center section of the instrument panel and
are powered through the radio master and aircraft battery master switches. A
ground clearance energy saver system is available to provide direct power
to Comm 1 without turning on the master switch. When the spring loaded
switch is engaged direct aircraft battery power is applied to Comm 1,
audio amplifier (speaker) and radio accessories. The ground clearance
system must be turned OFF or depletion of the battery could result. (To
turn ground clearance system off, turn battery master on then back off )
Switch locations are divided between an overhead switch panel and the
standard aircraft panel. The engine start, aircraft battery master, alternator,
electric fuel pump, engine magnetos, external aircraft lighting, and
entertainment console switches are located on the overhead switch panel.
The balance of the switches are located below the radio stack (radio master,
DME-NAV1/NAV2, ground clearance, and pitot/stall warning heat) and
above the circuit breaker panel (air conditioner,-optional, and fan Hi/Lo.)
Circuit breakers providing electrical circuit/component protection are
located in the lower right portion of the instrument panel.
An annunciator panel is located in the top center portion of the
instrument panel to warn the pilot of possible system malfunctions
7.21 PITOT-STATIC SYSTEM
Pitot pressure for the airspeed indicator is sensed by a heated pitot head
installed on the bottom of the left wing and is carried through lines within the
wing and fuselage to the gauge on the instrument panel (refer to Figure 7-23).
Static pressure for the altimeter, vertical speed and airspeed indicators is
sensed by two static source pads, one on each side of the rear fuselage forward
of the elevator. The dual pickups balance out differences in static pressure
caused by slight side slips or skids.

7-37
SECTION7
An alternate static source is provided as standard equipment. The

control valve is located below the left side of the instrument panel. When the
valve is set in the alternate position, the altimeter, vertical speed indicator
and airspeed indicator will be using cabin air for static pressure. The stonn
window and cabin vents must be closed and the cabin heater and defroster
must be on during alternate static source operation. The altimeter error is
less than 50 feet unless otherwise placarded.
If one or more of the pitot static instruments malfunction, the system
should be checked for dirt, leaks or moisture. The static lines may be
drained by a valve located on the side panels next to the pilot's seat. The
pitot system drains through the pitot mast.
The holes in the sensors for pitot and static pressure must be fully open
and free from blockage. Blocked sensor holes will give erratic or zero
readings on the instruments.
NOTE
During preflight, check to make sure the pitot
cover is removed.
A heated pitot head, which alleviates problems with icing and heavy
rain is installed as standard equipment. The switch for pitot heat is located
in the switch panel located just above the throttle quadrant. The pi tot heat
system has a separate circuit breaker located in the circuit breaker panel and
labeled PITOT/STALL, WARN HEAT. Static source pads have been
demonstrated to be non-icing: however, in the event icing does occur,
selecting the alternate static source will alleviate the problem.
7.23 CABIN FEATURES
For ease of entry and exit and for pilot and passenger comfort, the front
seats are adjustable fore and aft. All seats recline ·and have armrests and are
available with optional headrests. The front seats can be equipped with
optional vertical adjustment. The center and rear seats may be removed for
additional cargo space.
NOTE
To extract the left center seat, (right center seat
is optional) remove the front leg bolts (2 )and
slide seat to rear. To remove the rear seats,
depress the plunger behind each front leg and
slide seat to rear. Any time the seats are
installed in the airplane, the retainers should be
in the locked position.

-38
SECTION7
PA·32R-301, SARATOGA II HP DESCRIPTION & OPERATION
PITOT-STATIC SYSTEM
Figure 7-23

7-39
SECTION7
Shoulder harnesses with inertia reels are standard equipment for all seats .
•
The inertia reel should be checked by tugging sharply on the strap. The
reel will lock in place under this test and prevent the strap from extending.
Under normal movement, the strap will extend and retract as required.
For each front seat passenger, a single strap adjustable shoulder harness
is installed. The shoulder strap is routed over the shoulder adjacent to th.e
windows and attached to the lap belt in the general area of the person's
inboard hip. Adjust this fixed strap so that all controls are accessible while
maintaining adequate restraint for the occupant.
Shoulder harnesses should be routinely worn during takeoff, landing

and whenever an inflight emergency occurs.
An entertainment/executive console is installed aft of the co-pilot's seat

providing POH storage, beverage cooler, cup holders, and pull-out table top.
Provisions for flight phone, multi media entertainment system, and lap top
computer workstation are available as options. An entertainment console
master switch providing power to the con~>ole electrical components is
located in the cockpit overhead switch panel. Removal of the
entertainment/executive console is identical to the left center seat procedure
with disconnecting of the electrical harnesses required if any entertainment,
computer, or phone options are installed.
All drawers and table top must be closed and secured during takeoff and
landing.

7-40
SECTION 7
To stow the cabin work table, remove the table by lifting the free end of
the table. upward to disengage the bottom lobes of the table supports. Lift
until the top support lobes disengage at approximately 30° of tilt and remove
the table. Position the table in the stowage area and, with the table work
surface facing forward, place the slots in the table support into the receptacle
clips mounted on the hat shelf. Make sure the white tie-down strap is not
behind the table. With the table fully placed in the clips, bring the white tie-
down strap across the face of the table and lock over the stud located on the
bottom of the close-out bulkhead.
A portable fire extinguisher is located on the back of the right side, aft
facing passenger seat, or on the forward side of the entertainment console, if
installed.
7.25 BAGGAGE AREA

The airplane has two separate baggage areas, each with a 100 pound
capacity. A 7 cubic foot forward luggage compartment, located just aft of the
fire wall, is accessible through a 16 x 22 inch door on the right side of the
fuselage. A 17.3 cubic foot aft compartment is located behind the fifth and
sixth seats and is accessible through the cargo door on the aft side of the
fuselage and during flight from inside the cabin.
An automatic forward baggage compartment light feature is available

which utilizes a magnetic reed switch and a magnet for activation. The switch
and magnet are mounted just above the hinge line of the forward baggage
door.
Opening the baggage door fully, activates the switch which turns on the
baggage compartment light. The baggage compartment light is independent
of the aircraft master switch; therefore, the light will illuminate regardless of
the position of the master switch. The baggage door should not be left open
for extended time periods, as battery depletion could result.

SECTION7
An optional.forward baggage door ajar annunciation system is available

which senses baggage door latch pin position. Failing to latch the forward
baggage door will illuminate an amber light located on the pilot's annun-
ciator panel. 111e annunciation, when illuminated, is "BAGG DOOR AJAR"
advising the pilot of this condition.
NOTE
It is the pilot's responsibility to be sure when the
baggage is loaded that the airplane's e.G. falls
within the allowable e.G. range. (Refer to
Weight and Balance Section.)
7.27 HEATING AND VENTILATING SYSTEM

Fresh air is ducted from a vent in the forward left lower cowling to the
left heater muff by a t1exible hose. It is then routed to the right heater muff by
t1exible hose. Hot air from the right heater muff is routed through a t1exible
hose on the right side of the engine compartment, to the valve box mounted
on the fire wall just above the tunnel cut out. It is then ducted down each side
of the tunnel below the baggage t1oor to the cabin ducting and outlets (Figure
7-25).
CAUTION
When cabin heat is operated, heat duct surface
becomes hot. This could result in bmns if arms
or legs are placed too close to heat duct outlets
or surface.

7-42
SECTION7
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HEATING AND VENTILATING SYSTEM

Figure 7-25

7-43
SECTION7
Defrost heat is bled off from the main flow at the heater muff and routed
through flexible 'hose to a shut-off valve located to the right of center at the
top of the fire wall. From this point, it is ducted to the defroster outlets.
Fresh air inlets are located in the leading edge of each wing and in the left
side of the tail cone. Two adjustable outlets are located on each side of the
cabin, one forward and one aft of the front seat near the floor. There are also
adjustable outlets above each seat. In airplanes without air conditioning, an
optional blower may be added to the overhead vent system to aid in the
circulation of cabin air.
7.29 STALL WARNING

An approaching stall is indicated by a stall warning horn which is
activated between five and ten knots above stall speed. Mild to moderate
airframe buffeting may also precede the stall. Stall speeds are shown on
graphs in the Performance Section. The stall warning horn emits a
continuous sound. The landing gear warning horn is different in that it emits
a 90 cycle per minute beeping sound. The stall warning horn is activated by
lift detectors installed on the leading edge of the left wing. During preflight,
the stall warning system should be checked by turning the master switch ON,
lifting the detectors and checking to determine if the horn is actuated. ·
7.31 FINISH
All exterior surfaces are primed with etching primer and finished with
acrylic lacquer. To keep the finish attractive looking, economy size spray
cans of touch-up paint are available from Piper Dealers.
An optional polyurethane enamel finish is available.
7.33 AIR CONDITIONING*

The air conditioning system is a recirculating air system. The major
components include an evaporator, a condenser, a compressor, a blower,
switches and temperature control.
The evaporator is located behind the rear baggage compartment This

cools the air used for the air conditioning system.
*Optional equipment

7-44
SECTION7
The condenser is mounted on a retractable scoop located on the bottom

of the fuselage and t~ the rear of the baggage compartment area. The scoop
extends when the air conditioner is ON and retracts to a flush position when
the system is OFF.
The compressor is mounted on the forward left underside of the engine.

It has an electric clutch which automatically engages or disengages the
compressor to the belt drive system of the compressor.
Air from the baggage area is drawn through the evaporator by the
blower and distributed through an overhead duct to individual outlets
located adjacent to each occupant.
The switches and temperature control are located on the lower right side
of the instrument panel in the climate control center panel. The temperature
control regulates the temperature of the cabin. Turning the control
clockwise increases cooling; counterclockwise decreases cooling.
The fan speed switch and the air conditioning ON-OFF switch are
inboard of the temperature control. The fan can be operated independently
of the air conditioning; however, the fan must be on for air conditioner
operation. Turning either switch off will disengage the compressor clutch
and retract the condenser door. Cooling air should be felt within one minute
after the air conditioner is turned on.
NOTE
If the system is not operating in 5 minutes, turn
. the system OFF until the fault is corrected.
The fan switch allows operation of the fan with the air conditioner
turned OFF to aid in cabin air circulation. "LOW" or "HIGH" can be
selected to direct a flow of air through the air conditioner outlets in the
overhead duct. These outlets can be adjusted or turned off individually.
The condenser door light is located in the annunciator panel and

illuminates when the door is open and is off when the door is closed.

7-45
SECTION7
A circuit breaker on the circuit breaker panel protects the air

conditioning electrical system.
Whenever the throttle is in the full forward position, it activates a micro
switch which disengages the compressor and retracts the scoop. This allows
maximum power and maximum rate of climb. The fan continues to operate
and the air will remain cool for about one minute. When the throttle is
retarded approximately 1/4 inch, the clutch will engage, the scoop will
extend, and the system will again supply cool, dry air.
7.35 EXTERNAL POWER
An external receptacle located on the aft lower portion of the right hand
side of the fuselage is provided as a source of external power. A 24 VDC
external power source can be connected to the receptacle, thus allowing the
operator to crank the engine without having to gain access to the airplane's
battery.
7.37 EMERGENCY LOCATOR TRANSMITTER*
The Emergency Locator Transmitter (ELT), when installed, is located in
the aft portion of the fuselage just below the stabilator leading edge and is
accessible through a plate on the right side of the fuselage. This plate is
attached with slotted-head nylon screws for ease of removal; these screws
may be readily removed with a variety of common items, such as a dime, a
key, a knife blade, etc. If there are no tools available in an emergency, the
screw heads may be broken off by any means. The ELT is an emergency
locator transmitter which meets the requirements of FAR 91.52.
A ballery replacement date is marked on the transmitter. To comply with
FAA regulations, the battery must be replaced on or before this date. The
battery must also be replaced if the transmitter has been used in an
emergency situation or if the accumulated test time exceeds one hour or if
the unit has been inadvertently activated for an undetermined time period.
NOTE
If for any reason a test transmission is
necessary, the test transmission should be
conducted only in the first five minutes of any
hour and limited to three audio sweeps. If the
tests must be made at any other time, the tests
should be coordinated with the nearest FAA
tower or flight service station.
*Optional equipment

7-46
SECTION7
ARTEX 110-4 ELT OPERATION

•
On the ELT unit itself is a two position switch placarded ON and OFF.
The OFF position is selected when the transmitter is installed at the factory and
the switch should remain in that position whenever the unit is installed in the
airplane.
A pilots remote switch, placarded ON and ARM is located on the pilot's
lower left instrument panel to allow the transmitter to be armed or turned on
from inside the cabin. The switch is normally in ARM position. Moving the
switch to ON will activate the transmitter. A warning light located above the
remote switch will alert you when ever the ELT is activated.
Should the ELT be activated inadvertently it can be reset by either
positioning the remote switch to the ON then immediately relocating it to the
ARM position, or by setting the switch on the ELT to ON and then back to OFF.
In the event the transmitter is activated by an impact, it can be turned off
by moving the ELT switch OFF. Normal operation can then be restored by
resetting the switch to ARM. It may also be turned off and reset by positioning
the remote switch to the ON and then immediately to the ARM position.
The transmitter can be activated manually at any time by placing either the
remote switch or the ELT switch to the ON position.
NOTE:
Three sweeps of the emergency tone and an
illuminated warning light indicates a normally
functioning unit. The warning light must
illuminate during the first 3 second test period.
If it does not illuminate, a problem is indicated
such as a "G" switch failure.
The ELT should be checked during postflight to make certain the unit has
not been activated. Check by selecting 121.50 MHz on an operating receiver.
If a downward sweeping audio tone is heard the ELT may have been
activated. Set the remote switch to ON. If there is no change in the volume of
the signal, your airplane's ELT is probably transmitting. Setting the remote
switch back to OFF will automatically reset the ELT and should stop the
signal being received on 121.50 MHz.

7-47
SECTION7
DESCRIPTION & OPERATION PA-32R-301, SARATOGA HP II .

7-48
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TABLE OF CONTENTS
SECTIONS
AIRPLANE HANDLING, SERVICING AND MAINTENANCE
Paragraph Page
No. No.
8.1 General.......................................................................................... 8-1
8.3 Airplane Inspection Periods.......................................................... 8-2
8.5 Preventive Maintenance................................................................ 8-3
8.7 Airplane Alterations...................................................................... 8-4
8.9 Ground Handling........................................................................... 8-5
8.11 Engine Air Filter........................................................................... 8-7
8.13 Brake Service................................................................................ 8-8
8.15 Landing Gear Service.................................................................... 8-10
8.17 Propeller Service........................................................................... 8-11
8.19 Oil Requirements .......................................................................... 8-11
8.21 Fuel System................................................................................... 8-11
8.23 Trre Inflation .. ... .. ..... ....... ..... ...... .................. ... ... ............ .. .... ......... 8-15
8.25 Battery Service.............................................................................. 8-15
8.27 Cleaning ........................................................................................ 8-16

8-i
'

8-ii
SECTIONS
PA-32R-301, SARATOGA II HP HANDLING, SERV & MAINT
SECTIONS
AIRPLANE HANDLING, SERVICING, AND MAINTENANCE
S.1 GENERAL
This section provides guidelines relating to the handling, servicing, and
maintenance of the Saratoga II HP. For complete maintenance instructions,
refer to the latest revision of the appropriate Maintenance Manual.
WARNING
Inspection, maintenance and parts requirements for all
non-PIPER approved STC installations are not included in
this handbook. When a non-PIPER approved STC
installation is incorporated on the airplane, those portions
of the airplane affected by the installation must be
inspected in accordance with the inspection program
published by the owner of the STC. Since non-PIPER
approved STC installations may change systems interface,
operating characteristics and component loads or stresses
on adjacent structures, PIPER provided inspection criteria
may not be valid for airplanes with non-PIPER approved
STC installations.
WARNING
Modifications must be approved in writing by PIPER prior
to installation. Any and all other installations, whatsoever,
of any kind will void this warranty in it's entirety.

REVISED: OCTOBER 15, 2003 S-1
SECTIONS
HANDLING, SERV & MAINT PA-32R-301, SARATOGA II HP
8.1 GENERAL (CONTINUED)

•
WARNING
Use only genuine PIPER parts or PIPER approved parts
obtained from PIPER approved sources, in connection with the
maintenance and repair of PIPER airplanes.
Genuine PIPER parts are produced and inspected under
rigorous procedures to insure airworthiness and suitability for
use in PIPER airplane applications. Parts purchased from
sources other than PIPER, even though identical in
appearance, may not have had the required tests and
inspections performed, may be different in fabrication
techniques and materials, and may be dangerous when
installed in an airplane.
Additionally, reworked or salvaged parts or those parts
obtained from non-PIPER approved sources, may have service
histories which are unknown or cannot be authenticated, may
have been subjected to unacceptable stresses or temperatures
or may have other hidden damage not discernible through
routine visual or nondestructive testing. This may render the
part, component or structural assembly, even though
originally manufactured by PIPER, unsuitable and unsafe for
airplane use.
PIPER expressly disclaims any responsibility for malfunctions,
failures, damage or injury caused by use of non-PIPER
approved parts.

8-1a REVISED: OCTOBER 15, 2003
SECTIONS
PA-32R-301, SARATOGA ll HP HANDLING, SERV & MAINT
8.1 GENERAL (CONTINUED)

•
Every owner should stay in close contact with an authorized Piper
Service Center or Piper's Customer Services Department to obtain the latest
information pertaining to their airplane, and to avail themselves of Piper's
support systems.
Piper takes a continuing interest in having owners get the most efficient
use from their airplane and keeping it in the best mechanical condition.
Consequently, Piper, from time to time, issues service releases including
Service Bulletins, Service Letters, Service Spares Letters, and others
relating to the airplane.
Piper Service Bulletins are of special importance and Piper considers
compliance mandatory. These are sent directly to the latest FAA-registered
owners in the United States (U.S.) and Piper Service Centers worldwide.
Depending on the nature of the release, material and labor allowances may
apply. This information is provided to all authorized Piper Service Centers.
Service Letters deal with product improvements and servicing
techniques pertaining to the airplane. They are sent to Piper Service Centers
and, if necessary, to the latest FAA-registered owners in the U.S. Owners
should give careful attention to Service Letter information.
Service Spares Letters offer improved parts, kits, and optional
equipment which were not available originally, and which may be of interest
to the owner.
Piper offers a subscription service for Service Bulletins, Service Letters,
and Service Spares Letters. This service is available to interested persons such
as owners, pilots, and mechanics at a nominal fee, and may be obtained
through an authorized Piper Service Center or Piper's Customer Services
Department.
Maintenance manuals, parts catalogs, and revisions to both, are available
from Piper Service Centers or Piper's Customer Services Department.
Any correspondence regarding the airplane should include the airplane
model and serial number to ensure proper response.

REVISED: OCTOBER 15, 2003 8-1b
SECTIONS
8.3 AIRPLANE INSPECTION PERIODS

•
WARNING
All inspection intervals, replacement time limits, overhaul time
limits, the method of inspection, life limits, cycle limits, etc.,
recommended by PIPER are solely based on the use of new,
remanufactured or overhauled PIPER approved parts. If parts
are designed, manufactured, remanufactured, overhauled
and/or approved by entities other than PIPER, then the data in
PIPER'S maintenance/service manuals and parts catalogs are
no longer applicable and the purchaser is warned not to rely
on such data for non-PIPER parts. All inspection intervals,
replacement time limits, overhaul time limits, the method of
inspection, life limits, cycle limits, etc., for such non-PIPER
parts must be obtained from the manufacturer and/or seller of
such non-PIPER parts.
Piper has developed inspection items and required inspection intervals

for the PA-32R (see the latest revision of the PA-32R Maintenance and
Inspection Manuals). The PA-32R Inspection Manual contains appropriate '
forms, and all inspection procedures should be complied with by a properly
trained, knowledgeable, and qualified mechanic at a Piper Authorized Service
Center or a reputable repair shop. Piper cannot accept responsibility for the
continued airworthiness of any aircraft not maintained to these standards,
and/or not brought into compliance with applicable Service Bulletins issued
by Piper, instructions issued by the engine, propeller, or accessory
manufacturers, or Airworthiness Directives issued by the FAA.
A programmed Inspection, approved by the Federal Aviation
Administration (FAA), is also available to the owner. This involves routine
and detailed inspections to allow maximum utilization of the airplane.
Maintenance inspection costs are reduced, and the maximum standard of
continued airworthiness is maintained. Complete details are available from
Piper.
In addition, but in conjunction with the above, the FAA requires periodic
inspections on all aircraft to keep the Airworthiness Certificate in effect. The
owner is responsible for assuring compliance with these inspection
requirements and for maintaining proper documentation in logbooks and/or
maintenance records.

8-2 REVISED: OCTOBER 15, 2003
SECTIONS
PA-32R-301, SARATOGA IT HP HANDLING, SERV & MAINT
A spectrographic analysis of the engine oil is available from several

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

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

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

appropriate aircraft maintenance records. The entry shall include:
(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.
(e) Signature of the individual doing the work.

8-3
SECTIONS
HANDLING, SERV & MAINT PA-32R-301, SARATOGA II HP .
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 mechariic, may
be approved by the local FAA office. Major alterations to the basic airframe
or systems not covered by AC 43.13-2 require a Supplemental Type
Certificate.
The owner or pilot is required to ascertain that the following Aircraft

Papers are in order and in the aircraft.
(a) To be displayed in the aircraft at all times:

.(I) Aircraft Airworthiness Certificate Form FAA-8100-2.
(2) Aircraft Registration Certificate Folll! FAA-8050,.3.
(b) To be carried in the aircraft at all times:

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

8-4
SECTIONS
PA-32R-30l, SARATOGA II HP HANDLING, SERV & MAINT
8.9 GROUND HANDLING

•
(a) Towing
The airplane may be moved on the ground by the use of the
nose wheel steering bar that is stowed in the rear baggage
compartment or by power equipment that will not damage or
excessively strain the nose gear steering assembly. Towing lugs are
incorporated as part of the nose gear fork.
CAUTION
When towing with power equipment, do not
turn the nose gear beyond its steering radius in
either direction, as this will result in damage to
the nose gear and steering mechanism.
CAUTION
Do not tow the airplane when the controls are secured.
In the event towing lines are necessary, ropes should be
attached to both main gear struts as high up on the tubes as
possible. Lines should be long enough to clear the nose and/or tail
by not less than fifteen feet, and a qualified person should ride in
the pilot's seat to maintain control by use of the brakes.
(b) Taxiing
Before attempting to taxi the airplane, ground personnel
should be instructed and approved by a qualified person
authorized by the owner. Engine starting and shut-down
procedures as well as taxi techniques should be covered. When it is
ascertained that the propeller back blast and taxi areas are clear,
power should be applied to start the taxi roll, and the following
checks should be performed:
(1) Taxi a few feet forward and apply the brakes to
determine their effectiveness.
(2) Taxi with the propeller set in low pitch, high RPM
setting.
(3) While taxiing, make slight turns to ascertain the
effectiveness of the steering.

8-5
SECTIONS
(4) Observe wing clearance when taxiing near buildings or

•other stationary objects. If possible, station an observer
outside the airplane.
(5) When taxiing over uneven ground, avoid holes and ruts.
(6) Do not operate the engine at high RPM when running up
or taxiing over ground containing loose stones, gravel, or
any loose material that may cause damage to the
propeller blades.
(c) Parking
When parking the airplane, be sure that it is sufficiently

protected from adverse weather conditions and that it presents no
danger to other aircraft. When parking the airplane for any length
of time or overnight, it is suggested that it be moored securely.
(1) To park the airplane, head it into the wind if possible.
(2) To set the parking brake, first depress and hold the toe
brakes and then pull back on the brake lever and depressing
the knob on the handle. To release the parking brake, frrst
depress the brake pedals and then pull back on the handle
until the catch disengages; then allow the handle to swing
forward.
CAUTION
. Care should be taken when setting brakes that
are overheated or during cold weather when
accumulated moisture may freeze a brake.
(3) Aileron and stabilator controls should be secured with

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

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

8-6
SECTIONS
(5) Secure tie-down ropes to the wing tie-down rings and to

• the tail ring at approximately 45 degree angles to the
ground, When using rope of non-synthetic material,
leave sufficient slack to avoid damage to the airplane
should the ropes contract.
CAUTION
Use bowline knots, square knots or locked slip
knots. Do not use plain slip knots.
NOTE
Additional preparations for high winds include
using tie-down ropes from the landing gear
forks and securing the rudder.
(6) Install a pitot head cover if available. Be sure to remove

the pitot head cover before flight.
(7) Cabin and baggage doors should be locked when the
airplane is unattended.
8.11 ENGINE Am FILTER

(a) Removing Engine Air Filter
(1) Remove the upper cowling.

(2) Remove the screws securing the filter box to the lower
cowl. Remove the filter.
(b) Cleaning Engine Air Filter

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

(1) Tap the filter gently to remove dirt particles, being careful
not to damage the filter. DO NOT wash the filter in any
liquid. DO NOT attempt to blow out dirt with compressed
air.

8-7
SECTIONS
(2) If the filter is excessively dirty or shows any damage, replace

It immediately.
(3) Wipe the filter housing with a clean cloth soaked in unleaded
gasoline. When the housing is clean and dry, install the filter.
(c) Installation of Engine Air Filter
After cleaning or when replacing the filter, install the filter in the
reverse order of removal.
8.13 BRAKE SERVICE

The brake system is filled with MIL-H-5606 (petroleum base) hydraulic
brake fluid. The fluid level should be checked periodically or at every 100
hour inspection and replenished when necessary. The brake reservoir is
located on the left side of the fire wall in the engine compartment. If the
entire system must be refilled, fill with fluid under pressure from the brake
end of the system. This will eliminate air from the system.
No adjustment of the brake clearances is necessary. If, after extended

service, brake blocks become excessively worn they should be replaced with
new segments.

8-8
SECTIONS
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BRAKE SYSTEM
Figure 8-1

8-9
SECTIONS
8.15 LANDING GEAR SERVICE

The main lahding gear uses Cleveland Aircraft Products 6.00 x 6 wheels
with 6.00 x 6, eight-ply rating tires and tubes. The nose wheel uses a
Cleveland Aircraft Products 5.00 x 5 wheel with a 5.00 x 5 six-ply rating, type
ill tire and tube. (Refer to paragraph 8.23.)
Wheels are removed by taking off the hub cap, cotter pin, axle nut, and
the two bolts holding the brake segment in place. Mark tire and wheel for
reinstallation; then dismount by deflating the tire, removing the three
through-bolts from the wheel and separating the wheel halves.
Landing gear oleos should be serviced according to the instructions on

the units. The main oleos should be extended under normal static load until
14.00 ± .25 inches of oleo piston tube is exposed, and the nose gear should
show 3.25 ± .25 inches. To add air to the oleo struts, attach a strut pump to
the valve assembly near the top of the oleo strut housing and pump the oleo
to the desired position. To add oil, jack the aircraft, release the air pressure in
the strut, remove the valve core and add oil through this opening with the
strut extended. After the strut is full, compress it slowly and fully to allow
excess air and oil to escape. With the strut still compressed reinsert the valve
core and pump up the strut as above.
In jacking the aircraft for landing gear or other service, two hydraulic
jacks and a tail stand should be used. At least 250 pounds of ballast should be
placed on the base of the tail stand before the airplane is jacked up. The
hydraulic jacks should be placed under the jack points on the bottom of the
wing and the airplane jacked up until the tail skid is at the right height to
attach the tail stand. After the tail stand is attached and the ballast added,
jacking may be continued until the airplane is at the height desired.
The steering arms from the rudder pedals to the nose wheel are adjusted
at the rudder pedals or at the nose wheel by turning the threaded rod end
bearings in or out. Adjustment is normally accomplished at the forward end
of the rods and should be done in such a way that the nose wheel is in line
with the fore and aft axis of the plane when the rudder pedals and rudder are
centered. Alignment of the nose wheel can be checked by pushing the
airplane back and forth with the rudder centered to determine that the plane
follows a perfectly straight line. The turning arc of the nose wheel is 22.5°
+1- 2° in either direction and is limited by stops at the rudder pedals.

8-10 REVISED: JUNE 12, 2000
SECTIONS
PA-32R-301, SARATOGA ll HP HANDLING, SERV & MAINT
8.17 PR,OPELLER SERVICE

The spinner and backing plate should be cleaned and inspected for
cracks frequently. Before each flight the propeller should be inspected for
nicks, scratches, and corrosion. If found, they should be repaired as soon as
possible by a rated mechanic, since a nick or scratch causes an area of
increased stress which can lead to serious cracks or the loss of a propeller tip.
The back face of the blades should be painted when necessary with flat black
paint to retard glare. To prevent corrosion, the surface should be cleaned
and waxed periodically.
8.19 OIL REQUIREMENTS
The oil capacity of the Lycoming 10-540 series engine is 12 quarts, and
the minimum safe quantity is 6 quarts. It is recommended that engine oil be I
drained and renewed every 50 hours, or sooner under unfavorable conditions.
Full flow cartridge type oil filters should be replaced each 50 hours of
operation. The interval between oil and oil filter change is not to exceed four
(4) months. Lycoming Service Bulletin No. 446 should also be complied with
each 50 hours. The following grades are required for temperatures:
~-L-22851
Average Ambient ~-L-6082B Ashless Dispersant
Temperature SAEGrade SAE Grades
All Temperatures 15W-50 or 20W-50
Above 80°F 60 60
Above 60°F 50 40 or 50
30°F to 90°F 40 40
ooF to 70°F 30 30, 40 or 20W-40
ooF to 90°F 20W50 20W50 or 15W50
Below 10°F 20 30 or 20W-30
When operating temperatures overlap indicated ranges, use the lighter
grade oil.
NOTE
Refer to the latest issue of Lycoming Service
Instruction 1014 (Lubricating Oil Recom-
mendations) for further information.
8.21 FUEL SYSTEM

(a) Servicing Fuel System
At every 50 hour inspection, the fuel screens in the strainer
and in the injector must be cleaned. The screen in the injector is
located in the housing where the fuel line connects to the injector.
The fuel strainer is located under the floor panel and is accessible
for cleaning through an access plate on the underside of the
fuselage. After cleaning, a small amount of grease applied to the
gasket will facilitate reassembly.

REVISED: APRIL 19, 2004 8-11
SECTIONS
(b) Fuel Requirements (AVGAS ONLY)

•
The minimum aviation grade fuel is 100. Since the use of lower
grades can cause serious engine damage in a short period of time,
the engine warranty is invalidated by the use of lower octanes.
Whenever 100 or 100LL grade fuel is not available, commercial
grade 100/130 should be used. (See Fuel Grade Comparison Chart.)
Refer to the latest issue of Lycoming Service Instruction No. 1070
for additional information.
A summary of the current grades as well as the previous fuel

designations is shown in the following chart:
FUEL GRADE COMPARISON CHART

Current Military
Previous Commercial Current Commercial Fuel Grades (MIL-G-5572F)
Fuel Grades (ASTM-D910) Fuel Grades (ASTM-D910-75)
Max. TEL Max. TEL Max. TEL

Grade Color ml!U.S. gal Grade Color ml/U.S. gal Grade Color ml!U.S. gal
80/87 red 0.5 80 red 0.5 80/87 red 0.5

91/98 blue 2.0 *100LL blue 2.0 none none none
100/130 green 3.0 100 green **3.0 100/130 green **3.0
115/145 purple 4.6 none none none 1151145 purple 4.6
* -Grade I DOLL fuel in some overseas countries is currently colored green and designated as 100L.
**-Commercial fuel grade 100 and grade 100/130 (both of which are colored green) having TEL
content of up to 4 mi!U.S. gallon are approved for use in all engines certificated for use with
grade 100/130 fuel.
The operation of the aircraft is approved with an anti-icing

additive in the fuel. When an anti-icing additive is used it must meet
the specification MIL-I-27686, must be uniformly blended with the
fuel while refueling, must not exceed .15% by volume of the refueled
quantity, and to ensure its effectiveness should be blended at not less
than .10% by volume. One and one half liquid ozs. per ten gallon 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.

8-12
SECTIONS
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 pre-

blended in the fuel at the refinery, so no further
blending should be performed.
Fuel additive can not be used as a substitute for

preflight draining of the fuel system drains.
(c) Filling Fuel Tanks
Observe all safety precautions required when handling

gasoline. Fill the fuel tanks through the filler located on the forward
slope of the wing. Each wing holds a maximum of 53.5 U.S. gallons.
When using less than the standard 107 gallon capacity, fuel should
be distributed equally between each side.
(d) Draining Fuel Strainer, Sumps and Lines
The fuel tank sumps and strainer should be drained before the
first flight of the day and after refueling to avoid the accumulation
of water and sediment. Each inboard fuel tank has an individual
quick drain at the lower inboard corner. A fuel strainer with a fuel
system quick drain is located at the lowest point in the system. Each
tank sump should be drained through its individual quick drain
until sufficient fuel has flowed to ensure the removal of any
contaminants. The fuel strainer sump quick drain, operated by a
lever inside the cabin on the right forward edge of the wing spar
housing should be opened while the fuel selector valve is moved
through the two tank positions. Enough fuel should flow at each
position to allow the fuel lines and the strainer to ensure removal of
contaminants. A quick drain fuel sampler is provided for the
checking of the fuel clilrity. (See Description-Airplane and Systems
Section for more detailed instructions.)
ISSUED: JUNE30, 1997 REPORT: VB-1669

8-13
SECTIONS
FUEL TANK DRAIN

Figure 8-3
CAUTION
When draining fuel, be sure that no fire hazard
exists before starting engine.
After using the fuel system quick drain, check from outside the
airplane to be sure that it has closed completely and is not leaking.
(e) Draining Fuel System
The bulk of the fuel may be drained by opening the individual

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

8-14
SECTIONS
8.23 TIRE INFLATION

f
For maximum service from the tires, keep them inflated to the proper
pressures - 35 psi for the nose gear and 38 psi for the main gear. All wheels
and tires are balanced before original installation, and the relationship of
tire, tube, and wheel should be maintained upon reinstallation. Unbalanced
wheels can cause extreme vibration in the landing gear; therefore, in the
installation of new components, it may be necessary to rebalance the wheels
with the tires mounted. When checking tire pressure, examine the tires for
wear, cuts, bruises, and slippage.
8.25 BATTERY SERVICE

Access to the 24-volt battery is through an access panel in the aft
bulkhead. The battery should be checked for proper fluid level. DO NOT fill
the battery above the baffle plates. DO NOT fill the battery with acid - use
water only. A hydrometer check will determine the percent of charge in the
battery.
If the battery is not up to charge, recharge starting at a 4 amp rate and

finishing with a 2 amp rate. Quick charges are not recommended.

8-15
SECTIONS
HANDLING, SERV & MAINT PA-32R-301, SARATOGA II HP .
8.27 CLEANING
•
(a) Cleaning Engine Compartment
Before cleaning the engine compartment, place a strip of tape

on the magneto vents to prevent any solvent from entering these
units.
(1) Place a large pan under the engine to catch waste.
(2) With the engine cowling removed, spray or brush the engine
with solvent or a mixture of solvent and degreaser. In order
to remove especially heavy dirt and grease deposits, it may
be necessary to brush areas that were sprayed.
CAUTION
Do not spray solvent into the alternator,
vacuum pump, starter, or air intakes.
(3) Allow the solvent to remain on the engine from five to ten
minutes. Then rinse the engine dean with additional solvent
and allow it to dry.
CAUTION
Do not operate the engine until excess solvent
has evaporated or otherwise been removed.
(4) Remove the protective tape from the magnetos.
(5) Lubricate the controls, bearing surfaces, etc., in
accordance with the Lubrication Chart in the applicable
Service Manual.

8-16
SECTIONS
(b) Cleaning Landing Gear

•
Before cleaning the landing gear, place a plastic cover or similar
material over the wheel and brake assembly.
(I) Place a pan under the gear to catch waste.
(2) Spray or brush the gear area with solvent or a mixture of
solvent and degreaser, as desired. Where heavy grease
and dirt deposits have collected, it may be necessary to
brush areas that were sprayed, in order to clean them.
(3) Allow the solvent to remain on the gear from five to ten
. minutes. Then rinse the gear with additional solvent and
allow to dry.
(4) Remove the cover from the wheel and remove the catch
pan.
(5) Lubricate the gear in accordance with the Lubrication
Chart.
CAUTION
Do not brush the micro switches.
(c) Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water.
Harsh abrasives or alkaline soaps or detergents could make
scratches on painted or plastic surfaces or could cause corrosion of
metal. Cover areas where cleaning solution could cause damage. To
wash the airplane, use the following procedure:
(I) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or a soft
bristle brush.
(3) To remove exhaust stains, allow the solution to remain on
the surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened
with naphtha.
(5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted
surfaces. Soft cleaning cloths or a chamois should be used
to prevent scratches when cleaning or polishing. A
heavier coating of wax on the leading surfaces will reduce
the abrasion problems in these areas

8-17
SECTIONS
(d) Cleaning Windshield and Windows

f
(1) Remove dirt, mud and other loose particles from exterior
surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft plastic
cleaner. Use a soft cloth or sponge in a straight back and
forth motion. Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with kerosene.
CAUTION
Do not use gasoline, alcohol, benzene, carbon
tetrachloride, thinner, acetone, or window
cleaning sprays.
(4) After cleaning plastic surfaces, apply a thin coat of hard
polishing wax. Rub lightly with a soft cloth. Do not use a
circular motion.
(5) A severe scratch or mar in plastic can be removed by
rubbing out the scratch with jeweler's rouge. Smooth both
sides and apply wax.
(e) Cleaning Headliner, Side Panels and Seats
(I) Clean headliner, side panels, and seats with a stiff bristle
brush, and vacuum where necessary.
(2) Soiled upholstery, except leather, may be cleaned with a
good upholstery cleaner suitable for the material. Avoid
soaking or harsh rubbing.
CAUTION
Solvent cleaners require adequate ventilation.
(3) Leather should be cleaned with saddle soap or a mild hand
soap and water.
(f) Cleaning Carpets
To clean carpets, first remove loose dirt with a whisk broom or

vacuum. For soiled spots and stubborn stains use a noninflammable
dry cleaning fluid. Floor carpets may be cleaned like any household
carpet.

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•
TABLE OF CONTENTS
' SECTION 9
• SUPPLEMENTS
Paragraph/Supplement Page
No. No.
9.1 General ......................................................................................... . 9-1

1 Air Conditioning System Installation .......................................... . 9-3
2 Auxiliary Vacuum System ........................................................... . 9-7
3 Bendix/King KLN 90B GPS Navigation System with
KAP/KFC 150 Autopilot System ................................................ .. 9-13
4 Bendix/King KAP/KFC 150 Series Flight Control System ......... . 9-25
5 Bendix/King KHF-950 HF Tranceiver. ........................................ . 9-27
6 Bendix/King KLN 89(B) GPS Navagation System
KAP/KFC 150 Autopilot System ................................................. . 9-29
7 S-TEC System 55 Autopilot ........................................................ . 9-39
8 Garmin GNS 430 VHF Comm/Nav/GPS .................................... . 9-41
9 Garmin GNS 430 Nav/Comm w/ Traffic Advisory
and Lightning Strike Advisory Data ........................... (S pages) 9-49
10 Garmin GNS 530 Nav/Comm w/ Traffic Advisory
and Lightning Strike Advisory Data ........................... (S pages) 9-57
II B.F. Goodrich Skywatch Traffic Advisory System
Model SKY497 ........................................................... (6 pages) 9-65
12 B.F. Goodrich Aerospace WX-500 Stormscope Series II
Weather Mapping Sensor. ........................................... (4 pages) 9-71
13 Garmin GTX 327 Transponder .................................... (1 0 pages) 9-75
14 S-TEC System 55X Autopilot ...................................................... . 9-85
15 S-TEC ADF 650A System ............................................. (6 pages) 9-87
16 Garmin GMA 340 Audio Pane1... ................................... (6 pages) 9-93
17 S-TECDME450 ............................................................ (4pages) 9-99
18 Garmin GTX 330 Transponder ...................................... (4 pages) 9-103
19 Avidyne FlightMax Entegra Primary
Flight/Multi-Function Displays ................................ (30 pages) 9-1071
20 Mid-Continent 4300-4XX Series
Electric Attitude Indicator .......................................... (4 pages) 9-135
21 TKS Ice Protection System .......................................... (28 pages) 9-139

REVISED: DECEMBER 12, 2005 9-i
TABLE OF CONTENTS (continued)
•
SECTION9
• SUPPLEMENTS
Paragraph/Supplement Page
No. No.
22 S-TEC ADF 650D System ........................................... (10 pages) 9-16T

23 Avidyne FlightMax Entegra Primary
Flight/Multi-Function Displays With
The B&C Specialties BC410
Standby Alternator. ................................................... (34 pages) 9-177

9-ii REVISED: OCTOBER 17,2005
SECTION9
PA-32R-301, SARATOGA II HP SUPPLEMENTS
•
SECTION9
SUPPLEMENTS
9.1 GENERAL
This section provides information in the form of Supplements which are
necessary for efficient operation of the airplane when equipped with one or
more of the various optional systems and equipment not provided with the
standard airplane.
All of the Supplements provided by this section are "FAA Approved" and
consecutively numbered as a permanent part of this Handbook. The
information contained in each Supplement applies only when the related
equipment is installed in the airplane.

9-1
SECTION
SUPPLEMENTS PA-32R-301, SARATOGA II HP .

9-2
SECTION9
PA-32R-301, SARATOGA II HP SUPPLEMENT 1

AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT 1
FOR
AIR CONDITIONING INSTALLATION
This supplement must be attached to the Pilot's Operating Handbook

and FAA Approved Airplane Flight Manual when optional air conditioning
is installed. This supplement supplies information necessary for the
operation of the airplane when the optional air conditioning system is
installed. 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.
PE1ERE. ECK
D.O.A. NO. SO-l
THE NEW PIPER AIRCRAFT, INC.
VERO BEACH, FLORIDA
DAlE OF APPROVAL __,JUNE~""'--"3=0-'--'10...:9'-'<.9_,_7- - - - - - - - - - -

1 of4, 9-3
SECTION9
SUPPLEMENT 1 PA-32R-301, SARATOGA IT HP
SECTION 1 -GENERAL
•
This supplement supplies information necessary for the efficient
operation of the airplane when the optional air conditioning 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 this

handbook and must remain in this handbook at all times when the optional
air conditioning system is installed.
SECTION 2- LIMITATIONS
(a) To insure maximum climb performance the air conditioner must
be turned OFF manually prior to takeoff to disengage the
compressor and retract the condenser door. Also. the air
conditioner must be turned OFF manually before the landing
approach in preparation for a possible go-around.
(b) Placards
In full view of the pilot, in the area of the air conditioner controls
when the air conditioner is installed:
"WARNING- AIR CONDIDONER MUST

BE OFF TO INSURE NORMAL TAKEOFF
CLIMB PERFORMANCE."
In the annunciator cluster (condenser door light):
AIR COND DOOR
SECTION 3 -EMERGENCY PROCEDURES

No changes to the basic Emergency Procedures provided by Section 3
of this Pilot's Operating Handbook are necessary for this supplement.

9-4 2 of4,
SECTION9
PA-32R-301, SARATOGA ll HP SUPPLEMENT 1
SECTION 4 -NORMAL PROCEDURES

f
Prior to takeoff, ·the air conditioner should be checked for proper

operation as follows:
(a) Check aircraft master switch ON.
(b) Turn the air conditioner control switch to ON and the fan switch to
one of the operating positions - the "AIR COND DOOR" warning
light will turn on, thereby indicating proper air conditioner
condenser door actuation.
(c) Turn the air conditioner control switch to OFF - the "AIR COND
DOOR" warning light will go out, thereby indicating the air
conditioner condenser door is in the up position.
(d) If the "AIR COND DOOR" light does not respond as specified above,
an air conditioner system or indicator bulb malfunction is indicated
and further investigation should be conducted prior to flight.
The above operational check may be performed during flight if an in

flight failure is suspected.
The condenser door light is located in the annunciator panel which is

located in the top center portion of the instrument panel. The door light
illuminates when the door is open and is off when the door is closed.
SECTION 5- PERFORMANCE
Operation of the air conditioner will cause slight decreases in cruise
speed and range. Power from the engine is required to run the compressor,
and the condenser door, when extended, causes a slight increase in drag.
When the air conditioner is turned off there is normally no measurable
difference in climb, cruise or range performance of the airplane.

3 of4, 9-5
SECTION9
SUPPLEMENT I PA-32R-301, SARATOGA II HP
,
NOTE
To insure maximum climb performance the air
conditioner must be turned off manually before
takeoff to disengage the compressor and retract
the condenser door. Also the air conditioner
must be turned off manually before the landing
approach in preparation for a possible go-
around. ·
Although the cruise speed and range are only slightly affected by the air
conditioner operation, these changes should be considered in preflight
planning. To be conservative, the· following figures assume that· the
compressor is operating continuously while the airplane is airborne. This
will be the case only in extremely hot weather.
(a) The decrease in true airspeed is approximately 6 KTS at all power
settings.
(b) The decrease in range may be as much as 55 nautical miles for the
102 gallon capacity.
The climb performance is not compromised measurably with the air
conditioner operating since the compressor is declutched and the condenser
door is retracted, both automatically, when full throttle position is selected.
When full throttle position is not used or in the event of a malfunction which
would cause the compressor to operate and the condenser door to be
extended, a decrease in rate of climb of as much as 100 fpm can be expected.
. Should a malfunction occur which prevents condenser door retraction when
the compressor is turned off, a decrease in rate of climb of as much as 50 fpm
can be expected.

9-6 4 of4,
SECTION9
PA·32R-301, SARATOGA II HP SUPPLEMENT 2

AND
SUPPLEMENT 2
FOR
AUXILIARY VACUUM SYSTEM

and FAA Approved Airplane Flight Manual when the Piper Auxiliary
Vacuum System is installed in accordance with Piper Drawing No. 87778-3.
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.
FAA APPROVED ~ £r:;:; £..

PETER E. PECK
D.O.A NO. SO-l
VERO BEACH, FLORIDA
DATE OF APPROVAL JUNE 30, 1997

1 of6 9-7
SECTION9
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the
airplane when the optional Piper Auxiliary Vacuum System is installed. The
information contained within this supplement is to be used in conjunction
with the complete handbook.
(a) The auxiliary vacuum system is limited to standby function
only, do not take off with the engine driven dry air pump
inoperative.
(b) Discontinue flight in Instrument Meteorological Conditions (IMC)
if vacuum pressure falls below 4.8 ln. Hg.
(c) The auxiliary pump/motor assembly and elapsed time
indicator must be removed from service after 500 hours
accumulated operating time or 10 years whichever occurs first.
SECTION 3- EMERGENCY PROCEDURES
(a) VAC OFF or Vacuum lnop. Warning- Auxiliary Vacuum Switch
AUXON.
(b) Verify vacuum system suction is within the normal operating range.
CAUTION
Compass error may exceed 10° when auxiliary
vacuum system is in operation.
(c) Monitor electrical load - verify alternator capacity is

not being exceeded as indicated by the ammeter. If required
turn off non-essential electrical equipment.
(d) Land at the earliest opportunity.to have primary system repaired.

9-8 2of6 REVISED: AUGUST 10, 1998
SECTION9

•
(a) Preflight Check.
(1) Turn on battery switch and verify VAC OFF light
illuminated.
NOTE
Due to the electrical power requirement of the
auxiliary vacuum pump it is suggested that the
engine be operating while making the following
checks.
(2) Turn on auxiliary vacuum pump and verify AUX ON

light is illuminated and electrical load
(approximately 15 amps) on ammeter.
(3) Turn off auxiliary vacuum pump and verify AUX ON
light extinguished
(b) Inflight Check.

(1) Turn off non-essential electrical equipment.
(2) Turn on auxiliary vacuum pump and verify AUX ON
light illuminated and electrical load (approximately
15 amps) on ammeter.
(3) Turn off auxiliary vacuum pump and verify AUX ON
light extinguished and return to normal flight.
NOTE
For maximum service life, avoid continuous
non-emergency operation of the auxiliary
vacuum pump.
SECTION 5 -PERFORMANCE
No change.

3 of6 9-9
SECTION
SUPPLEMENT 2 PA-32R-301, SARATOGA II HP
SECTION 6- WEIGHT & BALANCE

Factory installed optional equipment is included in the licensed weight
and balance data in Section 6 of the Basic Pilot's Operating Handbook.
SECTION 7- DESCRIPTION AND OPERATION

The auxiliary dry air pump system provides an independent back-up
source of pneumatic power to operate the gyro flight instruments in the
event the engine driven air pump fails.
The control switch (labeled AUX VAC) for the auxiliary pump system is
located on the far left side of the instrument panel. The control switch
operating modes are "push-for-on" and "push-for-off'.
The switch button incorporates two annunciator light sections labeled VAC
OFF and AUX ON. The VAC OFF section is controlled by a vacuum switch
in the primary pneumatic system and illuminates an amber light when the
engine driven pump is inoperative or when the system vacuum falls below
the switch activation level. The AUX ON section is controlled by a vacuum
switch in the auxiliary pneumatic system and illuminates a blue light when
the auxiliary pump is operating and creating a vacuum in the system. When
the auxiliary pump is activated at high altitude, or if the system has
developed air leaks, the AUX ON light may fail to illuminate. This indicates
tha~ the system vacuum is still below theAUX ON switch activation level
even though the auxiliary pump is operating and can be verified by
observing the vacuum system indicator.
The annunciator lights do not incorporate a press-to-test feature. If the

lights do not illuminate as expected, check for burned out lamps, replace
with MS 25237-327 bulbs and retest the system.
System electrical protection is provided by a 20 amp circuit breaker in

the pump motor circuit and a 5 amp in line fuse in the annunciator light
circuit. The breaker is mounted on the circuit breaker panel.

9-10 4 of6
SECTION9
SECTION 7- DESCRIPTION AND OPERATION (CONT)

The •auxiliary pump is in the forward baggage compartment under the
right side floor board. The auxiliary system connects to the primary system
at a manifold downstream of the vacuum regulator. Isolation of the primary
and auxiliary systems from each other is accomplished by check valves on
each side of the manifold. The primary system vacuum switch is located in
the center of the manifold and senses vacuum supplied to the gyros. The
auxiliary system vacuum switch is located on the manifold between the
check valve and the auxiliary pump and senses vacuum generated by the
auxiliary pump. In order to assure high reliability of the auxiliary air pump
system as a back-up power supply for gyro instruments, the pump/motor
assembly must be removed and replaced after a time in service as specified in
the limitations Section 2 of this handbook. An elapsed time indicator is
incorporated into the auxiliary pump electrical system to show accumulated
hours of operation.

5 of6 9-11
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4.
MANIFOLD & CHECK VALVE ASSY.
AUX. ELECTRICALLY DRIVEN DRY AIR PUMP
PRESSURE SENSING SWITCHES
8.
9.
10.
DIRECTION GYRO
FILTER
OVERBOARD VENT ~
0 5. SYSTEM REGULATOR & PRESS. SENSING SWITCH 1 1. FIREWALL
=
~
6. VACUUM (SUCTION) GAGE 12. BAGGAGECOMPAR~ENT

'IQ
""'
~ =a
SECTION9

AND
SUPPLEMENT NO. 3
FOR
BENDIX/KING KLN 90B GPS
NAVIGATION SYSTEM WITH
KAP/KFC 150 AUTOPILOT SYSTEM

and FAA Approved Airplane Flight Manual when the optional Bendix/King
KLN 90B GPS Navigation System is installed per Equipment List. The
information contained herein supplements or supersedes the information in
the basic Pilot's Operating Handbook and FAA Approved Airplane Flight
performance information not contained in this supplement, consult the basic
Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.
FAA APPROVED _{7>-=...,.~_____;;;~~·-G~~=-·

~.PECK
----~-------
D.O.A. NO. S0.-1
THE NEW PIPER AIRCRAFf, INC.
VERO BEACH, FLORIDA
DATE OF APPROVAL _ _ _ __,JUNE'-"'-"--'=-'3"""0"--'-"19:...:.9_._7 - - - - -

1 o£12 9-13
SECTION
SUPPLEMENT 3 PA-32R-301, SARATOGA II HP .
SECTION 1 • GENERAL
f
The KLN 90B GPS panel mounted unit contains the GPS sensor, the
navigation computer, a CRT display, and all controls required to operate the
unit. It also houses the data base cartridge which plugs directly into the back of
the unit.
The data base cartridge is an electronic memory containing information
on airports, navaids, intersections, SID's, STAR's, instrument approaches,
special use airspace, and other items of value to the pilot.
Every 28 days, Bendix/King receives new data base information from

Jeppesen Sanderson for the North American data base region. This information
is processed and downloaded onto the data base cartridges. Bendix/King
makes these data base cartridge updates available to KLN 90B GPS users.
Provided the KLN 90B GPS navigation system is receiving adequate

usable signals, it has been demonstrated capable of and has been shown to
meet the accuracy specifications of:
VFR/IFR en route oceanic and remote, en route domestic, terminal, and

instrument approach (GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDB-
DME, RNAV) operation within the U.S. National Airspace System, North
Atlantic Minimum Navigation Performance Specifications (MNPS) Airspace
and latitudes bounded by 74° North and 60° South using the WGS-84 (or NAD
83) coordinate reference datum in accordance with the criteria of AC 20-138,
AC 9i-49, and AC 120-33. Navigation data is based upon use of only the
global positioning system (GPS) operated by the United States.
N01E:
Aircraft using GPS for oceanic IFR
operations may use the KLN 90B to
replace one of the other approved means
of long-range navigation. A single KLN
90B GPS installation may also be used on
short oceanic routes which require only
one means oflong range navigation.
NOTE:
FAA approval of the KLN 90B does not
necessarily constitute approval for use in
foreign airspace.
REPORT: VB.-1669 ISSUED: JUNE 30, 1997

9-14 2of12
SECTION9
•
A The KLN 90B GPS Pilot's Guide, PIN 006-08773-0000, dated
December, 1994 (or later applicable revision) must be immediately
available to the flight crew whenever navigation is predicated on the use
of the system. The Operational Revision Status (ORS) of the Pilot's
Guide must match the ORS level annunciated on the Self Test page.
B. IFR Navigation is restricted as follows:
I. The system must utilize ORS level 20 or later FAA approved revision.
2. The data on the self test page must be verified prior to use. Verify .
valid altitude data is available to the KLN 90B prior to flight.
3. IFR en route and terminal navigation is prohibited unless the pilot
verifies the currency of the data base or verifies each selected
waypoint for accuracy by reference to current approved data.
4. Instrument approaches must be accomplished in accordance with
approved instrument approach procedures that are retrieved from the
KLN 90B data base. The KLN 90B data base must incorporate the
current update cycle.
(a)The KLN 90B Memory Jogger, PIN 006-08785-0000, dated
12194
(or later applicable revision) must be immediately available to the
flight crew during instrument approach operations.
(b)Instrument approaches must be conducted in the approach mode
and RAIM must be available at the Final Approach Fix.
(c) APR ACTV mode must be annunciated at the Final Approach Fix.
(d) Accomplishment ofiLS, LOC, LOC-BC, LDA, SDF, and MLS
approaches are not authorized.
(e) When an alternate airport is required by the applicable operating
rules, it must be served by an approach based on other than GPS
or Loran-C navigation.
(f) The KLN 90B can only be used for approach guidance if the
reference coordinate datum system for the instrument approach is
WGS-84 or NAD-83. (All approaches in the KLN 90B data base
use the WGS-84 or the NAD-83 geodetic datums.)
5. The aircraft must have other approved navigation equipment
appropriate to the route of flight installed and operational.

3 of 12 9-15
SECTION
· SUPPLEMENT 3 PA-32R-301, SARATOGA II HP
SECTION 3 - EMERGENCY PROCEDURES

•
ABNORMAL PROCEDURES
A. If the KLN 90B GPS information is not available or invalid, utilize
remaining operational navigation equipment as required.
B. If a "RAIM NOT AVAILABLE" message is displayed while conducting an
instrument approach, terminate the approach. Execute a missed approach
if required.
C. If a ''RAIM NOT AVAILABLE" message is displayed in the en route or
terminal phase of flight, continue to navigate using the KLN 90B or revert
to an alternate means of navigation appropriate to the route and phase of
flight. When continuing to use GPS navigation, position must be verified
every 15 minutes using another IFR approved navigation system.
D. Refer to the KLN 90B Pilot's Guide, Appendices B and C, for appropriate
pilot actions to be accomplished in response to annunciated messages.
WARNING:
Familiarity with the en route operation of
the . KLN 90B does not constitute
proficiency in approach operations. Do not
attempt approach operations in IMC prior
to attaining proficiency in the use of the
KLN90B.
A. OPERATION
Normal operating procedures are outlined in the KLN 90B GPS Pilot's
Guide, PIN 006-08773-0000, dated December, 1994, (or later applicable
revision). A KLN 90B Memory Jogger, PIN 006-08785-0000 dated
12/94 (or later applicable revision) containing an approach sequence,
operating tips and approach related messages is intended for cockpit use
by the KLN 90B familiar pilot when conducting instrument approaches.
B. SYSTEM ANNUNCIATORS/SWITCHES/CONTROLS
1. HSI NAY presentation (NAV/GPS) switch annunciator- May be used
to select data for presentation on the pilot's HSI; either NAY data from the
number one navigation receiver or GPS data from the KLN 90B GPS.
Presentation on the HSI is also required for autopilot coupling. NAY is
green. GPS is blue. ·
2. Message (MSG) annunciator -Will flash to alert the pilot of a situation
that requires attention. Press the MSG button on the KLN 90B GPS to view
the message. (Appendix B of the KLN 90B Pilot's Guide contains a list of
all of the message page messages and their meanings). MSG is amber.

9-16 4 of12
SECTION9
SECTION 4 -NORMAL PROCEDURES (CONT'D)

•
3. Waypoint (WPT) annunciator- Prior to reaching a waypoint in the
active flight plan, the KLN 90B GPS wiiJ provide navigation along
a curved path segment to ensure a smooth transition between two
adjacent legs in the flight plan. This feature is caiied tum anticipation.
Approximately 20 seconds prior to the beginning of turn anticipation
the WPT annunciator wiiJ flash, going solid upon initialization of
the turn, and extinguishing upon turn completion. WPT is amber.
WARNING:
Turn anticipation is automatically disabled
for FAF waypoints and those used
exclusively in SID/STARS where
overflight is required. For waypoints
shared between SID/STARS and published
en route segments (requiring overflight in
the SID/STARS), proper selection on the
presented waypoint page is necessary to
provide adequate route protection on the
SID/STARS.
4. GPS omni bearing or leg (GPS CRS OBS/LEG) course switch/
annunciator - Used to select the basic modes of KLN 90B operation,
either a) single waypoint with omni- bearing course (OBS) selection
through that waypoint (like a VOR) or b) automatic leg sequencing
(LEG) between waypoints. GPS CRS is white. OBS may either be
white or amber. LEG is green.
NOTE:
Either LEG or OBS will illuminate during
system self test depending upon switch
position.
5. HSI course control CD knob- Provides analog course input to the
KLN 90B in OBS when the NAV/GPS switch/annunciator is in GPS.
When the NAVIGPS switch annunciation is in NAV, GPS course
selection in OBS mode is digital through the use of the controls and
display at the KLN 90B. The HSI course control knob must also be
set to provide proper course datum to the autopilot if coupled to the
KLN 90B in LEG or OBS.

5 ofl2 9-17
SECTION
SECTION 4- NQRMAL PROCEDURES (CONT'D)

NOTE
Manual HSI course centering in OBS
using the control knob can be difficult,
especially at long distances. Centering the
dbar can best be accomplished by pressing
I D.., I and then manually setting the HSI
pointer to the course value prescribed in
the KLN 90B displayed message.
6. GPS approach (GPS APR ARM/ACTV) switch/annunciator- Used

to a) manually select or deselect approach ARM ( or deselect
approach ACTV) and b) annunciate the stage of approach operation
either armed (ARM) or activated (ACTV). Sequential button pushes
if in ACTV would fust result in approach ARM and then approach
arm canceled. Subsequent button pushes will cycle between the
armed state (if an approach is in the flight plan) and approach arm
canceled. Approach ACTV cannot be selected manually. GPS APR
and ARM are white. ACTV is green.
7. RMI NAY presentation switch- May be used to select data for
presentation on the RMI; either NAY 2 data from the number two
navigation receiver, or GPS data from the KLN 90B GPS.
C. Pll...OT'S DISPLAY
Left/right steering information is presented on the pilot's HSI as a
function of the NAY/GPS switch position.
D. AUTOPILOT COUPLED OPERATION
The KLN 90B may be coupled to the autopilot by first selecting GPS on
the NAY/GPS switch. Manual selection of the desired track on the pilot's
HSI course pointer is required to provide course datum to the autopilot.
(Frequent manual course pointer changes may be necessary, such as in
the case of flying a DME arc.) The autopilot approach mode (APR)
should be used when conducting a coupled GPS approach.
NOTE
Select HDG mode for DME arc intercepts.
NAY or APR coupled DME arc intercepts
can result in excessive overshoots
(aggravated by high ground speeds and/or
intercepts from inside the arc).

9-18 6 of 12
SECTION9
SECTION 4 • NORMAL PROCEDURES (CONT'D)

E. APPROACH MODE SEQUENCING AND RAIM PREDICTION
NOTE
The special use airspace alert will
automatically be disabled prior to flying an
instrument approach to reduce the
potential for message congestion.
1. Prior to arrival, select a STAR if appropriate from the APT 7 page.

Select an approach and an initial approach fix (IAF) from the APT 8
page.
NOTES
• Using the right hand outer knob, select the
ACT (Active Flight Plan Waypoints)
pages. Pull the right hand inner knob out
and scroll to the destination airport, then
push the inner knob in and select the ACT 7
or ACT 8 page.
• To delete or replace a SID, STAR or

approach, select FPL 0 page. Place the
cursor over the name of the procedure,
press ENT to change it, or CLR then ENT
to delete it.
2. · En route, check for RAIM availability at the destination airport ETA

on the STA 5 page.
NOTE
RAIM must be available at the FAF in
order to fly an Instrument approach. Be
prepared to terminate the approach upon
loss of RAIM.
3. At 30 nm from the FAF:
a. Verify automatic annunciation of APR ARM.

b. Note automatic dbar scaling change from± 5.0nm to ± 1.0 nm
over the next 30 seconds.
c. Update the KLN 90B altimeter baro setting as required.
d. Internally the KLN 90B will transition from en route to terminal
integrity monitoring.

7 of12 9-19
SECTION
SUPPLEMENT 3 PA-32R-301, SARATOGA II HP '
SECTION 4 ·NORMAL PROCEDURES (CONT'D)

4. Select 'Super NAY 5 page to fly the approach procedure.
a. If receiving radar vectors, or need to fly a procedure turn or.
holding pattern, fly in OBS until inbound to the FAF.
NOTE:
OBS navigation is TO-FROM (like a
VOR) without waypoint sequencing.
b. NoPT routes including DME arc's are flown in LEG. LEG is

mandatory from the FAF to the MAP.
NOTE:
Select HDG mode for DME arc intercepts.
NAY or APR coupled DME arc intercepts
can result in excessive overshoots
(aggravated by high ground speeds and/or
intercepts from inside the arc).
WARNING:
Flying final outbound from an off airport
vortac on an overlay approach; beware of
the DME distance increasing on final
approach, and the GPS distance-to-
waypoint decreasing, and not matching the
numbers on the approach plate!
5. At or before 2 nm from the FAF inbound:
a. Select the FAF as the active waypoint. if not accomplished
already.
b. Select LEG operation.
6. Approaching the FAF inbound (within 2 nm.):
a. Verify APR ACTV.
b. Note automatic dbar scaling change from ± 1.0 nm to ± 0.3 nrn
over the 2 nm inbound to the FAF.
c. Internally the KL.l\f 90B will transition from terminal to
approach integrity monitoring.
7. Crossing the FAF and APR ACTV is not annunciated:
a. Do not descend.
b. Execute missed approach.

9-20 8of12
SECTION9
SECTION 4 -NORMAL PROCEDURES (CONT'D)

•
8. Missed Approach:
a, Climb
b. Navigate to the MAP (in APR ARM if APR ACTV is not
available).
NOTE:
There is no automatic LEG sequencing at
the MAP.
c. After climbing in accordance with the published missed

approach procedure, press I D~l, verify or change the desired
holding fix and press ENT.
GENERAL NOTES
• The data base must be up to date for
instrument approach operation.
• Only one approach can be in the flight plan

at a time.
• If the destination airport is the active

waypoint at the time of the instrument
approach selection, the active waypoint
will shift automatically to the chosen IAF.
• Checking RAIM prediction for your

approach while en route using the STA 5
page is recommended. A self check occurs
automatically within 2nm of the FAF. APR
ACTV is inhibited without RAIM.
• Data cannot be altered, added to or deleted

from the approach procedures contained in
the data base. (DME arc intercepts may be
relocated along the arc through the SUPER
NAV 5 or the FPL 0 pages).
• Some approach waypoints do not appear on

the approach plates (including in some
instances the FAF)!

9 of12 9-21
SECTION
SECTION 4 - NQRMAL PROCEDURES (CONT'D)

• Waypoint suffixes in the flight plan:
i -IAF
f -FAF
m-MAP
h - missed approach holding fix.
• The DME arc IAF (arc intercept waypoint)

will be a) on your present position radial
off the arc VOR when you load the IAF
into the flight plan, or b) the beginning of
the arc if currently on a radial beyond the
arc limit. To adjust the arc intercept to be
compatible with a current radar vector,
bring up the arc IAF waypoint in the
SUPER NAV 5 page scanning field or
under the cursor on the FPL 0 page, press
CLR, then ENT. Fly the arc in LEG. adjust
the HSI or CDI course pointer with
reference to the desired track value on the
SUPER NAV5 page (it will flash to remind
you). Left/right dbar information is
relative to the arc. Displayed distance is
not along the arc but direct to the active
waypoint. If desired, select NAV 2 page
for digital DME arc distance to and radial
from the reference VOR. (The ARC radial
is also displayed on the SUPERNAV5
page.)
• The DME arc IAF identifier may be

unfamiliar. Example: D098G where 098
stands for the 098° radial off the
referenced VOR, and G is the seventh
letter in the alphabet indicating a 7 DME
arc.

9-22 10 of12
SECTION9
SECTION 4- NORMAL PROCEDURES (CONT'D

•
• A~R ARM to APR ACTV is automatic
provided:
a. You are in APR ARM (normally
automatic).
b. You are in LEG mode!
c. The FAF is the active ; waypoint
d. Within 2 n.m. of the FAF.
e. Outside of the FAF.
f. Inbound to the FAF.
g. RAIM is available.
• Direct-To operation between the FAF and

MAP cancels APR ACTV. Fly the missed
approach in APR ARM.
• Flagged navigation inside the FAF may

usually be restored (not guaranteed) by
pressing the GPS APR button changing
from ACTV to ARM. Fly the missed
approach.
• The instrument approach using the KLN

90B may be essentially automatic starting
30 nm out (with a manual baro setting
update) or it may require judicious
selection of the OBS and LEG modes.
• APR ARM may be canceled at any time by

pressing the GPS APR button. (A
subsequent press will reselect it.)
SECTION 5 - PERFORMANCE
No Change.
SECTION 6- WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight and
balance data in Section 6 of the Basic Pilot's Operating Handbook.s

11 o£12 9-23
SECTION

9-24 12of12
SECTION9
SUPPLEMENT NO. 4
FOR
KING 150 SERIES FLIGHT CONTROL SYSTEM
This supplement has been DELETED as the FAA Approved Operational

Supplement to the Bendix/King 150 Series Flight Control System as
installed per STC SA1572CE-D. An approved operational supplement is
provided by Bendix/King and will be revised as required by Bendix/King.
It is permitted to include the Bendix/King supplement in this location of the
Pilots Operating Handbook unless otherwise stated by Bendix/King.

1 of1, 9-25
SECTION9

9-26
SECTION9
•
AND
SUPPLEMENT NO. 5
FOR
KING KHF-950 HF TRANCEIVER
This supplement must be attached to the Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual when the optional King KHF-950 HF
Tranceiver is installed. The information contained herein supplements or
supersedes the information in 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.
FAA APPROVED
PETER E. PECK
D.O.A. NO. SO-l
VERO BEACH, FLORIDA
DATE OF APPROVAL _ _--->!..!JUNE~='-3:!..!06...Ll9~9C1..7_ __

1 o£2, 9-27
SECTION9
SECTION 1 - GENERAL
•
airplane when the optional King KHF-950 HF Transceiver is installed in
accordance with FAA approved Piper da:ta.
(a) No baggage aft compartment.
(b) Placards
Located on aft baggage closeout:

No baggage allowed this compartment.

No change.

Normal operating procedures are outlined in the King KHF-950 Pilot's
Operating Handbook, PIN 006-8343-0001, latest revision.
No change.

balance data in the· Equipment List attached to the Pilot's Operating Handbook.

9-28, 2 of2
SECTION9
PA-32R-301T, SARATOGA II HP SUPPLEMENT 6

AND
SUPPLEMENT NO. 6
FOR
BENDIX/KING KLN 89(B) GPS
NAVIGATION SYSTEM

and FAA Approved Airplane Flight Manual when the KLN 89 (B) GPS
Navigation System is installed per the Equipment List. The information
contained herein supplements or supersedes the Pilot's Operating Handbook
· and FAA Approved Airplane Flight Manual only in those areas listed
herein. For limitations, procedures and performance information not
contained in this supplement, consult the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual.
FAAAPPROVED,g
PE1E E.PECK
~ c;::_/
D.O.A. NO. SO-l
VERO BEACH, FLORIDA
DATE OF APPROVAL: _,JUNE'"""""~3"""0,_,1'""'9~97,___ _ _ _ __

1 of 10, 9-29
SECTION9
SUPPLEMENT 6 PA-32R-301T, SARATOGA II HP
SECTION 1 GENERAL
•
NOTE
This supplement covers both the KLN 89 (VFR) only
and the KLN 89B (IFR approved for Enroute, Terminal
and non-precision approach phases of flight). There
are numerous places throughout this supplement which
discuss features and operational characteristics which
specifically apply to KLN 89B and not to KLN 89.
The parts of this supplement which apply to both the
KLN 89 and the KLN 89B will be shown with a
generic reference to KLN 89 (B).
The KLN 89(B) GPS panel mounted unit contains the GPS sensor, the
navigation computer, a CRT display, and all controlS required to operate the
unit. It also houses the data base card which plugs directly into the front of the
unit.
NOTE
SID's, STAR's and instrument approaches, apply only
to the KLN 89B.
The data base card is an electronic memory containing information on airports,

navaids, intersections, SID's, STAR's, instrument approaches, special use
airspace, and other items of value to the pilot.
Every 28 days, Bendix/King receives new data base information from Jeppesen
Sanderson for the North American data base region. This information is
processed and downloaded onto the data base cards. Bendix/King makes these
data base card updates available to KLN 89(B}GPS users.
Provided the KLN 89(B) GPS navigation system is receiving adequate usable
signals, it has been demonstrated capable of and has been shown to meet the
accuracy specifications of:

9-30 2 of10
SECTION.9
SECTION 1 GENERAL (Cont'd)

•
VFR/IFR en route oceanic and remote, en route domestic, terminal, and
instrument approach (GPS, VOR, VOR-DME, TACAN, NDB, NDB-DME,
RNAV) operation within the U.S. National Airspace System, North Atlantic
Minimum Navigation Performance Specifications (MNPS) Airspace and
latitudes bounded by 74° North and 60° South using the WGS44 (or NAD 83)
coordinate reference datum in accordance with the criteria of AC 20-138, AC
91-49, and AC 120-33. Navigation data is based upon use of only the global
positioning system (GPS) operated by the United States.
NOTE
Aircraft using GPS for oceanic IFR operations may use
the KLN 89B to replace one of the other approved
means oflong-range navigation. A single KLN 89B GPS
installation may also be used on short oceanic routes
which require only one means oflongrange navigation.
NOTE
FAA approval of the KLN 89 (B) does not necessarily
constitute approval for use in foreign airspace.

3 of 10, 9-31
SECTION9
SUPPLEMENT 6 PA-32R-301T, SARATOGA ll HP.
•
A. The KLN 89 (B) GPS Pilot's Guide, PIN 006-08786-0000, dated May,
1995 (or later applicable revision) must be immediately available to the flight
crew whenever navigation is predicated on the use of the system. The
Operational Revision Status (ORS) of the Pilot's Guide must match the ORS
level annunciated on the Self Test page.
B. IFR Navigation is restricted as follows: (KLN 89B only.)
I. The system must utilize ORS level 01 or later FAA approved revision.
2. The data on the self test page must be verified prior to use:
3. IFR en route and terminal navigation is prohibited unless the pilot
verifies the currency of the data base or verifies each selected
waypoint for accuracy by reference to current approved data.
4. Instrument approaches must be accomplished in accordance with
approved instrument approach procedures that are retrieved from the
KLN 89B data base. The KLN 89B data base must incorporate the
current update cycle.
(a) The KLN 89B Quick Reference, PIN 006-08787-0000, dated
5195 (or later applicable revision) must be immediately
available to the flight crew during instrument approach
operations.
(b) Instrument approaches must be conducted in the approach
mode and RAIM must be available at the Final Approach
Fix.
(c) APR ACTV mode must be annunciated at the Final
Approach Fix.
(d) Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and
MLS approaches are not authorized.
(e) When an alternate airport is required by the applicable
operating rules, it must be served by an approach based on
other than GPS or Loran-C navigation.
(f) The KLN 89B can only be used for approach guidance if the
reference coordinate datum system for the instrument
approach is WGS 84 or NAD-83. (All approaches in the
KLN 89 (B) data base use the WGS-84 or the NAD-83
geodetic datums.)
5. The aircraft must have other approved navigation equipment
appropriate to the route of flight installed and operational.

SECTION9

ABNORMAL PROCEDURES
A. If the KLN 89 (B) GPS information is not available or invalid, utilize
remaining operational navigation equipment as required.
B. If a "RAIM NOT AVAILABLE" message is displayed while conducting
an instrument approach, terminate the approach. Execute a missed
approach if required.
C. If a "RAIM NOT AVAILABLE" message is displayed in the en route or
terminal phase of flight, continue to navigate using the KLN 89B or revert
to an alternate means of navigation appropriate to the route and phase of
flight. When continuing to use GPS navigation, position must be verified
every 15 minutes using another IFR approved navigation system.
D. Refer to the KLN 89 (B) Pilot's Guide, Appendices B and C, for
appropriate pilot actions to be accomplished in response to annunciated
messages.
SECTION 4- NORMAL PROCEDURES
WARNING
Familiarity with the en route operation of the
KLN 89 (B) does not constitute proficiency in
approach operations. Do not attempt approach
operations In IMC prior to attaining proficiency in
the use of the KLN 89 (B).
A. OPERATION
Normal operating procedures are outlined in the KLN 89 (B) GPS Pilot's
Guide, PIN 006-08786-0000, dated May 1995, (or later applicable
revision). A KLN 89 (B) Quick Reference, PIN 006-08787-0000 dated 5/
95 (or later applicable revision) containing an approach sequence, operating
tips and approach related messages is intended for cockpit use by the KLN
89B familiar pilot when conducting instrument approaches.
B. SYSTEM ANNUNCIATORS/SWITCHES/CONTROLS
1. HSI NAV presentation (NAV/GPS) switch annunciator- May be used
to select data for presentation on the pilot's HSI; either NAV data
from the number one navigation receiver or GPS data from the KLN
89 (B) GPS. Presentation on the HSI is also required for autopilot
coupling. NAVis green. GPS is blue.

5 oflO, 9-33
SECTION9
SUPPLEMENT 6 PA-32R-301T, SARATOGA II HP
NORMAL PROCEDURES
•
2. Message (MSG) annunciator - Will flash to alert the pilot of a
situation that requires attention. Press the MSG button on the KLN
89 (B) GPS to view the message. (Appendix B of the KLN 89 (B)
Pilot's Guide contains a list of all of the message page messages and
their meanings). MSG is amber.
3. Waypoint (WPT) annunciator- Prior to reaching a waypoint in the
active flight plan, the KLN 89 (B) GPS will provide navigation along
a curved path segment to ensure a smooth transition between two
adjacent legs in the flight plan. This feature is called tum anticipation.
Approximately 20 seconds prior to the beginning of tum anticipation
the WPT annunciator will flash, going solid upon initialization of the
tum, and extinguishing upon turn completion. WPT is amber.
WARNING
Turn anticipation is automatically disabled for
FAF waypoints and those used exclusively in
SID/STARS where overflight is required. For
waypoints shared between SID/STARS and
published en route segments (requiring overflight
in the SID/ STARS), proper selection on the
presented waypoint page is necessary to provide
adequate route protection on the SID/STARS.
4. HSI course control G) knob - Provides analog course input to the
KLN 89 {B) in OBS when the NAV/GPS switch/annunciator is in
GPS. When the NAV/GPS switch annunciation is in NAV, GPS
course selection in OBS mode is digital through the use of the
controls and display at the KLN 89 (B). The HSI course control knob
must also be set to provide proper course datum to the autopilot if
coupled to the KLN 89 (B) in LEG or OBS.
NOTE
Manual HSI course centering in OBS using the
control knob can be difficult, especially at long
distances. Centering the dbar can best be
accomplished by pressing I D •I and then
manually setting the HSI pointer to the course
value prescribed in the KLN 89 (B) displayed
message.

9-34 6 oflO
SECTION9
NORMAL PROCEDURES
•
5. GPS approach (GPS APR ARM/ACTV) switch/annunciator -
(KLN 89B only) used to (a) manually select or deselect approach
ARM (or deselect approach ACTV) and (b) annunciate the stage of
approach operation either armed (ARM) or activated (ACTV).
Sequential button pushes if in ACTV would first result in approach
ARM and then approach arm canceled. Subsequent button pushes
will cycle between the armed state (if an approach is in the flight
plan) and approach arm canceled. Approach ACTV cannot be
selected manually. GPS APR and ARM are white. ACTV is green.
6. RMI NAV presentation switch - May be used to select data for

presentation on the RMI; either NAV 1 data from the number one
navigation receiver, NAV 2 data from the number two navigation
receiver or GPS data from the KLN 89 (B) GPS.
C. PILOTS DISPLAY
Left/right steering information is presented on the pilot's HSI as a

function of the NAV/GPS switch position.
D. AUTOPILOT COUPLED OPERATION
The KLN 89 (B) may be coupled to the autopilot by first selecting GPS
on the NAV/GPS switch. Manual selection of the desired track on the
pilot's HSI course pointer is required to provide course datum to the
autopilot. (Frequent manual course pointer changes may be necessary,
such as in the case of flying a DME arc.) The autopilot approach mode
(APR) should be used when conducting a coupled GPS approach.
NOTE
Select HDG mode for DME arc intercepts. NAV or

APR coupled DME arc intercepts can result in
excessive overshoots (aggravated by high ground
speeds and/or intercepts from inside the arc).

7 oflO, 9-35
SECTION9
SUPPLEMENT 6 PA-32R-301 T, SARATOGA II HP
NORMAL PRO~EDURES
E. ALTITUDE ALERT AURAL TONES

• 1000 feet prior to reaching the selected altitude - three short tones.
• Upon reaching the selected altitude- two short tones.
• Deviating above or below the selected altitude by more than the

warn altitude - four short tones.
F. APPROACH MODE SEQUENCING AND RAIM PREDICTION

(KLN 89B only.)
NOTE
The special use airspace alert will automatically
be disabled prior to flying an instrument
approach to reduce the potential for message
congestion.
l. Prior to arrival, select a STAR if appropriate from the APT 7

page. Select an approach and an initial approach fix (IAF) from
the APT 8 page.
NOTES
• Using the outer knob, select the ACT (Active
Flight Plan Waypoints) pages. Pull the inner
knob out and scroll to the destination airport,
then push the inner knob in and select the
ACT 7 or ACT 8 page.
• To delete or replace a SID, STAR or

approach, select FPL 0 page. Place the cursor
over the name of the procedure, press ENT to
change it, or CLR then ENT to delete it.
2. En route, check for RA.lM availability at the destination airport

ETA on the OTH 3 page.
NOTE
RAIM must be available at the FAF in order to
fly an instrument approach. Be prepared to
terminate the approach upon loss of RAIM.

. 9-36 8of10
SECTION9
PA-32R-301 T, SARATOGA TI HP SUPPLEMENT 6
NORMAL PROCEDURES
f
3. At 30 nm from the airport:
a. Verify automatic annunciation of APR ARM.

b. Note automatic dbar scaling change from ± 5.0 nm to
±1.0 nm over the next 30 seconds.
c. Update the KLN 89B altimeter baro setting as required.
d. Internally the KLN 89B will transition from en route to
terminal integrity monitoring.
4. Select NAV 4 page to fly the approach procedure.
a. If receiving radar vectors, or need to fly a procedure turn
or holding pattern, fly in OBS until inbound to the FAF.
NOTE
OBS navigation is TO-FROM (like a VOR)
without waypoint sequencing.
b. NoPT routes including DME arc's are flown in LEG.

LEG is mandatory from the FAF to the MAP.
NOTE
Select HOG mode for DME arc intercepts. NAY
or APR coupled DME arc intercepts can result in
excessive overshoots (aggravated by high ground
speeds and/or intercepts from inside the arc).
WARNING
Flying final outbound from an off airport vortac
on an overlay approach; beware of the DME
distance increasing on final approach, and the
GPS distance-to waypoint decreasing, and not
matching the numbers on the approach plate!
5. At or before 2 nm from the FAF inbound:

a. Select the FAF as the active waypoint. if not
accomplished already.
b. Select LEG operation.

9 oflO, 9-37
SECTION9
SUPPLEMENT 6 PA-32R-301T, SARATOGA II HP '
NORMAL PROCEDURES
•
6. Approaching the FAF inbound (within 2 run.):
a. Verify APR ACTV.
b. Note automatic dbar scaling change from ±1.0 nm to± 0.3
nm over the 2 nm inbound to the FAF.
c. Internally the KLN 89B will transition from terminal to
approach integrity monitoring.
7. Crossing the FAF and APR ACTV is not annunciated:
a Do not descend.
b. Execute the missed approach.
8. Missed Approach:
a. Climb
b. Navigate to the MAP (in APR ARM if APR ACTV is not
available).
NOTE
There is no automatic LEG sequencing at the MAP.
c. After climbing in accordance with the published

missed approach procedure, press I D .,.I
verify or
change the desired holding fix and press ENT.
GENERAL NOTES
• The data base must be up to date for instrument
approach operation.
• Only one approach can be in the flight plan at a time.
• If the destination airport is the active waypoint at the
time of the instrument approach selection, the active
waypoint will shift automatically to the chosen IAF.
• Checking RAIM prediction for your approach while
en route using the OTH 3 page is recommended. A
self check occurs automatically within 2 nm of the
FAF. APR ACTV is inhibited without RAIM.
• Data cannot be altered, added to or deleted from the
approach procedures contained in the data base.
(DME arc intercepts may be relocated along the arc
through the NAV4 or the FPL 0 pages).
• Some approach waypoints do not appear on the
approach plates (including in some instances the FAf)!

9-38 lOoflO
SECTION9
'

AND
SUPPLEMENT NO. 7
FOR
S-TEC SYSTEM 55 TWO AXIS
AUTOMATIC FLIGHT GUIDANCE SYSTEM
' WITH TRIM MONITOR

FAA Approved Airplane Flight Manual when the S-TEC System 55
Autopilot is installed per STC SA8396SW-D. 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 the
supplement, consult the basic Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual.
FAA APPROVEDo g t:C:::

PE RE.PECK
£
D.O.A. NO. SO-l
VERO BEACH, FLORIDA
DATE OF APPROVAL: DECEMBER 18, 1998

REVISED: DECEMBER 18, 1998 9-39
SECTION9

9-40 REVISED: DECEMBER 18. 1998
SECTION9

AND
SUPPLEMENT NO.8
FOR
GARMIN GNS 430 VHF COMMUNICATION
TRANSCEIVERIVORIILS RECEIVERIGPS RECEIVER
(Serial numbers 3246126 and up)
This supplement must be attached to the Pilot's Operating Handb.ook

and FAA Approved Airplane Flight Manual when the Garmin GNS 430
VHF Communication Transceiver/VORIILS Receiver/Global Positioning
System is installed per the Equipment List. The information contained
herein supplements or supersedes the Pilot's Operating Handbook and FAA
limitations, procedures and performance information not contained in this
supplement, consult the Pilot's Operating Handbook and FAA Approved
FAA APPROVED:. eJ.,J;fp,;._x lila~

CHRISTINA L. MARSH
D.O.A. NO. SO-l
THE NEW PIPER AJRCRAFT, INC.
VERO BEACH, FLORIDA
DATE OF APPROVAL: NOVEMBER 22. 1999

REVISED: NOVEMBER 22, 1999 1 of8, 9-41
SECTION9
SECTION 1 -GENERAL
•
The GNS 430 System is a fully integrated, panel mounted instrument, which
contains a VHF Communications Transceiver, a VOR/ILS receiver, and a
Global Positioning System (GPS) Navigation computer. The system consists of
a GPS antenna, GPS receiver, VHF VOR/LOC/GS antenna, VORIILS receiver,
VHF COMM antenna and a VHF Communications transceiver. The primary
function of the VHF Communication portion of the equipment is to facilitate
communication with Air Traffic Control. The primary function of the
VOR/ILS Receiver portion of the equipment is to receive and demodulate
VOR, Localizer, and Glide Slope signals. The primary function of the GPS
portion of the system is to acquire signals from the GPS system satellites,
recover orbital data, make range and Doppler measurements, and process this
information in real-time to obtain the user's position, velocity, and time.
Provided the GARMIN GNS 430's GPS receiver is receiving adequate usable
accuracy specifications for:
VFR/IFR enroute, terminal, and non-precision instrument approach
(GPS, Lorari-C, VOR, VOR-DME, TACAN, NDB, NDB-DME,
RNAV) operation within the U.S. National Airspace System in
accordance with AC 20-138.
North Atlantic Minimum Navigation Performance Specification
(MNPS) Airspace in accordance with AC 91-49 and AC 120-33.
Navigation is accomplished using the WGS-84 (NAD-83) coordinate reference
datum. Navigation data is based upon use of only the Global Positioning
System (GPS) operated by the United States of America.

I
9-42 2 of8 REVISED: NOVEMBER 22, 1999
SECTION9
SECTION 2 -LIMITATIONS
•
A. The GARMIN GNS 430 Pilot's Guide, p/n 190-00140-00, Rev. A, dated
October 1998, or later appropriate revision, must be immediately available
to the flight crew whenever navigation is predicated on the use of the
system.
B. The GNS 430 must utilize the following or later FAA approved software
versiOns:
Sub-System Software Version

Main 2.00
GPS 2.00
COMM 2.00
VORILOC 2.00
GIS 2.00
The main software version is displayed on the GNS 430 self test page
immediately after turn-on for 5 seconds. The remaining system software
versions can be verified on the AUX group sub-page 2,
"SOFTWARE/DATABASE VER".
C. IFR enroute and terminal navigation predicated upon the GNS 430's GPS
Receiver is prohibited unless the pilot verifies the currency of the data
base or verifies each selected waypoint for accuracy by reference to
current approved data.
D. Instrument approach navigation predicated upon the GNS 430's GPS
Receiver must be accomplished in accordance with approved instrument
approach procedures that are retrieved· from the GPS equipment data base.
The GPS equipment data base must incorporate the current update cycle.
1. Instrument approaches utilizing the GPS receiver must be conducted
in the approach mode and Receiver Autonomous Integrity Monitoring
(RAIM) must be available at the Final Approach Fix.

SECTION9
SECTION 2 -LIMITATIONS (continued)

2.
•
Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or any
other type of approach not approved for GPS overlay with the GNS
430's GPS receiver is not authorized.
3. Use of the GNS 430 VOR/ILS receiver to fly approaches not
approved for GPS require VORIILS navigation data to be present on
the external indicator.
4. When an alternate airport is required by the applicable operating
rules, it must be served by an approach based on other than GPS or
Loran-C navigation, the aircraft must have the operational equipment
capable of using that navigation aid, and the required navigation aid
must be operational.
5. VNAV information may be utilized for advisory information only.
Use of VNAV information for Instrument Approach Procedures does
not guarantee Step-Down Fix altitude protection, or arrival at
approach minimums in normal position to land.
E. If not previously defined, the following default settings must be made in
the "SETUP 1" menu of the GNS 430 prior to operation (refer to Pilot's
Guide for procedure if necessary):
1. dis, spd ........ JA kt (sets navigation units to "nautical miles" and
"knots")
2. alt, vs ......... ..ft fpm (sets altitude units to "feef' and "feet per minute")
3. map datum..WGS 84 (sets map datum to WGS-84, see not below)
4. posn............. deg-min (sets navigation grid units to decimal minutes)
NOTE
In some areas outside the United States, datums
other than WGS-84 or NAD-83 may be used. If
the GNS 430 is authorized for use by the
appropriate Airworthiness authority, the required
geodetic datum must be set in the GNS 430 prior
to its use for navigation.

I
SECTION9

•
ABNORMAL PROCEDURES
A. If GARMIN GNS 430 navigation information is not available or invalid,
utilize remaining operational navigation equipment as required.
B. If "RAIM POSITION WARNING" message is displayed the system will
flag and no longer provide GPS based navigational guidance. The crew
should revert to theGNS 430 VORIILS receiver or an alternate means of
navigation other than the GNS 430's GPS receiver.
C. If "RAIM IS NOT AVAILABLE" message is displayed in the enroute, .
terminal, or initial approach phase of flight, continue to navigate using the
GPS equipment or revert to an alternate means of navigation other than the
GNS 430's GPS receiver appropriate to the route and phase of flight.
When continuing to use GPS navigation, position must be verified every
15 minutes using the GNS 430's VOR/ILS receiver or another IFR-
approved navigation system.
D. If "RAIM IS NOT AVAILABLE" message is displayed while on the final
approach segment, GPS based navigation will continue for up to 5 minutes
with approach CDI sensitivity (0.3 nautical mile). After 5 minutes the
system will flag and no longer provide course guidance with approach
sensitivity. Missed approach course guidance may still be available with 1
nautical mile CDI sensitivity by executing the missed approach.
E. In an in-flight emergency, depressing and holding the Comm transfer
button for 2 seconds will select the emergency frequency of 121.500 Mhz
into the "Active" frequency window.

SECTION9

• WARNING
Familiarity with the enroute operation of the
GNS 430 does not constitute proficiency in
operations in IMC prior to attaining proficiency
in the use of the GNS 430 approach feature.
A. DETAILED OPERATING PROCEDURES
Normal operating procedures are described in the GARMIN GNS 430

Pilot's Guide, p/n 190-00140-00, Rev. A, dated October 1998, or later
appropriate revision.
B. PILOT'S DISPLAY
The GNS 430 System data will appear on the Pilot's HSI. The source of
data is either GPS or VLOC as annunciated on the display above the CDI
key.
C. AUTOPILOT/FLIGHT DIRECTOR OPERATION
Coupling of the GNS 430 System steering information to the
autopilot/flight director can be accomplished by engaging the
autopilot/flight director in the NAV 0r APR mode.
When the autopilot/flight director system is using course information
supplied by the GNS 430 System and the course pointer is not
automatically driven to the desired track, the course pointer on the HSI
must be manually set to the desired track (DTK) indicated by the GNS
430. For detailed autopilot/flight director operational instructions, refer to
the FAA Approved Flight Manual Supplement for the autopilot/flight
director.

I
SECTION9
PA-32R-301, SARATOGA IT HP SUPPLEMENT 8
SECTION 4 -NORMAL PROCEDURES (continued)

•
D. AUTOMATIC LOCALIZER COURSE CAPTURE
By default, the GNS 430 automatic localizer course capture feature is
enabled. This feature provides a method for system navigation data present
on the external indicators to be switched automatically from GPS guidance
to localizer I glide slope guidance at the point of course intercept on a
localizer at which GPS derived course deviation equals localizer derived
course deviation. If an offset from the final approach course is being
flown, it is possible that the automatic switch from GPS course guidance
to localizer I glide slope course guidance will not occur. It is the pilot's
responsibility to ensure correct system navigation data is present on the
external indicator before continuing a localizer based approach beyond the
final approach fix.
No change.

balance data in Section 6 of the basic Pilot's Operating Handbook.
SECTION 7 -DESCRIPTION AND OPERATION

See GNS 430 Pilot's Guide for a complete description of the GNS 430 system.

REVISED: JUNE 12, 2000 7 of8, 9-47
SECTION9
I
REPORT: VB-1669
9-48 8 of8
ISSUED: JUNE 30, 1997
REVISED: NOVEMBER 22, 1999
SECTION9
PA-32R-301, SARATOGA II liP SUPPLEMENT 9

AND
SUPPLEMENT NO.9
FOR
TRANSCEIVERNORIILS RECEIVERIGPS RECEIVER
WITH
TRAFFIC ADVISORY & LIGHTNING STRIKE
ADVISORY DATA

FAA Approved Airplane Flight Manual when the Garmin GNS 430 VHF
Communication Transceiver/VOR/ILS Receiver/GPS Receiver with Traffic
Advisory & Lightning Strike Advisory Data is installed per the Equipment
List. The information contained herein supplements or supersedes the Pilot's
Operating Handbook and FAA Approved Airplane Flight Manual only in those
areas listed herein. For limitations, procedures and performance information
not contained in this supplement, consult the Pilot's Operating Handbook and
FAA APPROVED: &/t.t~Jit~

CHRISTINA L. MARSH
D.O.A. NO. SO- I
VERO BEACH, FLORIDA
DATE OF APPROVAL: June 12. 2000

REVISED: JUNE 12, 2000 1 of8, 9-49
SECTION9
•
contains a VHF Communications Transceiver, a VOR/ILS Receiver, and a
Global Positioning System (GPS) Navigation computer. The system consists of
a GPS Antenna, GPS Receiver, VHF VOR/LOC/GS Antenna, VOR/ILS
Receiver, VHF COMM Antenna and a VHF Communications Transceiver. The
primary function of the VHF Communication portion of the equipment is to
facilitate communication with Air Traffic Control. The primary function of the
VOR/ILS Receiver portion of the equipment is to receive and demodulate
infomiation in real- time to obtain the user's position, velocity, and time.
• VFR/IFR enroute, terminal, and non-precision instrument approach

(GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDB- DME,
• One of the approved sensors, for a single or dual GNS 430 installation,
for North Atlantic Minimum Navigation Performance Specification
(MNPS) Airspace in accordance with AC 91-49 and AC 120- 33.
• The system meets RNP5 airspace (BRNAV) requirements of AC 90-96

and in accordance with AC 20-138, and JAA AMJ 20X2 Leaflet 2
Revision 1, provided it is receiving usable navigation information from
the GPS receiver.
NOTE

I
9-50, 2 of8 REVISED: JUNE 12, 2000
SECTION9
SECTION 2 ·LIMITATIONS
•
October 1998, or later appropriate revision, must be immediately available
to the flight crew whenever navigation is predicated on the use of the
system.
The Garmin 400 Series Pilot's Guide Addendum, p/n 190-00140-10, Rev.
A, dated October 1999, Display Interface for Traffic and Weather Data,
must be immediately available to the flight crew if the BF Goodrich WX.-
500 Stormscope or the BF Goodrich SKYWATCH Traffic Advisory
System (TAS) is installed.
B. The GNS 430 must utilize the following or later FAA approved software
versiOns:

Main 2.00
GPS 2.00
Comm 1.22
VOR/LOC 1.25
GIS 2.00
immediately after turn-on for 5 seconds. The remaining system software

REVISED: JUNE 12, 2000 3 of8, 9-51
SECTION9
SECTION 2- LIMITATIONS (continued)

•
C. IFR enroute and terminal navigation predicated upon the GNS 430's GPS
Receiver is prohibited unless the pilot verifies the currency of the data
base or verifies each selected waypoint for accuracy by reference to
current approved data.
D. Instrument approach navigation predicated upon the GNS 430's GPS

approach procedures that are retrieved from the GPS equipment data base.
E. Instrument approaches utilizing the GPS receiver must be conducted in

the approach mode and Receiver Autonomous Integrity Monitoring
(RAIM) must be available at the Final Approach Fix.
F. Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or any other

type of approach not approved for GPS overlay with the GNS 430's GPS
receiver is not authorized.
G. Use of theGNS 430 VORIILS receiver to fly approaches not approved for
GPS require VOR/ILS navigation data to be present on the external
indicator.
H. When an alternate airport is required by the applicable operating ruies, it

must be served by an approach based on other than GPS or Loran-C
navigation, the aircraft must have the operational equipment capable of
using that navigation aid, and the required navigation aid must be
operational.
I. VNAV information may be utilized for advisory information only. Use of

VNAV information for Instrument Approach Procedures does not
guarantee Step-Down Fix altitude protection, or arrival at approach
minimums in normal position to land.

I
9-52, 4 of8 REVISED: JUNE 12, 2000
SECTION9
SECTION 2 ·LIMITATIONS (continued)

•
J. If not previously defined, the following default settings must be made in
nk
1. dis, spd......... m t (sets navigation units to "nautical miles" and "knots")
2. alt, vs ...........ft fpm (sets altitude units to "feet" and "feet per minute")
3. map datum ...WGS 84 (sets map datum to WGS-84, see not below)
4. posn ............. deg-min (sets navigation grid units to decimal minutes)
NOTE

REVISED: JUNE 12, 2000 5 of8, 9-53
SECTION9

•
ABNORMAL PROCEDURES

B. If "RAIM POSmON WARNING" message is displayed the system will

should revert to the GNS 430 VORJILS receiver or an alternate means of
C. If "RAIM IS NOT AVAll..ABLE" message is displayed in the enroute,

GPS equipment or revert to an alternate means of navigation other than
the GNS 430's GPS receiver appropriate to the route and phase of flight.
15 minutes using the GNS 430's VOR/ILS receiver or another IFR-
D. If "RAIM IS NOT AVAll..ABLE" message is displayed while on the final

approach segment, GPS based navigation will continue for up to 5
minutes with approach CDI sensitivity (0.3 nautical mile). After 5
minutes the system will flag and no longer provide course guidance with
approach sensitivity. Missed approach course guidance may still be
available with 1 nautical mile CDI sensitivity by executing the missed
approach.


I
9-54, 6 of8 REVISED: JUNE 12, 2000
SECTION9

•
CAUTION
in the use of the GNS 430 approach feature.
A. DETATIED OPERATING PROCEDURES

Pilot's Guide, p/n 190-00140-00, Rev. A, dated October 1998, or later
B. PILOT'S DISPLAY
TheGNS 430 System data will appear on the Pilot's No.2 Nav Indicator.
The source of data is either GPS or VLOC as annunciated on the display
above the CDI key.
C. CROSSFILL OPERATIONS
Crossfill capabilities exist between the GNS 430 and GNS 530 systems.
Refer to the Garmin GNS 430 Pilot's Guide for detailed crossfill operating
instructions.
D. AUTOMATIC LOCALIZER COURSE CAPTURE
on the external indicator to be switched automatically from GPS guidance
to localizer/glide slope guidance at the point of course intercept on a
to localizer/glide slope course guidance will not occur. It is the pilot's
final approach fix.

REVISED: JUNE 12, 2000 7 of8, 9-55
SECTION9
SECTION 4- NQRMAL PROCEDURES (continued)

E. DISPLAY OF LIGHTNING STRIKE DATA
Lightning strike data detected by the BF Goodrich WX-500 Stormscope
will appear on the moving map and weather pages of the GNS 430. For
detailed operating instructions regarding the interface of theGNS 430 with
the WX-500, refer to the WX-500 Pilot's Guide and the GNS 430 Pilot's
Guide Addendum for the WX-500 Stormscope interface.
CAUTION
During activation and deactivation of the air conditioning
system, false lightning strikes/cells may appear on the
Stormscope display due to electrical interference caused
during operation of the air conditioner condenser door motor.
This phenomenon will also occur during air conditioning
operation with movement of the throttle between full and
partial power due to the automatic retraction and
extension of the air conditioner condenser door with throttle
movement. False lightning strikes/cells can be cleared via the
remote Stormscope clear button on the panel or using the
controls on the GNS 430/GNS 530 if so equipped.
F. DISPLAY OF TRAFFIC ADVISORY DATA
Traffic data detected by the BF Goodrich SKYWATCHTM Traffic Advisory
System (TAS) will appear on the moving map and traffic display pages of
the GNS 430. For detailed operating instructions regarding the interface of
the GNS 430 with the SKYWATCH, refer to the FAA approved Flight
Manual Supplement for the SKYWATCH, the Pilot's Guide for the
SKYWATCH and the GNS 430 Pilot's Guide Addendum for the
SKYWATCH Traffic Advisory System interface.
No Change.

balance data in the Equipment List attached to the Pilot's Operating Handbook.
See the GNS 430 Pilot's Guide for a complete description of the GNS 430
system.

9-56, 8 of8 REVISED: DECEMBER 10, 2003
SECTION9

AND
SUPPLEMENT NO. 10
FOR
TRANSCEIVER/VOR/ILS RECEIVERIGPS RECEIVER
WITH
TRAFFIC ADVISORY AND LIGHTNING STRIKE
ADVISORY DATA

FAA Approved Airplane Flight Manual when the Garmin GNS 530 VHF
Communication TransceiverNOR/ll..S Receiver/Global Positioning System is
installed per the Equipment List. The information contained herein
supplements or supersedes the Pilot's Operating Handbook and FAA Approved
Airplane Flight Manual only in those areas listed herein. For limitations,
procedures and performance information not contained in this supplement,
consult the Pilot's Operating Handbook and FAA Approved Airplane Flight
Manual.
FAA APPROVED:-=~=-=·""-'~"="=- ~___:;..;::...:::::..=---=

=--'-'·'-·
CHRISTINA L. MARSH
D.O.A. NO. SO- 1
VERO BEACH, FLORIDA

REVISED: JUNE 12, 2000 1 of8, 9-57
SECTION9
SECTION 1 - GENERAL
•
contains a VHF Communications Transceiver, a VOR/ILS Receiver, and a
Global Positioning System (GPS) Navigation computer. The system consists
of a GPS Antenna, GPS Receiver, VHF VOR/LOC/GS Antenna, VOR/ILS
Receiver, VHF COMM Antenna and a VHF Communications Transceiver.
The primary function of the VHF Communication portion of the equipment is
to facilitate communication with Air Traffic Control. The primary function of
the VOR!ll..S Receiver portion of the equipment is to receive and demodulate
information in real- time to obtain the user's position, velocity, and time.
• VFR/IFR enroute, terminal, and non-precision instrument approach

(GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDB- DME,
• One of the approved sensors, for a single or dual GNS 530 installation,
for North Atlantic Minimum Navigation Performance Specification
(MNPS) Airspace in accordance with AC 91-49 and AC 120-33.
• The system meets RNP5 airspace (BRNAV) requirements of AC 90-96

and in accordance with AC 20-138, and JAA AMJ 20X2 Leaflet 2
Revision 1, provided it is receiving usable navigation information from
the GPS receiver.
NOTE

I
9-58, 2 of8 REVISED: JUNE 12, 2000
SECTION9
•
November 1999, or later appropriate revision, must be immediately
available to the flight crew whenever navigation is predicated on the use of
the system.
B. The Garmin 500 Series Pilot's Guide Addendum, Display Interface for
Traffic and Weather Data, must be immediately available to the flight crew
if the B.F. Goodrich WX-500 Stormscope® or the B.F. Goodrich
SKYWATCH"' Traffic Advisory System (TAS) is installed.
C. The GNS 530 must utilize the following or later FAA approved software
versions:

Main 2.00
GPS 2.00
Comm 1.22
VORILOC 1.25
GIS 2.00
immediately after tum-on for 5 seconds. The remaining system software
D. IFR enroute and terminal navigation predicated upon the GNS 530's GPS
Receiver is prohibited unless the pilot verifies the currency of the data base
or verifies each selected waypoint for accuracy by reference to current
approved data.
E. Instrument approach navigation predicated upon the GNS 530's GPS

approach procedures that are retrieved from the GPS equipment data base.
1. Instrument approaches utilizing the GPS receiver must be conducted in the

approach mode and Receiver Autonomous Integrity Monitoring (RAIM)
must be available at the Final Approach Fix.

REVISED: JUNE 12, 2000 3 of8, 9-59
SECTION9
SECTION 2 -LIMITATIONS (continued)

•
2. Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or any
other type of approach not approved for GPS overlay with the GNS
530's GPS receiver is not authorized.
3. Use of the GNS 530 VOR/ILS receiver to fly approaches not
approved for GPS require VORIILS navigation data to be present on
the external indicator.
4. When an alternate airport is required by the applicable operating
rules, it must be served by an approach based on other than GPS or
Loran-e navigation, the aircraft must have the operational equipment
capable of using that navigation aid, and the required navigation aid
must be operational.
5. VNAV information may be utilized for advisory information only.
Use of VNAV information for Instrument Approach Procedures does
not guarantee Step-Down Fix altitude protection, or arrival at
approach minimums in normal position to land.
F. If not previous} y defined, the following default settings must be made in
nk
1. dis, spd m t (sets navigation units to "nautical miles" and "knots")
2. alt, vs . ft fpm (sets altitude units to "feet" and ''feet per minute")
3. map datum.. WGS 84 (sets map datum to WGS-84, see not below)
4. posn ... deg-min (sets navigation grid units to decimal minutes)
NOTE

I
9-60, 4 of8 REVISED: JUNE 12, 2000
SECTION9
SECTION 3 ·EMERGENCY PROCEDURES

•
ABNORMAL PROCEDURES

B. If "RAIM POSffiON WARNING" message is displayed the system will

should revert to the GNS 530 VORIILS receiver or an alternate means of
C. If "RAIM IS NOT AVAILABLE" message is displayed in the enroute,

GPS equipment or revert to an alternate means of navigation other than the
GNS 530's GPS receiver appropriate to the route and phase of flight.
15 minutes using the GNS 530's VORJILS receiver or another IFR-
D. If "RAIM IS NOT AVAILABLE" message is displayed while on the final

approach segment, GPS based navigation will continue for up to 5 minutes
with approach CDI sensitivity (0.3 nautical mile). After 5 minutes the
system will flag and no longer provide course guidance with approach
sensitivity. Missed approach course guidance may still be available with 1
nautical mile CDI sensitivity by executing the missed approach.


REVISED: JUNE 12, 2000 5 of8, 9-61
SECTION9
SUPPLEMENT 10 PA-32R-301, SARATOGA II liP

'
CAUTION
in the use of the GNS 530 approach features.
A. DETAll..ED OPERATING PROCEDURES

Pilot's Guide, p/n 190-00181-00, Rev. A, dated November 1999, or later
B. PILOT'S DISPLAY
The GNS 530 System data will appear on the Pilot's HSI. The source of
data is either GPS or VLOC as annunciated on the display above the CDI
key.
C. AUTOPILOT/FLIGHT DIRECTOR OPERATION

Coupling of the GNS 530 System steering information to the
autopilot/flight director can be accomplished by engaging the
autopilot/flight director in the NAV or APR mode.
When the autopilot/flight director system is using course information
supplied by the GNS 530 System and the course pointer is not
automatically driven to the desired track, the course pointer on the HSI
must be manually set to the desired track (DTK) indicated by the GNS
530. For detailed autopilot/flight director operational instructions, refer to
the FAA Approved Flight Manual Supplement for the autopilot/flight
director.
D. CROSSFILL OPERATIONS
Crossilll capabilities exist between the GNS 530 and GNS 430 systems.
Refer to the Garmin GNS 530 Pilot's Guide for detailed crossfill operating
instructions.

9-62, 6 of8 REVISED: JUNE 12, 2000
SECTION9
SECTION 4- NORMAL PROCEDURES (continued)

E. AUTOMATIC LOCALIZER COURSE CAPTURE
on the external indicators to be switched automatically from GPS guidance
to localizer/glide slope guidance at the point of course intercept on a
to localizer/glide slope course guidance will not occur. It is the pilot's
final approach fix.
F. DISPLAY OF LIGHTNING STRIKE DATA
Lightning strike data detected by the BF Goodrich WX-500 Storrnscope
will appear on the moving map and weather pages of theGNS 530. For
detailed operating instructions regarding the interface of the GNS 530 with
the WX-500, refer to the WX-500 Pilot's Guide and the GNS 530 Pilot's
Guide Addendum for the WX -500 Stormscope interface.
CAUTION
G. DISPLAY OF TRAFFIC ADVISORY DATA
Traffic data detected by the BF Goodrich SKYWATCHru Traffic Advisory
System (TAS) will appear on the moving map and traffic display pages of
the GNS 530. For detailed operating instructions regarding the interface of
the GNS 530 with the SKYWATCH, refer to the FAA approved Flight
Manual Supplement for the SKYWATCH, the Pilot's Guide for the
SKYWATCH and the GNS 530 Pilot's Guide Addendum for the
SKYWATCH Traffic Advisory System interface.

REVISED: DECEMBER 10, 2003 7 of8, 9-63
SECTION9
SUPPLEMENT 10 PA·32R-301, SARATOGA II HP
SECTION 5 ·PERFORMANCE
'
There is no change to aircraft performance with this equipment installed.
SECTION 6 ·WEIGHT AND BALANCE
Factory installed optional equipment is included in the licensed weight

and balance data in Section 6 of the basic Pilot's Operating Handbook.
SECTION 7 ·DESCRIPTION AND OPERATION
See theGNS 530 Pilot's Guide for a complete description of the GNS 530
system.

I
9-64, 8 of8 REVISED: JUNE 12, 2000
SECTION9
•
AND
SUPPLEMENT NO. 11
FOR
B.F. GOODRICH
SKYWATCH TRAFFIC ADVISORY SYSTEM
MODEL SKY497

FAA Approved Airplane Flig4t Manual when the optional BF Goodrich
Skywatch Traffic Advisory System, Model SKY 497 is installed per the
Equipment List. The information contained herein supplements or supersedes
the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual
only in those areas listed herein. For limitations, procedures and performance
information not contained in this supplement, consult the Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual.
FAA APPROVED:
CHRISTINA L. MARSH
D.O.A. NO. SO- I
VERO BEACH, FLORIDA
DATE OF APPROVAL: June 12 2000

REVISED: JUNE 12, 2000 1 of6, 9-65
SECTION9
SECTION 1 · GENERAL
•
The SKYWATCH system is an on-board traffic advisory system which
monitors a radius of nominally 6 nautical miles about the aircraft by
interrogating any "intruding" aircraft transponder, and determines if a
potential conflict exists with other aircraft. This is done by computing the
range, altitude, bearing, and closure rate of other transponder equipped
aircraft, with respect to the SKYWATCH equipped aircraft.
SKYWATCH requires the following other equipment to be functional and

operating:
Encoding Altimeter
Aircraft Compass (Directional Gyro)
Aircraft Suppression Bus
Squat Switch (both fixed and retractable gear aircraft)
The SKYWATCH system provides a single level of threat advisory known

as a Traffic Advisory (TA). The TA display indicates the relative position
of an intruder when it is approximately 30 seconds from Closest Point of
Approach (CPA). In addition, all aircraft detected less than 0.55 nm and
+1- 800 feet from own aircraft will cause a TA to be generated. In airport
approach/departure areas, these criteria are reduced to approximately 15 to
20 seconds from CPA.
The TA calls attention to a possible collision threat using the WX-

1000/SKYWATCH display and the voice message "TRAFFIC,
TRAFFIC". The TA is intended to assist the pilot in achieving visual
acquisition of the threat aircraft.
SKYWATCH is considered a backup system to the "SEE AND AVOID"

concept and the ATC radar environment.
SKYWATCH data may be presented on the Garmin 530 and the Garmin
430. See the POH supplements for operating instructions for these items
of equipment. The Standby/Operate feature is controlled by the GNS 530.

I
9-66, 2 of6 REVISED: JUNE 12, 2000
SECTION9
•
Information shown on the display is provided to the pilot as an aid to
visually acquiring traffic. Pilot's should maneuver their aircraft based only
on ATC guidance or positive visual acquisition of the conflicting traffic.
Maneuver should be consistent with ATC instructions. No maneuvers
should be made based only on a Traffic Advisory. ATC should be
contacted for resolution of the Traffic conflict.
If the pilot is advised by ATC to disable transponder altitude reporting,

SKYWATCH must be turned OFF.
Operation of the SKYWATCH system requires that the SKYWATCH

Pilot's Guide, p/n 009-10801-001, latest revision, be kept on the aircraft
and available to the pilot at all times.
SKYWATCH can only detect aircraft which are transponder equipped.
No change.
SELF TEST
The SKYWATCH system should be tested prior to flight.
After completion of self test, the "1RAFFIC ADVISORY SYSTEM TEST

PASSED" audio annunciation will be heard and the display will revert to
the standby screen.

REVISED: JUNE 12, 2000 3 o£6, 9-67
SECTION9
SECTION 4 ·NORMAL PROCEDURES (continued)

•
SELF TEST (continued)
If "TRAFFIC ADVISORY SYSTEM TEST FAILED" is heard or the

SKY497 FAILED screen appears, the SKYWATCH system should be
turned OFF.
NOTE
The SELF TEST is inhibited when the aircraft is
airborne.
STANDBY CHARACTERISTICS
The SKYWATCH system will display SKY497 STANDBY when the

aircraft is on the ground and not tracking or processing traffic
information. Standby gives the system the ability to track targets while on
the ground. Pressing the OPR button activates the system and changes the
display from the Standby screen to the Above (ABV) mode and 6 nm
1
range. The ranges available are 6 nm and 2 nm and are selected by
pressing the Display Range Button.
To go back into Standby, press the STB button. The system will go to the
SKY497 STANDBY screen and will not track targets again until the
system is either manually switched out of Standby, while on the ground or
automatically switched out of Standby 8 seconds after the aircraft
becomes airborne.
The SELF TEST works while in the SKY497 SKYWATCH screen by

pressing the TEST Button.
The SKYWATCH system, while in flight or operating on the ground, will

display 3 altitude display modes. These are: Above (ABV), Normal
(NRM), and Below (BLW). These modes are activated by pressing the
Altitude display mode button. Refer to the pilot's guide for the
SKYWATCH Traffic System Model SKY497, p/n 009-10801-001, Rev. A
or latest FAA approved revision.

I
9-68, 4 of6 REVISED: JUNE 12, 2000
SECTION9
SECTION 4 -NORMAL PROCEDURES (continued)

•
ABNORMAL PROCEDURES
If "TRAFFIC ADVISORY SYSTEM TEST FAILED" is heard or the

SKY497 FAILED screen appears, the SKYWATCH system should be
turned OFF.
If the barometric altimeter fails in flight and is the altitude source for the
transponder, turn SKYWATCH OFF.
RESPOND TO TRAFFIC ADVISORIES
When the SKY497 issues a TA, scan outside for the intruder aircraft. Call
ATC for guidance and if you visually acquire the traffic, use normal right
of way procedures to maintain separation.
Do not attempt maneuvers based solely on traffic information shown on

the SKY497 display. Information on the display is provided to the flight
crew as an aid in visually acquiring traffic; it is not a replacement for ATC
and SEE and AVOID techniques.
No change.
SECTION 6 -WEIGHT AND BALANCE

balance data in the Equipment List attached to the Pilot's Operating
Handbook.

REVISED: JUNE 12, 2000 5 of6, 9-69
SECTION9
'

I
9-70, 6 of6 REVISED: JUNE 12, 2000
SECTION9

AND
SUPPLEMENT NO. 12
FOR
BF GOODRICH AEROSPACE
WX-500 STORMSCOPE- SERIES II WEATHER MAPPING SENSOR

FAA Approved Airplane Flight Manual when the BF Goodrich Aerospace
WX-500 Stormscope is installed per the equipment list. The information
contained herein supplements or supersedes the Pilot's Operating Handbook
and FAA Approved Airplane Flight Manual only in those areas listed herein.
For limitations, procedures and performance information not contained in this
FAA APPROVED: CA~~ri~M~

CHRISTINA L. MARSH
D.O.A. NO. SO- I
VERO BEACH, FLORIDA
DATE OF APPROVAL: June 12 2000

REVISED: JUNE 12, 2000 1 of4, 9-71
SECTION9
SECTION 1 -GENERAL
This supplement provides information necessary for the operation of the

aircraft with the BF Goodrich WX:-500 Stormscope.
WARNING
Never use your Stormscope system to attempt to penetrate a
thunderstorm. The FAA Advisory Circular, Subject:
Thunderstorms, and the Airman's Information Manual (AIM)
recommend that a pilot "avoid by at least 20 miles any
thunderstorm identified as severe or giving an intense radar
echo."
CAUTION
There are several atmospheric phenomena other than nearby
thunderstorms that can cause isolated discharge points in the
strike display mode. Clusters of two or more discharge points
in the strike display mode, however, do indicate thunderstorm
activity when they reappear after clearing the screen. Avoid
the clusters and you'll avoid the thunderstorms. In the cell
display mode, even a single discharge point may represent
thunderstorm activity and should be avoided.
CAUTION

9•72, 2 of4 REVISED: DECEMBER 10, 2003
SECTION9
SECTipN 2 ·LIMITATIONS
The BF Goodrich Aerospace WX-500 Stormscope Users Guide, p/n 009-

11501-001, Rev. A, dated September 10, 1997, or later appropriate revision,
must be immediately available to the flight crew whenever weather avoidance
is predicated on the use of this system.
No change.
Normal operating procedures are described in the BF Goodrich Aerospace

WX-500 Stormscope Users Guide, p/n 009-11501-001, Rev. A, dated
September 10, 1997, or later appropriate revision.
No change.
Factory installed optional equipment is included in the licensed empty weight

and balance data in Section 6 of the Pilot's Operating Handbook.
A. OPERATING PROCEDURES
See the BF Goodrich Aerospace WX-500 Stormscope Users Guide for a

complete description of the WX-500 system.
B. PILOT'S DISPLAY (Airplane Dependent)
The BF Goodrich Aerospace WX-500 Stormscope's data will appear on

either the Garmin GNS 530 or the Garmin GNS 430.

SECTION9

I
9-74, 4 of4 REVISED: JUNE 12, 2000
SECTION9
•
AND
SUPPLEMENT NO. 13
FOR
GARMIN GTX 327 TRANSPONDER

FAA Approved Airplane Flight Manual when the Garmin GTX 327
Transponder is installed per the Equipment List. The information contained
herein supplements or supersedes the Pilot's Operating Handbook and FAA
limitations, procedures and performance information not contained in this
FAA APPROVED: C141~11lad

CHRISTINA L. MARSH
D.O.A. NO. SO- 1
VERO BEACH, FLORIDA
DATE OF APPROVAL: January 9. 2001

REVISED: JANUARY 9, 2001 1 oflO, 9-75
SECTION9
SUPPLEMENT 13 PA-32R-301, SARATOGA ll HP
•

airplane when the Garmin GTX 327 Transponder is installed in accordance
with FAA approved Piper data.
No change.
To transmit an emergency signal:
• Mode Selection Key - ALT

• Code Selection- SELECT 7700
To transmit a signal representing loss of all communications:

• Code Selection- SELECT 7600.

I
9-76, 2 of10 REVISED: JANUARY 9, 2001
SECTION9

•
BEFORE TAKEOFF:
• To transmit Mode C (Altitude Reporting) code in flight:

• Code Selector Keys - SELECT assigned code.
To transmit Mode A (Aircraft Identification) code in flight:
• Mode Selector Key - ON

NOTE
During normal operation with the ON mode selected, the
reply indicator "R" flashes, indicating transponder replies
to interrogations.
NOTE
Mode A reply codes are transmitted in ALT also; however,
Mode C codes only are suppressed when the Function
Selector ON key is selected.
No change.

balance data in section 6 of the Airplane Flight Manual.

REVISED: JANUARY 9, 2001 3 of10, 9-77
SECTION9
The GTX 327 transponder is powered on by pressing the STBY, ALT or ON

keys, or by a remote avionics master switch (if applicable). After power on, a
start-up page will be displayed while the unit performs a self test
Mode Selection Keys

OFF- Powers off the GTX 327.
STBY - Powers on the transponder in standby mode.
At power on the last active identification code will be
selected. When in standby mode, the transponder will
not reply to any interrogations.
ON- Powers on the transponder in Mode A. At power on the last active
identification code will be selected. In this mode, the transponder replies
to interrogations, as indicated by the Reply Symbol 00. Replies do not
include altitude information.
ALT -Powers on the transponder in Mode A and Mode C. At power on
the last active identification code will be selected. In ALT mode, the
transponder replies to identification and altitude interrogations, as
indicated by the Reply Symbol['!]. Replies to altitude interrogations
include the standard pressure altitude received from an external altitude
source, which is not adjusted for barometric pressure. The ALT mode
may be used in aircraft not equipped with the optional altitude encoder;
however, the reply signal will not include altitude information.
GTX 327 Configuration Mode

The GTX 327's configuration, which is normally done at time of installation,
influences many of the unit's functions described in tbis manual. If you wish to
view or change any of the GTX 327 configuration parameters, you may access
the GTX 327 Configuration Mode. Use caution when changing configuration.
When in doubt, contact your authorized GARMIN Aviation Service Center.
The Configuration Mode should not be used while the aircraft is airborne.

I
9-78, 4 oflO REVISED: JANUARY 9, 2001
SECTION9
SECTION 7. DESCRIPTION AND OPERATION (continued)

•
GTX 327 Configuration Mode (continued)
To use the GTX 327 Configuration Mode:
1. Press and hold the FUNC key while powering on the unit using the
STBY, ON, or ALT key (or using an avionics master switch).
2. Press the FUNC key to sequence through the configuration pages.
3. Use the CRSR key to highlight selectable fields on each page.
4. When a field is highlighted, enter numeric data using the 0 • 9 keys, and
select items from a list using the 8 or 9 keys.
5. Press the CRSR key to confirm list selections.
Code Selection
a
Code selection is done with eight keys (0 • 7) that provide 4,096 active
identification codes. Pushing one of these keys begins the code selection
sequence. The new code will not be activated until the fourth digit is entered.
Pressing the CLR key will move the cursor back to the previous digit. Pressing
the CLR key when the cursor is on the first digit of the code, or pressing the
CRSR key during code entry, will remove the cursor and cancel data entry,
restoring the previous code. The numbers 8 and 9 are not used for code entry,
only for entering a Count Down time, and in the Configuration Mode.

REVISED: JANUARY 9, 2001 5 oflO, 9-79
SECTION9
SECTION 7- DESCRIPTION AND OPERATION (continued)

Code Selection (continued)
Important Codes:
1200 - The VFR code for any altitude in the US (Refer to ICAO standards
elsewhere)
7000 - The VFR code commonly used in Europe (Refer to ICAO standards)
7500- Hijack code (Aircraft is subject to unlawful interference)
7600 - Loss of communications
7700 - Emergency
7777- Military interceptor operations (Never squawk this code)
0000- Military use (Not enterable)
Care should be taken not to select the code 7500 and all codes in the 7600 -
7777 range, which trigger special indicators in automated facilities. Only the
code 7500 will be decoded as the hijack code. An aircraft's transponder code
(when available) is utilized to enhance the tracking capabilities of the ATC
facility, therefore care should be taken when making routine code changes.
Keys for Other GTX 327 Functions

· IDENT - Pressing the IDENT key activates the Special Position
Identification (SPI) Pulse for 18 seconds, identifying your transponder.
return from others on the air traffic controller's screen. The word
''IDENT" will appear in the upper left corner of the display while the
IDENT mode is active.
·• VFR - Sets the transponder code to the pre-programmed VFR code

·• selected in Configuration Mode (this is set to 1200 at the factory).
Pressing the VFR key again will restore the previous identification
code.
· FUNC - Changes the page shown on the right side of the display.
. Displayed data includes Pressure Altitude, Flight Time, Count Up
timer, Count Down timer, and may include Contrast and Display
Brightness, depending on configuration (as shown in the screens
below):

I
9-80, 6 of 10 REVISED: JANUARY 9, 2001
SECTION9

Keys for Other GTX 327 Functions (continued)
PRESSURE ALT: Displays the altitude data supplied to the
Pht:·:.:.i.'i'E "L T
FL 123 . GTX 327 in feet, hundreds of feet (i.e., flight level), or meters,
depending on configuration.
FU•~HT TIHEFLIGHT TIME: Displays the Flight Time, which is controlled
IJI):00:13 by the START/STOP key or by a squat switch as configured
during installation. With squat switch control, the timer begins
when lift off is sensed and pauses when landing is sensed.
COUNT UP TIMER: Controlled by START/STOP and CLR
: CdJilT UF·
(l(j:()1:05 keys.
COlltH [•V..:tl COUNT DOWN TIMER: Controlled by START/STOP,

00:!)3:25 CLR, and CRSR keys. The initial Count Down time is entered
with the 0 - 9 keys.
CONTRAST: This page is only displayed if manual contrast
mode is selected in Configuration Mode. Contrast is controlled
by the 8 and 9 keys.
·DISPLAY: This page is only displayed if manual backlighting
·mode is selected in Configuration Mode. Backlighting is
controlled by the 8 and 9 keys.
·• START/STOP - Starts and stops the Count Up and Count Down

·timers.
. CRSR - Initiates entry of the starting time for the Count Down
timer and cancels transponder code entry.
.·. .· • .·. CLR - ~esets the Count l!P

and Count J?own timers and cancels
,' the previOus keypress dunng code selection.
· 8 - Reduces Contrast and Display ~rightness when the respective

pages are displayed. Also enters the number 8 into the Count
Down timer.
9 - Increases Contrast and Display Brightness when the respective
pages are displayed. Also enters the number 9 into the Count
Down timer.

SECTION9

Altitude Trend Indicator
When the "PRESSURE ALT" page is displayed, an arrow may be displayed to
the right of the altitude, indicating that the altitude is increasing or decreasing.
One of two sizes of arrows may be displayed depending on the rate of
climb/descent. The sensitivity of these arrows is set using the GTX
Configuration Mode.
Timer Operation
To operate the Flight Timer:
1. Press the FUNC key until "FLIGHT TIME" is displayed.
2. If the GTX 327 is configured as having a squat switch installed, the
timer will begin counting automatically when the squat switch senses
that the aircraft has become airborne.
3. If desired, you may press START/STOP to pause or restart the timer.
4. Press CLR to reset the timer to zero.
5. If the GTX 327 is configured as having a squat switch installed, the
timer will pause automatically when the squat switch senses that the
aircraft has touched down.
To operate the Count Up timer:
1. Press the FUNC key until "COUNT UP' is displayed.
2. If necessary, press CLR to reset the Count Up timer to zero.
3. Press START/STOP to count up.
4. Press START/STOP again to pause the timer.
5. Press CLR to reset the timer to zero.
To operate the Count Down timer:
1. Press the FUNC key until "COUNT DOWN" is displayed.
2. Press CRSR and use the 0 - 9 keys to set the initial time. All digits must
be entered (use the 0 key to enter leading zeros).
3. Press START/STOP to count down.
4. Press START/STOP again to pause the timer.
5. When the Count Down timer expires, the words "COUNT DOWN' are
replaced with "EXPIRED", and the time begins counting up and
flashing.
6. Press CLR to reset the timer to the initial time value.

I
SECTION9
SECTION 7 ·DESCRIPTION AND OPERATION (continued)

Automatic ALT/STBY Mode Switching
If the GTX 327 is configured for automatic standby switching, the mode will
automatically change to ALT when a squat switch senses that the aircraft has
become airborne. Also, the mode will change to STBY automatically when a
squat switch senses that the aircraft has touched down. Additionally, a delay
time can be set in the Configuration Mode, causing the GTX 327 to wait a
specified length of time after landing before automatically changing to STBY
mode.

REVISED: JANUARY 9, 2001 . 9 of 10, 9-83
SECTION9

I
REPORT: VB-1669
9-84, 10 of 10 REVISED: JANUARY 9. 2001
SECTION9

AND
FAA APPROVEP AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO. 14
FOR
S-TEC SYSTEM 55X TWO AXIS
The FAA approved operational supplement for the S-TEC System 55X
Autopilot, installed in accordance with STC SA8396SW-D, is required for
operation of this system. S-TEC will be responsible to supply and revise the
operational supplement. It is permitted to include the S-TEC supplement in
this location of the .Pilot's Operating Handbook unless otherwise stated by
S-TEC. The information contained in the S-TEC supplement may
supersede or supplement the information in the basic Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual with respect to the
operation of the S-TEC Systein 55X Autopilot. For limitations, procedures
and performance information not contained in the S-TEC supplement,
consult the basic Pilot's Operating Handbook and FAA Approved

REVISED: JANUARY 9, 2001 9-85
SECTION9

I
REPORT: VB-1669
9-86 REVISED: JANUARY 9, 2001
S-TEC CORPORATION
MINERAL WELLS, TEXAS 76067
FAA/DAS APPROVED
PILOT'S OPERA'TING HANDBOOK AND/OR
AIRPLANE FLIGHT MANUAL SUPPLEMENT
• FOR
PIPER MODELS PA-32R-301 AND PA-32R-301T
WITH
S-TEC SYSTEM 55/55X TWO AXIS
WITH TRIM MONITOR
(28 VOLT SYSTEM)
REG. NO. N3101Q_
SER NO. 3246223
This Supplement must be attached to the applicable FAA Approved

Airplane Flight Manual, Pilot's Operating Handbook, or Pilofs Operating
Handbook and FAA Approved Airplane Flight Manual for aircraft
modified by the installation of S-TEC System 55/55X Autopilot Model
ST-536 installed in accordance with STC SA8396SW-D. The
info:nnation contained herein supplements or supersedes the basic
manual. For limitations, procedures and performance information not
contained in this supplement, . consult the basic Pilot's Operating
Handbook and/or Airplane Flight Manual.
SECTION I
GENERAL
This manual is to acquaint the pilot with the features and functions of the
System 55/55X Two Axis Autopilot and to provide operating instructions j
for the system when installed in the listed aircraft model(s). The aircraft
must be operated within the limitations herein provided when the
autopilot is in use.
F AAIDAS APPRO
S-TEC CORPORATION
DAS5SW
PIN: 891729/
DATE: 6-16-98
Page 1 of10
S-TEC CORPORATION
FAA!f)AS APPROVED
PILOT'S OPERATING HANDBOOK AND/OR
• FOR
LOG OF REVISIONS
REV PAGES
NO. AFFECTED DESCRIPTION APPROVED DATE
1 5 Added a Note to
Normal Operating
Procedures
regarding altitude
hold capture. W.F.D. 10-05-98
2 3, 4, 5 Changed Operating
Limitation Item No.
6 and Altitude Loss
Information.
Changed
supplement format. W.F.D. 2-18-99
3 1, 3, 5, 10 Added System 55X

information.
Removed Optional
Equipment section.
Renumbered pages. W.F.D. 12-05-00
4 2, 3, 9, 10 Correct
documentation error
m Operating
Limitations, Section
IT. ~PI;) 3-18-02
I
(
F AAIDAS APPROVED
PIN: 891729
DATE: 6-16-98
Page 2 of10
S-TEC CORPORATION
•
FAAJDAS APPROVED
• AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR
~ ••• 0 •• •••••• 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 0.
SECTION IT
OPERATING LIMITATIONS
1. S-TEC System 55 Pilot's Operating Handbook, PIN 8747, dated

10-16-00 or later revision, or S-TEC System 55X Pilot's
Operating Handbook, PIN 87109, dated 11-08-00 or later
revision, must be carried in the aircraft and be available to the
pilot while in flight, as appropriate for your aircraft.
2. Autopilot operation prolu"bited above 180 KIAS.
3. Go around or missed approach prohibited during autopilot
operation.
4. The autopilot must be disengaged from the aircraft controls for
take-off and landing.
5. Flap limitations:
a. For aircraft with mechanical flap system: maximum
flap deflection is limited to 25° (two notches) with
autopilot engaged.
b. For aircraft with electric flap system: maximum flap
deflection is limited to 10° (first notch) with autopilot
engaged.
6. Category I operations only.
7. Autopilot use prohibited below 250' AGL during coupled
approach operations.
SECTION Ill
EMERGENCY OPERATING PROCEDURES
In the event of an autopilot malfunction, or anytime the autopilot is not

performing as expected or commanded, do not attempt to identify the
system problem.
FAAJDAS APPROVED
PIN: 891729
· DATE: 6-16-98
Page 3 of 10
S-TEC CORPORATION
FAA/DAS APPROVED
• FOR
PIPER MODELS PA-32R-301 AND PA-32R-301 T
Immediately regain control of the aircraft by ovexpowering the autopilot

as necessary and then immediately disconnect the autopilot. Do not re-
engage the autopilot nntil the problem has been identified and corrected.
1. The autopilot may be disconnected by:

a. Depressing the "AP Disconnect" Switch on the left
hom of the pilot's control wheel.
b. Placing the "AP Master Switch" in the "OFF" position.
c. Momentarily interrupting aircraft electrical power at
the battery master switch.
d. Pulling the autopilot circuit breaker.
2. Trim:
a. In the event of a trim failure, manually control aircraft I
and DEPRESS AND HOLD "Trim Interrupt/AP
Disconnect Switch" on control wheel.
b. Place trim master switch in "OFF" position, pull circuit
breaker, release interrupt switch.
c. Retrim aircraft. Leave trim system OFF until
corrected.
3. Altitude loss during a malfunction and recovery:

a. The following . altitude losses and bank angles were
recorded after a malfunction with a 3 second recovery
delay:
Configuration Bank Angle/Altitude Loss
Climb 55°/-100'
Cruise 60°/-320'
Descent 58°/-350'
FAAIDAS APPROVED
PIN: 891729
DATE: 6-16-98
Page 4 oflO
S-TEC CORPORATION
F AAJDAS
•
APPROVED
• FOR
b. The following altitude losses and bank angles were

recorded after a malfunction with a 1 second recovery
delay:
Configuration Bank Angle/Altitude Loss
Maneuvering 20°/-80'
Approach (Coupled or Uncoupled) 23°/-100'
The above values are the worst case for all the models covered by this
document.
SECTIONN
NORMAL OPERATING PROCEDURES
For detailed normal operating procedures, including system description,

pre-flight and in flight procedures refer to S-TEC System 55 Pilot's
Operating Handbook, PIN 8747, dated 10-16-00 or later revision, or
S-TEC System 55X Pilot's Operating Handbook, PIN 87109, dated
11-08-00 or later revision as appropriate for your aircraft.
CAUTION: When S-TEC Flight Director is installed and

operating, the Flight Director Autopilot should be
disconnected using the control wheel disconnect
switch only. Any other means of disconnect
(breaker, ON-OFF switch, etc.) may leave steering
bars in view, but inoperable.
NOTE: For smoother altitude captures, thus enhancing passenger

comfort, engage altitude hold mode at rates of climb or
descent of 1,000 FPM or less.
F AAIDAS APPROVED
PIN: 891729
DATE: 6-16-98
Page 5 of10
S-TEC CORPORATION
FAAIDAS APPROVED
FOR
••••••••••••••••••••••••• 0 ••••••••••••••••••••••••••••••••••• 0 . . . . . . . . . . . . . . . . . . . . . . . . . •••••••• •••••••••••••• 0 •• 0 0 ••••••
CONTROLWHEELS~TCHES
The left grip of the pilot's control wheel will normally contain the
following autopilot switches:
Manual Electric Trim
Trim Interrupt/AlP Disconnect Switch
Control Wheel Steering (CWS)
If the optional co-pilot switch arrangement is installed, the same three
switches with the same functions will be installed in the right grip of the
co-pilot's control wheel.
ELECTRIC TRIM SYSTEM
The S-TEC Electric Trim System is designed to accept any single failure,
either mechanical or electrical, without uncontrolled operation resulting
during operations in the Manual Electric Trim Mode. During autotrim
mode the system is designed to limit the effect of any failure causing trim
operation. In order to assure proper operation of these safeguards, it is
necessary to conduct a simple pre-flight test of the system. Following is
a brief description and a pre-flight ~est procedure for the trim system.
TRIM SYSTEM~ TRIM MONITOR

DN TRIM ELEV. TRIM TRIM TRIM
INTRPT
m UP
0
A/P DISC S'W
TRIM
ON FAIL
PUSH ON/OFF
@
HORN
<®
C.B.
FIGURE 1
FAAIDAS APPROVED
PIN: 891729
DATE: 6-16-98
Page 6 oflO
S-TEC CORPORATION
FAAfDAS APPROVED
' AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR
••••••••••••••••••••••••••••••••••••••••••• 0 •••••••• 0 •••••••••••••••••• 0 ••••••••••••••••••••••••••• 0 •• ••• 0 •• •••••••• 0 ••
SYSTEM DESCRIPTION
The trim monitor system consists of the components pictured in Figure 1

and is designed to alert the pilot of a trim failure or trim in motion.
The system is activated by pushing the trim master switch on. A green
On light, a yellow Trim light and a red Fail light will illuminate in the
switch and the trim audio hom will activate for one second, as a test. A
trim fault will cause the Trim and Fail lights to illuminate along with
continuous hom operation. The pilot should press and hold the red Trim
Interrupt button and conduct the emergency procedures listed in Section
III of this AFMS.
PREFLIGHT TRIM CHECK (With Trim Monitor)
MANUAL ELECTRIC TRIM-Test Prior To Each Flight

1. Check trim circuit breaker- IN.
2. Trim master switch - Push ON - confirm green light ON after
completion of test cycle.
3. AlP master switch- ON.
4. Operate trim switch (both knob sections) -NOSE DN. Check
that trim moves nose down and yellow trim light in trim master
switch flashes while trim is in motion. The trim "in motion"
indicator in the autopilot programmer should flash "TRIM" also.
Conduct the same test in the NOSE UP direction.
5. With trim operating up or down depress the red control wheel
interrupt switch for three seconds minimum. Confirm that trim
action stops while switch is pressed. This action should also
trigger the trim monitor hom with "Trim" steady and ''Fail"
flashing in the trim master switch. Recycle the trim master
switch to delete the hom.
FAAIDAS APPROVED
PIN: 891729
DATE: 6-16-98
Page 7 oflO
S-TEC CORPORATION
FA.A/IlAS APPROVED
FOR
••••••••••••••••••••••••• 0 0 ••••• ••••••••••••••••••••••••••••••••••••••••• 0 • • • • • • • • • • • • • • • 0 • • • • 00 • • • • • • • • • • • • • • 0 • • • • • • • •
6. Overpower check- With trim operating electrically, grasp the

manual trim wheel and overpower the electric trim to stop trim
motion.
7. Operate each half of the trim switch separately - Trim should
not operate unless both switch knob segments are moved
together.
AUTOTRIM
1. Position elevator control half way aft from full forward.

2. Engage HDG andALT modes of autopilot.
3. Grasp control and slowly apply forward pressure (nose down).
After approximately 3 seconds automatic trim should run NOSE
UP. The yellow trim indicator in trim master switch should
flash simultaneously with the trim indicator in the AlP
programmer.
4. Conduct the same test by slowly applying aft pressure on the
elevator control, confirming that auto trim runs NOSE DOWN
and trim indicators flash while trim is in motion.
5. Move manual trim switch up or down - Autopilot should
disconnect and trim should operate in the commanded direction.
(Trim switch will disconnect AlP only when a pitch mode is
engaged.)
6. Reengage autopilot HDG and ALT modes - Press trim
interrupt/AP disconnect switch- Autopilot should disconnect.
7. Re-trim aircraft for take off- Check all controls for freedom of
motion and determine that autopilot and trim have disconnected.
If either the manual electric or autotrim fails any portion of the above
check procedure, push the Trim Master Switch "OFF" and do not attempt
to use the trim system until the fault is corrected.
FAAIDAS APPROVED
PIN: 891729
DATE: 6-16-98
Page 8 of 10
S-TEC CORPORATION
F A.AJF)AS APPROVED
FOR
••• 0 •••••••••••••• 0 •••• •••• 0 0 •• ••••••••••••••• 0. 0 •••••• •••••••••••• 0. 0 •••••••••••••••••• 0 •• ••• 0 •• 0 • ••••••••••••••••••• 0
With the Trim Master Switch "OFF" the autopilot trim indicators will
return to 9peration. If the electric trim system suffers a power failure in
flight the system will automatically revert to the trim indicator lights
located in the autopilot annunciator panel. If this occurs push the Trim
Master Switch "OFF" and trim manually, using the indicators until the
fault can be located and corrected.
GLIDE SLOPE FLIGHT PROCEDURE
Approach the glide slope intercept point (usually the OM) with the flaps I
set to approach deflection of up to 2 notches as desired (See Limitations
Section), at 110 KIAS and with the aircraft stabilized in altitude hold
mode. At the glide slope intercept, lower the landing gear and adjust
power for the desired descent speed. For best tracking results make
power adjustments in small, smooth increments to maintain desired
airspeed. At the missed approach point or the decision height, disconnect
the autopilot for landing or for the go-around maneuver (See Limitations
Section). If a missed approach is required, the autopilot may be
reengaged after the aircraft has been reconfigured for and established in a
stabilized climb.
NOTE: The landing gear may be lowered at 132 KIAS to slow the
aircraft to the flap speed of 110 KIAS. But in any case, the
aircraft should be configured and stabilized in altitude hold
mode before reaching glide slope intercept, for optimum
results.
SECTIONV
PERFORMANCE
No change.
FAAIDAS APPROVED
PIN: 891729
DATE: 6-16-98
Page 9 of 10
S-TEC CORPORATION
FAAIDAS APPROVED
FOR
~· •••••••••• 0. 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 • •••••••••••••••••••••• 0 ••• 0 ••• •••••••••••••••••• 0.
SECTION VI
WEIGHT AND BALANCE
No change .
..
SECTION VII
DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS

SYSTEMS
No change.
SECTION VIII
· AIRPLANE HANDLING, SERVICING AND MAINTENANCE
No change.
SECTION IX
SUPPLEMENTS
Refer to contents of this Supplement for operation of System 55/55X

Automatic Flight Control System.
SECTION X
OPERATING TIPS
No change.
FAAIDAS APPROVED
PIN: 891729
DATE: 6-16-98
Page 10 oflO
SECTION9
PA-32R-301, SARATOGA II HP SUPPLEMENT15
•
AND
SUPPLEMENT NO. 15
FOR
S-TEC ADF-650A SYSTEM

FAA Approved Airplane Flight Manual when the S-TEC ADF-650A System is
installed per the Equipment List. The information contained herein
Manual.
FAA APPROVED: (!14A~>!nt ~

CHRISTINA L. MARSH
D.O.A. NO. SO- I
VERO BEACH, FLORIDA

SECTION9
SECTION 1 - GENERAL

airplane when the S-TEC ADF-650A System is installed in accordance with
FAA approved Piper data.
No change.
No change.

I
REPORT: VB-1669
9-88. 2 of6 REVISED: JANUARY 9, 2001
SECTION9
SECTION 4 ·NORMAL PROCEDURES

•
To operate as an Automatic Direction Finder:
• OFFNOL Control - ON
• Frequency Selector Knobs - SELECT desired frequency.
• ADF SPEAKER/PHONE Selector Switch (on audio control panel)-
SELECT as desired.
• OFFNOL Control- SET to desired volume level.
• ADF Mode Control - Select ADF mode and note relative bearing on display.
ADF Test (Pre-flight or In-flight):

• ADF Mode Control- Select ADF mode and note relative bearing on display.
• Press the TEST button and note the pointer moves to 90° from its prior
position. Excessive pointer sluggishness, wavering or reversals indicate a
signal that is too weak or a system malfunction.
To Operate BFO:
• OFFNOL Control- ON
• Frequency Selector Knobs - SELECT desired frequency.
• ADF SPEAKER/PHONE Selector Switch (on audio control panel) -
SELECT as desired.
• ADF Mode Control- Select BFO mode.
• OFFNOL Control- Set to desired volume level.
No change.
SECTION 6. WEIGHT AND BALANCE

balance data in Section 6 of the Pilot's Operating Handbook and Airplane
Flight Manual.

SECTION9

'
The S-TEC ADF-650A System operates over a frequency range of 200 through
1799kHz in 1-kHz increments. Three operating modes are included as part of
the ADF-650 System.
• BFO
• ANT
• ADF
lOOkHz/lmHz _
Frequency Control
CONTROL
ADF-650A Receiver, Controls, and Indicators

Figure 1
BFOMode
The BFO (beat frequency oscillator) and ADF (automatic direction finding)
modes are navigation modes that result in pointing operation when in-range
station is selected. The ADF mode is used with conventional nondirectional
beacons and AM broadcast stations. The BFO mode is used to aurally identify
stations that employ keyed cw rather than amplitude modulation techniques.
NOTE
CW signals (Morse Code) are unmodulated and no audio
will be heard without use of BFO. This type of signal is not
used in the United States air navigation. It is used in some
foreign countries and marine beacons.

I
SECTION9

•
ANT (Antenna) Mode
The ANT (antenna) mode cannot be used for navigation; this mode enhances
audio reception clarity and is normally used for station identification.
ADFMode
Automatic Direction Finder (ADF) mode is used for navigation. This mode
activates the bearing pointer. The bearing pointer will point in the direction of
the station relative to the aircraft heading.
Frequency Selector Controls
Three controls are used to select the system operating frequency. The right
hand control selects 1 - kHz increments, the center control 10 - kHz
increments, and the left hand control 100 - kHz increments.
Self Test Switch
Pressing and holding the spring loaded self test switch while in the ADF mode
will cause the bearing pointer to rotate 90 degrees from its prior position if the
ADF-650 system is operating properly. When the test switch is released, the
bearing pointer should promptly return to its starting point. At this time,
normal operation is restored.
ON/OFFNOLIID Control
This control performs three independent functions. In full ccw position, no
power is applied to the system; rotating the control cw applies power and
continued rotation increases volume. Pulling the knob out enhances the Morse
code station identifier when background noise is present; push the knob to hear
voice transmissions. A good operating practice is to pull the knob out for
station identification purposes and then push it back in after positive
identification has been made.

SECTION9
'
REPORT: VB-1669 ISSUED: JUNE30, 1997

9-92, 6 of6 REVISED: JANUARY 9. 2001
SECTION9
•
AND
SUPPLEMENT NO. 16
FOR
GARMIN GMA 340 AUDIO PANEL
This supplement must be attached to the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual when the Garmin
GMA 340 is installed per the Equipment List. The information contained
herein supplements or supersedes the information in the basic Pilot's
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.
FAA APPROVED ---~o..C~~~-~~·

=.L.,>fl.;_.~~~~
CHRISTINA L. MARSH
D.O.A. NO. SO-l
VERO BEACH, FLORIDA
DATE OF APPROVAL _ _ _ _J""'a""'"nu,...azy~~9.,....2.,.,0""'"01,.____ _ _ _ __

REVISED: JANUARY 9, 2001
REPORT: VB-1669
1 of6, 9-93
I
SECTION9
SECTION 1- G~RAL
•
airplane when the Garmin GMA 340 audio panel is installed in accordance
with FAA approved Piper data.
No change.
No change.
AUDIO CONTROL SYSTEM OPERATION:
• Select the desired transmitter audio selector button (COMl, COM2, OR

COM3) and verify that the buttons LED is illuminated.
• INTERCOM VOL Control (ICS) - Adjust to desired listenffig level.
• INTERCOM VOX (voice) Sensitivity Control- ROTATE CONTROL knob
clockwise to the middle range and then adjust as required for desired voice
activation or hot mic intercom.
• If desired, select the speaker function button. ·Selecting this button allows
radio transmissions to be received over the cabin speaker.
NOTE
Audio level is controlled by the selected NAV radio
volume control.
MARKER BEACON RECEIVER OPERATION:
• TEST Button- PRESS to verify all marker lights are operational.

• SENS Button- SELECT HI for airway flying for LO for ILS/LOC
approaches.

9-94, 2 of6 REVISED: .TANlJA RY 9. 2001
SECTION9
•
No change.

1. Marker Beacon Lamps

2. Marker Beacon Receiver Audio Select/Mute Button
3. Marker Beacon Receiver Sensitivity Selection Indicator LED
4. Marker Beacon Receiver Sensitivity Selection Button
5. Unit On/Off, Pilot Intercom System (ICS) Volume
6. Pilot ICS Voice Activated (VOX) Intercom Squelch Level
7. Copilot and Passenger ICS Volume Control (Pull out for Passenger Volume)
8. Copilot/Passenger VOX Intercom Squelch Level
9. Crew Isolation Intercom Mode Button
10. Pilot Isolation Intercom Mode Button
11. Passenger Address (PA) Function Button
12. Speaker Function Button
13. Transceiver Audio Selector Buttons (COM1, COM2, COM3)
14. Transmitter (Audio!Mic) Selection Buttons
15. Split COM Button .
16. Aircraft Radio Audio Selection Buttons (NAVI, NAV2, DME, ADF)
17. Annunciator Test Button
18. Photocell- Automatic Annunciator Dimming

SECTION9

•
ON/OFF, Pilot Intercom System (ICS) Volume Control
The GMA 340 is powered OFF when the left small knob (5) is rotated fully
CCW into the detent. To turn the unit ON, rotate the knob clockwise past the
click. The knob then functions as the pilot ICS volume control. A fail safe
circuit connects the pilot's headset and microphone directly to COMl in case
power is interrupted or the unit is turned OFF.
Transceivers
Selection of either COMl, COM2, or COM3 for both MIC and audio source is
accomplished by pressing either COMl, MIC, COM2 MIC, COM3 MIC (14).
The activeCOM audio is always heard on the headphones.
Additionally, each audio source can be selected independently by pressing

COM!, COM2, or COM3 (13). When selected this way, they remain active as
audio sources regardless of which transceiver has been selected for microphone
use.
When a microphone is keyed, the active transceiver's MIC button LED blinks
approximately one per second to indicate that the radio is transmitting.
NOTE
Audio level is controlled by the selected COM radio
volume controls.
Split COM
Pressing the COM 1/2 button (15) activates the split COM function. When this
mode is active, COMl is dedicated solely to the pilot forMIC/Audio while
COM2 is dedicated to the copilot forMIC/Audio. The pilot and copilot can
simultaneously transmit in this mode over separate radios. Both pilots can still
listen to COM3, NAVl, NAV2, DME, ADF, and MRK as selected. The split
COM mode is cancelled by pressing the COM 112 button a second time.
When in the split COM mode the copilot may make PA announcements while
the pilot continues using COMl independently. When the PA button is pressed
after the split com mode is activated the copilot's mic is output over the cabin
speaker when keyed. A second press of the PA button returns the copilot to
normal split COM operation.

I
9-96, 4 of6 REVISED: JANUARY 9. 2001
SECTION9

•
Aircraft Radios and Navigation
Pressing NAV1, NAV2, DME, ADF (16) or MRK (2) selects each audio
source. A second button press deselects the audio.
Speaker Output
Pressing the SPKR button (12) selects the aircraft radios over the cabin
speaker. The speaker output is muted when a COM microphone is keyed.
PAFunction
The PA mode is activated by pressing the PA button (11). Then, when either
the pilot's or copilot's microphone is keyed, the corresponding mic audio is
heard over the cabin speaker. If the SKR button is also active, then any selected
speaker audio is muted while the microphone is keyed. The SPKR button does
not have to be previously active in order to use the PA function.
Intercom System (ICS)

Intercom volume and squelch (VOX) are adjusted using the following front
panel knobs:
• Left Small Knob - Unit ON/OFF power control and pilot's ICS volume.
Full CCW detent position is OFF.
• Left Large Knob - Pilot ICS mic VOX squelch level. CW rotation
increases the amount of mic audio (VOX level) required to break squelch.
Full CCW is the "HOT MIC" position (no squelch).
• Right Small Knob - IN position: Copilot ICS volume. OUT position:
Passenger ICS volume.
• Right Large Knob - Copilot and passenger mic VOX squelch level. CW
rotation increases the amount of mic audio (VOX level) required to break
squelch. Full CCW is the "HOT MIC'' position.
• PILOT Mode - This mode isolates the pilot from everyone else and
dedicates the aircraft radios to the pilot exclusively. The copilot and
passengers share communications between themselves but cannot
communicate with the pilot or hear the aircraft radios.
• CREW Mode - This mode places the pilot and copilot on a common ICS
communication channel with the aircraft radios. The passengers are on
their own intercom channel and can communicate with each other, but
cannot communicate with the crew or hear the aircraft radios.

SECTION9

Marker Beacon Receiver
The GMA 340's marker beacon receiver controls are located on the left side of
the front panel (1 - 4). The SENS button selects either high or low sensitivity
as indicated by the m or LO LED being lit. Low sensitivity is used on ILS
approaches while high sensitivity allows operation over airway markers or to
get an earlier indication of nearing the outer marker during an approach.
The marker audio is initially selected by pressing the MKR/Mute button (2). H
no beacon signal is received, then a second button press will deselect the
marker audio. This operation is similar to selecting any other audio source on
the GMA 340. However, if the second button press occurs while a marker
beacon signal is received, then the marker audio is muted but not deselected.
The buttons LED will remain lit to indicate that the source is still selected.
When the current marker signal is no longer received, the audio is
automatically un-muted. While in the muted state, pressing the MKR!Mute
button deselects the marker audio. The button's LED will extinguish to
indicate that the marker audio is no longer selected.

SECTION9

AND
SUPPLEMENT NO. 17
FOR
S-TEC DME-450

FAA Approved Airplane Flight Manual when the S-TEC DME-450 is installed
per the Equipment List. The information contained herein supplements or
supersedes the Pilot's Operating Handbook and FAA Approved Airplane
Flight Manual only in those areas listed herein. For limitations, procedures and
performance information not contained in this supplement, consult the Pilot's
FAA APPROVED: CAA.-dtA~~ ;& A~

CHRISTINA L. MARSH
D.O.A. NO. SO- 1
VERO BEACH, FLORIDA

REVISED: JANUARY 9, 2001
REPORT: VB-1669
1 of 4, 9-99
I
SECTION9
SECTION 1 - GENERAL
•
The S-TEC DME-450 system is a full feature, solid state, remote mounted
system with full 200 channel capability. For long distance operation, it
provides a full 100 watts maximum pulse power transmitter output.
The IND-450 indicator (see figure 1) provides selectable read-out of distance
to/from the station, ground speed, and time to/from the station. Features also
include automatic display dimming and waypoint annunciation.
No change.
No change.
DME OPERATION
• DME Mode Selector Switch - Set to DME 1 or DME 2

• NAV 1 and NAV 2 VHF Navigation Receivers- ON; SET FREQUENCY to
VOR/DME station frequencies, as required.
NOTE
When the VOR frequency is selected, the appropriate
DME Frequency is automatically channeled.
• DME audio selector button (on audio selector panel) - SET to desired mode.
SECTION 5 • PERFORMANCE
No change.

I
REPORT: VB-1669
SECTION9
PA-32R-301, SARATOGA IT liP SUPPLEMENT 17
SECTION 6 ·WEIGHT AND BALANCE

•
balance data in Section 6 of the Pilot's Operating Handbook and Airplane
Flight Manual
IND-450
Figure 1
1. DISTANCE DISPLAY (NM)- DME distance to VORTAC/WAYPOINT

displayed in .1 nautical mile increments up to 99.9 NM, then in increments
of one nautical mile.
2. GROUND SPEED DISPLAY (KTS) - Displays ground speed in knots to or

from VORTACIWAYPOINT up to 999 knots (aircraft must be flying directly
to or from the VORTAC/WAYPOINT for true ground speed indication.
3. TIME TO STATION DISPLAY (MIN) - Displays time to station

(VORTACIWAYPOINT) in minutes up to 99 minutes (aircraft must be flying
directly to or from the VORTAC/WAYPOINT for true time to the station
indication.

SECTION9
7- DESCRIPTION AND OPERATION (continued)

•
4. DME ON/OFF SWITCH- Turns DME power on or off.
HOLD
NAV2
DME
SELECT
Mode Selector Switch

Figure2
5. DME MODE SELECTOR SWITCH (NAY 1, HOLD, NAY 2)- Selects
DME operating mode as follows:
NAY 1- Selects DME operation with NO. 1 VHF navigation set; enables
channel selection by NAY 1 frequency selector controls.
HOLD - Selects DME memory circuit; DME remains channeled to station to
which it was last channeled when HOLD was selected and will continue to
display information relative to this channel. Allows both the NAY 1 and
NAY 2 navigation receivers to be set to new operational frequencies without
affecting the previously selected DME operation.
NOTE
In the HOLD mode there is no annunciation of the
YOR/DME station frequency. However, an annunciator
light located above the HOLD position of the selector
illuminates to inform the pilot that the DME is in the
HOLD mode~
NAY 2- Selects DME operation with NO. 2 VHF navigation set; enables
channel selection by NAY 2 frequency selector controls.

I
REPORT: VB-1669
SECTION9

AND
SUPPLEMENT NO. 18
FOR
GARMIN GTX 330 TRANSPONDER

FAA Approved Airplane Flight Manual when the Garmin GTX 330 Transponder
is installed per the Equipment List. The information contained herein
Manual.
FAA APPROVED: ~
ALBERT J. MILL
D.O.A. NO. SO - 1
VERO BEACH, FLORIDA
DATE OF APPROVAL: December 10, 2003

SECTION9
SECTION 1 - GENERAL
•
This supplement supplies information necessary for the operation of the airplane
when the Garmin GTX 330 Transponder is installed in accordance with FAA
approved Piper data.
SECTION 2 - LIMITATIONS
A. Display of TIS traffic information is advisory only and does not relieve the
pilot responsibility to "see and avoid" other aircraft. Aircraft maneuvers shall
not be predicated on the TIS displayed information.
B. Display of TIS traffic information does not constitute a TCAS I or TCAS II
collision avoidance system as required by 14 CFR Part 121 or Part 135.
C. Title 14 of the Code of Federal Regulations (14 CFR) states that "When an
Air Traffic Control (ATC) clearance has been obtained, no pilot-in-command
(PIC) may deviate from that clearance, except in an emergency, unless he
obtains an amended clearance." Traffic information provided by the TIS up-
link does not relieve the PIC of this responsibility.
D. The 400/500 Series Garmin Display Interfaces (Pilot's Guide Addendum)
PIN 190-00140-13 Rev. A or later revision must be accessible to the flight
crew during flight.
E. 400/500 Series Main Software 4.00 or later FAA approved software 1s
required to operate the TIS interface and provide TIS functionality.
To transmit an emergency signal:

• Code Selection - SELECT 7700
To transmit a signal representing loss of all communications:

• Code Selection - SELECT 7600

9-1Q4, 2 of4 REVISED: DECEMBER 10, 2003
SECTION9
SECTION 4 - NORMAL PROCEDURES

•
BEFORE TAKEOFF:
• To transmit Mode C (Altitude Reporting) code in flight:

To transmit Mode A (Aircraft Identification) code in flight:
• Mode Selector Key - ON

NOTE
During normal operation with the ON mode selected, the
reply indicator "R" flashes, indicating transponder replies to
interrogations.
NOTE
Mode A reply codes are transmitted in ALT also; however,
Mode C codes only are suppressed when the Function
Selector ON key is selected.
1. DETAILED TRANSPONDER OPERATING PROCEDURES

Normal transponder operating procedures are described in the GARMIN
GTX 330 Pilot's Guide, PIN 190-00207-00, Rev. A, or later appropriate
revtston.
2. DISPLAY OF TRAFFIC INFORMATION SERVICE (TIS) DATA
TIS surveillance data uplinked by Air Traffic Control (AT C) radar through the
GTX 330 Mode S Transponder will appear on the interfaced display device
(Garmin 400 or 500 series products). For detailed operating instructions and
information regarding the TIS interface, refer to the 400/500 Series Garmin
Display Interfaces (Pilot's Guide Addendum) PIN 190-00140-13 Rev. A or
later appropriate revision.

REVISED:cDECEMBER 10, 2003 3 of 4, 9-105
SECTION9
•
No change.
SECTION 6 - WEIGHT AND BALANCE

SECTION 7 - DESCRIPTION AND OPERATION
See the 400/500 Series Garmin Display Interfaces (Pilot's Guide Addendum),
PIN 190-00140-13, and GTX 330 Pilot's Guide, PIN 190-00207-00, for a
complete description of the GTX 330 system.

9-106, 4 of 4 REVISED: DECEMBER 10, 2003
SECTION 9
•
AND
SUPPLEMENT NO. 19
FOR
AVIDYNE FLIGHTMAX ENTEGRA
PRIMARY FLIGHT/MULTI-FUNCTION DISPLAYS

FAA Approved Airplane Flight Manual when the optional Avidyne FlightMax
Entegra Primary Flight and Multi-Function Displays are installed per the
Equipment List. The information contained herein supplements or supersedes
the basic Pilot's Operating Handbook and FAA Approved Airplane Flight
performance information not contained in this supplement, consult the Pilot's
FAA APPROVED: ~
ALBERT J. MILL
DOA-51 0620-CE
VERO BEACH, FLORIDA
DATE OF APPROVAL: March 5. 2004
ISSUEI): JUNE 30, 1997 REPORT: VB-1669

REVISED: DECEMBER 12, 2005 1 of 30, 9-107 I
SECTION9
SECTION 1 - GENERAL
This airplane is equipped with the Avidyne FlightMax Entegra EXP5000 series
700-00006-0XX-( ) Primary Flight Display with 530-00138-000 software and
EX5000 series 700-00004-0XX-() Multi-Function Display with 530-00137-000
software, herein referred to as the "PFD" and "MFD". The PFD is intended to be
the primary display of primary flight and essential engine parameter
information to the pilot. The PFD is capable of interfacing with a pair of Garmin
GNS 430/530's, and an S-TEC System 55X autopilot.
Figure I depicts the Avidyne FlightMax Entegra Series 700-00006-0XX-( )
Primary Flight Display.
Figure 1 - Entegra 700-00006-0XX-( ) Primary Flight Display
The PFD provides the display of the following aircraft parameters:

o Artificial Horizon o Course Deviation Indication
o Airspeed Indication o Outside Air Temperature
o Altimeter o Engine RPM
o Vertical Speed Indication o Manifold Pressure
o Rate of Turn Indicator o Fuel Flow
• Skid/Slip Indicator o Oil Pressure
• Horizontal Situation Indication o Autopilot Annunciation
o RMI

SECTION9
SECTION 1- GENERAL (continued)

The MFD is intended to be a supplemental display of situational and navigation
information to the pilot. Its pdmary function is to provide a moving map display
to the pilot for increased situational awareness. The MFD is capable of accepting
data from a variety of GPS sensors, the BFG WX-500 Stormscope passive
thunderstorm detection unit, Engine Sensor Unit, and either the L3 Skywatch
Traffic Advisory System (TAS), Bendix/King TAS, or the Ryan Traffic and
Collision Alert Device (TCAD) system. The unit is organized around logical
groupings of information presented on "Pages".
Figure 2 depicts the Entegra EX5000 series 700-00004-0XX-( ).
Figure 2 - EX5000 series 700-00004-0XX-( ) Multi-Function Display
The MFD provides the display of the following aircraft parameters:

• Manifold Pressure • Cylinder Head Temperature
• Engine RPM • Aircraft Electdcal Status
• Percent Power • Outside Air Temperature
• Engine Oil Temperature • Fuel Quantity
• Engine Oil Pressure • Fuel Usage Data
• EGT

REVISED: DECEMBER 12, 2005 3 of 30, 9-1091
SECTION 9
A. PFD Limitations
1. IFR flight is prohibited when the PFD or any standby instrument is
inoperative (altimeter, airspeed indicator, artificial horizon, or whiskey
compass).
2. IFR flight is prohibited upon aircraft total loss of essential engine
parameter display (manifold pressure, tachometer, fuel flow).
3. The Avidyne FlightMax Entegra series Primary Flight Display Pilot's
Guide, p/n 600-00104-000 revision 00 or appropriate later revision, or
p/n 600-00143-000 revision 01 (EXP 5000 R6) or appropriate later
revision, must be available to the pilot during all flight operations.
4. If a VLOC is displayed on the HSI and GPSS mode is engaged on the
autopilot, the autopilot will track the active flight plan in the GPS
corresponding to the selected VLOC (i.e. GPSI for VLOCI or GPS2
for VLOC2). This configuration is potentially confusing and must be
avoided.
5. GPSS mode must not be used on the final approach segment of a VLOC
approach (ILS, LOC or non-GPS-overlay VOR). GPSS mode must be
deselected (i.e., NAV mode selected) prior to the turn onto the final 1
approach course.
NOTE
The PFD integrates with separately approved sensor and
flight control installations. Adherence to limitations in
appropriate installation AFM supplements is mandatory.
B. MFD Limitations
1. The Avidyne moving map display provides visual advisory of the
airplane's GPS position against a moving map. This information
supplements CDI course deviation and information presented on
the GPS navigator. The moving map display must not be used as
the primary navigation instrument.
2. Use of Map page during IFR flight requires an IFR approved GPS
receiver and installation, operated in accordance with its applicable
limitations.
3. The Avidyne F1ightMax EX-series Pilot's Guide, p/n 600-00105-000
revision 00 or appropriate later revision, must be available to the
pilot during all flight operations.

SECTION 9

B. MFD Umitations (continued)
4. Aircraft dispatch is prohibited when the MFD is inoperative.
5. Selecting "Lightning Display OFF' for the Lightning overlay of the Map
page will prevent current heading values from being sent to the WX500
sensor from the EX5000.
When "Lightning Display OFF" is selected the EX5000 will stop sending
current heading values to the WX500. When this selection is made, the
WX500 will still use the last heading value that was present before this
selection even though the actual aircraft heading may have changed since
that selection was made.
Consequently, the Stormscope heading information provided to the
Garmin 430 by the EX5000 will not be updated, resulting in an inaccurate
lightning depiction on the Garmin 430. This issue does not affect the
lightning display on the EX5000.
To avoid this invalid condition, disable the WXSOO on the GNS430. For
instructions on how to accomplish this, refer to the Garmin 400 Series
Installation Manual, p/n 190-00140-02, latest revision (reference Section
5.1 Configuration Mode Operations, Section 5.2 Installation
Configuration pages, and Section 5.2.2 Main RS232 Configuration page).
CAUTION
Traffic information shown on the Map page display is
provided to the pilot as an aid to visually acquiring traffic.
Pilot's should maneuver their aircraft based only on ATC
guidance or positive visual acquisition of the conflicting
traffic. Maneuvers should be consistent with ATC
instructions. No maneuvers should be based only on a
Traffic Advisory.
Terrain information shown on the Map page display is
provided to the pilot as an aid to situational awareness. The
Map page terrain color representations should not be used as
a basis for terrain avoidance.
NOTE
The MFD integrates with separately approved sensor and
flight control installations. Adherence to limitations m
I~1?UED:
.JUNE 30, 1997 RJ!:PQRT: VB-1669
REVISED: DECEMBER U, Z005 5 of 30, 9-llOa
SECTION9
SECTION 2 - LIMITATIONS (continued)

C. CMAX CHART PAGE Limitations
The geographic referenced aircraft symbol must not be used for navigation.
NOTE
The aircraft symbol displayed provides supplemental
aircraft situational awareness information. It is not intended
as a means for navigation or flight guidance. The airplane
symbol is not to be used for conducting instrument
approaches or departures. Position accuracy, orientation,
and related guidance must be assumed by other means or
required navigation.
Operators with the optional CMax Chart Page must have back-up charts
available. Do not rely upon CMax charts as your sole source of navigation
information.

9-llOb, 6 of 30 REVISED: DECEMBER 12,2005
SECTION 9

REVISED: DECEMBER 12,2005 7 of 30, 9-111 I
SECTION 9
SECTION 3 · EMERGENCY PROCEDURES

Failure of Pilot;s Electronic Attitude Direction Display Screen (PFD)
Indication: PFD Display goes blank.
Standby Attitude Gyro .............................................................. VERIFY ON and
flag is pulled on gyro
Maintain attitude control using standby gyro and establish the aircraft in straight
and level unaccelerated flight.
If time and conditions permit:
PFD Brightness Control (BRT/DIM) ........................................ Run to full bright
PFD Circuit Breaker ................................................................ PULL and RESET
If PFD Screen cannot be reinstated:
On aircraft equipped with the optional second Nav Indicator (OBS):
Mechanical Nav Indicator (OBS) .......................... Utilize for primary navigation
Engine Instruments ................................................ Refer to Engine page of MFD
NOTE
The Mechanical Nav Indicator (OBS) receives nav
information directly from the No. 2 nav/com/GPS. Only
VLOC information is available.
Maintain attitude, airspeed and heading control using standby instruments,
magnetic compass and other directional indications (such as MFD, MAP/NAV
page).
CAUTION
High current loads in the vicinity of the magnetic compass
can influence its accuracy. Depending on the flight conditions,
the pilot must reduce these loads as much as possible to
insure accuracy. Tests have shown that air conditioner and
pitot heat contribute to significant heading errors of the
magnetic compass. These items should be turned OFF prior
to comparing magnetic compass headings.

19-112, 8 of30 REVISED: DECEMBER 12, 2005
SECTION 9
SECTION 3- EMERGENCY PROCEDURES (continued)

Loss of PFD Engine Data
Indication: Indicator needle removed from dial and digital readout
replaced with white dashes.
Invalid Air Data

Indication: Airspeed, Altimeter, and Vertical Speed data replaced with
Red X's.
Maintain aircraft airspeed and altitude by referring to the standby airspeed and
altimeter.
If air data is still invalid:
Refer to standby airspeed indicator and altimeter.
Invalid Heading Data

Indication: Heading Bug and Heading Data removed and replaced with
Red X's.
PFD Circuit Breaker .............................................................. PULL and RESET
Maintain heading control using magnetic compass and other directional indications
(such as MFD, MAP/NAV page).
CAUTION

SECTION9

•
Invalid Attitude and Heading Data
Indication: Attitude and Heading Data removed and replaced with Red X's. !

flag is pulled on gyro.
Maintain attitude control using standby gyro.
If attitude and heading data is still invalid:
Maintain attitude control by using standby gyro.
Maintain heading control by utilizing magnetic compass and other directional
indications (such as MFD, MAP/NAY page).
CAUTION

SECTION 9
SECTION 3 · EMERGENCY PROCEDURES (continued)

Failure of Attitude, Airspeed and Heading Reference System (ADAHRS)
Indication: Airspeed, Attitude, Heading and Altitude replaced with
Red X's.
If ADAHRS initialization does not occur:
NOTE
page).
CAUTION

SECTION 9
SECTION 3 - EMERGENCY PROCEDURES (continued)

•
Cross Check Monitor
Indication: Yellow Crosscheck Attitude Annunciator on PFD.
Establish aircraft in straight and level unaccelerated flight.
Aircraft Attitude ........................................................ Crosscheck aircraft attitude
with standby attitude gyro
Total Loss of Engine Instruments

DAU Circuit Breaker ..............................................................PULL and RESET
If engine data is still invalid:
NOTE
The following engine messages will be displayed on the
MFD if an exceedance is detected:
• Check Oil Temp
• Check Oil Press
• Check CHT
• CheckRPM
• Check Manifold Pressure
If failure occurs during takeoff:

Mixture ......................................................................................Maintain full rich
Propeller Control ............................................... :..............................Full Forward
Manifold Pressure .............................................................................. As required
Return to ailport for landing.
If failure occurs during climb or landing:
Propeller Control ..............................................................................Full Forward
Iffailure occurs after setting cruise power and mixture:
Power ................................................................................Maintain power setting
Land as soon as practical. I
If failure occurs prior to or during descent:

Manifold Pressure .......................................................................... Set for descent
Mixture .................................................................................................... Full rich
SECTION 9

Alternator Failure
Indication: Alternator Inop annunciator light illuminated and zero
current displayed on MFD alternator indication source.
NOTE
Anytime the bus voltage is below 25 Vdc, the Low Bus
Voltage annunciator will be illuminated.
Verify Failure ................................................................................ Check ammeter
H ammeter shows zero:
ALTR switch .................................................................................................. OFF
Reduce electrical load to minimum:
ALTNR FIELD C/B .......................................... CHECK and RESET as required
ALTR Switch .................................................................................................. ON
WARNING
Compass error may exceed I 0 degrees with alternator
inoperative.
CAUTION
Any power interruption will result in loss of attitude
information from the PFD until the unit can be reinstated on
the ground.
NOTE
Consider using the autopilot to reduce workload. Using the
GPSS mode can assist in maintaining a flight-planned route.
NOTE
LO BUS VOLTAGE annunciator will be illuminated.
Anticipate complete electrical failure. Duration of battery
power available will be dependent on electrical load and
battery condition prior to failure.
NOTE
If the battery is depleted, the landing gear must be lowered
using the emergency extension procedure. The gear position
lights will be inoperative. The flaps will also be inoperative
and a flaps up landing will be required.

SECTION9

•
Alternator Failure (continued)
If power is not restored:
ALTR Switch .................................................................................................. OFF
Reduce electrical loads by switching OFF or pulling circuit breakers for all
non-essential equipment to include the following:
• Reduce PFD and MFD brightness as part of overall electrical system
management
• Pi tot heat (unless required)
• Airconditioner and ventilation fan (if installed)
• Landing light (use sparingly)
• Strobe lights
• Recognition lights (if equipped)
• Cabin!flood lights
• No. 2 nav/com/GPS
• Autopilot
• Electric trim
• DME (unless required for published approach)
• Stormscope (if equipped)
• Skywatch (if equipped)

SECTION 9

Complete 'Electrical Failure
Standby Attitude Gyro ............ ,............. SELECT Standby (STBY) power button
CAUTION
The STBY PWR annunciator will rapidly flash for
approximately one minute when aircraft power is lost.
STBY PWR must be selected, otherwise the gyro will auto
shutdown after approximately one minute.
Maintain aircraft control with reference to the standby airspeed, altimeter, and
attitude gyro indicators.
Battery Switch ................................................................................................ OFF
Ground Clearance Switch (if installed) .......................................................... ON
Land as soon as possible.
WARNING
Compass error may exceed I 0 degrees with alternator
inoperative.
NOTE
Turning ON the ground clearance switch will activate the
Ns. I nav/com/GPS radio.
NOTE

REVISED: DECEMBER 12,2005 15 of 30, 9-119 I
SECTION9

•
Fire in Flight
Electrical Fire
Fire ........................................................................................................ Extinguish
Battery Master Switch .................................................................................... OFF
ALTR Switch .................................................................................................. OFF
NOTE
No. I nav/com/GPS radio.
Vents ............................................................................................................ OPEN
Cabin Heat ...................................................................................................... OFF
WARNING
Compass error may exceed 10 degrees with alternator
inoperative.
NOTE

19-120, 16 of 30 REVISED: DECEMBER 12,2005
SECTION 9
SECTION 3 -EMERGENCY PROCEDURES (continued)

Aircraft Epgine Power Loss
During an engine failure the pilot may elect to attempt an engine restart. During
this time large voltage drops may cause the PFD to lose power and reinitialize.
During this initialization process the PFD may not be able to complete a fast
alignment during flight and therefore the pilot may have to obtain aircraft
attitude and aircraft control using the standby instruments.
• Refer to the Emergency Section of the Pilot's Operating Handbook.
• If the PFD is able to perform fast alignment, when prompted by the PFD:
• Maintain straight and level flight
OR
• If engine does not restart, maintain wings level and appropriate aircraft
speed.
• Press the fast erect button.
• If the PFD was not able to perform fast alignment, maintain aircraft control
with reference to the standby instruments for aircraft attitude information.
CAUTION
In case of engine failure, minimize the use of the starter
and turn off all non-essential electrical equipment to
preserve battery capacity.
Loss of Fuel Flow

Electric Fuel Pump .......................................................................................... ON
Fuel Selector .............................................. Check on tank containing usable fuel
Engine Driven Fuel Pump Failure

Throttle .................................................................................................. RETARD
Throttle .................................................................................... RESET as required
CAUTION
The lack of fuel flow indication while the electric pump is
on could indicate a leak in the fuel system or fuel
selector to OFF.

SECTION 9

Loss of Heading Accuracy
Indication:
• Difficulty maintaining course while using VOR or GPS.
• Excessive difference between heading and track required maintaining a
VOR or GPS course.
• ATC indicates the aircraft is on a wrong heading.
• Excessive deviation between PFD heading and Whiskey Compass.
(>I 0° after compass deviation applied.)
If heading systems differ by more than I 0° (after compass deviation applied):
• Use Whiskey Compass for primary heading reference.
CAUTION
High current loads in the vicinity of the Whiskey
Compass can influence its accuracy. Depending on the
flight conditions, the pilot must reduce these loads as ml!ch
as possible to insure accuracy. Tests have shown that air
conditioner and pitot heat contribute to significant heading
errors of the Whiskey Compass. These items should be
turned OFF prior to comparing the Whiskey Compass to the
PDF heading.

SECTION9
•
Engine Start - General
CAUTION
output.
CAUTION
If a positive oil pressure is not indicated within 30 seconds
NOTE
Starter manufacturers recommend that starter cranking peri-
ods be limited to 30 seconds with a two minute rest period
between cranking periods. Longer cranking periods will
shorten the life of the starter.
Before Starting Engine

Passengers ................................................................................................ BOARD
Door ...................................................................................... CLOSE and LATCH
Seats ........................................................ ADJUSTED and LOCKED in position
Seat Belts and Harnesses ........................................................FASTEN/ADJUST
Brakes ............................................................................................................ SET
Circuit Breakers ...................................................................................... Check IN
Alternate Air .................................................................................................. OFF
Propeller .............................................................................. Full INCREASE rpm
Fuel Selector ...................................................................................... Desired tank

SECTION9

•
Normal Start - Cold Engine
Throttle .............................................................................................. Y2 inch open ·
Battery Master Switch ...................................................................................... ON
Primary Flight Display (PFD) ............................................ Verify coJTect aircraft
model software
Alternator Switch ............................................................................................ ON
Magneto Switches ............................................................................................ ON
Mixture ............................................................................ Prime - then idle cut-off
Propeller .................................................................................................... CLEAR
Starter .................................................................................................... ENGAGE
Mixture .................................................................................................. Full RICH
Throttle .................................................................................................... ADJUST
Oil Pressure .............................................................................................. CHECK
Normal Start - Hot Engine

Throttle .............................................................................................. \12 inch open ,
1
Battery Master Switch ...................................................................................... ON .
Primary Flight Display (PFD) ............................................ Verify correct aircraft
model software
Mixture ................................................................................................ Idle cut-off
Propeller .................................................................................................... CLEAR
Starter .................................................................................................... ENGAGE
Mixture ................................................................................................ ADVANCE
Throttle .............................................................. :..................................... ADJUST

SECTION9

Engine Stltrt When Flooded
Throttle .................................................................................................. Open full
model software
Electric Fuel Pump ........................................................................................ OFF
Mixture ............................................................................................... .Idle cut-off
Propeller .................................................................................................... CLEAR
Starter ....................................................................................................ENGAGE
Throttle .................................................................................................. RETARD
Oil Pressure ............................ :................................................................. CHECK
IS.S.UEP: JUNE 30, 1997 R.EPORT: VB-1669

SECTION9

•
Starting With External Power Source
CAUTION
It is possible to use the ship's battery in parallel by turning
only the battery master switch ON. This will give longer
cranking capabilities, but will not increase the amperage.
Care should be exercised because if the ship's battery has
been depleted, the external power supply can be reduced to
the level of the ship's battery. This can be tested by turning
on the battery master switch momentarily while the starter
is engaged. If cranking speed increases, the ship's battery
is at a higher level than the external power supply.
NOTE
For all normal operations using external power, the battery
master and alternator switches should be OFF.
Alternator Switch ............................................................................................ OFF
Magneto Switches ............................................................................................ ON !
All Electrical Equipment ................................................................................ OFF
External Power Plug ................................................................. .Insert in fuselage
Proceed with normal start checklist
Throttle .............................................................................. Lowest possible RPM
External Power Plug .................................................... Disconnect from fuselage
Alternator Switch ................................................................ ON- check ammeter
No change from basic Handbook.


SECTION 9

A. PFD Systems Description
NOTE
This supplement provides a general description of the
Avidyne FlightMax Entegra Series 700-00006-0XX:-( )
PFD, its operation, and aircraft systems interfaces. For a
detailed description of PFD operation, refer to the Avidyne
FlightMax Entegra Series Primary Flight Display Pilot's
Guide, p/n 600-00104-000 revision 00 or later.
The Entegra PFD start-up is automatic once power is applied. The display
presents the Initialization Display immediately after power is applied. Power-on
default is 75% brightness. Typical alignment times are 3 minutes once power is
applied.
Attitude Direction Indicator (ADI)
Air Data
The airspeed tape to the left of the main ADI begins indicating at 20 Knots
Indicated Airspeed (lAS) and is color coded in accordance with the model POH
airspeeds for Vso, VFE, Vs, VNo, and VNE. An altitude tape is provided to the right
of the main ADI and also displays a symbol for the Altitude Preselect (Altitude
Bug). The Vertical Speed Indicator (VSI) is displayed to the right of the altitude
tape. For vertical speed rates greater than the PFD displayed VSI scale, the
indicator needle will peg just outside the scale and a digital readout of actual VSI
up to 4000 FPM is then displayed. An additional data block is provided for
display of Outside Air Temperature (OAT), True Airspeed (TAS), and Ground
Speed (OS). Controls for selecting bug and barometric correction values are
along the right side of the PFD. A wind indicator is also provided beneath the
altitude tape.
Attitude Data
Attitude is depicted on the main ADI using a combination of an aircraft reference
symbol ("flying-delta") against a background of labeled pitch ladders for pitch
·and a bank angle pointer in the form of an arced scale along the top of the main
ADI for bank. A skid/slip indicator is attached to the bottom edge of the bank
angle pointer.

SECTION9

•
A. PFD Systems Description (continued)
Horizontal Situation Indicator (HSI)
Heading Data
Magnetic heading is represented in a boxed digital form at the top of the
compass rose. Heading rate (Rate of Turn Indicator) takes the form of a blue
arcing arrow that begins behind the magnetic heading indicator and moves left
or right accordingly. Graduations are provided on the rate of turn indicator scale
to indicate V2 and full standard rate turns. A heading bug is also provided on the
compass rose.
Navigation Data
Navigation data on the PFD takes several forms. A Course Deviation Indicator
(CDI) is always provided on the HSI and a bearing pointer can be optionally
selected for display on the HSI by the pilot. Controls for selecting the source of
navigation data, selecting the display format of the navigation data, and for
selecting the type of compass rose and moving map to be displayed are along the
left side of the PFD. The active flight plan contained in the GPS Nav/Comm unit
selected as the primary navigation source (Nav) can be optionally selected for I
display on the HSI as well as the desired range of the optionally selectable
moving map display. If a localizer or ILS frequency is tuned and captured in the
GPS Nav/Comm selected as the Nav source, a Vertical Deviation Indicator (VDI)
and Horizontal Deviation Indicator (HDI) are automatically displayed on the
ADI.
NOTE
In the event glide slope or localizer signals are lost, the HDI
and/or VDI will be displayed as red X's to indicate loss of
signal. The red X'd indicator will only be removed if the
signal is regained. In this case, the PFD Nav source will set
to GPS, or if the GPS Nav/Comm is retuned, to another
frequency. Appropriate action must be taken by the pilot if
on an approach.

SECTION 9
•
Autopilot Integration
The Entegra PFD is fully integrated with the S-TEC System 55X Autopilot.
Reference bugs for Heading, Altitude, and Vertical Speed are provided on the
PFD to control the autopilot and aid pilot situational awareness. These bugs are
displayed with solid or hollow symbology depending on the autopilot status. If
the autopilot is engaged in that mode, the bug is solid to indicate the autopilot is
coupled to that bug. A hollow bug indicates the autopilot is not engaged in that
mode.
Autopilot mode annunciations are shown on the S-TEC System 55X computer.
When included as part of the installation, autopilot mode annunciations
including autopilot ready and fail indications are provided at the top of the
PFD screen.
When included as part of the installation, flight director command bars on the
PFD attitude indicator can be enabled by the pilot. When the flight director is
enabled and the autopilot is engaged in both lateral and vertical modes, the
flight director displays the goals of the autopilot.
A lateral autopilot mode must be engaged on the S-TEC System 55 X before a
vertical mode can be engaged.
The flight director command bars will only be displayed on the PFD when
enabled by the pilot and when both lateral and vertical autopilot modes are
engaged.

SECTION 9

•
Autopilot Integration (continued)
The following autopilot modes are supported by the PFD:
1. HDG (Heading, using the heading bug)
2. NAV (Nav, using the course pointer and course deviation indicator)
3. GPSS (GPS Steering, using GPS course guidance)
4. APR (Approach, using the HDI and VDI, including automatic glide
slope capture)
5. REV (Reverse sensing HDI approach)
6. ALT (Altitude Hold and Preselect, using the altitude bug)
7. VS (Vertical Speed, using the vertical speed bug)
NOTE
When HDG mode is engaged, rotation of the heading bug
greater than 180° will result in a reversal of tum direction.
CAUTION
If a VLOC is selected in NAV on the PFD and GPSS
mode is engaged on the autopilot, the autopilot will track
the active flight plan in GPSl if VLOCl is selected or
GPS2 if VLOC2 is selected and not track VLOCl or
VLOC2 as the selected source in NAV on the PFD.
Therefore, the course deviation on the PFD CDI and the
course deviation flown by the autopilot can be different.
This situation may be confusing and should be avoided.
Engine Instruments
The Entegra PFD provides a display of Engine Tachometer (RPM), Manifold
Pressure (MAP), Oil Pressure (OP), and Fuel Flow (FF) in the upper left hand
corner of the display. Tach and MAP indications are presented on analog scales
with normal operating (green) and warning (red) markings, as appropriate. A
digital indication presents fuel flow information in gallons per hour (GPH). A
digital indication presents oil pressure information in pounds per square .
inch (PSI).

SECTION 9

Back-up Instruments
The Entegra PFD system installation includes redundant means of display of
certain aircraft flight and systems parameters. Back-up Altimeter, Airspeed
and Attitude instruments are provided to facilitate pilot cross-checking of
PFD display flight parameters. The aircraft wet compass serves as a back-up
heading source.
THIS SPACE INTENTIONALLY LEFT BLANK

SECTION 9
SUPPLEMENT 19 PA-32R-301, SARATOGA U HP

•
B. MFD Systems Description
NOTE
Avidyne EX5000 Series 700-00004--0XX-( ) MFD, its
operation and aircraft interface. For a detailed description of
the MFD, refer to the Avidyne FlightMax EX5000 Series
Pilot's Guide and Reference, p/n 600-00105-000 revision 00
or later.
Navigation
Data associated with the moving map is found on four pages: Map, Nearest,
Trip, and Info pages. The MFD contains a Jeppesen NavData database that is
available for display on the Map page. In conjunction with GPS-supplied
position information, an own-ship symbol is superimposed on the moving
map and positioned relative to the NavData information. GPS can also supply
the active flight plan for display on the moving map. Terrain data is provided
by a USGS terrain database stored within the MFD and updated only on an as
needed basis.
The Jeppesen Navigation Database provides data on airports, approaches,
VOR's, NDB 's, intersections, airspace definitions, and frequencies. North
American and international databases are available. Database information can
be updated via the USB port on the front face of the bezel.
The navigation data on the moving map display are based on databases that
are updated periodically. Database updates are available on 28-day cycle
subscriptions. Expired databases are clearly stated to the pilot via messages
during system startup and on the System Setup page. The warning can only
be removed by updating the data.
NOAA man-made obstruction database information provides data on
man-made obstacles over 200 feet AGL. This data is only available for North
America and can be updated via the USB port on the front face of the bezel.
The obstacle data on the moving map display are based on databases that are
updated periodically. Database updates are available from Avidyne on 56-day .
cycle subscriptions. Expired databases are clearly stated to the pilot via messages ·
during system startup and on the System Setup page. The warning can only be
removed by updating the data.

SECTION9
SECTION 7 - DESCRIPTION AND OPERATION (continued)

B. MFD Systems Description (continued)
Navigation (continued)
Using the Jeppesen NavData data and the GPS-supplied present position, the
MFD can provide the pilot with the nearest 25 airports or navaids, depending
on pilot selection, within 100 nm. This information is presented on the
Nearest page.
More detailed information on a particular airport is also generated from the
Jeppesen NavData data and is available for pilot viewing on the Info page.
Flight plan data supplied by the GPS system provide the pilot with a tabular form
of the remaining legs in the active GPS flight plan. This information is viewed
on the Trip page and includes a CDI for added enroute navigation aiding.
Flight plan data is transmitted to the MFD from an external GPS navigator.
Some installations do not support depictions of curved flight paths. In these
cases, curved flight path segments will be depicted as straight lines. The GPS
navigator and HSI are to be used during approach procedures. Reference the
Avidyne FlightMax EX5000 Series Pilot's Guide, p/n 600-00105-000, for more
information.
Data link
Datalink information is received by the MFD based upon installation provisions
and a subscription service available through Avidyne (www.myavidyne.com).
Data is presented on the Map, Trip, and Nearest pages. Datalink information is
provided for strategic planning purposes only. Data aging and transport
considerations make it unsuitable for tactical use. Reference the Avidyne
FlightMax EX5000 Series Pilot's Guide, p/n 600-00105-000, for more
information.
Setup
The various System Setup pages allow the pilot to set user preferences for
system operation. In addition to listing the software version identification
information and database validity dates, the System Setup page allows access
to several pages for preference selection and provides a means to initiate
self-tests of the traffic and lightning sensors.

SECTION 9

•
Setup (continued)
Airport Settings page provides selections for displaying airport type, runway
surface type and minimum runway lengths on the moving map. Declutter
Settings page allows the pilot to select settings for defining the base map detail
when changing display range. System Time page provides an opportunity to
select system time zone and Map page menu timeout options. DataBiock Edit
page allows the pilot to select the data to be displayed in the datablock windows
on the Map page. Datalink Setup page allows the pilot to select parameters
for the datal ink system, including update rate and range of weather data request.
Engine Instruments
The Engine page provides the pilot with engine parameters depicted on
simulated gauges and electrical system parameters located in dedicated
regions within the MFD display. An Engine Sensor Unit interfaces with
engine-mounted sensors and provides data to the MFD for display.
A leaning function assists the pilot in leaning the engine for best power or !
best fuel economy. To initiate the leaning function, press the Lean Assist
bezel key and proceed to lean the engine fuel mixture. Best economy is
achieved when the engine is operating at peak EGT of the leanest cylinder
(first cylinder to peak), as recommended by the engine manufacturer. Best
power is achieved when the engine is leaned to the first cylinder to reach
its EGT peak. When leaning is complete, select Absolute or Normalize to
complete the leaning process. A digital readout of EGT change from the
peak value is provided for reference. If at any point during the Jean assist
a CHT exceeds 435°F, the lean assist will be exited and the pilot referred to
the Piper Pilot's Operating Handbook. Reference the Avidyne FlightMax
EX5000 series Pilot's Guide, p/n 600-00105-000, for more information.

SECTION9

AND
SUPPLEMENT NO. 20
FOR
MID-CONTINENT 4300-4XX SERIES
ELECTRIC ATTITUDE INDICATOR

FAA Approved Airplane Flight Manual when the optional Mid-Continent
4300-4XX Series Electric Attitude Indicator is installed per the 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 Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual.
FAA APPROVED: ~
ALBERT J. MILL
DOA-510620-CE
VERO BEACH, FLORIDA
DATE OF APPROVAL: March 5, 2004

REVISED: MAY 23, 2005 1 of 4, 9-135
SECTION9
SECTION 1 - GENERAL
This supplement-supplies information necessary for the operation of the airplane
when the optional Mid-Continent model 4300-:XXX Electric Attitude Indicator
is installed in accordance with FAA Approved Piper data. For additional
information refer to the Mid-Continent Instruments Pilot's Guide, manual
number 9015834, revision NR, or later revision.
1. The emergency battery must be checked for proper operation prior to
flight.
2. Should the RED TEST annunciator illuminate any time during the self
test, this is an indication that the battery pack is in need of charging, or
possible replacement. Flight in Instrument Meteorological Conditions
(IMC) is prohibited.
3. Internal battery should be used for emergency use only.

Loss of Aircraft Electrical System
Standby (STBY) Power Button ........................................................ SELECT
CAUTION

9-136, 2 of4 REVISED: MAY 23,2005
SECTION9

Preflight Check
1. Apply aircraft power and allow the gyro to spin up for approximately 2
minutes.
2. Press and hold the STBY PWR button.
3. Verify that after several seconds the amber LED has started to flash. This
indicates that the unit has latched into the Battery Test Mode. At this time
the STBY PWR button can be released.
4. Verify that a green annunciator is illuminated under the word TEST.
5. Visually monitor the test lights until the amber LED stops flashing,
signaling the end of the test.
NOTE
A green annunciator throughout the test indicates the
standby battery is sufficiently charged and should be able to
function under normal operation. The presence of a red
annunciator at any time during the test is an indication the
standby battery IS m need of charging, or possibly
replacement.
NOTE
The Standby Attitude Indicator will operate for approximately
one hour with the internal battery, depending on battery
condition at the time of power failure.
No change.

balance data in Section 6 of the Airplane Flight Manual.

REVISED: MAY 23,2005 3 of 4, 9-137
SECTION9

The Model 4300-4XX Electric Attitude Indicator incorporates a moving display
that simulates the earth's horizon and provides the pilot with a real time visual
indication of the aircraft pitch and roll attitude relative to the indicator
symbolic airplane.
The 4300-4XX Electric Attitude Indicator offers the feature of a self-contained
standby power source.
Anytime aircraft power is absent, selecting the STBY PWR button will put the
unit into the standby power mode.
A warning circuit monitors the electrical voltage used to power the gyro. When
the indicator is turned "OFF", or after the internal battery is discharged, the gyro
warning flag comes into view.

9-138, 4 of 4 REVISED: MAY 23,2005
SECTION9

AND
SUPPLEMENT NO. 21
FOR
TKS ICE PROTECTION SYSTEM
(NON-FIKI INSTALLATION)

FAA Approved Airplane Flight Manual when the optional TKS Ice Protection
System (Non-FIKI Installation) is installed per the Equipment List. The I
information contained herein supplements or supersedes the basic Pilot's
areas listed herein. For limitations, procedures and performance information
not contained in this supplement, consult the Pilot's Operating Handbook and
FAA APPROVED: .~-

LINDA J. DICKEN
DOA-510620-CE
VERO BEACH, FLORIDA

REVISED: JANUARY 16, 2006 1 of 28, 9-139
SECTION9
SECTION 1 - GENERAL
•
when the TKS Ice Protection System is installed in accordance with FAA
WARNING
This system is not approved for Flight Into Known Icing
(FIKI) conditions.
WARNING
No determination has been made as to the capability of this
system to remove or prevent ice accumulation.
CAUTION
If ice accretions are permitted to form with the ice
protection system off, the surface fluid anti-ice system
may not remove significant accumulations of ice. The
system must be turned on immediately upon detecting ice.
NOTE
During examination of this document, the pilot is advised
to identify the ice protection controls.
REPORT: VB-1669 ISSUED: JUNE 30,.1997

SECTION9
•
There is no change to the basic airplane limitations when the TKS Ice
Protection System is installed.
INTENTIONAL FLIGHT INTO KNOWN ICING IS PROHIBITED
Ice Protection Fluid
CAUTION
Under no circumstances are fluids other than those listed
below to be used in the TKS system. Some fluids currently
used for ground de-icing purposes contain thickening
agents which may block the porous panels. If it is known
or suspected that such a fluid has been placed in the tank,
do not operate the system.
Ice protection fluid must meet one of the following specifications:

a. TKS 80
b. AL-5 (DTD 406B)
c. TKS R328
Fluids conforming to these specifications may be mixed in the aircraft tank in
any proportions.

REVISED: JUNE 7, 2005 3 of 28, 9-141
SECTION9
SECTION 2- LIMITATION'S (continued)
•
Placards
Placard specifying fluid to be attached adjacent to the de-icing fluid tank

filler cap:
Fuel caution placard to be attached around the TKS fluid tank filler:
Placard to be fitted adjacent to porous panels:
T.K.S. ICE PROTECTION

CAUTION
POROUS DE-ICING PANELS MAY
BE DAMAGED BY CERTAIN SOLVENTS.
REFER TO SECTION 8 OF
T.K.S. SUPPLEMENT TO

9-142, 4 of 28 REVISED: JUNE 7, 2005
SECTION 9
•
•
Placards (continued)
Placard prohibiting flight into known icing conditions fitted on the upper
control panel in front of the pilot:
FLIGHT INTO KNOWN ICING CONDITIONS

IS PROHIBITED

REVISED: JUNE 7, 2005 5 of 28, 9-143
SECTION 9
SECTION 3 • EMERGENCY PROCEDURES

•
In Flight
If unexpected icing conditions are encountered, the following procedure is
recommended:
Exit the icing condition.
If exiting the icing condition is not possible, then proceed with the following:
a. Normal (NORM) Mode

Pilot workload and loss of aircraft performance due to icing are both
minimized if the ice protection equipment is operated continuously
during unexpected icing encounters. For this mode of operation, select
the NORM position on the airframe/propeller switch when icing
conditions are encountered. Select OFF when the icing conditions cease.
b. Maximum (MAX) Mode

Economy of fluid usage may be achieved by using the NORM position
of the airframe/propeller switch. To remove ice which has been accreted,
select the MAX position on the airframe/propeller switch until accreted
ice is cleared, then select OFF or NORM, as required.
CAUTION
If ice accretions are permitted to form with the ice
protection system off, the surface fluid anti-ice system
may not remove significant accumulations of ice. The
system must be turned on immediately upon detecting ice.
CAUTION
Aircraft stall speed and performance will change with ice
accumulation on the unprotected surfaces of the aircraft.
Simulated ice accumulations have produced stall speed
increases of 5 knots for all configurations, a loss of 15 - 20
knots cruise speed, and a loss of 100 feet per minute of
climb performance.
Stall warning indications should not be relied upon during
or following icing conditions, as operation of the wing
mounted sensors is likely to be impaired.

9-144, 6 of28 REVISED: JUNE 7, 2005
SECTION9
SECTION 3 • EMERGENCY PROCEDURES (continued)

•
In Flight (continued)
Exit the icing condition (continued).
NOTE
Loss of flow to the airframe and propeller may occur due
to air entering the pump in turbulent conditions with low
tank contents.
NOTE
In the event of loss of flow to the airframe and propeller
with NORM selected, normal flow may be restored by
selecting MAX. This procedure will not be effective if
the failure is due to the de-icing pump motor or due to
failure of the electrical supply to the pump.
THIS SPACE INTENTIONALLY LEFT BLANK

REVISED: JUNE 7, 2005 7 of 28, 9-145
SECTION9

•
Inadvertent Icing Encounter
CAUTION
Flight into known icing conditions is prohibited.
If icing is inadvertently encountered:
NOTE
Accumulation of fluid mist from the propeller may
obstruct vision through the windshield.
NOTE
tank contents.
Pitot Heat ........................................................................................................ ON

Windshield Defrost ........................................................................................ ON
Alternate Air .............................................................................................. OPEN
I Immediately exit icing conditions.
TKS System .................................................................................. Select NORM
NOTE
If ice has already been accreted, select the MAX position
until accreted ice is clear, then select NORM.
NOTE
tank contents.
NOTE
In the event of loss of flow to the airframe and propeller
with NORM selected, normal flow may be restored by
selecting MAX. This procedure will not be effective if
the failure is due to the de-icing pump motor or due to
failure of the electrical supply to the pump.

SECTION9

•
Descent I Landing
Select system as required.
NOTE
Accumulation of fluid mist from the propeller may
obstruct vision through the windshield.
Final Approach
If icing conditions have been encountered or are anticipated:
Maximum Flap Deflection ............................................Approach setting or less

recommended when aircraft
has encountered icing conditions
Landing Distance .......................................................... Increase full flap landing
(Approach Flaps) distance by 20%
Airspeed ........................................................Full flap approach speed +4 KIAS
(Approach Flaps)
CAUTION
The amount of the performance and stall degradation due
to ice accumulation cannot be accurately predicted. The
pilot must use extreme caution during approach and
landing, being alert to the first signs of pre-stall buffet
and an impending stall.

SECTION9

•
Preflight Inspection
Battery Switch ................................................................................................ ON '
Fluid Quantity lndicator. ................................... Check quantity (See Limitations
for weight and balance)
TKS System ................................................................................................ MAX
Airframe Inspection
Fluid Tank ............................................................................ Check quantity -
Check cap secure
Porous Panels .................................................. Check condition and security -
Check evidence of fluid from
all panels and propeller
TKS System .................................................................................................. OFF
In Flight
FLIGHT INTO KNOWN ICING CONDITIONS IS PROHIBITED.
Descent/Landing
Select system as required.
After Landing
TKS System .................................................................................. OFF
No change from the basic airplane, with the exception of a possible 35 FPM
I decrease in Balked Landing Climb Performance with TKS panels installed.

SECTION9

•
The fluid density is 9.2 pounds perU. S. gallon.
There are no changes in the weight and balance limits with the system fitted.
The contents indicator provides an estimate of the quantity of fluid on board. For
the purposes of weight and balance, determine the true weight of fluid from the
table below.
Gauge Volume Weight Arm Moment

Reading (gal) (lb) (in) (in-lb)
114 1.125 10.4 91.4 946
112 2.25 20.7 91.4 1892
3/4 3.325 31.1 91.4 2838
F 4.25 39.1 91.4 3574
Ice Protection Fluid Weight and Balance

(aircraft in level attitude on ground)
Table 1

REVISED: JANUARY 16,2006 11 of 28, 9-149
SECTION9

•
Ice protection with a TKS system is achieved by mounting laser drilled titanium
panels to the leading edges of the wings and horizontal stabilizer. The propeller
is protected with a fluid slinger ring.
Fluid ._
Tank /, 1
{.. /,.1
'i""
Pump
Assembly --·.
,.j~~~~~z~
Proportioning
Unit ,'f:j. (Each Wing)
/ .. ·~·
,-.r.~··- I
/~
\81,-'
Filter '-·-
Fluid Supply '''-(;·;.;. Porous Panels

(Each Wing)
Equipment for ·:'!J
Propeller \1
Ice Protection 1
PA-32 General Location of TKS Equipment

Figure 7-1
The outer skin of the ice protection panels are manufactured with 0.9 mm thick
titanium. Titanium provides excellent strength, durability, light weight, and
corrosion resistance. The panel skin is perforated by laser drilling holes, 0.0025
inches in diameter, 800 per square inch. The porous area of the titanium panels
is designed for fluid coverage from best rate of climb speed to maximum
operational speed.
The back plate of a typical panel is manufactured titanium. It is formed to create
a reservoir for the ice protection fluid, allowing fluid supply to the entire porous
area. A porous membrane between the outer skin and the reservoir assure even
flow and distribution through the entire porous area of the panel.

SECTION9

•
Magnified View of Holes Laser Drilled Through Titanium

Figure 7-2
TKS Porous Panel Cross Section

Figure 7-3

REVISED: JUNE 7, 2005 13 of 28, 9-151
SECTION9

•
The porous panels are bonded to the leading edges of the protected surfaces with
a two-part adhesive. Porous panels cover a majority of the leading edges of the
wings. Likewise, the horizontal stabilizer is completely protected with porous panels.
Fluid is supplied to the panels and propeller by a positive displacement, constant
volume metering pump. The two-speed pump provides two flow rates to the
I panels and propeller. The low speed (NORM) supplies fluid for anti-icing
during a typical icing condition. Economy of fluid usage may be achieved by
using the NORM position of the airframe/propeller switch. The high speed
(MAX) doubles the flow rate for removing accumulated ice or providing ice
protection for more severe conditions.
NOTE
Pilot workload and loss of aircraft performance due to icing
are both minimized if the ice protection equipment is
operated continuously during unexpected icing encounters.
The fluid passes through a microfilter prior to distribution to the porous panels
and propeller. The filter assures all contaminants are removed from the fluid and
prevents panel blockage.
A system of nylon tubing carries the fluid to proportioning units typically located
in the wings and tail of the aircraft. The proportioning units divide the flow into
the volumetric requirements of each panel or device supplied through the unit.
This tank is serviced through a single filler located on the right (starboard) wing,
I outboard of the fuel filler cap. The tank has a capacity of 4.25 gallons. It is the
pilot's responsibility to ensure that an adequate quantity of fluid is carried. A
minimum indication of 1/4 tank is required before takeoff if the system is to be
considered operational. Fluid quantity is measured by a sensor which transmits
an electrical signal to the fluid indicator gauge.

SECTION9

•
Left Wing
Landing Light Option
c b , Right Wing
Landing Light Option
_..............f \
1..=1 5][
Nozzle
,' Slinger Ring
I
w :r
Porous Panel
on wing
I I
- IJ
Parous Panel
on wing
Proportioning
I
Flexible Hose
Proportioning
Unit
Porous Panel
on wing
-
~roportionlng ~r
r
Porous Panel
on wing
'==Unit Unit Jill

Filter
Level
Metering Fluid Sender
Proportioning
' r:f:_ ):rlh
L::..::_ · - - , - - V~nt
Unit Finger
Drain Strainer
I. Valve
I
Located In right wing
Porous Panel on Stabllator Porous Panel on Stabllator
- - - - 3/16~ Stainless Steel

- - 3/16" O.D. Nylon
- - 5/16"0.0. Nylon
- 112" O.D. Nylon
PA-32 TKS System Fluid Schematic

Figure 7-4
Maximum Fluid Endurance:

NORM selected .............. approximately 1 hour and 40 minutes
MAX selected .................. approximately 50 minutes

SECTION9

•
-E
(i) 2:00
CI:J
·x
e 1:40
Q.
Q.
~
/
2 1:20 /
:::1 v
*~
c:
::2 ~0
~ 1:00
:::1
7
---
------·
0
:c
I
Q) 0:40 / \f\t*
E
i- v
7 v--
~
I--"
c: /
/_; l---' -----
~ 0:20
u
2
e
a.. 0:00 ~
~ Empty 1/4 112 3/4 Full
(1.1 Gals) (2.1 Gals) {3.2 Gals) (4.25 Gals)
Fluid Quantity Indication
PA-32 TKS System Fluid Endurance (Quantity vs. Time)

Figure 7-5

SECTION9

•
The Contents Indicator Gauge is an analog gauge, located on the instrument
panel just below the switch panel. This display dims for night operation.
Contents Indicator Gauge

Figure 7-6
L&vel
lncftcatcr
C5
Ailframe/Propeller
Metering Pump
C3
System Electrical Schematic

Figure 7-7
REVISED: JUNE 7, 2005 17 of 28, 9-155
SECTION 9

'
Fluid pressure for airframe/propeller ice protection is provided by a two-speed
electrically driven pump. The low speed provides the required flow when NORM
is selected, and the high speed provides the required flow when MAX is
selected.
The system is operated with a three-position switch, located on the instrument
panel. The center position is the OFF position, deactivating the TKS system. The
top position (activated by pressing in the top of the switch) activates the MAX or
maximum flow rate of the system. Depressing the bottom of the switch
activates the NORM or normal flow rate of the system.
TillS SPACE INTENTIONALLY LEFT BLANK

9-156, 18 of 28 REVISED: JUNE 7, 2005
SECTION9

'
Non-Avidyne Aircraft
Circuit
Breakers TKS ICE
GAUGE PROTECTID
~----------------·e6rr=---=~----------------_J
Avidyne Equipped Aircraft
TKS System Electrical Controls

Figure 7-8

REVISED: JUNE 7, 2005 19 of 28, 9-157
SECTION9

•
Inactive TKS System
A common occurrence with all TKS porous ice protection panels is "leaking"
when not in use. Specifically, panels will stream very small quantities in flight
or drip while parked. This is a normal characteristic of the TKS system because
of the porous panel design.
Every panel contains a reservoir for fluid and a porous membrane. The reservoir
and membrane work together to provide an even distribution of fluid over the
entire porous area of the panel. The membrane is the key element, but it would
not work properly unless fluid is supplied and distributed evenly to the
membrane. The reservoir provides that supply.
The porosity of the membrane is designed and tuned to create a 3 psi pressure
drop when ice protection fluid is forced through it. For general aviation class
aircraft, the 3 psi value is far higher than any aerodynamic pressures encountered
on the aircraft leading edges. The 3 psi mark assures that a uniform distribution
of fluid will pass through the porous panel regardless of airspeed and air flow
(angle of attack) angle.
The reservoir also assures that, when properly prepared, a relatively instantaneous
supply of fluid is available at the panels for delivery. The combination of the
membrane and reservoir are designed to retain the internal fluid volume as long
as possible so start up time is kept to a minimum. The panel is able to retain the
fluid when the fluid viscosity is maintained at a 32°F value or colder.
As the temperature of the fluid warms beyond 32°F, the viscosity drops. As an
example, the viscosity of ice protection fluid at 70°F has roughly 1/3 the
viscosity of 32°F fluid. With much thinner fluid, the membrane cannot resist and
fluid will start to pass through the membrane.
This characteristic will be seen on the lower edge of the drilled active area of a
panel, typically near the inboard end of the panel. The wing dihedral creates a
small pressure head in the panel, the highest value being at this point. Fluid will
slowly flow downhill in the panel reservoir, then weep from the lowest point.

9-158, 20 of28 REVISED: JUNE 7, 2005
SECTION9

•
Inactive TKS System (continued)
This type of fluid loss from the panel is very low volume, but it can be deceptive
to the user. In flight the weeping can look very similar to normal operation on
the inboard section of a panel. The thing to remember, however, is the fluid loss
is only from the panel reservoir, and it happens in warmer conditions, far away
from temperatures associated with icing conditions. It is difficult to quantify
exact ranges, but the 60° to 70°F temperature range is typically where this type
of weeping occurs.
This is a normal characteristic for a TKS system. It is not a maintenance issue or
a concern for normal operation. It does, however, point out the need to observe
proper preparation of the system prior to flights where icing conditions may
occur. If the panels have drained their fluid, it can take up to 5 to 10 minutes to
fill the entire porous panel system. Proper observation of TKS preflight steps
assure that the system will be ready and available when the pilot activates the
system.

REVISED: JUNE 7, 2005 21 of 28, 9-159
SECTION9
SECTION 8 -HANDLING, SERVICING AND MAINTENANCE

•
Prolonged Out-of-Service Care
During Flyable Storage

Ensure that the de-icing fluid tank contains at least the minimum takeoff quantity
of fluid (refer to Section 7 of this supplement), and that all system components
are filled with fluid. If necessary, operate the pump until all air is dispelled from
components and pipelines (see Pump Priming). Recheck tank contents.
It is also advisable to run the system at least once a month during flight for at
least 15 minutes. Running the system assures that it is operational, flushes any
dirt or debris from the porous panels, and exercises the pump. This activity will
assure the system is functional and available for use.
Servicing
De-icing Fluid Tank

See Limitations for specified de-icing fluids. The filler cap is located on the right
I (starboard) wing, inboard of the fuel filler. The tank has a total capa~ity of 4.25
gallons. To preclude the possibility of contaminated fluid, always clean the top
of fluid containers before dispensing, and if required, maintain a clean
measuring vessel solely for de-icing fluid. Secure the filler cap immediately after
filling.
CAUTION
Always lock the TKS filler cap between fluid fills.
Monitor aircraft fueling to assure no fuel is pumped into
the TKS fluid tank.
If fuel has been inadvertently pumped into the TKS tank, the tank must be
serviced. Do not operate the system with fuel in the tank. The contaminated
fluid must be drained completely from the tank, and the tank should be flushed
with clean water. At least two complete tanks of water should be drained
through the system. After the system has been thoroughly flushed; it must be
filled and primed (see Pump Priming).
REPORT: VB-1669 ISSUED: JUNE 30; 1997

SECTION9
SECTION 8 • HANDLING, SERVICING AND MAINTENANCE

(continued)
Servicing (continued)
De-icing Fluid Tank (continued)

In the event that the fluid tank must be drained, this may be accomplished using
the TKS system drain. The valve is located on the lower, right inboard surface of
the wing, ahead of the landing gear area. It is forward of the main spar.
The valve can be locked open by pressing into the valve stem with a screwdriver
and turning the stem 1/4 turn. This action will allow the entire contents to be
drained without holding the valve open.
After draining, return the valve to the closed position. When the tank has been
drained, the pump must be primed. (See Pump Priming.)
System Drain Valve Location

Figure 8-1

REVISED: JUNE 7, 2005 23 of 28, 9-161
SECTION9
SECTION 8 - HANDLING, SERVICING AND MAINTENANCE

(continued) •
De-icing Fluid Strainer

The de-icing fluid strainer in the fluid tank outlet should not require cleaning
unless there is a definite indication of foreign matter in the tank.
If foreign matter is found in the tank, flush the tank with clean water until all
evidence of the material is removed.
System Fluid Filter

Replace the system fluid filter every 3 years or 1500 hours of aircraft use,
whichever is less, or anytime if required by condition.
Pump Priming
The metering pump is not self-priming and may require priming in the event the I
TKS tank is run dry or emptied completely. Once prime is established, the pump
will maintain the prime unless air re-enters the pump.
If priming is required, locate the system drain valve on the lower, right inboard
wing, near the landing gear. The valve is forward of the main spar. Fill the TKS
tank completely. The valve is operated by pressing a screwdriver or center-pin
cup into the valve, similar to fuel strainers. The pin may be held in momentarily
to drain for priming.
For complete pump priming, one quart of fluid must be drained. The fluid may
be returned to the tank if kept clean. Assure that the drain valve is closed and not
leaking fluid after use.

9-162, 24 of 28 REVISED: JUNE 7, 2005
SECTION9

(continued)'
Porous Leading Edge Panels

CAUTION
Porous panels contain a plastic membrane which may be
damaged by certain solvents, particularly Methyl Ethyl
Ketone (MEK), lacquer thinner, and other types of thin-
ners and solvents. Mask panels when painting the aircraft
or when using solvents for other purposes in proximity of
the porous panels.
Only the following solvents are permitted for use on porous panels, but refer to
recommended procedures for cleaning exterior painted surfaces for aircraft:
Water (with soaps or detergents)
De-icing fluids (as specified in Limitations)
Aircraft fuels (gasoline or kerosene)
Isopropyl or ethyl alcohol
The porous panels may be washed with mild soap and water using a brush or lint
free cloth.
Cleaning of the porous panels will be greatly facilitated if the system is activated
prior to each flight, especially if flight at low altitudes or in insect infested areas
is anticipated.

REVISED: Jl]NE 7, 2005 25 of 28, 9-163
SECTION 9

(continued) •
Component Overhaul or Replace

Airframe/Propeller Pump On condition
Motor Brushes,
Airframe/Propeller Pump Every 2,000 aircraft hours
Filter (subject to element Every three years
replacement detailed in Servicing) or 1500 aircraft hours
Fluid Tank On condition
Pipelines and Couplings On condition
Proportioning Unit On condition
Porous Panels On condition
Propeller and Spinner
Mounted Equipment On condition
Control Switches On condition
Overhaul or Replacement Guide

Table 8-1

9-164, 26 of 28 REVISED: JUNE 7, 2005
SECTION9

(continued)'
Porous Leading Edge Panels

CAUTION
Porous panels contain a plastic membrane which may be
damaged by certain solvents, particularly Methyl Ethyl
Ketone (MEK), lacquer thinner, and other types of thin-
ners and solvents. Mask panels when painting the aircraft
or when using solvents for other purposes in proximity of
the porous panels.
Only the following solvents are permitted for use on porous panels, but refer to
recommended procedures for cleaning exterior painted surfaces for aircraft:
Water (with soaps or detergents)
De-icing fluids (as specified in Limitations)
Aircraft fuels (gasoline or kerosene)
Isopropyl or ethyl alcohol
The porous panels may be washed with mild soap and water using a brush or lint
free cloth.
Cleaning of the porous panels will be greatly facilitated if the system is activated
prior to each flight, especially if flight at low altitudes or in insect infested areas
is anticipated.

REVISED: JUNE 7, 2005 25 of 28, 9-163
SECTION 9

(continued) •
Component Overhaul or Replace

Airframe/Propeller Pump On condition
Motor Brushes,
Airframe/Propeller Pump Every 2,000 aircraft hours
Filter (subject to element Every three years
replacement detailed in Servicing) or 1500 aircraft hours
Fluid Tank On condition
Pipelines and Couplings On condition
Proportioning Unit On condition
Porous Panels On condition
Propeller and Spinner
Mounted Equipment On condition
Control Switches On condition
Overhaul or Replacement Guide

Table 8-1

9-164, 26 of 28 REVISED: JUNE 7, 2005
SECTION9
SECTION 9 - SUPPLEMENTS
•
Not applicable
SECTION 10 - OPERATING TIPS
Flight in Unexpected Icing Conditions

1. The airframe ice protection system is not intended to remove ice from the
aircraft on the ground. Do not attempt to takeoff with frost, ice or snow on
flying surfaces.
2. No airplane or combination of de-icing and anti-icing equipment can be
designed for the worst possible icing encounter - this condition cannot even
be defined. As competent pilots know, there appear to be no predictable limits
for the most severe weather conditions. For essentially the same reasons
that airplanes, however designed or equipped for IFR flight, cannot be flown
safely into conditions such as severe thunderstorms, tornadoes, hurricanes,
or other phenomena likely to produce extreme turbulence, airplanes cannot
be expected to cope with the worst icing conditions that nature can produce.
The prudent pilot must remain alert to the possibility that icing conditions
may become so severe that his equipment cannot cope with them. At the first
indication that such conditions may have been encountered, or may be
ahead, the pilot should react by deciding the most expeditious and safe
course of action. The decision should be based on weather briefing, recent
pilot reports, and ATC observations. Alternatives could be course changes,
altitude changes, or even continuance on the same course.
3. The ice protection system is not designed to permit flight in icing conditions
for an indefinite period of time. Its purpose is to provide some protection
from the effects of ice, should an unexpected or inadvertent encounter with
ice occur. At the first observation of airframe ice, the pilot should immediately
take action to find a flight condition that will minimize the time in icing and
provide a safe exit from the icing conditions. If the possibility of icing exists,
the prudent pilot will always plan the flight such that at least one alternative
exists (altitude, course, or landing site) that will offer a safe exit from the
icing conditions.

REVISED: JUNE 7, 2005 27 of 28, 9-165
SECTION9
SECTION 10 - OPERATING TIPS (continued)

•
Flight in Unexpected Icing Conditions (continued)
4. Stall warning indications should not be relied upon during or following
icing conditions, as operation of the wing mounted sensors is likely to be
impaired. Depending upon circumstances, it may be advisable to increase
approach and landing speeds, because even with the protected regions totally
clear of ice, a performance degradation will occur due to ice on the
unprotected regions. The amount of the degradation cannot be accurately
predicted. Therefore, the pilot must use extreme caution during approach
and landing, being alert to the first signs of pre-stall buffet and an impending
stall.

9-166, 28 of28 REVISED: JUNE 7, 2005
SECTION9
•
AND
SUPPLEMENT NO. 22
FOR
S-TEC ADF -650D SYSTEM
This supplement must be attached to t11e Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual when t11e S-TEC ADF-650D System is
installed per t11e Equipment List. The information contained herein supplements
or supersedes t11e Pilot's Operating Handbook and FAA Approved Airplane
Flight Manual only in those m·eas listed herein. For limitations, procedures a11d
performance information not contained in this supplement, consult t11e Pilot's
Operating Handbook and FAA Approved Airpla11e Flight Mmmal.
FAA APPROVED: -
LlNDA .T. DICKEN
DOA-510620-CE
VERO BEACH, FLORIDA
DATE OF APPROVAL: .Tul v 11. 2005

REVISED: JULY 11, 2005 1 of 10, 9-167
SECTION9
•
SECTION 1 - GENERAL
when the S-TEC ADF-650D System is installed in accordance with FAA
No change.
No change.

9-168, 2 of 10 REVISED: JULY 11,2005
SECTION9
•
To turn tm the ADF -650D System:

• Depress the PWR button momentarily and release.
NOTE
If the PWR button is pressed for longer than 3
seconds, the receiver will immediately shut off.
• After successful self test, input desired station ti·equency and select ANT
mode.
• Positively identify selected station or beacon.
• Adjust volume control as required.
• If ADF-650D System is used for navigation, select ADF or BFO mode
immediately after the station has been positively identified.
To turn off the ADF -650D System:

• Depress the PWR button for at least 3 seconds.
NOTE
If the PWR button is released within 3 seconds,
normal operations will resume.

REVISED: JULY 11,2005 3 of 10, 9-169
SECTION 9

•
To perform the preflight checklist and self test:
• After successful self test, press the mode control until ANT is displayed and
input a predetermined frequency to select a station in the immediate area.
Adjust the volume control as necessary to provide a comfortable listening
level.
• Press the ID button and observe that the station identitication code becomes
louder (if the station is voice-identitied, it is not necessary to press the ID
button).
• Press the ID button again to cancel the IDENT function and press the mode
control until ADF is displayed.
• Observe the IND-650A Indicator and note that the bearing pointer
indicates the relative bearing to the station.
• Push the TEST button while observing the indicator bearing pointer. The
bearing pointer will rotate 90° and stop.
• Push the TEST button again (to turn off test function). The bearing
pointer returns to tl1e original relative bearing position.
• Switch to BFO mode, if appropriate, and verify a tone is present. Select tl1e
appropriate operating mode when all checks have been completed.
No change.
SECTION 6 - WEIGHT AND BALANCE
Factory installed optional equipment is included in tl1e licensed weight and

bala11ce data in Section 6 of the Pilot's Operating Ha11dbook a11d Airplane Flight
Ma1mal.
REPORT: VB-1669 ISSUED: .JUNE 30, 1997

9-170, 4 of 10 REVISED: .JULY 11, 2005
SECTION 9
TI1e S-TEe ADF-650D System operates over a frequency range of 200 through
1799kHz in 1-kHz increments. Tiu·ee operating modes are included as part of
the ADF-650D System.
• BFO
• ADF
• ANT
MODE FUNCTION
CONTROL
10
CONTROL BUTTON BUTTON CONTROL
RCR-650D Receiver Controls
Beat Frequency Oscillator (BFO) Mode

TI1e BFO (beat frequency oscillator) mode is used to amally identify stations
that employ keyed CW (Carrier Wave) rather than amplitude modulation
techniques. This mode activates the bearing pointer. TI1e bearing pointer will
point in the direction of the station relative to the aircraft heading.
NOTE
CW signals (Morse Code) are unmodulated and no audio
will be heard without use of BFO. TI1is type of signal is
not used in the United States air navigation. It is used in
some foreign countries and marine beacons.

REVISED: JULY 11, 2005 5 of 10, 9-171
SECTION 9
SECTION 7 · DESCRIPTION AND OPERATION (continued)

•
Automatic Direction Finder (ADF) Mode
The Automatic Direction Finder {ADF) mode uses conventional
nondirectional beacons and AM broadcast stations for navigation. This mode
activates the bearing pointer. The bearing pointer will point in the direction of
the station relative to the aircraft heading.
Antenna (ANT) Mode

The ANT (antenna) mode cannot be used for navigation; this mode enhances
audio reception clarity and is normally used for station identit!cation.
Frequency Selection Keypad

The Frequency Selection Keypad is used to select the system operating
frequency. The keypad consists of a row of numbered buttons from 0 to 9,
located along the bottom of the RCR-650D Receiver. Frequencies in the
megal1ertz and kilohertz range may be selected.
Power (PWR) Control

The power control is used to turn the receiver on and off. Momentarily
depressing the PWR button will turn the receiver on and also initiate a self test.
NOTE
If the PWR button is pressed for longer than 3 seconds the
receiver will immediately shut off.

9-172, 6 of 10 REVISED: JULY 11, 2005
SECTION9

•
Clear (CLR)
The clear function offers several options for the operator.
• If the entire frequency is entered and the CLR button is pushed, all the
numbers will become dashes. An additional push on the CLR button will
restore and display the prior frequency entry.
• If an entry is in progress and a number is entered in error, pressing the CLR
button will erase the last number entry.
• Pressing the CLR button while in the contrast function reverses the display
image and also places the receiver in manual mode.
NOTE
It is not necessary to push CLR to enter a new frequency
number. Simply complete the entry and then enter the new
numbers and they will replace the old frequency.
Volume (VOL)
. . Control
The audio volume control is used to adjust the settings and levels for all
function selector and setup modes and is controlled by pressing the I\ and v
buttons on the VOL control.

REVISED: JULY 11, 2005 7 of 10, 9-173
SECTION 9

Function (FU~C) Selector
The function selector enables the user to select between contrast and volume
display functions (on power-up, the RCR-650D will be in the volume display
function). The tirst time the function selector is pressed, the receiver enters the
contrast function. Subsequent presses of t11e function selector button toggles
t11e unit between contrast and volume. Additionally, pressing t11e clear button
while in t11e contrast function places the receiver in manual mode. In manual
mode, ·subsequent pushes of t11e function selector will cycle t11e receiver
through four fi.mctions: volume, contrast, display and keypad.
• Volume
"'
,..~ 1.1 2 0 =
The volume control function is available on power-up and is accessed
immediately by pressing t11e A and v buttons on the VOL control. Upon
activation, t11e kHz and mode annunciations are temporarily replaced by
the text "VOLUME" with a horizontal till bar. The filled portion of the bar
indicates t11e current volume setting.
• Contrast
The contrast function is activated by pressing the FUNC selector. Upon

activation, t11e kHz and mode annunciation are temporarily replaced by t11e
text "CONTRAST" with a horizontal till bar on the right side of the
annunciator panel. The filled portion of the bar indicates the. current
contrast setting. The contrast is adjusted by pressing t11e appropriate A
and v indicators on t11e volume control.
• Display
When the display is setup in the manual mode, press the FUNC selector
until the display function is selected. The display function is then
activated and the kHz and mode annunciations are temporarily replaced by ,
the text "DISPLAY" with a horizontal fill bar on t11e right side of the
annunciator panel. The filled portion of the bar indicates the current
display setting. The display is adjusted by pressing t11e appropriate A and
v indicators on the volume control.

9-174, 8 of 10 REVISED: JULY 11, 2005
SECTION 9
Function lFUNC) Selector - continued

• Keypad Light Brightness
The keypad light brightness setting is used to adjust the brightness of all
legends on the display face. When the display is setup in the manual mode,
press the FUNC selector until the keypad function is selected. The keypad
function is then displayed with the text "KEYPAD'' and a horizontal fill
bar on the right side of the annunciator panel. The tilled portion of the bar
indicates the cunent keypad brightness setting. The brightness is adjusted
by pressing the appropriate 1\ and v indicators on tl1e volume control.
Mode Selector
The mode selector is used to select one of tl1e tl1ree operating states: BFO,
ADF. or ANT. Pressing the MODE selector button will step tl1e receiver
tl1rough the three modes. The current mode will be displayed in tl1e upper tight
corner of tl1e display. On system power-up, the mode selector will be in the
ADFmode.
Ident (ID)
The receiver utilizes an Ident Filter for audio output which aids in receiving
weak signals. Pressing tl1e ID button toggles tl1e Ident Filter on and off. When
the Ident Filter is active, the text "IDENT" is displayed in the bottom right
corner of the display.

REVISED: JULY 11, 2005 9 of 10, 9-175
SECTION 9

•
Test Mode
v '1gQ 'ADF
?
..,.. 1• I ·;e., . MHZ TEST
Press the TEST button to start the test mode. The text "TEST'' will be
displayed in the bottom right corner of the display for approximately 15
seconds. During this time, the IND-650A Indicator pointer will
incrementally rotate 90". Press the TEST button again to cancel the test while
in this mode. The pointer will immediately return to its starting point.

9-176, 10 of 10 REVISED: JULY 11, 2005
SECTION9

AND
SUPPLEMENT NO. 23
FOR
AVIDYNE FLIGHTMAX ENTEGRA
PRIMARY FLIGHT/MULTI-FUNCTION DISPLAYS
WITH
THE B&C SPECIALTIES BC410 STANDBY ALTERNATOR

FAA Approved Airplane Flight Manual when the optional Avidyne FlightMax
Entegra Primary Flight and Multi-Function Displays with the B&C Specialties
BC410 Standby Alternator is installed per the 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 Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual.
FAA APPROVED:
LINDA J. DICKEN
-
DOA-510620-CE
VERO BEACH, FLORIDA
DATE OF APPROVAL: October 17. 2005

REVISED: OCTOBER 17, 2005 1 of 34, 9-177
SECTION9
SECTION 1 - GENERAL
This airplane i~ equipped with the Avidyne FlightMax Entegra EXP5000 series
700-00006-0XX-( ) Primary Flight Display with 530-00138-000 software an<
EXSOOO series 700-00004-0XX-() Multi-Function Display with 530-00137-006
software, herein referred to as the "PFD" and "MFD". The PFD is intended to be
the primary display of primary flight and essential engine parameter
information to the pilot. The PFD is capable of interfacing with a pair of Garmin
GNS 430/530's, and an S-TEC System 55X autopilot.
Figure 1 depicts the Avidyne FlightMax Entegra Series 700-00006-0XX-( )
Primary Flight Display.
Figure 1 - Entegra 700-00006-0XX-( ) Primary Flight Display
The PFD provides the display of the following aircraft parameters:

• Artificial Horizon • Course Deviation Indication
• Airspeed Indication • Outside Air Temperature
• Altimeter • Engine RPM
• Vertical Speed Indication • Manifold Pressure
• Rate of Turn Indicator • Fuel Flow
• Skid/Slip Indicator • Oil Pressure
• Horizontal Situation Indication • Autopilot Annunciation
• RMI

9-178, 2 of 34 REVISED: OCTOBER 17, 2005
SECTION9
SECTION 1 - GENERAL (continued)

The MFD i~ intended to be a supplemental display of situational and navigation
information to the pilot. Its primary function is to provide a moving map display
·to the pilot for increased situational awareness. The MFD is capable of accepting
data from a variety of GPS sensors, the BFG WX-500 Stormscope passive
thunderstorm detection unit, Engine Sensor Unit, and either the L3 Skywatch
Traffic Advisory System (TAS), Bendix/King TAS, or the Ryan Traffic and
Collision Alert Device (TCAD) system. The unit is organized around logical
groupings of information presented on "Pages".
Figure 2 depicts the Entegra EX5000 series 700-00004-0XX-( ).
Figure 2- EX5000 series 700-00004-0XX-() Multi-Function Display
The MFD provides the display of the following aircraft parameters:

• Manifold Pressure • Cylinder Head Temperature
• Engine RPM • Aircraft Electrical Status
• Percent Power • Outside Air Temperature
• Engine Oil Temperature • Fuel Quantity
• Engine Oil Pressure • Fuel Usage Data
• EGT

SECTION9
SECTION 1- GENERAL (continued)

A B&C Specialties, BC410 standby alternator, when ON, will automatically
activate in the event of a failure in the primary alternator, therefore replacing the
primary alternator function, but not supplementing its output. The alternator is
gear driven through the engine vacuum pump drive pad.
The standby alternator is rated for 20 amperes of maximum load. The actual load
available for use is dependent on engine rpm and current operating conditions.

9-180, 4 of 34 REVISED: OCTOBER 17,2005
SECTION9
A. PFD Limitations
I. IFR Hight is prohibited when the PFD or any standby instrument is
inoperative (altimeter, airspeed indicator, artificial horizon, or whiskey
compass).
2. IFR flight is prohibited upon aircraft total loss of essential engine
parameter display (manifold pressure, tachometer, fuel now).
3. The Avidyne FlightMax Entegra series Primary Flight Display Pilot's
Guide, p/n 600-00104-000 revision 00 or appropriate later revision, or
p/n 600-00143-000 revision 01 (EXP 5000 R6) or appropriate later
revision, must be available to the pilot during all Hight operations.
4. If a VLOC is displayed on the HSI and GPSS mode is engaged on the
autopilot, the autopilot will track the active flight plan in the GPS
corresponding to the selected VLOC (i.e. GPS I for VLOC 1 or GPS2 for
VLOC2). This configuration is potentially confusing and must be
avoided.
5. GPSS mode must not be used on the final approach segment of a VLOC
approach (ILS, LOC or non-GPS-overlay VOR). GPSS mode must be
deselected (i.e., NAV mode selected) prior to the turn onto the final
approach course.
NOTE
The PFD integrates with separately approved sensor and
B. MFD Limitations
I. The Avidyne moving map display provides visual advisory of the
airplane's GPS position against a moving map. This information
supplements CDI course deviation and information presented on the
GPS navigator. The moving map display must not be used as the
primary navigation instrument.
2. Use of Map page during IFR flight requires an IFR approved GPS
receiver and installation, operated in accordance with its applicable
limitations.
3. The Avidyne FlightMax EX-series Pilot's Guide, p/n 600-00105-000
revision 00 or appropriate later revision, must be available to the
pilot during all flight operations.

SECTION 9
SECTION 2 - LIMITATIONS (continued)

B. MFD Limitations (continued)
4. Aircraft dispatch is prohibited when the MFD is inoperative.
5. Selecting "Lightning Display OFF" for the Lightning overlay of the Map
page will prevent current heading values from being sent to the WX500
sensor from the EX5000.
When "Lightning Display OFF" is selected the EX5000 will stop sending
current heading values to the WXSOO. When this selection is made, the
WXSOO will still use the last heading value that was present before this
selection even though the actual aircraft heading may have changed since
that selection was made.
Consequently, the Stormscope heading information provided to the
Garmin 430 by the EX5000 will not be updated, resulting in an inaccurate
lightning depiction on the Garmin 430. This issue does not affect the
lightning display on the EX5000.
To avoid this invalid condition, disable the WXSOO on the GNS430. For
instructions on how to accomplish this, refer to the Garmin 400 Series
Installation Manual, p/n 190-00140-02, latest revision (reference Section
5.1 Configuration Mode Operations, Section 5.2 Installation I
Configuration pages, and Section 5.2.2 Main RS232 Configuration page).
CAUTION
Traffic information shown on the Map page display is
provided to the pilot as an aid to visually acquiring traffic.
Pilot's should maneuver their aircraft based only on ATC
guidance or positive visual acquisition of the conflicting
traffic. Maneuvers should be consistent with ATC
instructions. No maneuvers should be based only on a
Traffic Advisory.
Terrain information shown on the .Map page display is
provided to the pilot as an aid to situational awareness. The
Map page terrain color representations should not be used as
a basis for ten·ain avoidance.
NOTE
The MFD integrates with separately approved sensor and

SECTION 9

C. CMAX CHART PAGE Limitations
The geographic referenced aircraft symbol must not be used for navigation.
NOTE
The aircraft symbol displayed provides supplemental
aircraft situational awareness information. It is not intended
as a means for navigation or flight guidance. The airplane
symbol is not to be used for conducting instrument
approaches or departures. Position accuracy, orientation,
and related guidance must be assumed by other means or
required navigation.
Operators with the optional CMax Chart Page must have back-up charts
available. Do not rely upon CMax charts as your sole source of navigation
information.
D. STANDBY ALTERNATOR Limitations

The standby alternator system is used in the event of primary alternator failure
and not for normal operations.
The standby alternator is limited to 20 amperes continuous output. Transient
operations of greater than 20 amperes for no more than 5 consecutive minutes
may be conducted.
NOTE
Maintain a minimum of 2500 rpm for full power output.

SECTION9
SUPPLEMENT 23 PA·32R·30ll SARATOGA II HP
SECTION 3 • EMERGENCY PROCEDURES

Failure of Pilot~s Electronic Attitude Direction Display Screen (PFD)
lridication: PFD Display goes blank.
Maintain attitude control using standby gyro and establish the aircraft in straight
and level unaccelerated flight.
PFD Brightness Control (BRT/DIM) ........................................ Run to full bright
If PFD Screen cannot be reinstated:
Mechanical Nav Indicator (OBS) ..........................Utilize for primary navigation
NOTE
information directly from the No. 2 nav/corn/GPS. Only
page).
CAUTION

9-184, 8 of34 REVISED: OCTOBER 17,2005
SECTION 9

Loss of PtD Engine Data
Invalid Air Data

Indication: Airspeed, Altimeter, and Vertical Speed data replaced with
RedX's.
Maintain aircraft airspeed and altitude by referring to the standby airspeed and
altimeter.
PFD Circuit Breaker ................................................................PULL and RESET
If air data is still invalid:
Refer to standby airspeed indicator and altimeter.
Invalid Heading Data

Indication: Heading Bug and Heading Data removed and replaced with
Red X's.
PFD Circuit Breaker .............................................................. PULL and RESET
Maintain heading control using magnetic compass and other directional indications
(such as MFD, MAP/NAV page).
CAUTION

REVISED: OCTOBER 17,2005 9 of 34, 9-185
SECTION9

Invalid Attitud'e and Heading Data
Indication: Attitude and Heading Data removed and replaced with Red X's.'
flag is pulled on gyro.
If attitude and heading data is still invalid:
Maintain attitude control by using standby gyro.
Maintain heading control by utilizing magnetic compass and other directional
indications (such as MFD, MAP/NAV page).
CAUTION

SECTION9

Failure of•Attitude, Airspeed and Heading Reference System (ADAHRS)
Indication: Airspeed, Attitude, Heading and Altitude replaced with
Red X's.
Standby Attitude Gyro ..............................................................VERIFY ON and
PFD Circuit Breaker ................................................................PULL and RESET
If ADAHRS initialization does not occur:
NOTE
page).
CAUTION

SECTION9

Cross Check Monitor
Indication: Yellow Crosscheck Attitude Annunciator on PFD.
Establish aircraft in straight and level unaccelerated flight.
Aircraft Attitude ........................................................Crosscheck aircraft attitude
with standby attitude gyro
Total Loss of Engine Instruments

DAU Circuit Breaker .............................................................. PULL and RESET
If engine data is still invalid:
NOTE
The following engine messages will be displayed on the
MFD if an exceedance is detected:
• Check Oil Temp
• Check Oil Press
• CheckCHT
• CheckRPM
• Check Manifold Pressure
If failure occurs during takeoff:

Propeller Control .............................................................................. Full Forward
Return to airport for landing.
Iffailure occurs during climb or landing:
Propeller Control .............................................................................. Full Forward
Iffailure occurs after setting cruise power and mixture:
"t"
Power ..... ... .. ........ .. ........ ....... .... ........... ..... ..... ..... ....... ........M run run power sett:I" ng
Iffailure occurs prior to or during descent:
Manifold Pressure .......................................................................... Set for descent
SECTION9

ALTERNATOR FAILURE
Failure of Primary Alternator
Indication: Alternator Inop annunciator light illuminated and Standby
Alternator ON annunciator light illuminated or zero current
displayed on MFD alternator indication source.
NOTE
Anytime the bus voltage is below 25 Vdc, the Low Bus
Voltage annunciator will be illuminated.
STBY ALTR .............................................. Verify ON/check ammeter indication
Electrical Load ....................................Reduce until total load is below 20 amps
and low bus annunciator is extinguished
NOTE
If the STBY ALTR ON annunciator is flashing then reduce
electrical loads until the annunciator no longer flashes.
ALTR .............................................................................................................. OFF
ALTR FIELD circuit breaker .................................... check and reset as required
ALTR ................................................................................................................ ON
If primary alternator power not restored:
ALTR .............................................................................................................. OFF
If primary alternator output cannot be restored, maintain an electrical load of less
than 20 amps with which the STBY ALTR ON annunciator no longer flashes and
land as soon as practical.
Failure of Standby Alternator

If STBY ALTR ON is not illuminated:
STBY ALTR .................................................................................................. OFF
STBY ALTR FIELD circuit breaker .......................... check and reset as required
STBY ALTR SENSE circuit breaker ........................ check and reset as required
STBY ALTR .................................................................................................... ON
If standby alternator power not restored:
STBY ALTR .................................................................................................. OFF
If the standby alternator has failed or cannot provide adequate power, then
electrical power is dependent on available battery storage. Duration of battery
power available will be dependent on electrical load and battery condition prior
to failure. Land as soon as possible.

SECTION9
•
SECTION 3 ·EMERGENCY PROCEDURES (continued)
Failure of Alterpator • General
WARNING
inoperative.
CAUTION
the ground.
NOTE
NOTE
NOTE
lf both the primary and standby alternator are not functioning
and the battery is depleted, the landing gear must be lowered
Reduce electrical loads by switching OFF or pulling circuit breakers for all
non-essential equipment to include the following:
• Reduce PFD and MFD brightness as part of overall electrical system
management
• Pitot heat (unless required)
• Airconditioner and ventilation fan (if installed)
• Landing light (use sparingly)
• Strobe lights
• Recognition lights (if equipped)
• Cabin/flood lights
• No. 2 nav/com/GPS
• Autopilot
• Electric trim
• DME (unless required for published approach)
• Stormscope (if equipped)
• Skywatch (if equipped)

SECTION9
SECTION 3 ·EMERGENCY PROCEDURES (continued)

Electrical Overload (Alternator over 20 amps above known electrical load)
AL1R ................................................................................................................ ON
BATT MAS1R .............................................................................................. OFF
If alternator loads are reduced:
Electrical load ........................................................................reduce to minimum
NOTE
Due to increased system voltage and radio frequency noise,
operation with AL1R switch ON and BATT MAS1R switch
OFF should be made only when required by an electrical
system failure.
If alternator loads are not reduced:
ALT ................................................................................................................ OFF
STBY ALTR .............................................. verify ON/check ammeter indication
BATT .................................................................................................... as required
NOTE
If the STBY AL1R ON annunciator is flashing then reduce
electrical loads until the annunciator no longer flashes.
If the standby alternator has failed or cannot provide adequate power, then
electrical power is dependent on available battery storage. Duration of battery
power available will be dependent on electrical load and battery condition prior
to failure.
WARNING
inoperative.
CAUTION
the ground.
NOTE
NOTE

SECTION9

Electrical Overload (Alternator over 20 amps above known electrical load)
(continued)
If alternator loads are not reduced (continued):
NOTE
If the standby alternator is not functioning and the battery is
depleted, the landing gear must be lowered using the
emergency extension procedure. The gear position lights
will be inoperative. The flaps will also be inoperative and a
flaps up landing will be required.

SECTION9

•
Complete Electrical Failure
Standby Attitude Gyro .......................... SELECT Standby (STBY) power button
CAUTION
Battery Switch ................................................................................................ OFF
Land as soon as possible.
WARNING
inoperative.
NOTE
No. 1 nav/com/GPS radio.
NOTE

SECTION9

Fire in Flight '
Electrical Fire
Fire ........................................................................................................ Extinguish
ALTR Switch .................................................................................................. OFF
STBY ALTR Switch ...................................................................................... OFF
NOTE
No. 1 nav/com/GPS radio.
Vents ............................................................................................................ OPEN
Cabin Heat ...................................................................................................... OFF
WARNING
inoperative.
NOTE

SECTION9
SECTION 3 • EMERGENCY PROCEDURES (continued)

Aircraft E'ngine Power Loss
During an engine failure the pilot may elect to attempt an engine restart. During
this time large voltage drops may cause the PFD to lose power and reinitialize.
During this initialization process the PFD may not be able to complete a fast
alignment during flight and therefore the pilot may have to obtain aircraft
attitude and aircraft control using the standby instruments.
• Refer to the Emergency Section of the Pilot's Operating Handbook.
• If the PFD is able to perform fast alignment, when prompted by the PFD:
• Maintain straight and level flight
OR
• If engine does not restart, maintain wings level and appropriate aircraft
speed.
• Press the fast erect button.
• If the PFD was not able to perform fast alignment, maintain aircraft control
with reference to the standby instruments for aircraft attitude information.
CAUTION
In case of engine failure, minimize the use of the starter
and turn off all non-essential electrical equipment to
preserve battery capacity.
NOTE
If standby alternator is installed, select OFF when
primary alternator is OFF.
Loss of Fuel Flow
Fuel Selector ..............................................Check on tank containing usable fuel
Engine Driven Fuel Pump Failure
Throttle .................................................................................................. RETARD
Throttle .................................................................................... RESET as required
CAUTION
The lack of fuel flow indication while the electric pump is
on could indicate a leak in the fuel system or fuel
selector to OFF.

SECTION9

Loss of Headidg Accuracy
Indication:
• Difficulty maintaining course while using VOR or GPS.
• Excessive difference between heading and track required maintaining a
VOR or GPS course.
• ATC indicates the aircraft is on a wrong heading.
• Excessive deviation between PFD heading and Whiskey Compass.
(> 1oa after compass deviation applied.)
If heading systems differ by more than 10° (after compass deviation applied):
• Use Whiskey Compass for primary heading reference.
CAUTION
High current loads in the vicinity of the Whiskey
Compass can influence its accuracy. Depending on the
flight conditions, the pilot must reduce these loads as much
as possible to insure accuracy. Tests have shown that air
conditioner and pitot heat contribute to significant heading
errors of the Whiskey Compass. These items should be
turned OFF prior to comparing the Whiskey Compass to the
PDF heading.

9-196, 20 of34 REVISED: OCTOBER 17, 2005
SECTION9

•
Engine Start - General
CAUTION
output.
CAUTION
If a positive oil pressure is not indicated within 30 seconds
NOTE
Starter manufacturers recommend that starter cranking
periods be limited to 30 seconds with a two minute rest
period between cranking periods. Longer cranking periods
will shorten the life of the starter.
Before Starting Engine

Passengers ................................................................................................BOARD
Door ...................................................................................... CLOSE and LATCH
Seats ........................................................ ADJUS1ED and LOCKED in position
Seat Belts and Harnesses ........................................................ FAS1EN/ADJUST
Brakes ............................................................................................................ SET
Circuit Breakers ...................................................................................... Check IN
Alternate Air .................................................................................................. OFF
Propeller ..............................................................................Full INCREASE rpm
Fuel Selector ...................................................................................... Desired tank

SECTION9

Normal Start -'Cold Engine
Throttle .............................................................................................. Y2 inch open
model software
Standby Alternator Switch .............................................................................. ON
Mixture ............................................................................ Prime- then idle cut-off
Propeller .................................................................................................... CLEAR
Starter ....................................................................................................ENGAGE
Mixture .................................................................................................. Full RICH
Throttle ....................................................................................................ADJUST
Oil Pressure ..............................................................................................CHECK
Normal Start - Hot Engine

Throttle .............................................................................................. lh inch open '
model software
Magneto Switches ............................................................................................ON
Propeller .................................................................................................... CLEAR
Starter ....................................................................................................ENGAGE
Mixture ................................................................................................ ADVANCE
Throttle .................................................................................................... ADJUST

SECTION9

•
Engine Start When Flooded
Throttle .................................................................................................. Open full
Primary Flight Display (PFD) ............................................Verify correct aircraft
model software
Electric Fuel Pump ........................................................................................ OFF
Propeller .................................................................................................... CLEAR
Starter ....................................................................................................ENGAGE
Throttle .................................................................................................. RETARD

SECTION9

Starting With External Power Source
CAUTION
It is possible to use the ship's battery in parallel by turning
only the battery master switch ON. This will give longer
cranking capabilities, but will not increase the amperage.
Care should be exercised because if the ship's battery has
been depleted, the external power supply can be reduced to
the level of the ship's battery. This can be tested by turning
on the battery master switch momentarily while the starter
is engaged. If cranking speed increases, the ship's battery
is at a higher level than the external power supply.
NOTE
For all normal operations using external power, the battery
master and alternator switches should be OFF.
Alternator Switch ............................................................................................ OFF
Standby Alternator Switch .............................................................................. OFFI
All Electrical Equipment ................................................................................ OFF
External Power Plug ................................................................. .Insert in fuselage
Proceed with normal start checklist
Throttle ..............................................................................Lowest possible RPM
External Power Plug .................................................... Disconnect from fuselage
Alternator Switch ................................................................ ON- check ammeter

SECTION9

•
Ground Check
Throttle ................................................................................................ 2300 RPM
ALTR switch .................................................................................................. OFF
STBY ALTR ON annunciator .............................................................. verify ON
Increase electrical load to over 20 amps.
STBY ALTR ON annunciator ........................................................ verify flashing
Decrease electrical load to less than 20 amps.
STBY ALTR ON annunciator ................................................ verify ON (steady)
Throttle ........................................................................................................ retard
ALTR switch .................................................................................................... ON
Verify normal amperage indication.
STBY ALTR ON annunciator ................................................verify extinguished
Before Takeoff
STBY ALTR switch .............................................................................. verify ON
Stopping Engine
STBY ALTR switch ...................................................................................... OFF


SECTION9

A. PFD Systems Description
NOTE
Avidyne FlightMax Entegra Series 700-00006-0XX-( )
PFD, its operation, and aircraft systems interfaces. For a
detailed description of PFD operation, refer to the Avidyne
FlightMax Entegra Series Primary Flight Display Pilot's
Guide, p/n 600-00104-000 revision 00 or later.
The Entegra PFD start-up is automatic once power is applied. The display
presents the Initialization Display immediately after power is applied. Power-on
default is 75% brightness. Typical alignment times are 3 minutes once power is
applied.
Attitude Direction Indicator (ADI)
Air Data
The airspeed tape to the left of the main ADI begins indicating at 20 Knots
Indicated Airspeed (lAS) and is color coded in accordance with the model POH1
airspeeds for Vso, VFE, V s, VNO, and VNE. An altitude tape is provided to the right
of the main ADI and also displays a symbol for the Altitude Preselect (Altitude
Bug). The Vertical Speed Indicator (VSI) is displayed to the right of the altitude
tape. For vertical speed rates greater than the PFD displayed VSI scale, the
indicator needle will peg just outside the scale and a digital readout of actual VSI
up to 4000 FPM is then displayed. An additional data block is provided for
display of Outside Air Temperature (OAT), True Airspeed (TAS), and Ground
Speed (GS). Controls for selecting bug and barometric correction values are
along the right side of the PFD. A wind indicator is also provided beneath the
altitude tape.
Attitude Data
Attitude is depicted on the main ADI using a combination of an aircraft reference
symbol ("flying-delta") against a background of labeled pitch ladders for pitch
and a bank angle pointer in the form of an arced scale along the top of the main
ADI for bank. A skid/slip indicator is attached to the bottom edge of the bank
angle pointer.

SECTION9

Horizontal Situation Indicator (HSI)
Heading Data
Magnetic heading is represented in a boxed digital form at the top of the
compass rose. Heading rate (Rate of Turn Indicator) takes the form of a blue
arcing arrow that begins behind the magnetic heading indicator and moves left
or right accordingly. Graduations are provided on the rate of turn indicator scale
to indicate Y2 and full standard rate turns. A heading bug is also provided on the
compass rose.
Navigation Data
Navigation data on the PFD takes several forms. A Course Deviation Indicator
(CDI) is always provided on the HSI and a bearing pointer can be optionally
selected for display on the HSI by the pilot. Controls for selecting the source of
navigation data, selecting the display format of the navigation data, and for
selecting the type of compass rose and moving map to be displayed are along the
left side of the PFD. The active flight plan contained in the GPS Nav/Comm unit
selected as the primary navigation source (Nav) can be optionally selected for
display on the HSI as well as the desired range of the optionally selectable
moving map display. If a localizer or ILS frequency is tuned and captured in the
GPS Nav/Comm selected as the Nav source, a Vertical Deviation Indicator (VDI)
and Horizontal Deviation Indicator (HDI) are automatically displayed on the
ADI.
NOTE
In the event glide slope or localizer signals are lost, the HDI
and/or VDI will be displayed as red X's to indicate loss of
signal. The red X'd indicator will only be removed if the
signal is regained. In this case, the PFD Nav source will set
to GPS, or if the GPS Nav/Comm is retuned, to another
frequency. Appropriate action must be taken by the pilot if
on an approach.

SECTION9

Autopilot Integration
The Entegra PFD is fully integrated with the S-TEC System 55X Autopilot.
Reference bugs for Heading, Altitude, and Vertical Speed are provided on the
PFD to control the autopilot and aid pilot situational awareness. These bugs are
displayed with solid or hollow symbology depending on the autopilot status. If
the autopilot is engaged in that mode, the bug is solid to indicate the autopilot is
coupled to that bug. A hollow bug indicates the autopilot is not engaged in that
mode.
Autopilot mode annunciations are shown on the S-TEC System 55X computer.
When included as part of the installation, autopilot mode annunciations
including autopilot ready and fail indications are provided at the top of the
PFD screen.
When included as part of the installation, flight director command bars on the
PFD attitude indicator can be enabled by the pilot. When the flight director is
enabled and the autopilot is engaged in both lateral and vertical modes, the
flight director displays the goals of the autopilot.
A lateral autopilot mode must be engaged on the S-TEC System 55X before a
vertical mode can be engaged.
The flight director command bars will only be displayed on the PFD when
enabled by the pilot and when both lateral and vertical autopilot modes are
engaged.

SECTION9

•
Autopilot Integration (continued)
The following autopilot modes are supported by the PFD:
1. HDG (Heading, using the heading bug)
2. NAV (Nav, using the course pointer and course deviation indicator)
3. GPSS (GPS Steering, using GPS course guidance)
4. APR (Approach, using the HDI and VDI, including automatic glide
slope capture)
5. REV (Reverse sensing HDI approach)
6. ALT (Altitude Hold and Preselect, using the altitude bug)
7. VS (Vertical Speed, using the vertical speed bug)
NOTE
When HDG mode is engaged, rotation of the heading bug
greater than 180° will result in a reversal of turn direction.
CAUTION
If a VLOC is selected in NAV on the PFD and GPSS
mode is engaged on the autopilot, the autopilot will track
the active flight plan in GPSl if VLOCl is selected or
GPS2 if VLOC2 is selected and not track VLOCl or
VLOC2 as the selected source in NAV on the PFD.
Therefore, the course deviation on the PFD CDI and the
course deviation flown by the autopilot can be different.
This situation may be confusing and should be avoided.
Engine Instruments
The Entegra PFD provides a display of Engine Tachometer (RPM), Manifold
Pressure (MAP), Oil Pressure (OP), and Fuel Flow (FF) in the upper left hand
corner of the display. Tach and MAP indications are presented on analog scales
with normal operating (green) and warning (red) markings, as appropriate. A
digital indication presents fuel flow information in gallons per hour (GPH). A
digital indication presents oil pressure information in pounds per square
inch (PSI).

SECTION9

A. PFD Systen\s Description (continued)
Back-up Instruments
The Entegra PFD system installation includes redundant means of display of
certain aircraft flight and systems parameters. Back-up Altimeter, Airspeed
and Attitude instruments are provided to facilitate pilot cross-checking of
PFD display flight parameters. The aircraft wet compass serves as a back-up
heading source.
B. MFD Systems Description

NOTE
Avidyne EX5000 Series 700-00004-0XX-( ) MFD, its
operation and aircraft interface. For a detailed description of
the MFD, refer to the Avidyne FlightMax EX5000 Series
Pilot's Guide and Reference, p/n 600-00105-000 revision 00
or later.
Navigation
Data associated with the moving map is found on four pages: Map, Nearest,
Trip, and Info pages. The MFD contains a Jeppesen NavData database that is
available for display on the Map page. In conjunction with GPS-supplied
position information, an own-ship symbol is superimposed on the moving
map and positioned relative to the NavData information. GPS can also supply
the active flight plan for display on the moving map. Terrain data is provided
by a USGS terrain database stored within the MFD and updated only on an as
needed basis.
The Jeppesen Navigation Database provides data on airports, approaches,
VOR's, NDB's, intersections, airspace definitions, and frequencies. North
American and international databases are available. Database information can
be updated via the USB port on the front face of the bezel.
The navigation data on the moving map display are based on databases that
are updated periodically. Database updates are available on 28-day cycle
subscriptions. Expired databases are clearly stated to the pilot via messages i.
during system startup and on the System Setup page. The warning can only
be removed by updating the data.

SECTION9

•
Navigation (continued)
NOAA man-made obstruction database information provides data on
man-made obstacles over 200 feet AGL. This data is only available for North
America and can be updated via the USB port on the front face of the bezel.
The obstacle data on the moving map display are based on databases that are
updated periodically, Database updates are available from Avidyne on 56-day
cycle subscriptions. Expired databases are clearly stated to the pilot via messages
during system startup and on the System Setup page. The warning can only be
removed by updating the data.
Using the Jeppesen NavData data and the GPS-supplied present position, the
MFD can provide the pilot with the nearest 25 airports or navaids, depending
on pilot selection, within 100 nm. This information is presented on the
Nearest page.
More detailed information on a particular airport is also generated from the
Jeppesen NavData data and is available for pilot viewing on the Info page.
· Flight plan data supplied by the GPS system provide the pilot with a tabular form
of the remaining legs in the active GPS flight plan. This information is viewed
on the Trip page and includes a CDI for added enroute navigation aiding.
Flight plan data is transmitted to the MFD from an external GPS navigator.
Some installations do not support depictions of curved flight paths. In these
cases, curved flight path segments will be depicted as straight lines. The GPS
navigator and HSI are to be used during approach procedures. Reference the
Avidyne FlightMax EX5000 Series Pilot's Guide, p/n 600-00105-000, for more
information.
Datalink
Datalink information is received by the MFD based upon installation provisions
and a subscription service available through Avidyne (www.myavidyne.com).
Data is presented on the Map, Trip, and Nearest pages. Datalink information is
provided for strategic planning purposes only. Data aging and transport
considerations make it unsuitable for tactical use. Reference the Avidyne
FlightMax EX5000 Series Pilot's Guide, p/n 600-00105-000, for more
information.

SECTION9
SECTION 7 -DESCRIPTION AND OPERATION (continued)

Setup
The various System Setup pages allow the pilot to set user preferences for
system operation. In addition to listing the software version identification
information and database validity dates, the System Setup page allows access
to several pages for preference selection and provides a means to initiate
self-tests of the traffic and lightning sensors.
Airport Settings page provides selections for displaying airport type, runway
surface type and minimum runway lengths on the moving map. Declutter
Settings page allows the pilot to select settings for defining the base map detail
when changing display range. System Time page provides an opportunity to
select system time zone and Map page menu timeout options. DataBlock Edit
page allows the pilot to select the data to be displayed in the datablock windows
on the Map page. Datalink Setup page allows the pilot to select parameters
for the datalink system, including update rate and range of weather data request.
. Engine Instruments
The Engine page provides the pilot with engine parameters depicted on
simulated gauges and electrical system parameters located in dedicated
regions within the MFD display. An Engine Sensor Unit interfaces .with
engine-mounted sensors and provides data to the MFD for display.
A leaning function assists the pilot in leaning the engine for best power or
best fuel economy. To initiate the leaning function, press the Lean Assist
bezel key and proceed to lean the engine fuel mixture. Best economy is
achieved when the engine is operating at peak EGT of the leanest cylinder
(first cylinder to peak), as recommended by the engine manufacturer. Best
power is achieved when the engine is leaned to the first cylinder to reach
its EGT peak. When leaning is complete, select Absolute or Normalize to
complete the leaning process. A digital readout of EGT change from the
peak value is provided for reference. If at any point during the lean assist
a CHT exceeds 435°F, the lean assist will be exited and the pilot referred to
the Piper Pilot's Operating Handbook. Reference the Avidyne FlightMax
EX5000 series Pilot's Guide, p/n 600-00105-000, for more information.

SECTION9

C. STANDBY ALTERNATOR System Description
The B&C Specialty Products Standby Alternator system automatically delivers
electrical power to the aircraft electrical power bus in the event of failure of the
primary alternator, provided the STBY ALTR switch is in the ON position.
Powering the bus allows the pilot flexibility to choose equipment suitable to the
current flight conditions. Equipment that would otherwise deplete the battery
reserve may be used within the standby alternator's current limit.
The standby alternator controller monitors the aircraft electrical power bus
voltage and activates the standby alternator if the bus voltage falls to less than
26.0 volts. As long as the electrical load is maintained below standby alternator
capacity, the bus voltage will not fall below 25.0 volts and the battery will remain
charged. Battery energy will then be available for gear extension, flap extension
and other approach loads.
The standard aircraft amperage indication represents the standby alternator
output when the STBY ALTR ON annunciator is lit.
The standby alternator is capable of outputs greater than maximum continuous
load for less than 5 minutes without damage. Extended operation over rated load
may cause immediate or premature alternator failure and battery depletion.

SECTION9

•
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•
TABLE OF CONTENTS
SECTION 10
OPERATING TIPS
Paragraph Page
No. No.
10.1 General .......................................................................................... 10-1

10.3 Operation Tips............................................................................... 10-1

10-i

SECTION 10
PA-32R-301, SARATOGA II HP OPERATING TIPS
SECTION 10
OPERATING TIPS
10.1 GENERAL
This section provides operating tips of particular value in the operationof
the Saratoga II HP.
10.3 OPERATING TIPS
(a) Learn to trim for takeoff so that only a very light back pressure on
the control wheel is required to lift the airplane off the ground.
(b) Use the best speed for takeoff as found in chapter 5 of this
manual. Keep in mind that trying to pull the airplane off the
ground at too low an airspeed decreases the controllability of the
airplane in the event of engine failure.
(c) Flaps may be lowered at airspeeds up to 108 KIAS. To reduce flap
operating loads, it is desirable to have the airplane at a slower
speed before extending the flaps. The flap step will not support
weight if the flaps are in any extended position. The flaps must be
placed in the "UP" position before they will lock and support
weight on the step.
(d) Before attempting to reset any circuit breaker; allow a two to five
minute cooling off period.
(e) Before starting the engine, check that all radio switches, light
switches and the pitot heat switch are in the off position so as not to
create an overloaded condition when the starter is engaged.
(f) Anti-col1ision lights should not be operating when flying through
cloud, fog or haze, since reflected light can produce spacial
disorientation. Strobe lights should not be used in close proximity
to the ground such as during taxiing, takeoff or landing.

10-1
SECTION 10
OPERATING TIPS PA-32R-301, SARATOGA ll HP
(g) The rudder pedals are suspended from a torque tube which extends
across tl'le fuselage. The pilot should become familiar with the
proper positioning of his feet on the rudder pedals so as to avoid
interference with the torque tube when moving the rudder pedals
or operating the toe brakes.
(h) In an effort to avoid accidents, pilots should obtain and study the
safety related information made available in FAA publications
such as regulations, advisory circulars, Aviation News, AIM and
safety aids.
(i) Prolonged slips or skids which result in excess of 2000 ft. of altitude
loss, or other radical or extreme maneuvers which could cause
uncovering of the fuel outlet must be avoided as fuel flow
interruption may occur when tank being used is not full.

10-2
__ ...,..... '
riper
THE NEW PIPER AIRCRAFT, INC. PA-32R-301, SARATOGA IT HP
EQUIPMENT LIST
SIN 3246221 and UP
EQUIPMENT LIST
The following is a list of standard and optional equipment for the PA-32R-30 I Saratoga II HP. Optional equipment items marked with
an X are installed on the airplane. All items are described below at the time of licensing by the manufacturer. The New Piper Aircraft,
fuc. will not revise this equipment list once the aircraft is licensed. It is the owner's responsibility to retain and amend this equipment
list to reflect changes in equipment installed in this airplane.
Unless otherwise indicated, the installation certification basis for the equipment included in this list is the aircraft1s approved type
design.
THE NEW PIPER AIRCRAFT, INC. PA-32R-301, SARATOGA II HP
SERIAL NO. 3246223 REGISTRATIONNO. N31010 DATE 07/08/04
Item Weight Arm (ln.) Moment

No. Item (Pounds) Aft Datum (Lbs.-ln.)
(a) Electrical Equipment
I Battery installation, Piper Drawings 104408-5 and 101000-2

a.) Battery, Gill PIN G-243, Piper Drawing 101000-2, Piper Code number
28.00 203.44 5696.21
450-101
b.) Battery hardware installation, Piper Drawing 101000-2 1.42 200.49 284.19
(b) Cabin Interior
Pilot Adjustable Seat (leather) with headrest, armrest and lumbar support
5
Piper Drawings 78087-12 and 89026-12 25.59 91.2 2333.81
Copilot Adjustable Seat (leather) with headrest, armrest and lumbar support
7
Piper Drawings 78087-12 and 89026-13 25.61 91.2 2335.63
Center Club Seat (leather)- (left) with Headrest, Piper Drawings 3 7825-12
9 18.58 112.8 2095.82
and 89036-2
Center Club Seat (leather) -(right) with Headrest, Piper Drawings 37825-12
II 18.66 112.8 2104.85
and 89036-2
13 Aft Seat (leather)-(left) with Headrest, Piper Drawings 78087-12 and 89046-2 15.68 163.4 2562.11
Aft Seat (leatl1er)-(right) with Headrest and center armrest, Piper Drawings
17
78087-12 and 89046-4 18.16 162.2 2945.55
19 Refreshment console installation, Piper Drawing 37825-11

1.) Refreshment console, Piper Drawing 104215 10.10 118.50 1196.90
2.) Igloo "Legend Six-Packer" cooler- PIN ICI Legend 4, Piper Drawing
1.70 118.50 201.50
104215, Piper Code Number 602-022
3.) Refreslunent console installation hardware, Piper Drawing 37825-1 I 0.14 128.74 17.63
ISSUED: 11/25/2003 Freedom !![Flight 240-0154

REVISED: 6/1112004 1 of12
EQUIPMENT LIST
SIN 3246221 and UP
Item Weight Ann (ln.) Moment

No. Item (Pounds) Aft Datum (Lbs.-ln.)
(b) Cabin Interior-continued
21 Fire extinguisher installation, Piper Drawing 100801-3

a.) Saber PIN 1211-130 I Halon model RTA600, Piper Drawing I 00632-2,
1.62 103.63 167.41
Piper Code number 459-887
b.) Fire extinguisher installation hardware, Piper Drawings 100801-3 and
0.60 105.30 63.09
100632-2
(h) Standard Avionics Equipment -continued
31 Pilot's microphone -Piper drawing 79036-023

a.) Telex IOOT/NH Microphone PIN 62800-001 Piper Code Number 474-657 0.26 73.04 19.06
b.) Telex Holder PIN 64022-000 and hardware Piper Drawing 79036-023 0.03 73.04 1.98
33 Pilot's headset-Piper drawing 79036-023

a.) Telex 5161A Airman 760 Headset Piper Code Number 692-205 0.20 79.50 16.14
(i) Miscellaneous
41 Fuel sampler bottle, Piper Drawing 67728-0 0.07 97.63 6.79
43 Tow Bar assembly, Piper Drawing 69975-2 2.3 193.9 446.0
END OF STANDARD EQUIPMENT
ISSUED: 11/25/2003 Freedom !!.[Flight 240-0154

REVISED: 6/1112004 2 of12
p,·A
rper
EQUIPMENT LIST
SIN 3246221 and UP
Item Mark if Weight Arm (In.) Moment

No. Item Option (Pounds) Aft Datum (Lbs.-In.)
Installed
(j) Electrical (Optional Equipment)
Taillight installation, Piper Drawing 85505-5 (United Kingdom

81
requirement),
a.) Light assembly, Piper Drawing 63886-004 D 0.139 308.00 42.90
b.) Light installation, Piper Drawing 85505-5 D 0.129 267.92 34.47
Taillight installation weight 0.263 288.51 75.86
(k) Instruments (Optional Equipment)
Copilot's Advanced Instrumentation, Piper drawing 85569-10, (Marketing

91
Option 454)
a.) Trnspeed Indicator, United Instruments Part Number 8125-B. 794, Cert.
Basis - TSO C2b, Piper PS50049-67T, Piper Code number 602-230 D 0.72 66.73 47.98
b.) Attitude Gyro, R.C. Allen part number RCA26BK-6, Cert. Basis - TSO
C4c, Piper code number 548-365 D 2.23 64.58 144.01
c.) Tum and Bank Coordinator, Electric Gyro Corp part number 1394TIOO-
7Z, Cert Basis- TSO C3b, Piper PS50030-3-5, Piper code number 548-190 D 1.05 65.66 68.90
d.) Directional Gyro, Sigma-Tek part number IU262-00 1-3 7 Model number
4000B-26, Cert Basis- TSO C5c, Piper PS 50126-5, Piper code number D 2.45 64.57 157.87
548-435
e.) Altimeter, United Instruments part number UI5934PD-3A.l34 Cert Basis
- TSO C!Ob, Piper PS50008-I0-2D, Piper Code number 599-549 D 0.86 65.83 56.58
£) Vertical Speed United Instruments part number UI-7000, Cert Basis-TSO
C8b, Piper Drawing 99010-5, Piper code number 550-556 D 0.77 66.73 51.05
g.) Copilot's Advanced Instrumentation hardware, Piper Drawing 85569-10 D 2.34 61.69 144.26
Copilot's Advanced Instrumentation system total weight 10.41 64.45 670.69
(I) Autopilot (Optional Equipment)
Altitude Vertical Speed Selector/Altitude Alerter System Piper Drawing

Ill
104583-003, Piper code number 652-158 (Marketing Option 515)
a.) S-TEC Altitude Selector/A!erter P/N01279-PX, Piper Code number 652-
1586 D 1.05 67.700 71.09
b.) S-TEC Altitude Selector/Aierter Cable and hardware STEC Part number
90482-1 D 0.334 67.753 22.629
c.) S-TEC Altitude Selector/Aierter Placards STEC-part number 901482-2 D 0.002 67.880 0.136
Altitude Vertical Speed Selector/Altitude Alerter System total weight 1.39 67.71296 93.85
Copilot's Electric Trim System, Piper Drawing 104583-004 (Marketing

113
Option 580)
a.) STEC Optional Co-Pilots Trim system Kit, STEC part number 90485,
Piper Code number 651-907 D 1.027 65.50 67.29
b.) Copilot's Electric Trim System hardware, Piper Drawing 104583-004 D 0.106 64.50 6.86
Copilot's Electric Trim System total weight 1.134 65.41 74.15

REVISED: 6/11/2004 3 of12
_ _4..._',
P1per
EQUIPMENT LIST
SIN 3246221 and UP
Item Mark if Weight Ann (ln.} Moment

No. Item Option (Pounds} Aft Datum (Lbs.-In.}
Installed
(!} Autopilot (Optional Equipment}-continued
Copilot's STEC Trim And Mike Switch Assembly Piper Drawing 101117-
115
018 D 0.25 73.76 18.10
Remove Standard Copilot's Mike Switch assembly Piper Drawing 101117-
-0.07 73.76 -5.04
008
Delta Between Copilot's Standard and Optional mike switch installation 0.18 73.76 13.05
(m} Avionics (Optional Equipment}
Garmin Audio Amp/Intercom Installation with summing amp, Piper Drawing

133
I 05304-003, Cert. Basis - TSO C35d, C50c
a.} Gannin GMA 340 Audio Selector Panel, Piper PS 50040-15-25, Piper
Code 601-210
l.} Garmin 011-00401-10 GMA Audio Panel Marker /Receiver D !.57 63.86 100.26
2.} Garmin 011-00403-00 Connector/Rack Kit D 0.17 63.86 10.86
b.} PS Engineering 4622SS Headset (2}, Piper Code 694-202 D 2.13 118.00 251.22
c.} PS Engineering 4622SS Headset (2}, Piper Code 694-202 D 2.13 154.69 329.34
d.) Harnesses, Brackets, Summing amp and Hardware, Piper Drawing
105304-003 D 4.59 84.42 387.07
Removed Standard Garmin Audio Amp/Intercom Installation, Piper Drawing
-9.80 105.71 -1035.64
105304-002
Delta System Weight 0.79 54.83 43.10
S-TEC DME 451 with/450 Indicator installation Piper Drawing 101246-3,

135
(also include shelf installation item 141} (Marketing Option 575}
a.} S-TEC DME Installation Kit PS50040-31-26 Piper Code Number 601-
212
l.} S-TEC TmnsceiverTCR-451 PIN 690109 D 4.80 233.5 1120.8
2.} S-TEC Transceiver Installation Kit PIN 690224 D 0.69 233.5 160.4145
3.} S-TEC Indicator IND-450 PIN 690111-P D 0.54 63.88 34.55908
4.} S-TEC Indicator Installation Kit PIN 690221 D 0.08 63.88 5.091236
5.} S-TEC AntennaANT-451 PIN 690126 D 0.19 123.74 23.88182
6.} S-TEC Antenna Installation Kit PIN 690218 D 0.05 123.74 5.87765
b.} Harness and hardware Piper Drawing 101246-3 D 3.55 121.2036 429.72
S-TEC DME 451 with 450 Indicator Installation Total Weight 9.89 179.95 1780.34
ISSUED: 11/25/2003 Freedom Q[ Flight 240-0154

REVISED: 6/11/2004 4 of12
p,··
'Iper
THE NEW PIPER AIRCRAFT, INC. PA-32R-301, SARATOGA 11 HP
EQUIPMENT LIST
SIN 3246221 and UP
Item Mark if Weight Ann(In.) Moment

No. Item Option (Pounds) Aft Datum (Lbs.-ln.)
Installed
(m) Avionics (Optional Equipment)
S-TEC ADF RCR-650D Installation Piper Drawing I 01254-003 (Marketing

137
Option 525)
a.) S-TEC ADF Kit 901483 (RCR-650D) Piper Code Number 652-168
I.) S-TEC Receiver RCR-650D PIN 690108-4 D 2.48 64.07 159.15
2.) S-TEC Receiver Installation Kit PIN 690212 D 0.55 64.07 35.24
3.) S-TEC Indicator IND-650D PIN 690113-P D 0.66 64.07 42.29
4.) S-TEC Indicator Installation Kit PIN 690217 D 0.02 64.07 1.28
5.) S-TEC Antenna ANT-650D PIN 690124 D 2.28 194.01 442.34
6.) S-TEC Antenna Installation Kit PIN 690215 D 0.18 194.01 34.92
7.) S-TEC Power Adapter PIN 01255 D 0.52 196.80 102.34
b.) Harness, bracket and hardware Piper Drawing 101254-003 D 3.40 113.87 387.70
S-TEC ADF RCR-650D Installation Total Weight 10.10 119.35 1205.25
Situational Awareness Package, Piper Drawings 104386-2, 104278-2 and

139 104091-005, (also include shelf installation item 141), (Marketing option
340)
:!.) WX-500 Stomascope system installation, Piper Drawing I 04386-2
1.) WX-500 System (Stormscope), L3 Communications PIN 830-11500-
001, Piper Drawing 72496-270, Piper Code Number 601-225
a.) WX-500 Stomascope processor, L3 Communications PIN 805-11500-
001, Piper Code Number 601-226 D 1.70 233.44 396.84
b.) WX-500 NYI63 Stormscope antenna, L3 Communications PIN 805-
10930-001, Piper Code Number 683-728 D 0.81 236.94 190.73
c.) WX-500 Stomascope antenna cable, L3 Communications PIN 803-
I 0950-004, Piper Code Number 653-688 D 0.39 232.69 89.59
d.) WX-500 Stormscope installation, L3 Communications PIN 817-
2.) Cable, Harness, Bracket and Hardware, Piper Drawing 104386-2 D 1.76 158.03 278.45
WX500 Stormscope system installation total weight 5.80 211.21 1225.42
b.) TRC-497 Skywatch System Installation, Piper Drawing 104278-2
1.) SKY -497 Systems (Skywatch), Piper Drawing 72496-280
a.) TRC-497 Transmitter/Receiver Computer (Skywatch), L3
Communications PIN 805-10800-00 I with Mounting Tray Assembly PIN D 9.86 215.32 2123.06
805-10870-00 I, Piper Code Number 601-223
b.) TRC-497 Installation Kit, L3 Communications PIN 817-10800-003,
Piper Code Number 601-224 D 0.51 215.32 109.81
c.) TRC-497 NYI64 Directional Antenna, L3 Communications PIN 805-
I 0890-00 I, Piper Code Number 683-726 D 2.31 128.50 296.84
d.) TRC-497 NY 164 Directional Antenna Installation Kit, L3
Communications PIN 817-10009-006, Piper Code Number 683-727 D 0.76 128.50 97.02
2.) Cable, Harness, bracket and hardware, Piper Drawing 104278-2 D 5.85 147.38 862.58
TRC-497 Skywatch System Installation total weight 19.29 180.91 3489.30
3. Inverter Installation- MD 26-28, Piper Drawing 104091-5 (Required witl1
TRC-497 Sky watch package)
ISSUED: 11125/2003 Freedom Q[ Flight 240-0154

REVISED: 6/1112004 5 of 12
p,-4.... '·
'Iper
EQUIPMENT LIST
SIN 3246221 and UP

Installed
(m) Avionics (Optional Equipment)-continued
Situational Awareness Package, Piper Drawings 104386-2, 104278-2 and

139 104091-005, (also include shelf installation item 141), (Marketing option
340)-continued
b.) TRC-497 Skywatch System Installation, Piper Drawing I 04278-2-
continued
3. Inverter Installation- MD 26-28, Piper Drawing 104091-5 (Required
with TRC-497 Sky watch package)-continued
a.) Mid Continent Industries DC-AC Inverter PIN MD26-28, 28VDC/26
V AC, Piper Code Number 602-248 D 0.48 199.19 95.61
b.) Harness and hardware Piper Drawing 104091-005 D 0.372 144.28 . 53.68
Inverter Installation- MD 26-28 total weight 0.85 175.21 149.29
Situational Awareness Package total weight 25.94 187.50 4864.00
Shelf installation (Required with DME and and/or Situational Awareness

141 package options), Piper Drawings 101246-003, 104386-2 and 99466-026
(Marketing options 340 and/or 575)
a.) Shelf assembly, Piper Drawing I 01253-004 D 1.07 233.03 248.57
Removed standard emergency locator transmitter and antenna, Piper Drawing

143 06327-010 Cert. Basis TSO C91 a (Marketing option 260- International
only)
a.) RemovedArtex ELT model!J0-4 kit Piper code number 651-673
1.) Removed Artex transmitter model!I0-4 unit/bracket
Piper Code number 651-673 D -4.26 268.02 -1141.77
2.) Removed anteana Artex PIN 110-324 Piper Code number 651-673 D -0.09 240.15 -21.61
Emergency locator transmitter and antenna package removal weight -4.35 267.44 -1163.38

REVISED: 6/11/2004 6 of12
p,·.A
rper
EQUIPMENT LIST
SIN 3246221 and UP
Item Mark if Weight Ann (In.) Moment

Installed
(n) Avidyne Entegra Avionics {Optional Equipment)
Standard Entegra Avionics Package, Piper Drawings I 01844-003, 10 1844-

151 100, 101844-101, 101844-102, 101844-103, 101844-104, 101844-109,
101844-111, 101847-2,38453-22 and 101769-002- (Marketing option A VI)
Garmin GNS 430 (ll-33VDC)/GNS 430 (ll-33VDC) System Installation-
Dual COMINAV/GPS Piper Drawings 101844-100 and 101844-101
a.) Garmin GNS 430 System Installation- Dual COMINAV/GPS, Piper
Drawing 101844-100, Cert Basis TSO 37d,C38d, C40c, C36e, C34e, Cl29a
1.) Gannin GNS430 (11-33VDC) #I with mount, connectors and data card
Piper PS50040-40-4, Piper Drawing 101844-100 Piper Code Number 601- D 6.56 62.96 412.76
229
2.) Hardware Piper Drawings 101844-100 D 0.12 67.76 8.11
3.) NAV receiving AVI2-PPR Antenna, Piper Drawing 101844-100, Piper
Code Number 451-802
D 0.40 288.82 115.53
4.) Nav Antenna Cable assembly and hardware Piper Drawing 101844-100 D 1.75 161.04 281.65
5.)VHF Comm # 1 Antenna Comant PIN CI-122, Piper Drawing 101844-100,
Piper Code Number 683-725
D 0.60 112.00 67.31
6.) Comm #I Antenna Cable assembly and hardware, Piper Drawing 101844-
100
D 0.61 86.91 52.84
7.) GPS Antenna (Single), Piper Drawing 101844-100 D

a.) Gannin PIN 011-00134-00 GA56 Antenna# 1, Piper Drawing 101844-
100, Piper Code number 683-721
D 0.24 101.12 24.47
b.) Gannin Antenna Cable and hardware, Piper Drawing 101844-100 D 0.61 86.97 53.14
b.) Gannin GNS 430 System lastallation- Dual COMINAV/GPS Piper
Drawing 101844-101, Cert Basis TSO 37d,C38d, C40c, C36e, C34e, C129a
1.) Garmin GNS430 (11-33VDC) #2 with mount, connectors and data card
Piper PS50040-40-4 Piper Code Number 601-229
D 6.56 62.96 412.76
2.) Cable assemblies-Nav and Hardware, Piper Drawing 101844-101 D 0.40 62.93 25.15
3.) #I VHF Comm ComantPIN CI-121 Antenna, Piper Drawing 101844-101,
PS50040-18-2, Piper Code Number 596-664
D 0.54 168.00 91.14
4.) Comm #2 Antenna Cable assembly and hardware, Piper Drawing 101844-
101
D 0.58 167.13 96.59
5.) GPS Antenna (Single), Piper Drawing 101844-10 I D

a.) Garmin PIN 011-00134-00 GA56 Antenna #2, Piper Drawing 101844-
10 I, Piper Code number 683-721
D 0.24 101.12 24.47
b.) Gannin Antenna Cable and hardware, Piper Drawing 101844-101 D 0.59 87.06 51.19
c.) Garmin GTX-330 Transponder installation with AK-850 and Single GPS,
Piper Drawing 101844-109, Cert. Basis-TSO C74C
1.) Garmin GTX330 Transponder Unit PIN 011-00455-00, Piper Drawing
101844-109, PS50040-12-15 Piper Code 652-370
D 4.20 63.88 268.30
2.) Gannin Transponder Antenna PIN 010-10160-00, Piper Drawing 101844-

109, Piper Code Number 683-724
D 0.21 55.06 11.56
3.) Backing plate, and hardware, Piper Drawing 101844-109 D 0.24 58.69 14.03
4.) Altitude Reporter, Ameri-King Corporation Model AK-350, Piper
Drawing 101844-109, Piper Code number 602-290
D 0.57 54.19 30.83
5.) Altitude Reporter assembly and hardware, Piper Drawing 101844-109 D 0.32 55.02 17.72
ISSUED: 11/25/2003 Freedom Q[ Flight 240-0154

REVISED: 6/11/2004 7 of 12
.A'
Piper
EQUIPMENT LIST
SIN 3246221 and UP

No. Item Option (Pounds) Aft Datum (Lbs.-!o.)
Iostalled
(n) Avidyne Entegra Avionics (Optional Equipment)-continued
Standard Entegra Avionics Package, Piper Drawings I 0 I 844-003, I 01844-

100, 101844-101, 101844-102, 101844-103, 101844-104, 101844-109,
!51
101844-11 I, 101847-2, 38453-22 and 101769-002- (Marketing option AVI)-
continued
d.) Garmin GMA -340 Audio Amp Installation Piper Drawing 101844-102
Cert. Basis- TSO C35d, C50c
1.) Garmin GMA 340 Audio Selector Panel, Piper Drawing 101844-102,
Piper PS 50040-15-25 Piper Code Number 601-210
a.) Garmin PIN Oll-00401-10 GMA Audio Panel Marker /Receiver D 1.57 63.86 100.26
b.) Garmin PIN OII-0040NJO Conoector/Rack Kit D 0.17 63.86 10.86
2.) Harnesses, Brackets and hardware, Piper Drawing I 0 I 844-102 D 0.08 67.71 5.34
3.) Marker Beacon Antenoa Coman! PIN CI-I 02, Piper Drawing I 0 I 844-102,
Piper PS50040-15-10, Piper Code Number 597-893 D 0.45 247.43 I 12.33
4.) Marker Beacon antenna cable and hardware Piper Drawing 101844-I 02 D 0.72 161.28 I 15.85
e.) Avidyne Entegra Primary Flight Display EXP 5000 installation, Piper
Drawing I 01844-103
1.) Avidyne Entegra Primary Flight Display EXP 5000, Avidyne part number
700-00006-002, Piper Code number 652-377 D 12.40 63.85 791.74
2.) Avidyne Entegra Primary Flight Display EXP 5000 installation hardware,
Piper Drawing 101844-I 03 D 0.14 64.04 9.27
f.) Avidyne Entegra Multi Function Display EX-5000 installation, Piper
Drawing I 0 I 844-104
I.) Avidyne Entegra Multi Function Display EX-5000, Avidyne part number
700-00004-006, Piper Code number 652-378 D 7.60 66.08 502.21
2.) Avidyne Entegra Multi Function Display EX-5000 installation hardware,
Piper Drawing 101844-104 D 0.05 67.88 3.57
g.) Avidyne Entegra magnetometer -Outside air temperature installation,
Piper Drawing 101844-111
I.) Avidyne Entegra magnetometer, Avidyne Part number 700-00011-000,
Piper code number 652-375 D 0.52 94.88 49.34
2.) A vi dyne Entegra magnetometer, installation hardware and harness, Piper
Drawing 10 I 844-111 D 2.02 I 13.99 230.49
h.) Avidyne Entegra Data Acquisition Unit installation, Piper Drawing
101844-112
I.) Avidyne Entegra Data Acquisition Uni~ Avidyne part number 200-00041-
000, Piper Code number 652-379 D 1.60 64.05 102.48
2.) Avidyne Entegra Data Acquisition Unit installation hardware, Piper
Drawing 101844-112 D 0.03 64.56 2.14
i.) Avionics -System Iostallation hardware, Piper drawing 101844-003 D 19.15 65.77 1259.62
j.) Entegra structural installation, Piper Drawing I 01769-002 D 1.93 58.03 I 12.13
k.) S-TEC System 55X Autopilot instnllation-Entegra Piper Drawing 101847-
002
1.) S-TEC PIN 6405-28L Tum Coordinator D 1.80 64.95 116.90
2.) Tum Coordinator hardware I 0184 7-002 D 0.24 67.64 16.34
3.) S-TEC PIN 01 192-12-68TF Programmer Computer D 2.70 65.16 I 75.93
4.) S-TEC PIN 55254-1 Mounting Tray D 0.35 65.16 22.93
ISSUED: 11/25/2003 Freedom gf Flight 240-0154
REVISED: 6/11/2004 8 of12
p,·.A
rper
EQUIPMENT LIST
SIN 3246221 and UP

Installed
Standard Entegra Avionics Package, Piper Drawings 101844-003, I 01844-

100, 101844-101, 101844-102, 101844-103, 101844-104, 101844-109,
!51
101844-111, 101847-2, 38453-22 and 101769-002- (Marketing option AVI)-
continued
k.) S-TEC System 55X Autopilot installation-Entegra Piper Drawing 101847-
002-continued
5.) S-TEC Programmer Computer hardware D 0.03 64.98 1.94
6.) S-TEC PIN 0111 Transducer D 0.20 67.01 13.40
7.) S-TEC Transducer installation hardware D 0.10 67.05 7.00
8.) S-TEC PIN Oi'06-R9 Roll Servo D 2.90 117.70 341.33
9.) S-TEC Roll Servo bracket and hardware D 0.66 H7.70 77.32
10.) S-TEC PIN 0108-PJ Pitch Servo D 2.90 263.90 765.31
I 1.) S-TEC Pitch Servo bracket and hardware D 1.38 264.09 363.62
12.) S-TEC PIN 0106-16-T8 Trim Servo D 2.90 193.20 560.28
13.) S-TEC Trim Servo brackets and hardware D 1.31 191.21 250.05
14.) S-TEC PIN 01240 Trim Monitor D 0.30 61.20 18.36
15.) S-TEC PIN 6542 Sonalert D 0.10 61.20 6.12
16.) S-TEC Trim Monitor and Sovalert hardware D 0.063 60.86 3.85
17.) Aft Autopilot Servo Harness-Entegra, Piper drawing 101750-106 D 1.56 183.95 286.04
18.) S-TEC Flap Compensator-potentiometer installation D 0.24 114.25 26.90
19.) S-TEC Switch installation (Control Wheel) D 0.062 73.76 4.54
20.) Autopilot installation hardware, Piper dmwing 101847-002 D 0.33 65.97 21.78
I. Standby Flight instruments installation, Piper drawings 38453-22 and
85462-007
1.) Truspeed Indicator, Piper PS50049-65T United Instruments 8125-B.765,
Cert. Basis - TSO C2b D 0.72 66.67 47.83
2.) Altimeter, Piper PS50008-10-2D -United UI5934PD-3A.l34 Cert Basis-
TSO C!Ob D 0.86 65.71 56.47
3.) Standby attitude Indicator with battery pack option, Mid-Continent Part
MD4300-411, Piper code 602-319 D 3.67 63.46 232.88
4.) Standby flight instruments installation hardware, Piper drawings 38453-22
and 85462-007 D 0.73 63.67 46.67
Removed Standard Avionics Package, Piper Drawings 105302-002, 105306-
002,105304-002, 104391-002, 101426-002, 101319-004,101310-002, -91.39 99.49 -9092.34
101273-004, 39737-005, 101117-008, 101117-017 and 104583-002
Removed Standard Vacuum system, Piper drawing 100940-003 -5.53 39.96 -220.95
Removed Auxiliary Vacuum system, Piper drawing 87778-004 -12.65 43.34 -548.22
Remove Flight instruments installation, Piper drawings 38453-19 and 85462-
-4.61 65.68 -302.55
004
Removed Engine instruments installation, Piper drawings 100933-003 -4.47 65.75 -294.09
Delta Avidyne Entegra Standard System Weight -18.77 81.36 -1527.16
ISSUED: 11/25/2003 Freet!om !![Flight 240-0154

REVISED: 6/ll/2004 9 of12
p;'Iper
.....
EQUIPMENT LIST
SIN 3246221 and UP

Installed
(n) Avidyne Entegra Avionics (Optional Equipment)·continued
Copilot's Electric Trim System installation, Piper Drawings 101847-3,

!53 101750-107 and 101117-18- Avidyne Entegra system only- (Marketing D 1.38 68.65 94.99
Option 580)
Garmin GI-l 06A System installation, Piper Drawing 101844-10 I - Avidyne

155
Entegra system only -(Marketing option 225)
a.) Garrnin GI-106A Indicator, Piper PS 50040-40-2, Piper Code 602-239 D 1.02 64.66 65.95
b.) Cables/harnesses and hardware, Piper Drawing 101844-101 and 101750-
104 D 0.54 62.82 33.77
Garmin GI-l 06A System installation weight 1.56 64.02 99.72
A vi dyne Integrated Weather Data Link installation, Piper Drawings I 01844-

!57
107 and 101750-108- Avidyne Entegra system only- (Marketing option 250)
a.) Avidyne Weather Data link antenna, ComantModel number CI-248-30,
b. Avidyne DC-50 Data link Antenna Coupler, Part number 700-00015-000,
c.} Cahles aud hardware, Piper Drawing 101844-107 and 10 1750-iuo D 0.61 63.06 38.35
Removed Standard Comm Antenna# 2, Comant Industries Model CI-121,
-0.54 168.00 -91.14
Piper drawing 101844-101. Piper Code number 596-664
Avidyne Integrated Weather Data Link installation delta weight 1.09 50.31 55.05
S-TEC DME 451 with /450 Indicator installation Avidyne- Entegra System
!59 only, Piper Drawing 101844-105, (also include shelf installation item 163)-
(Marketing option 575)
a.) S-TEC DME Installation KitPS50040-31-26, Piper Code Number 601-
212
1.) S-TEC Transceiver TCR-451 PIN 690109 D 4.80 233.50 1120.80
2.) S-TEC Transceiver Installation Kit PIN 690224 D 0.69 233.50 160.41
3.) S-TEC Indicator IND-450 PIN 690111-P D 0.54 63.88 34.56
4.) S-TEC Indicator Installation Kit PIN 690221 D 0.08 63.88 5.09
5.) S-TEC Antenna ANT-451 PIN 690126 D 0.19 123.74 23.88
6.) S-TEC Antenna Installation Kit PIN 690218 D 0.05 123.74 5.88
b.) Harness and hardware Piper Drawing I 01488-105 D 3.51 141.37 495.59
S-TEC DME 451 with 450 Indicator installation weight 9.85 187.36 1846.21

REVISED: 6/11/2004 10 of 12
'
P.rper
. .i.....
TilE NEW PIPER AIRCRAFT, INC. PA-32R-301, SARATOGA II HP
EQUIPMENT LIST
SIN 3246221 and UP
Item Mark if Weight Ann (In.) Moment

Installed
Situational Awareness Package -Avidyne Entegra, Piper Drawing 101844-

161
106 (also include shelfinstallation item 163)-(Marketing Option 340)
a.) WX500 Stormscope system installation, Piper Drawing 101844-106 (also
include shelf installation item 163)
1.) WX-500 System (Stormscope), L3 Communications PIN 830-11500-
00 I, Piper Drawing 72496-270, Piper Code Number 601-225
a.) WX-500 Stormscope processor, L3 Communications PIN 805-11500-
001, Piper Code Number 601-226 D 1.70 233.44 396.84
b.) WX-500 NY163 Stormscope antenna, L3 Communications PIN 805-
10930-001, Piper Code Number.683-728 D 0.81 236.94 190.73
c.) WX-500 Stormscope antenna cable, L3 Communications PIN 803-
d.) WX-500 Stormscope installation, L3 Communications PIN 817-11500-
001, Piper Code Number 601-227 D J.J5 234.61 269.80
2.) Cable, Harness, Bracket and Hardware, Piper Drawing I 01844-106 D 1.77 158.29 279.92
WX500 Stormscope System installation weight 5.81 211.23 1226.88
b.) TRC-497 Skywatch system installation, Piper Drawing 101844-~06-.
continued
1.) SKY -497 Systems (Skywatch), Piper Drawing 72496-280-continued
a.) TRC-497 Transmitter/Receiver Computer (Skywatch) L3
Communications PIN 805-10800-00 I with Mounting Tray Assembly PIN D 9.86 215.32 2123.06
805-10870-001, Piper Code Number 601-223
b.) TRC-497 Installation K.i~ L3 Communications PIN 817-10800-003, Piper
Code Number 601-224 D 0.51 215.32 109.81
c.) TRC-497 NYJ64 Directional Antenna, L3 Communications PIN 805-
d.) TRC-497 NY164 Directional Antenna Installation Ki~ L3
Communications PIN 817-10009-006, Piper Code Number 683-727 D 0.76 128.50 97.02
3.) Cable, Harness, Bracket and Hardware, Piper Drawing I 01844-106 D 5.87 147.64 867.33
TRC-497 Skywatch System Installation weight 19.31 180.95 3494.05
Situational Awareness Package total weight 25.12 187.95 4720.94
Shelf Installation (Required with DME and!or Situational Awareness

163 Package-Avidyne Entegra System),Piper Drawing 101488-105, -106 and
99466-026
a.) Shelf assembly, Piper Drawing 101253-004 D 1.07 233.03 248.57
ISSUED: 11125/2003 Freedom !![Flight 240-0154

REVISED: 6/11/2004 11 of12
Piper
.....
THE NEW PIPER AlRCRAFT, INC. PA-32R-301, SARATOGA 11 HP
EQUIPMENT LIST
SIN 3246221 and UP

No. Item Option (Pounds) Aft Datum (Lbs.-ln.)
Installed
(0) Miscellaneous (Optional Equipment)
Air Conditioning Installation HFC 134A- Piper Drawing 85506-4

181
(Marketing Option 20 I)
a. Condenser Installation, Piper Drawing 99855-4 D 11.93 223.80 2670.3
b. Condenser-Heatcraft PIN 979495, Piper Drawing 99387-5, Piper Code
number 552-250
D 4.60 211.77 974.1
c. Condenser Frame Assembly, Piper Drawing 99549-20 D 3.34 210.02 701.7
d. Remgerant lines installation, Piper Drawing 99291-8 D 5.31 162.29 862.10
e. Electrical Installation, Piper Drawing 101294-2 D 4.09 126.77 518.86
f. Air conditioning Installation forward of the Firewall Piper Drawing
10.46 6.85 71.70
100920-7 D
g. Air conditioning compressOr assembly-Compressor Sanden Model SD-
507 PIN 5111 -HFC 134A P.iper drawing 100821-003 Piper Code number 14.83 -1.60 -23.73
689-928 D
h. Bulkhead and Evaporator hardware installation Piper Drawing 78734-10 D 4.37 203,65 890.12
i. Evaporator-Heatcmft PIN C-6177 Piper Drawing 99640-008, Piper code
number 552-201 D 3.80 192.44 730.30
j. Blower assemb]y,Piper Drawings 99640 and 99642-4 D 3.91 206.56 806.95
k. Receiver-Hydrator-Automotive Arr International PIN AMA 37781 Piper
· drawing 99640, Piper Code·number 602-275 . . D 1.42 199.H4 282.77
J. Cabin Pressure tube installation -Piper Drawing 99978-002 .0 0.14 62.04 8.74
Fresh Air Blower Installation Piper Drawing 36983-18-Aft -9.00 209.34 -1884.0
Remove Cable Installation (Piper Drawing 89402-3) -2.03 188.03 -381.7
Delta Weight 57.17 108.80 6219.60
185 Stainless steel fusteners installation, Piper Drawing I 0 1015-5

a.) Stainless steel fasteners installation, Piper Drawing I 0 I 015-5 l25J 0.376 21.99 8,26
b.) Removed Standard fastener installation, Piper Drawing 100927-22 -0.353 21.76 -7.67
Delta installation weight Negligible
END FACTORY INSTALLED OPTIONS
TOTALOPTIONALEQUWMENT
END OF ORIGINAL EQUWMENT INSTALLATION

REVISED: 6/11/2004 12 of 12

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SARATOGA II HP

FAA APPROVED IN NORMAL CATEGORY BASED ON CAR 3. THIS HANDBOOK

EXTREME CARE MUST BE EXERCISED TO LIMIT THE USE OF

REPORT: VB-1669 ISSUED: JUNE 30, 1997

Application of this handbook is limited to the specific Piper PA-32R-301

This handbook cannot be used for operational purposes unless kept in a

Revision material will consist of information necessary to update the

ISSUED: JUNE 30, 1997 REPORT: VB-1669

II. Identification of Revised Material

ORIGINAL PAGES ISSUED

REPORT: VB-1669 ISSUED: JUNE 30, 1997

Current Revision to thePA-32R-301, Saratoga IT HP Pilot's Operating

Revision FAA Approved

Rev. 2 v Added Rev. 2 to L of R page. q f.c;::;k

Rev. 3 v Added Rev. 3 to L of R page.

ISSUED: JUNE 30, 1997 REPORT: VB-1669

Revision , FAA Approved

Rev. 5 VI Added Rev. 5 to L of R page.

REPORT: VB-1669 ISSUED: JUNE 30, 1997

Revisiqn FAA Approved

Rev. 7 VI-a Added Rev. 7 to L of R.

March 11, 2002

ISSUED: JUNE 30, 1997 REPORT: VB-1669

Revision FAA Approved

Rev. 10 vi-b Added Rev. 10 to L of R.

Rev. 11 vi-b Added Rev. 11 to L of R.

REPORT: VB-1669 ISSUED: JUNE 30, 1997

Revision FAA Approved

Rev. 13 Vl-C Added Rev. 13 to L of R.

Rev. 14 Vl-C Added Rev. 14 to L of R.

thru Linda J. Dicken

Rev. 15 VI-C Added Rev. 15 to L ofR.

thru and Supplement 21. Linda J. Dicken

ISSUED: JUNE 30, 1997 REPORT: VB-1669

Revision , FAA Approved

Rev. 17 vi-d Added Rev. 17 to L of R.

Rev. 18 vi-d Added Rev. 18 to L of R.

Rev. 19 vi-d Added Rev. 19 to L ofR. .~·

Rev. 20 vi-d Added Rev. 20 to L of R.

REPORT: VB-1669 ISSUED: JUNE 30, 1997

Revisidn FAA Approved

ISSUED: JUNE 30,1997 REPORT: VB-16~9~

Revision FAA Approved

REPORT: VB-1669 ISSUED: JUNE 30, 1997

ISSUED: JUNE 30, 1997 REPORT: VB-1669

TillS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1669 · ISSUED: JUNE 30, 1997

1.1 Introduction................................................................................... 1-1

. ISSUED: JUNE 30,1997 REPORT: VB-1669

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1669 ISSUED: JUNE 30,1997

This handbook is not designed as a substitute for adequate and

Although the arrangement of this handbook is intended to increase its

ISSUED: JUNE 30, 1997 REPORT: VB-1669

Wing Area (sq. ft.) I 78.3

REPORT: VB-1669 ISSUED: JUNE 30, 1997

(a) Number of Engines 1

ISSUED: JUNE 30,1997 REPORT: VB-1669

(a) Fuel Capacity (U.S. gal.) (total) 107