PA-28-161 WARRIOR III Operation Book PDF

WARRIOR III
pa-28-161
REFERENCE ONLY pilot’s
THIS ELECTRONIC VERSION operating
OF THE POH IS
NOT APPROVED TO handbook
REPLACE ANY OPERATING
INFORMATION REQUIRED and
BY THE REGULATIONS.
faa approved
airplane flight manual
airplane airplane
serial no._______________________ regist. no.____________________
pa-28-161
report: VB-1565 faa approved by:
WILLIAM R. MOREU
D.O.A. NO. SO-1
date of approval: PIPER AIRCRAFT CORPORATION
JULY 1, 1994 vero beach, florida
FAA APPROVED IN NORMAL and utility CATEGORies BASEd ON CAR 3.

THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO
THE PILOT BY CAR 3 AND CONStiTUTES THE APPROVED AIRPLANE FLIGHT
MANUAL AND MUST BE CARRIED IN THE AIRPLANE AT ALL TIMEs.
warning
Extreme care must be exercised to limit the use of
this handbook to applicable aircraft. This hand-
book is valid for use with the airplane identified
on the face of the title page. Subsequent revisions
supplied by Piper AIRCRAFT CORPORATION must be
properly inserted.
Published by
PUBLICATIONS DEPARTMENT
Issued: JULY 1, 1994
© 1994, 1995, 2015
Piper Aircraft Corporation
All Rights Reserved
REPORT: VB-1565 ISSUED: JULY 1, 1994

ii REVISED: July 17, 2015
APPLICABILITY
Application of this handbook is limited to the specific Piper PA-28-161

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

a current status.
REVISIONS
The information compiled in the Pilot's Operating H:mdhook, with the

exception of the equipment list, will be kept current by revisions distributed
to the airplane owners. The equipment list was current at the time the air-
plane was licensed by the manufacturer and thereafter must he maintained
by the owner.
Revision material will consist of information necessary to update the
text of the present handbook and/or to add information to cover added
airplane equipment.
I. Revisions
Revisions will be distributed whenever necessary as complete page

replacements or additions and shall be inserted into the handbook in
accordance with the instructions given below:
1. Revision pages will replace only pages with the same page number.
2. Insert all additional pages in proper numerical order within each
section.
3. Page numbers followed by a small letter shall be inserted in direct
sequence with the same conunon numbered page.
II. Identification of Revised Material
Revised text and illustrations shall be indicated by a black vertical line

along the outside margin of the page, opposite revised, added or deleted
material. A line along the outside margin of the page opposite the page
number will indicate that an entire page was added.
REPORT: VB-1565
iii
Black lines will indicate only current revisions with changes and
additions to or deletions of existing text and illustrations. Changes in
capitalization, spelling, punctuation or the physical location of material on
a page will not be identified by symbols.
ORIGINAL PAGES ISSUED
The original pages issued for this handbook prior to revision are given
below:
Title, ii through vii, 1-1 through 1-10, 2-1- through 2-9, 3-1 through
3-16, 4-1 Uuough 4-25, 5-1 U1rough 5-29,6-1 U1rough 6-17,7-1 Uuough 7-26,
8-1 through 8-18,9-1 through 9-72 and 10-1 through 10-2.
REPORT: VB-1565
iv
pilot’s operating handbook log of revisions
Current Revisions to the PA-28-161 WARRIOR III Pilot’s Operating

Hand-book, REPORT: VB-1565 issued JULY 1, 1994.
Revision FAA Approval

Number and Revised Description of Revisions Signature and
Code Pages Date
Rev. 1 v Added Rev 1 to Log of Rev’s.
(PR950224) 5-3 Revised Para. 5.5 (note) (a) 1& 6
5-4 Revised Para. 5.5 (b) 5
5-5 Revised Para. 5.5 (c).3 & 4
5-6 Revised Para. 5.5 (d).1, 2, & 3
(e) 2
5-7 Revised Para. 5.5 (e), (f).& (g)
5-9 Revised Para. 5.7 List of Fig.
5-18 Added Fig. 5-15.
5-19 Revised Fig. 5-17.
5-20 Revised Fig. 5-19.
5-20b Added Fig. 5-21.
5-21 Added Fig. 5-23. PETER E. PECK
5-22 Added Fig. 5-23a. FAA/DOA
5-23 Added Fig. 5-23b. Coordinator
5-24 Added Fig. 5-25.
5-25 Added Fig. 5-29 . JUNE. 9, 1995
5-26 Added Fig. 5-31. Date
Rev. 2 ii Added copyright information.

(PR150717) v Added Rev. 2 to L of R.
2-9 Revised Para. 2.25.
4-17 Revised Para. 4.13.
8-1 Revised Para. 8.1. Eric A. Wright
8-2 Revised Para. 8.1. July 17, 2015
ISSUED: JULY 1, 1994 REPORT: VB-1565

REVISED: July 17, 2015 v
pilot’s operating handbook log of revisions
Revision FAA Approval

Number and Revised Description of Revisions Signature and
Code Pages Date


vi
TABLE OF CONTENTS
SECTION 1 GENERAL
SECTION 2 LIMITATIONS
SECTION 3 EMERGENCY PROCEDURES
SECTION 4 NORMAL PROCEDURES
SECTION 5 PERFORMANCE
SECTION 6 WEIGHT AND BALANCE
SECTION 7 DESCRIPTION AND OPERATION OF

THE AIRPLANE AND ITS SYSTEMS
SECTION 8 AIRPLANE HANDLING, SERVICING

AND MAINTENANCE
SECTION 9 SUPPLEMENTS
SECTION 10 OPERATING TIPS
REI>ORT: VB-1565
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REPORT: VB-1565
viii
TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 1 SECTION 1
GENERAL GENERAL
Paragraph Page Paragraph Page

No. No. No. No.
1.1 Introduction .................................................................................. 1-1 1.1 Introduction .................................................................................. 1-1
1.3 Engines ......................................................................................... 1-3 1.3 Engines ......................................................................................... 1-3
1.5 Propellers...................................................................................... 1-3 1.5 Propellers...................................................................................... 1-3
1.7 Fuel............................................................................................... 1-3 1.7 Fuel............................................................................................... 1-3
1.9 Oil................................................................................................. 1-4 1.9 Oil................................................................................................. 1-4
1.11 Maximum Weights ....................................................................... 1-4 1.11 Maximum Weights ....................................................................... 1-4
1.13 Standard Airplane Weight ............................................................ 1-4 1.13 Standard Airplane Weight ............................................................ 1-4
1.15 Baggage Space ............................................................................. 1-4 1.15 Baggage Space ............................................................................. 1-4
1.17 Specific Loadings ......................................................................... 1-4 1.17 Specific Loadings ......................................................................... 1-4
1.19 Symbols, Abbreviations and Terminology ................................... 1-5 1.19 Symbols, Abbreviations and Terminology ................................... 1-5
REPORT: VB-1565 REPORT: VB-1565

1-i 1-i
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1-ii 1-ii
PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1
PA-28-161, WARRIOR III GENERAL PA-28-161, WARRIOR III GENERAL
SECTION 1 SECTION 1
GENERAL GENERAL
1.1 INTRODUCTION 1.1 INTRODUCTION
This Pilot’s Operating Handbook is designed for maximum utilization as This Pilot’s Operating Handbook is designed for maximum utilization as
an operating guide for the pilot. It includes the material required to be an operating guide for the pilot. It includes the material required to be
furnished to the pilot by the FAR/CAR. It also contains supplemental data furnished to the pilot by the FAR/CAR. It also contains supplemental data
supplied by the airplane manufacturer. supplied by the airplane manufacturer.
This handbook is not designed as a substitute for adequate and competent This handbook is not designed as a substitute for adequate and competent
flight instruction, knowledge of current airworthiness directives, applicable flight instruction, knowledge of current airworthiness directives, applicable
federal air regulations or advisory circulars. It is not intended to be a guide 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 for basic flight instruction or a training manual and should not be used for
operational purposes unless kept in a current status. operational purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the Assurance that the airplane is in an airworthy condition is the
responsibility of the owner. The pilot in command is responsible for responsibility of the owner. The pilot in command is responsible for
determining that the airplane is safe for flight. The pilot is also responsible determining that the airplane is safe for flight. The pilot is also responsible
for remaining within the operating limitations as outlined by instrument for remaining within the operating limitations as outlined by instrument
markings, placards, and this handbook. markings, placards, and this handbook.
Although the arrangement of this handbook is intended to increase its Although the arrangement of this handbook is intended to increase its
in-flight capabilities, it should not be used solely as an occasional operating in-flight capabilities, it should not be used solely as an occasional operating
reference. The pilot should study the entire handbook to familiarize himself reference. The pilot should study the entire handbook to familiarize himself
with the limitations, performance, procedures and operational handling with the limitations, performance, procedures and operational handling
characteristics of the airplane before flight. characteristics of the airplane before flight.
The handbook has been divided into numbered (arabic) sections, each The handbook has been divided into numbered (arabic) sections, each
provided with a finger-tip tab divider for quick reference. The limitations provided with a finger-tip tab divider for quick reference. The limitations
and e m e rgency procedures have been placed ahead of the normal and e m e rgency procedures have been placed ahead of the normal
procedures, performance and other sections to provide easier access to procedures, performance and other sections to provide easier access to
information that may be required in flight. The Emergency Procedures information that may be required in flight. The Emergency Procedures
Section has been furnished with a red tab divider to present an instant 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 reference to the section. Provisions for expansion of the handbook have been
made by the deliberate omission of certain paragraph numbers, figure made by the deliberate omission of certain paragraph numbers, figure
numbers, item numbers and pages noted as being intentionally left blank. numbers, item numbers and pages noted as being intentionally left blank.
ISSUED: JULY 1, 1994 REPORT: VB-1565 ISSUED: JULY 1, 1994 REPORT: VB-1565
1-1 1-1
SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION
GENERAL PA-28-161, WARRIOR III GENERAL PA-28-161, WARRIOR III
THREE VIEW THREE VIEW

Figure 1-1 Figure 1-1
REPORT: VB-1565 ISSUED: JULY 1, 1994 REPORT: VB-1565 ISSUED: JULY 1, 1994
1-2 1-2
1.3 ENGINES 1.3 ENGINES

(a) Number of Engines 1 (a) Number of Engines 1
(b) Engine Manufacturer Lycoming (b) Engine Manufacturer Lycoming
(c) Engine Model Number O-320-D3G (c) Engine Model Number O-320-D3G
(d) Rated Horsepower 160 (d) Rated Horsepower 160
(e) Rated Speed (rpm) 2700 (e) Rated Speed (rpm) 2700
(f) Bore (inches) 5.125 (f) Bore (inches) 5.125
(g) Stroke (inches) 3.875 (g) Stroke (inches) 3.875
(h) Displacement (cubic inches) 319.8 (h) Displacement (cubic inches) 319.8
(i) Compression Ratio 8.5:1 (i) Compression Ratio 8.5:1
(j) Engine Type Four Cylinder, Direct Drive, (j) Engine Type Four Cylinder, Direct Drive,
Horizontally Opposed, Horizontally Opposed,
Air Cooled Air Cooled
1.5 PROPELLERS 1.5 PROPELLERS

(a) Number of Propellers 1 (a) Number of Propellers 1
(b) Propeller Manufacturer Sensenich (b) Propeller Manufacturer Sensenich
(c) Model 74DM6-0-60 (c) Model 74DM6-0-60
(d) Number of Blades 2 (d) Number of Blades 2
(e) Propeller Diameter (inches) (e) Propeller Diameter (inches)
(1) Maximum 74 (1) Maximum 74
(2) Minimum 72 (2) Minimum 72
(f) Propeller Type Fixed Pitch (f) Propeller Type Fixed Pitch
1.7 FUEL 1.7 FUEL

AVGAS ONLY AVGAS ONLY
(a) Fuel Capacity (U.S. gal) (total) 50 (a) Fuel Capacity (U.S. gal) (total) 50
(b) Usable Fuel (U.S. gal) (total) 48 (b) Usable Fuel (U.S. gal) (total) 48
(c) Fuel (c) Fuel
(1) Minimum Octane 100 Green or 100LL Blue (1) Minimum Octane 100 Green or 100LL Blue
Aviation Grade Aviation Grade
(2) Alternate Fuel Refer to Fuel Requirements, (2) Alternate Fuel Refer to Fuel Requirements,
Section 8 - Handling, Servicing Section 8 - Handling, Servicing
and Maintenance. and Maintenance.
1-3 1-3
1.9 OIL 1.9 OIL

(a) Oil Capacity (U.S. quarts) 8 (a) Oil Capacity (U.S. quarts) 8
(b) Oil Specification Refer to latest issue (b) Oil Specification Refer to latest issue
of Lycoming Service of Lycoming Service
Instruction 1014. Instruction 1014.
(c) Oil Viscosity per Average Ambient (c) Oil Viscosity per Average Ambient
Temp. for Starting Temp. for Starting
Single Multi Single Multi
(1) Above 60°F S.A.E. 50 S.A.E. 40 or 50 (1) Above 60°F S.A.E. 50 S.A.E. 40 or 50
(2) 30°F to 90°F S.A.E. 40 S.A.E. 40 (2) 30°F to 90°F S.A.E. 40 S.A.E. 40
(3) 0°F to 70°F S.A.E. 30 S.A.E. 40 or (3) 0°F to 70°F S.A.E. 30 S.A.E. 40 or
20W-30 20W-30
(4) Below 10°F S.A.E. 20 S.A.E. 20W-30 (4) Below 10°F S.A.E. 20 S.A.E. 20W-30
1.11 MAXIMUM WEIGHTS 1.11 MAXIMUM WEIGHTS

Normal Utility Normal Utility
(a) Maximum Takeoff Weight (lbs) 2440 2020 (a) Maximum Takeoff Weight (lbs) 2440 2020
(b) Maximum Ramp Weight (lbs) 2447 2027 (b) Maximum Ramp Weight (lbs) 2447 2027
(c) Maximum Landing Weight (lbs) 2440 2020 (c) Maximum Landing Weight (lbs) 2440 2020
(d) Maximum Weight in Baggage (d) Maximum Weight in Baggage
Compartment (lbs) 200 0 Compartment (lbs) 200 0
1.13 STANDARD AIRPLANE WEIGHTS 1.13 STANDARD AIRPLANE WEIGHTS

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

(a) Compartment Volume (cubic feet 24 (a) Compartment Volume (cubic feet 24
1.17 SPECIFIC LOADINGS 1.17 SPECIFIC LOADINGS

(a) Wing Loading (lbs per sq ft) 14.4 (a) Wing Loading (lbs per sq ft) 14.4
(b) Power Loading (lbs per hp) 15.3 (b) Power Loading (lbs per hp) 15.3
1-4 1-4
1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
The following definitions are of 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 used throughout the handbook and those which may be of added operational
significance to the pilot. significance to the pilot.
(a) General Airspeed Terminology and Symbols (a) General Airspeed Terminology and Symbols
CAS Calibrated Airspeed means the indicated CAS Calibrated Airspeed means the indicated
speed of an aircraft, corrected for position speed of an aircraft, corrected for position
and instrument error. Calibrated airspeed is and instrument error. Calibrated airspeed is
equal to true airspeed in standard equal to true airspeed in standard
atmosphere at sea level. atmosphere at sea level.
KCAS Calibrated Airspeed expressed in Knots. KCAS Calibrated Airspeed expressed in Knots.
GS Ground Speed is the speed of an airplane GS Ground Speed is the speed of an airplane
relative to the ground. relative to the ground.
IAS Indicated Airspeed is the speed of an air- IAS Indicated Airspeed is the speed of an air-
craft as shown on the airspeed indicator craft as shown on the airspeed indicator
when corrected for instrument error. IAS when corrected for instrument error. IAS
values published in this handbook assume values published in this handbook assume
zero instrument error. zero instrument error.
KIAS Indicated Airspeed expressed in Knots. KIAS Indicated Airspeed expressed in Knots.
M Mach Number is the ratio of true airspeed M Mach Number is the ratio of true airspeed
to the speed of sound. to the speed of sound.
TAS True Airspeed is the airspeed of an airplane TAS True Airspeed is the airspeed of an airplane
relative to undisturbed air which is the relative to undisturbed air which is the
CAS corrected for altitude, temperature CAS corrected for altitude, temperature
and compressibility. and compressibility.
VA Maneuvering Speed is the maximum speed VA Maneuvering Speed is the maximum speed
at which application of full available at which application of full available
aerodynamic control will not overstress the aerodynamic control will not overstress the
airplane. airplane.
VFE Maximum Flap Extended Speed is the VFE Maximum Flap Extended Speed is the
highest speed permissible with wing flaps highest speed permissible with wing flaps
in a prescribed extended position. in a prescribed extended position.
1-5 1-5
VNE/MNE Ne v e r E x c e e d S p e e d o r M a c h VNE/MNE Ne v e r E x c e e d S p e e d o r M a c h
Number is the speed limit that Number is the speed limit that
should not be exceeded at any time. should not be exceeded at any time.
VNO Maximum Structural Cruising Speed is the VNO Maximum Structural Cruising Speed is the
speed that should not be exceeded except speed that should not be exceeded except
in smooth air and then only with caution. in smooth air and then only with caution.
VS Stalling Speed or the minimum steady VS Stalling Speed or the minimum steady
flight speed at which the airplane is flight speed at which the airplane is
controllable. controllable.
VSO Stalling Speed or the minimum steady VSO Stalling Speed or the minimum steady
flight speed at which the airplane is flight speed at which the airplane is
controllable in the landing configuration. controllable in the landing configuration.
VX Best Angle-of-Climb Speed is the airspeed VX Best Angle-of-Climb Speed is the airspeed
which delivers the greatest gain of altitude which delivers the greatest gain of altitude
in the shortest possible horizontal distance. in the shortest possible horizontal distance.
VY Best Rate-of-Climb Speed is the airspeed VY Best Rate-of-Climb Speed is the airspeed
which delivers the greatest gain in altitude which delivers the greatest gain in altitude
in the shortest possible time. in the shortest possible time.
(b) Meteorological Terminology (b) Meteorological Terminology

ISA International Standard Atmosphere in ISA International Standard Atmosphere in
which: The air is a dry perfect gas; The which: The air is a dry perfect gas; The
temperature at sea level is 15 Celsius (59 temperature at sea level is 15 Celsius (59
Fahrenheit); The pressure at sea level is Fahrenheit); The pressure at sea level is
29.92 inches Hg (1013.2 mb); The tempera- 29.92 inches Hg (1013.2 mb); The tempera-
ture gradient from sea level to the altitude ture gradient from sea level to the altitude
at whic h t h e t e m p e r a t u r e i s - 5 6 . 5 C at whic h t h e t e m p e r a t u r e i s - 5 6 . 5 C
( - 6 9 .7F) is -0.00198C (-0.003564F) per ( - 6 9 .7F) is -0.00198C (-0.003564F) per
foot and zero above that altitude. foot and zero above that altitude.
OAT Outside Air Temperature is the free air OAT Outside Air Temperature is the free air
static temperature obtained either from static temperature obtained either from
inflight temperature indications or ground inflight temperature indications or ground
meteorological sources, adjusted for in- meteorological sources, adjusted for in-
strument error and compressibility effects. strument error and compressibility effects.
REPORT: VB-1565 ISSUED: DECEMBER 08, 1995 REPORT: VB-1565 ISSUED: DECEMBER 08, 1995
1-6 1-6
Indicated Pressure The number actually read from an Indicated Pressure The number actually read from an
Altitude altimeter when the barometric subscale has Altitude altimeter when the barometric subscale has
been set to 29.92 inches of mercury (1013.2 been set to 29.92 inches of mercury (1013.2
millibars). millibars).
Pressure Altitude Altitude measured from standard sea-level Pressure Altitude Altitude measured from standard sea-level
pressure (29.92 in. Hg) by a pressure or pressure (29.92 in. Hg) by a pressure or
barometric altimeter. It is the indicated barometric altimeter. It is the indicated
pressure altitude corrected for position and pressure altitude corrected for position and
instr u m e n t e r r o r. I n t h i s h a n d b o o k , instr u m e n t e r r o r. I n t h i s h a n d b o o k ,
altimeter instrument errors are assumed to altimeter instrument errors are assumed to
be zero. be zero.
Station Pressure Actual atmospheric pressure at field Station Pressure Actual atmospheric pressure at field
elevation. elevation.
Wind The wind velocities recorded as variables on Wind The wind velocities recorded as variables on
the charts of this handbook are to be the charts of this handbook are to be
understood as the headwind or tailwind understood as the headwind or tailwind
components of the reported winds. components of the reported winds.
(c) Power Terminology (c) Power Terminology
Takeoff Power Maximum power permissible for takeoff. Takeoff Power Maximum power permissible for takeoff.
Maximum Con- Maximum power permissible continuously Maximum Con- Maximum power permissible continuously
tinuous Power during flight. tinuous Power during flight.
Maximum Climb Maximum power permissible during Maximum Climb Maximum power permissible during
Power climb. Power climb.
Maximum Cruise Maximum power permissible during Maximum Cruise Maximum power permissible during
Power cruise. Power cruise.
(d) Engine Instruments (d) Engine Instruments
EGT Gauge Exhaust Gas Temperature Gauge EGT Gauge Exhaust Gas Temperature Gauge
1-7 1-7
(e) Airplane Performance and Flight Planning Terminology (e) Airplane Performance and Flight Planning Terminology
Climb Gradient The demonstrated ratio of the change in Climb Gradient The demonstrated ratio of the change in
height during a portion of a climb, to the height during a portion of a climb, to the
horizontal distance traversed in the same horizontal distance traversed in the same
time interval. time interval.
Demonstrated The demonstrated crosswind velocity is the Demonstrated The demonstrated crosswind velocity is the
Crosswind velocity of the crosswind component for Crosswind velocity of the crosswind component for
Velocity which adequate control of the airplane Velocity which adequate control of the airplane
during takeoff and landing was actually during takeoff and landing was actually
demonstrated during certification tests. demonstrated during certification tests.
Accelerate-Stop The distance required to accelerate an air- Accelerate-Stop The distance required to accelerate an air-
Distance plane to a specified speed and, assuming Distance plane to a specified speed and, assuming
failure of an engine at the instant that speed failure of an engine at the instant that speed
is attained, to bring the airplane to a stop. is attained, to bring the airplane to a stop.
Route Segment A part of a route. Each end of that part is Route Segment A part of a route. Each end of that part is
identified by (1) a geographical location identified by (1) a geographical location
or (2) a point at which a definite radio fix or (2) a point at which a definite radio fix
can be established. can be established.
(f) Weight and Balance Terminology (f) Weight and Balance Terminology
Reference Datum An imaginary vertical plane from which all Reference Datum An imaginary vertical plane from which all
horizontal distances are measured for horizontal distances are measured for
balance purposes. balance purposes.
Station A location along the airplane fuselage Station A location along the airplane fuselage
usually given in terms of distance from the usually given in terms of distance from the
reference datum. reference datum.
Arm The horizontal distance from the reference Arm The horizontal distance from the reference
datum to the center of gravity (C.G.) of an datum to the center of gravity (C.G.) of an
item. item.
1-8 1-8
Moment The product of the weight of an item Moment The product of the weight of an item
multiplied by its arm. (Moment divided by multiplied by its arm. (Moment divided by
a constant is used to simplify balance a constant is used to simplify balance
calculations by reducing the number of calculations by reducing the number of
digits.) digits.)
Center of Gravity The point at which an airplane would Center of Gravity The point at which an airplane would
(C.G.) balance if suspended. Its distance from the (C.G.) balance if suspended. Its distance from the
reference datum is found by dividing the reference datum is found by dividing the
total moment by the total weight of the total moment by the total weight of the
airplane. airplane.
C.G. Arm The arm obtained by adding the airplane’s C.G. Arm The arm obtained by adding the airplane’s
individual moments and dividing the sum individual moments and dividing the sum
by the total weight. by the total weight.
C.G. Limits The extreme center of gravity locations C.G. Limits The extreme center of gravity locations
within which the airplane must be operated within which the airplane must be operated
at a given weight. at a given weight.
Usable Fuel Fuel available for flight planning. Usable Fuel Fuel available for flight planning.
Unusable Fuel Fuel remaining after a runout test has been Unusable Fuel Fuel remaining after a runout test has been
completed in accordance with govern- completed in accordance with govern-
mental regulations. mental regulations.
Standard Empty Weight of a standard airplane including Standard Empty Weight of a standard airplane including
Weight unusable fuel, full operating fluids and full Weight unusable fuel, full operating fluids and full
oil. oil.
Basic Empty Standard empty weight plus optional Basic Empty Standard empty weight plus optional
Weight equipment. Weight equipment.
Payload Weight of occupants, cargo and baggage. Payload Weight of occupants, cargo and baggage.
Useful Load Difference between takeoff weight, or ramp Useful Load Difference between takeoff weight, or ramp
weight if applicable, and basic empty weight if applicable, and basic empty
weight. weight.
Maximum Ramp Maximum weight approved for ground Maximum Ramp Maximum weight approved for ground
Weight maneuver. (It includes weight of start, taxi Weight maneuver. (It includes weight of start, taxi
and run up fuel.) and run up fuel.)
1-9 1-9
Maximum Maximum weight approved for the start Maximum Maximum weight approved for the start
Takeoff Weight of the takeoff run. Takeoff Weight of the takeoff run.
Maximum Maximum weight approved for the landing Maximum Maximum weight approved for the landing
Landing Weight touchdown. Landing Weight touchdown.
Maximum Zero Maximum weight exclusive of usable fuel. Maximum Zero Maximum weight exclusive of usable fuel.
Fuel Weight Fuel Weight
1-10 1-10
SECTION 2 SECTION 2
LIMITATIONS LIMITATIONS

No. No. No. No.
2.1 General ......................................................................................... 2-1 2.1 General ......................................................................................... 2-1
2.3 Airspeed Limitations .................................................................... 2-1 2.3 Airspeed Limitations .................................................................... 2-1
2.5 Airspeed Indicator Markings........................................................ 2-2 2.5 Airspeed Indicator Markings........................................................ 2-2
2.7 Power Plant Limitations ............................................................... 2-2 2.7 Power Plant Limitations ............................................................... 2-2
2.9 Power Plant Instrument Markings ................................................ 2-3 2.9 Power Plant Instrument Markings ................................................ 2-3
2.11 Weight Limits ............................................................................... 2-4 2.11 Weight Limits ............................................................................... 2-4
2.13 Center of Gravity Limits .............................................................. 2-5 2.13 Center of Gravity Limits .............................................................. 2-5
2.15 Maneuver Limits .......................................................................... 2-5 2.15 Maneuver Limits .......................................................................... 2-5
2.17 Flight Load Factors ...................................................................... 2-6 2.17 Flight Load Factors ...................................................................... 2-6
2.19 Kinds of Operation Equipment List ............................................. 2-6 2.19 Kinds of Operation Equipment List ............................................. 2-6
2.21 Fuel Limitations ........................................................................... 2-7 2.21 Fuel Limitations ........................................................................... 2-7
2.25 Placards ........................................................................................ 2-8 2.25 Placards ........................................................................................ 2-8

2-i 2-i

2-ii 2-ii
PA-28-161, WARRIOR III LIMITATIONS PA-28-161, WARRIOR III LIMITATIONS
SECTION 2 SECTION 2
LIMITATIONS LIMITATIONS
2.1 GENERAL 2.1 GENERAL
This section provides the FAA Approved operating limitations, This section provides the FAA Approved operating limitations,
instrument markings, color coding and basic placards necessary for instrument markings, color coding and basic placards necessary for
operation of the airplane and its systems. operation of the airplane and its systems.
This airplane must be operated as a normal or utility category airplane This airplane must be operated as a normal or utility category airplane
in compliance with the operating limitations stated in the form of placards in compliance with the operating limitations stated in the form of placards
and markings and those given in this section and handbook. and markings and those given in this section and handbook.
Limitations associated with those optional systems and equipment Limitations associated with those optional systems and equipment
which require handbook supplements can be found in Section 9 (Supple- which require handbook supplements can be found in Section 9 (Supple-
ments). ments).
2.3 AIRSPEED LIMITATIONS 2.3 AIRSPEED LIMITATIONS

SPEED KIAS KCAS SPEED KIAS KCAS
Never Exceed Speed (VNE) - Do not Never Exceed Speed (VNE) - Do not
exceed this speed in any operation. 160 153 exceed this speed in any operation. 160 153
Maximum Structural Cruising Speed Maximum Structural Cruising Speed

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

(VFE) - Do not exceed this speed (VFE) - Do not exceed this speed
with the flaps extended. 103 100 with the flaps extended. 103 100
2-1 2-1
LIMITATIONS PA-28-161, WARRIOR III LIMITATIONS PA-28-161, WARRIOR III
SPEED KIAS KCAS SPEED KIAS KCAS

Design Maneuvering Speed (VA) - Design Maneuvering Speed (VA) -
Do not make full or abrupt control Do not make full or abrupt control
movements above this speed. movements above this speed.
At 2440 LBS. G.W. 111 108 At 2440 LBS. G.W. 111 108
At 1531 LBS. G.W. 88 89 At 1531 LBS. G.W. 88 89
CAUTION CAUTION
Maneuvering speed decreases at lighter weight Maneuvering speed decreases at lighter weight
as the effects of aerodynamic forces become as the effects of aerodynamic forces become
more pronounced. Linear interpolation may be more pronounced. Linear interpolation may be
used for intermediate gross weights. Maneu- used for intermediate gross weights. Maneu-
vering speed should not be exceeded while vering speed should not be exceeded while
operating in rough air. operating in rough air.
2.5 AIRSPEED INDICATOR MARKINGS 2.5 AIRSPEED INDICATOR MARKINGS

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

(i) Propeller Manufacturer Sensenich (i) Propeller Manufacturer Sensenich
(j) Propeller Model 74DM6-0-60 (j) Propeller Model 74DM6-0-60
(k) Propeller Diameter (k) Propeller Diameter
Minimum 72 IN. Minimum 72 IN.
Maximum 74 IN. Maximum 74 IN.
(l) 74DM6-0-60 Propeller Tolerance (l) 74DM6-0-60 Propeller Tolerance
(static rpm at maximum permissible (static rpm at maximum permissible
throttle setting, Sea Level, ISA) Not above 2430 RPM throttle setting, Sea Level, ISA) Not above 2430 RPM
Not below 2330 RPM Not below 2330 RPM
NOTE NOTE
Refer to the airplane maintenance manual for test Refer to the airplane maintenance manual for test
procedure to determine approved static rpm procedure to determine approved static rpm
under non standard conditions. under non standard conditions.
NOTE NOTE
Refer to the airplane maintenance manual for test Refer to the airplane maintenance manual for test
procedure to determine approved static rpm procedure to determine approved static rpm
under non standard conditions. under non standard conditions.
2.9 POWER PLANT INSTRUMENT MARKINGS 2.9 POWER PLANT INSTRUMENT MARKINGS
(a) Tachometer (a) Tachometer
Green Arc (Normal Operating Range) 500 to 2700 RPM Green Arc (Normal Operating Range) 500 to 2700 RPM
Red Line (Maximum Continuous Power) 2700 RPM Red Line (Maximum Continuous Power) 2700 RPM
(b) Oil Temperature (b) Oil Temperature
Green Arc (Normal Operating Range) 100° to 245°F Green Arc (Normal Operating Range) 100° to 245°F
Red Line (Maximum) 245°F Red Line (Maximum) 245°F
2-3 2-3
2.9 POWER PLANT INSTRUMENT MARKINGS (Continued) 2.9 POWER PLANT INSTRUMENT MARKINGS (Continued)
(c) Oil Pressure (c) Oil Pressure
Green Arc (Normal Operating Range) 55 to 90 PSI Green Arc (Normal Operating Range) 55 to 90 PSI
Yellow Arc (Caution Range) (Idle) 25 to 55 PSI Yellow Arc (Caution Range) (Idle) 25 to 55 PSI
Yellow Arc (Ground Warm-Up) 95 to 115 PSI Yellow Arc (Ground Warm-Up) 95 to 115 PSI
Red Line (Minimum) 25 PSI Red Line (Minimum) 25 PSI
Red Line (Maximum) 115 PSI Red Line (Maximum) 115 PSI
(d) Fuel Pressure (d) Fuel Pressure
Green Arc (Normal Operating Range) .5 to 8 PSI Green Arc (Normal Operating Range) .5 to 8 PSI
Red Line (Minimum) .5 PSI Red Line (Minimum) .5 PSI
Red Line (Maximum) 8 PSI Red Line (Maximum) 8 PSI
2.11 WEIGHT LIMITS 2.11 WEIGHT LIMITS

(a) Maximum Weight 2440 LBS 2020 LBS (a) Maximum Weight 2440 LBS 2020 LBS
(b) Maximum Ramp Weight 2447 LBS 2027 LBS (b) Maximum Ramp Weight 2447 LBS 2027 LBS
(c) Maximum Baggage 200 LBS 0 LBS (c) Maximum Baggage 200 LBS 0 LBS
NOTE NOTE
Refer to Section 5 (Performance) for maximum Refer to Section 5 (Performance) for maximum
weight as limited by performance. weight as limited by performance.
2-4 2-4
2.13 CENTER OF GRAVITY LIMITS 2.13 CENTER OF GRAVITY LIMITS

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

Weight Forward Limit Rearward Limit Weight Forward Limit Rearward Limit
Pounds Inches Aft of Datum Inches Aft of Datum Pounds Inches Aft of Datum Inches Aft of Datum
1950 (and less) 83.0 93.0 1950 (and less) 83.0 93.0
2020 83.8 93.0 2020 83.8 93.0
NOTES NOTES
Straight line variation between points given. Straight line variation between points given.
The datum used is 78.4 inches ahead of the wing The datum used is 78.4 inches ahead of the wing
leading edge at the inboard intersection of the leading edge at the inboard intersection of the
straight and tapered section. straight and tapered section.
It is the responsibility of the airplane owner and It is the responsibility of the airplane owner and
the pilot to insure that the airplane is properly the pilot to insure that the airplane is properly
loaded. See Section 6 (Weight and Balance) for loaded. See Section 6 (Weight and Balance) for
proper loading instructions. proper loading instructions.
2.15 MANEUVER LIMITS 2.15 MANEUVER LIMITS
(a) Normal Category - All acrobatic maneuvers including spins (a) Normal Category - All acrobatic maneuvers including spins
prohibited. prohibited.
(b) Utility Category - Approved Maneuvers for bank angles exceeding (b) Utility Category - Approved Maneuvers for bank angles exceeding
60°: 60°:
Entry Speed Entry Speed
Steep Turns 111 KIAS Steep Turns 111 KIAS
Lazy Eights 111 KIAS Lazy Eights 111 KIAS
Chandelles 111 KIAS Chandelles 111 KIAS
2-5 2-5
2.17 FLIGHT LOAD FACTORS 2.17 FLIGHT LOAD FACTORS

(a) Positive Load Factor (Maximum) 3.8 G 4.4 G (a) Positive Load Factor (Maximum) 3.8 G 4.4 G
(b) Negative Load Factor (Maximum) No inverted maneuvers (b) Negative Load Factor (Maximum) No inverted maneuvers
approved approved
2.19 KINDS OF OPERATION EQUIPMENT LIST 2.19 KINDS OF OPERATION EQUIPMENT LIST
This airplane may be operated in day or night VFR, day or night IFR when This airplane may be operated in day or night VFR, day or night IFR when
the appropriate equipment is installed and operable. the appropriate equipment is installed and operable.
The following equipment list identifies the systems and equipment upon The following equipment list identifies the systems and equipment upon
which type certification for each kind of operation was predicated and must which type certification for each kind of operation was predicated and must
be installed and operable for the particular kind of operation indicated. be installed and operable for the particular kind of operation indicated.
However, certain operations may be authorized with certain listed equip- However, certain operations may be authorized with certain listed equip-
ment and/or systems inoperative under certain conditions and under ment and/or systems inoperative under certain conditions and under
provisions defined by a current Minimum Equipment List (MEL) approved provisions defined by a current Minimum Equipment List (MEL) approved
by the FAA which is dated concurrently with or after this Pilot’s Operating by the FAA which is dated concurrently with or after this Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual and authorized Handbook and FAA Approved Airplane Flight Manual and authorized
under an operating regulation which provides for use of an MEL. under an operating regulation which provides for use of an MEL.
(a) Day VFR (a) Day VFR

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

(1) All equipment required for Day VFR (1) All equipment required for Day VFR
(2) Vacuum pump (2) Vacuum pump
(3) Gyro suction indicator (3) Gyro suction indicator
(d) Night IFR (d) Night IFR

(1) All equipment required for Day and Night VFR (1) All equipment required for Day and Night VFR
(2) All equipment required for Day IFR (2) All equipment required for Day IFR
NOTE NOTE
The above system and equipment list does not The above system and equipment list does not
include specific flight instruments and commun- include specific flight instruments and commun-
ication/navigation equipment required by the ication/navigation equipment required by the
FAR Part 91 and 135 operating requirements. FAR Part 91 and 135 operating requirements.
2.21 FUEL LIMITATIONS 2.21 FUEL LIMITATIONS

(a) Total Capacity 50 U.S. GAL (a) Total Capacity 50 U.S. GAL
(b) Unusable Fuel 2 U.S. GAL (b) Unusable Fuel 2 U.S. GAL
The unusable fuel for this airplane has The unusable fuel for this airplane has
been determined as 1.0 gallon in each been determined as 1.0 gallon in each
wing in critical flight attitudes. wing in critical flight attitudes.
(c) Usable Fuel 48 U.S. GAL (c) Usable Fuel 48 U.S. GAL
The usable fuel in this airplane has been The usable fuel in this airplane has been
determined as 24.0 gallons in each wing. determined as 24.0 gallons in each wing.
2-7 2-7
2.25 PLACARDS 2.25 PLACARDS

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

NORMAL OR UTILITY CATEGORY AIRPLANE NORMAL OR UTILITY CATEGORY AIRPLANE
IN COMPLIANCE WITH THE OPERATING IN COMPLIANCE WITH THE OPERATING
LIMITATIONS STATED IN THE FORM OF LIMITATIONS STATED IN THE FORM OF
PLACARDS, MARKINGS AND MANUALS. PLACARDS, MARKINGS AND MANUALS.
ALL MARKINGS AND PLACARDS ON THIS AIR- ALL MARKINGS AND PLACARDS ON THIS AIR-
PLANE APPLY TO ITS OPERATION AS A PLANE APPLY TO ITS OPERATION AS A UTILITY
UTILITY CATEGORY AIRPLANE. FOR NORMAL CATEGORY AIRPLANE. FOR NORMAL AND
AND UTILITY CATEGORY OPERATION, REFER UTILITY CATEGORY OPERATION, REFER TO
TO THE PILOT’S OPERATING HANDBOOK. THE PILOT’S OPERATING HANDBOOK.
NO ACROBATIC MANEUVERS ARE APPROVED NO ACROBATIC MANEUVERS ARE APPROVED
FOR NORMAL CATEGORY OPERATIONS. SPINS FOR NORMAL CATEGORY OPERATIONS. SPINS
ARE PROHIBITED FOR NORMAL AND UTILITY ARE PROHIBITED FOR NORMAL AND UTILITY
CATEGORY. CATEGORY.
In full view of the pilot: In full view of the pilot:
TAKEOFF CHECKLIST TAKEOFF CHECKLIST

Fuel on proper tank Seat backs erect Fuel on proper tank Seat backs erect
Electric fuel pump on Fasten belts/harness Electric fuel pump on Fasten belts/harness
Engine gauges checked Trim tab - set Engine gauges checked Trim tab - set
Flaps - set Controls - free Flaps - set Controls - free
Carb. heat off Door - latched Carb. heat off Door - latched
Mixture set Mixture set
LANDING CHECKLIST LANDING CHECKLIST

Fuel on proper tank Flaps - set (White Arc) Fuel on proper tank Flaps - set (White Arc)
Mixture rich Fasten belts/harness Mixture rich Fasten belts/harness
Electric fuel pump on Electric fuel pump on
Seat backs erect Seat backs erect
2-8 2-8
PIPER AIRCRAFT CORPORATION SECTION 2
PA-28-161, WARRIOR III LIMITATIONS
Adjacent to upper door latch:
ENGAGE LATCH BEFORE FLIGHT
On inside of the baggage compartment door:
BAGGAGE MAXIMUM 200 LBS

UTILITY CATEGORY OPERATION — NO BAGGAGE
OR AFT PASSENGERS ALLOWED. NORMAL
CATEGORY OPERATION - SEE PILOT’S OPER-
ATING HANDBOOK WEIGHT AND BALANCE
SECTION FOR BAGGAGE AND AFT PASSENGER
LIMITATIONS.
In full view of the pilot:
Va = 111 KIAS AT 2440# (SEE P.O.H.)
UTILITY CATEGORY OPERATION - NO AFT

PASSENGERS ALLOWED.
DEMO. X-WIND 17 KTS.
In full view of the pilot when the oil cooler winterization kit is installed:
OIL COOLER WINTERIZATION PLATE TO BE

REMOVED WHEN AMBIENT TEMPERATURE
EXCEEDS 50°F.

REVISED: July 17, 2015 2-9
SECTION 2 PIPER AIRCRAFT CORPORATION
LIMITATIONS PA-28-161, WARRIOR III
UTILITY CATEGORY OPERATION ONLY

(1) NO AFT PASSENGERS ALLOWED.
(2) ACROBATIC MANEUVERS ARE LIMITED
TO THE FOLLOWING:
ENTRY SPEED
SPINS PROHIBITED
STEEP TURNS 111 KIAS
LAZY EIGHTS 111 KIAS
CHANDELLES 111 KIAS
WARNING = TURN OFF STROBE LIGHTS WHEN

IN CLOSE PROXIMITY TO GROUND OR DURING
FLIGHT THROUGH CLOUD, FOG OR HAZE.
Adjacent to fuel filler caps (serial numbers 28-8316037 and up):

2-10
SECTION 3 SECTION 3
EMERGENCY PROCEDURES EMERGENCY PROCEDURES

No. No. No. No.
3.1 General ......................................................................................... 3-1 3.1 General ......................................................................................... 3-1
3.2 Airspeeds for Safe Operation ....................................................... 3-2 3.2 Airspeeds for Safe Operation ....................................................... 3-2
3.3 Emergency Procedures Checklist ................................................. 3-3 3.3 Emergency Procedures Checklist ................................................. 3-3
Engine Fire During Start .......................................................... 3-3 Engine Fire During Start .......................................................... 3-3
Engine Power Loss During Takeoff ......................................... 3-3 Engine Power Loss During Takeoff ......................................... 3-3
Engine Power Loss In Flight .................................................... 3-3 Engine Power Loss In Flight .................................................... 3-3
Power Off Landing ................................................................... 3-4 Power Off Landing ................................................................... 3-4
Fire In Flight............................................................................. 3-4 Fire In Flight............................................................................. 3-4
Loss Of Oil Pressure ................................................................ 3-5 Loss Of Oil Pressure ................................................................ 3-5
Loss Of Fuel Pressure .............................................................. 3-5 Loss Of Fuel Pressure .............................................................. 3-5
High Oil Temperature............................................................... 3-5 High Oil Temperature............................................................... 3-5
Electrical Failures..................................................................... 3-5 Electrical Failures..................................................................... 3-5
Electrical Overload................................................................... 3-5 Electrical Overload................................................................... 3-5
Spin Recovery .......................................................................... 3-6 Spin Recovery .......................................................................... 3-6
Open Door ................................................................................ 3-6 Open Door ................................................................................ 3-6
Engine Roughness .................................................................... 3-7 Engine Roughness .................................................................... 3-7
Carburetor Icing ....................................................................... 3-7 Carburetor Icing ....................................................................... 3-7
3.5 Amplified Emergency Procedures (General) ............................... 3-9 3.5 Amplified Emergency Procedures (General) ............................... 3-9
3.7 Engine Fire During Start .............................................................. 3-9 3.7 Engine Fire During Start .............................................................. 3-9
3.9 Engine Power Loss During Takeoff ............................................. 3-9 3.9 Engine Power Loss During Takeoff ............................................. 3-9
3.11 Engine Power Loss In Flight ........................................................ 3-10 3.11 Engine Power Loss In Flight ........................................................ 3-10
3.13 Power Off Landing ....................................................................... 3-11 3.13 Power Off Landing ....................................................................... 3-11
3.15 Fire In Flight................................................................................. 3-11 3.15 Fire In Flight................................................................................. 3-11
3.17 Loss Of Oil Pressure .................................................................... 3-12 3.17 Loss Of Oil Pressure .................................................................... 3-12
3.19 Loss Of Fuel Pressure .................................................................. 3-12 3.19 Loss Of Fuel Pressure .................................................................. 3-12
3.21 High Oil Temperature................................................................... 3-13 3.21 High Oil Temperature................................................................... 3-13
3.23 Electrical Failures......................................................................... 3-13 3.23 Electrical Failures......................................................................... 3-13
3.24 Electrical Overload....................................................................... 3-14 3.24 Electrical Overload....................................................................... 3-14
3.25 Spin Recovery .............................................................................. 3-15 3.25 Spin Recovery .............................................................................. 3-15

3-i 3-i
SECTION 3 (cont) SECTION 3 (cont)

No. No. No. No.
3.27 Open Door .................................................................................... 3-15 3.27 Open Door .................................................................................... 3-15
3.29 Carburetor Icing ........................................................................... 3-15 3.29 Carburetor Icing ........................................................................... 3-15
3.31 Engine Roughness ........................................................................ 3-16 3.31 Engine Roughness ........................................................................ 3-16

3-ii 3-ii
PA-28-161, WARRIOR III EMERGENCY PROCEDURES PA-28-161, WARRIOR III EMERGENCY PROCEDURES
SECTION 3 SECTION 3
EMERGENCY PROCEDURES EMERGENCY PROCEDURES

The recommended procedures for coping with various types of The recommended procedures for coping with various types of
emergencies and critical situations are provided by this section. All of emergencies and critical situations are provided by this section. All of
required (FAA regulations) emergency procedures and those necessary for required (FAA regulations) emergency procedures and those necessary for
operation of the airplane as determined by the operating and design features of operation of the airplane as determined by the operating and design features of
the airplane are presented. the airplane are presented.
Emergency procedures associated with those optional systems and Emergency procedures associated with those optional systems and
equipment which require handbook supplements are provided in Section 9 equipment which require handbook supplements are provided in Section 9
(Supplements). (Supplements).
The first portion of this section consists of an abbreviated emergency The first portion of this section consists of an abbreviated emergency
check list which supplies an action sequence for critical situations with check list which supplies an action sequence for critical situations with
little emphasis on the operation of systems. little emphasis on the operation of systems.
The remainder of the section is devoted to amplified emergency The remainder of the section is devoted to amplified emergency
procedures containing additional information to provide the pilot with a procedures containing additional information to provide the pilot with a
more complete understanding of the procedures. more complete understanding of the procedures.
These procedures are suggested as a course of action for coping with the These procedures are suggested as a course of action for coping with the
particular condition described, but are not a substitute for sound judgement particular condition described, but are not a substitute for sound judgement
and common sense. Pilots should familiarize themselves with the procedures and common sense. Pilots should familiarize themselves with the procedures
given in this section and be prepared to take appropriate action should an given in this section and be prepared to take appropriate action should an
emergency arise. emergency arise.
Most basic emergency procedures, such as power off landings, are a Most basic emergency procedures, such as power off landings, are a
normal part of pilot training. Although these emergencies are discussed here, 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 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 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 which are not the same for all aircraft. It is suggested that the pilot review
standard emergency procedures periodically to remain proficient in them. standard emergency procedures periodically to remain proficient in them.
3-1 3-1
EMERGENCY PROCEDURES PA-28-161, WARRIOR III EMERGENCY PROCEDURES PA-28-161, WARRIOR III
3.2 AIRSPEEDS FOR SAFE OPERATION 3.2 AIRSPEEDS FOR SAFE OPERATION
3.2a STALL SPEEDS 3.2a STALL SPEEDS
2440 lbs (0° Flaps)...........................................................................50 KIAS 2440 lbs (0° Flaps)...........................................................................50 KIAS
2440 lbs (Full Flaps).......................................................................44 KIAS 2440 lbs (Full Flaps).......................................................................44 KIAS
3.2b MANEUVERING SPEEDS 3.2b MANEUVERING SPEEDS

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

Never Exceed Speed ......................................................................160 KIAS Never Exceed Speed ......................................................................160 KIAS
3.2c POWER OFF GLIDE SPEED 3.2c POWER OFF GLIDE SPEED
2325 lbs (0° Flaps)...........................................................................73 KIAS 2325 lbs (0° Flaps)...........................................................................73 KIAS
3.3 EMERGENCY PROCEDURES CHECKLIST 3.3 EMERGENCY PROCEDURES CHECKLIST

ENGINE FIRE DURING START ENGINE FIRE DURING START
Starter ...............................................................................................crank engine Starter ...............................................................................................crank engine
Mixture ................................................................................................idle cut-off Mixture ................................................................................................idle cut-off
Throttle ..........................................................................................................open Throttle ..........................................................................................................open
Electric Fuel Pump ........................................................................................OFF Electric Fuel Pump ........................................................................................OFF
Fuel Selector ..................................................................................................OFF Fuel Selector ..................................................................................................OFF
Abandon if fire continues Abandon if fire continues
3-2 3-2
ENGINE POWER LOSS DURING TAKEOFF ENGINE POWER LOSS DURING TAKEOFF
If sufficient runway remains for a normal landing, land straight ahead. If sufficient runway remains for a normal landing, land straight ahead.
If insufficient runway remains If insufficient runway remains
Maintain safe airspeed Maintain safe airspeed
Make only shallow turn to avoid obstructions Make only shallow turn to avoid obstructions
Flaps as situation requires Flaps as situation requires
If sufficient altitude has been gained to attempt a restart: If sufficient altitude has been gained to attempt a restart:
Maintain safe airspeed Maintain safe airspeed
Fuel Selector ...................................................................................switch to tank Fuel Selector ...................................................................................switch to tank
containing fuel containing fuel
Electric Fuel Pump................................................................................check ON Electric Fuel Pump................................................................................check ON
Mixture ..............................................................................................check RICH Mixture ..............................................................................................check RICH
Carburetor Heat ...............................................................................................ON Carburetor Heat ...............................................................................................ON
If power is not regained, proceed with power off landing. If power is not regained, proceed with power off landing.
ENGINE POWER LOSS IN FLIGHT ENGINE POWER LOSS IN FLIGHT

Fuel Selector ...................................................................................switch to tank Fuel Selector ...................................................................................switch to tank
Electric Fuel Pump ..........................................................................................ON Electric Fuel Pump ..........................................................................................ON
Mixture ........................................................................................................RICH Mixture ........................................................................................................RICH
Engine Gauges ......................................................................check for indication Engine Gauges ......................................................................check for indication
of cause of power loss of cause of power loss
If no fuel pressure is indicated, check tank selector position to be sure it is If no fuel pressure is indicated, check tank selector position to be sure it is
on a tank containing fuel. on a tank containing fuel.
When power is restored: When power is restored:

Carburetor heater ..........................................................................................OFF Carburetor heater ..........................................................................................OFF
Electric fuel pump .........................................................................................OFF Electric fuel pump .........................................................................................OFF
If power is not restored, prepare for power off landing. If power is not restored, prepare for power off landing.
Trim for 73 KIAS Trim for 73 KIAS
3-3 3-3
POWER OFF LANDING POWER OFF LANDING

Locate suitable field. Locate suitable field.
Establish spiral pattern. Establish spiral pattern.
1000 ft. above field at downwind position for normal landing approach. 1000 ft. above field at downwind position for normal landing approach.
When field can easily be reached slow to 63 KIAS for shortest landing. When field can easily be reached slow to 63 KIAS for shortest landing.
Touchdowns should normally be made at lowest possible airspeed with full Touchdowns should normally be made at lowest possible airspeed with full
flaps. flaps.
When committed to landing: When committed to landing:
Ignition ..........................................................................................................OFF Ignition ..........................................................................................................OFF
Battery Master switch ....................................................................................OFF Battery Master switch ....................................................................................OFF
ALTR Switch .................................................................................................OFF ALTR Switch .................................................................................................OFF
Fuel selector ..................................................................................................OFF Fuel selector ..................................................................................................OFF
Mixture ...............................................................................................idle cut-off Mixture ...............................................................................................idle cut-off
Seat belts and harnesses ................................................................................tight Seat belts and harnesses ................................................................................tight
FIRE IN FLIGHT FIRE IN FLIGHT

NOTE: NOTE:
The posibility of an engine fire in flight is extremely remote. The posibility of an engine fire in flight is extremely remote.
The procedure given is general and Pilot judgment should be The procedure given is general and Pilot judgment should be
the determining factor for action in such an emergency. the determining factor for action in such an emergency.
Source of fire ..............................................................................................check Source of fire ..............................................................................................check

Electrical fire (smoke in cabin): Electrical fire (smoke in cabin):
ALTR Switch .................................................................................................OFF ALTR Switch .................................................................................................OFF
Vents .............................................................................................................open Vents .............................................................................................................open
Cabin heat .....................................................................................................OFF Cabin heat .....................................................................................................OFF
Land as soon as practical. Land as soon as practical.
Engine fire: Engine fire:
Fuel selector ..................................................................................................OFF Fuel selector ..................................................................................................OFF
Throttle .................................................................................................CLOSED Throttle .................................................................................................CLOSED
Mixture ...............................................................................................idle cut-off Mixture ...............................................................................................idle cut-off
Electric fuel pump ..............................................................................check OFF Electric fuel pump ..............................................................................check OFF
Heater ............................................................................................................OFF Heater ............................................................................................................OFF
Defroster .......................................................................................................OFF Defroster .......................................................................................................OFF
Proceed with POWER OFF LANDING procedure. Proceed with POWER OFF LANDING procedure.
3-4 3-4
LOSS OF OIL PRESSURE LOSS OF OIL PRESSURE

Land as soon as possible and investigate cause. Land as soon as possible and investigate cause.
Prepare for power off landing. Prepare for power off landing.
LOSS OF FUEL PRESSURE LOSS OF FUEL PRESSURE

Electric fuel pump ..........................................................................................ON Electric fuel pump ..........................................................................................ON
Fuel selector ..................................................................................check on tank Fuel selector ..................................................................................check on tank
HIGH OIL TEMPERATURE HIGH OIL TEMPERATURE

Land at nearest airport and investigate the problem. Land at nearest airport and investigate the problem.
ELECTRICAL FAILURES ELECTRICAL FAILURES

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

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

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

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

If alternator output cannot be restored, reduce electrical loads and land as If alternator output cannot be restored, reduce electrical loads and land as
soon as practical. Anticipate complete electrical failure. Duration of battery soon as practical. Anticipate complete electrical failure. Duration of battery
power will be dependent on electrical load and battery condition prior to power will be dependent on electrical load and battery condition prior to
failure. failure.
3-5 3-5
ELECTRICAL OVERLOAD (Alternator over 20 amps above known ELECTRICAL OVERLOAD (Alternator over 20 amps above known
electrical load) electrical load)
ALT switch .....................................................................................................ON ALT switch .....................................................................................................ON
If alternator loads are reduced: If alternator loads are reduced:
Electrical load .....................................................................Reduce to Minimum Electrical load .....................................................................Reduce to Minimum
Land as soon as practical. Land as soon as practical.

NOTE NOTE
Due to increased system voltage and radio Due to increased system voltage and radio
frequency noise, operation with ALT switch ON frequency noise, operation with ALT switch ON
and BATT switch OFF should be made only and BATT switch OFF should be made only
when required by an electrical system failure. when required by an electrical system failure.
If alternator loads are not reduced: If alternator loads are not reduced:
BATT switch ......................................................................................As required BATT switch ......................................................................................As required
Land as soon as possible. Anticipate complete electrical failure. Land as soon as possible. Anticipate complete electrical failure.
SPIN RECOVERY SPIN RECOVERY

Rudder...........................................................................................full opposite to Rudder...........................................................................................full opposite to
direction of rotation direction of rotation
Control wheel...........................................................................full forward while Control wheel...........................................................................full forward while
neutralizing ailerons neutralizing ailerons
Throttle............................................................................................................idle Throttle............................................................................................................idle
Rudder.....................................................................neutral (when rotation stops) Rudder.....................................................................neutral (when rotation stops)
Control wheel ..................................................................as required to smoothly Control wheel ..................................................................as required to smoothly
regain level flight attitude regain level flight attitude
3-6 3-6
OPEN DOOR OPEN DOOR

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

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

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

Mixture..........................................................................................adjust for max. Mixture..........................................................................................adjust for max.
smoothness smoothness
3-7 3-7
3-8 3-8
3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL) 3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL)
The following paragraphs are presented to supply additional infor- The following paragraphs are presented to supply additional infor-
mation for the purpose of providing the pilot with a more complete under- mation for the purpose of providing the pilot with a more complete under-
standing of the recommended course of action and probable cause of an standing of the recommended course of action and probable cause of an
emergency situation. emergency situation.
3.7 ENGINE FIRE DURING START 3.7 ENGINE FIRE DURING START
Engine fires during start are usually the result of overpriming. The first 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 attempt to extinguish the fire is to try to start the engine and draw the excess
fuel back into the induction system. fuel back into the induction system.
If a fire is present before the engine has started, move the mixture control 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 to idle cut-off, open the throttle and crank the engine. This is an attempt to
draw the fire back into the engine. draw the fire back into the engine.
If the engine has started, continue operating to try to pull the fire into If the engine has started, continue operating to try to pull the fire into
the engine. the engine.
In either case (above), if fire continues more than a few seconds, the fire In either case (above), if fire continues more than a few seconds, the fire
should be extinguished by the best available external means. should be extinguished by the best available external means.
The fuel selector valves should be OFF and the mixture at idle cut-off The fuel selector valves should be OFF and the mixture at idle cut-off
if an external fire extingueshing method is to be used. if an external fire extingueshing method is to be used.
3.9 ENGINE POWER LOSS DURING TAKEOFF 3.9 ENGINE POWER LOSS DURING TAKEOFF
The proper action to be taken if loss of power occurs during takeoff will The proper action to be taken if loss of power occurs during takeoff will
depend on the circumstances of the particular situation. depend on the circumstances of the particular situation.
If sufficient runway remains to complete a normal landing, land straight If sufficient runway remains to complete a normal landing, land straight
ahead. ahead.
If insufficient runway remains, maintain a safe airspeed and make only a If insufficient runway remains, maintain a safe airspeed and make only a
shallow turn if necessary to avoid obstructions. Use of flaps depends on the shallow turn if necessary to avoid obstructions. Use of flaps depends on the
circumstances. Normally, flaps should be fully extended for touchdown. circumstances. Normally, flaps should be fully extended for touchdown.
If sufficient altitude has been gained to attempt a restart, maintain a safe 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 airspeed and switch the fuel selector to another tank containing fuel. Check
the electric fuel pump to ensure that it is ON and that the mixture is RICH. the electric fuel pump to ensure that it is ON and that the mixture is RICH.
The carburetor heat should be ON. The carburetor heat should be ON.
3-9 3-9
If engine failure was caused by fuel exhaustion, power will not be 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 regained after switching fuel tanks until the empty fuel lines are filled. This
may require up to ten seconds. may require up to ten seconds.
If power is not regained, proceed with the Power Off Landing procedure If power is not regained, proceed with the Power Off Landing procedure
(refer to the emergency check list and paragraph 3.13). (refer to the emergency check list and paragraph 3.13).
3.11 ENGINE POWER LOSS IN FLIGHT 3.11 ENGINE POWER LOSS IN FLIGHT
Complete engine power loss is usually caused by fuel flow interruption, 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 and power will be restored shortly after fuel flow is restored. If power loss
occurs at a low altitude, the first step is to prepare for an emergency landing occurs at a low altitude, the first step is to prepare for an emergency landing
(refer to paragraph 3.13). An airspeed of at least 73 KIAS should be main- (refer to paragraph 3.13). An airspeed of at least 73 KIAS should be main-
tained. tained.
If altitude permits, switch the fuel selector to another tank containing If altitude permits, switch the fuel selector to another tank containing
fuel and turn the electric fuel pump ON. Move the mixture control to RICH fuel and turn the electric fuel pump ON. Move the mixture control to RICH
and the carburetor heat to ON. Check the engine gauges for an indication and the carburetor heat to ON. Check the engine gauges for an indication
of the cause of the power loss. If no fuel pressure is indicated, check the tank of the cause of the power loss. If no fuel pressure is indicated, check the tank
selector position to be sure it is on a tank containing fuel. selector position to be sure it is on a tank containing fuel.
When power is restored move the carburetor heat to the OFF position When power is restored move the carburetor heat to the OFF position
and turn OFF the electric fuel pump. and turn OFF the electric fuel pump.
If the preceding steps do not restore power, prepare for an emergency If the preceding steps do not restore power, prepare for an emergency
landing. landing.
If time permits, turn the magneto switch to L then to R then back to If time permits, turn the magneto switch to L then to R then back to
BOTH. Move the throttle and mixture control levers to different settings. BOTH. Move the throttle and mixture control levers to different settings.
This may restore power if the problem is too rich or too too lean a mixture This may restore power if the problem is too rich or too too lean a mixture
or if there is a partial fuel system restriction. Try other fuel tanks. Water in 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 the fuel could take some time to be used up, and allowing the engine to
windmill may restore power. If power loss is due to water, fuel pressure windmill may restore power. If power loss is due to water, fuel pressure
indications will be normal. indications will be normal.
If engine failure was caused by fuel exhaustion, power will not be 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 restored after switching fuel tanks until the empty fuel lines are filled. This
may required up to ten seconds. may required up to ten seconds.
If power is not regained, proceed with the Power Off Landing procedure If power is not regained, proceed with the Power Off Landing procedure
(refer to the emergency checklist and paragraph 3.13). (refer to the emergency checklist and paragraph 3.13).
3-10 3-10
3.13 POWER OFF LANDING 3.13 POWER OFF LANDING

If loss of power occurs at altitude, trim the aircraft for best gliding angle If loss of power occurs at altitude, trim the aircraft for best gliding angle
(73 KIAS) and look for a suitable field. If measures taken to restore power are (73 KIAS) and look for a suitable field. If measures taken to restore power are
not effective, and if time permits, check your charts for airports in the 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 immediate vicinity; it may be possible to land at one if you have sufficient
altitude. If possible, notify the FAA by radio of your difficulty and inten- altitude. If possible, notify the FAA by radio of your difficulty and inten-
tions. If another pilot or passenger is aboard, let him help. tions. If another pilot or passenger is aboard, let him help.
When you have located a suitable field, establish a spiral pattern around 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 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, to make a normal landing approach. When the field can easily be reached,
slow to 63 KIAS for the shortest landing. Excess altitude may be lost by slow to 63 KIAS for the shortest landing. Excess altitude may be lost by
widening your pattern, using flaps or slipping, or a combination of these. widening your pattern, using flaps or slipping, or a combination of these.
Touchdown should normally be made at the lowest possible airspeed. Touchdown should normally be made at the lowest possible airspeed.
When committed to a landing, lower the flaps as desired, close the When committed to a landing,lower the flaps as desired, close the
throttle, move the mixture to idle cut-off, and shut OFF the magnetos. Turn throttle, move the mixture to idle cut-off, and shut OFF the magnetos. Turn
the battery master and alternator switches OFF. Move the fuel selector valve the battery master and alternator switches OFF. Move the fuel selector valve
to OFF. The seat belts and shoulder harness should be tightened. to OFF. The seat belts and shoulder harness should be tightened.
3.15 FIRE IN FLIGHT 3.15 FIRE IN FLIGHT

The presence of fire is noted through smoke, smell and heat in the cabin. The presence of fire is noted through smoke, smell and heat in the cabin.
It is essential that the source of the fire be promptly identified through It is essential that the source of the fire be promptly identified through
instrument readings, characteristics of the smoke, or other indications since instrument readings, characteristics of the smoke, or other indications since
the action to be taken differs somewhat in each case. the action to be taken differs somewhat in each case.
Check for the source of the fire first. Check for the source of the fire first.
If an electrical fire is indicated (smoke in the cabin), the battery master If an electrical fire is indicated (smoke in the cabin), the battery master
switch should be turned OFF. The cabin vents should be opened and the cabin switch should be turned OFF. The cabin vents should be opened and the cabin
heat turned OFF. A landing should be made as soon as possible. heat turned OFF. A landing should be made as soon as possible.
If an engine fire is present, switch the fuel selector to OFF and close the If an engine fire is present, switch the fuel selector to OFF and close the
throttle. The mixture should be at idle cut-off. Turn the electric fuel pump throttle. The mixture should be at idle cut-off. Turn the electric fuel pump
OFF. In all cases, the heater and defroster should be OFF. If radio commu- OFF. In all cases, the heater and defroster should be OFF. If radio commu-
nication is not required, select battery master and alternator switches OFF. nication is not required, select battery master and alternator switches OFF.
Proceed with power off landing procedure. Proceed with power off landing procedure.
3-11 3-11
NOTE:: NOTE::
The possibility of an engine fire in flight is The possibility of an engine fire in flight is
extremely remote. The procedure given is extremely remote. The procedure given is
general and pilot judgement should be the general and pilot judgement should be the
determining factor for action in such an determining factor for action in such an
emergency. emergency.
3.17 LOSS OF OIL PRESSURE 3.17 LOSS OF OIL PRESSURE

Loss of oil pressure may be either partial of complete. A partial loss of Loss of oil pressure may be either partial of complete. A partial loss of
oil pressure usually indicates a malfunction in the oil pressure regulating oil pressure usually indicates a malfunction in the oil pressure regulating
system, and a landing should be made as soon as possible to investigate the system, and a landing should be made as soon as possible to investigate the
cause and prevent engine damage. cause and prevent engine damage.
A complete loss of oil pressure indication may signify oil exhaustion or 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 may be the result of a faulty gauge. In either case, proceed toward the nearest
nearest airport, and be prepared for a forced landing. If the problem is not a airport, and be prepared for a forced landing. If the problem is not a pressure
pressure gauge malfunction, the engine may stop suddenly. Maintain altitude gauge malfunction, the engine may stop suddenly. Maintain altitude until
until such time as a dead stick landing can be accomplished. Don't change such time as a dead stick landing can be accomplished. Don't change power
power settings unnecessarily, as this may hasten complete power loss. settings unnecessarily, as this may hasten complete power loss.
Depending on the circumstances, it may be advisable to make an off Depending on the circumstances, it may be advisable to make an off
airport landing while power is still available, particularly if other airport landing while power is still available, particularly if other
indications of actual oil pressure loss, such as sudden increases in indications of actual oil pressure loss, such as sudden increases in
temperatures, or oil smoke, are apparent, and an airport is not close. temperatures, or oil smoke, are apparent, and an airport is not close.
If engine stoppage occurs, proceed with a Power Off Landing. If engine stoppage occurs, proceed with a Power Off Landing.
3.19 LOSS OF FUEL PRESSURE 3.19 LOSS OF FUEL PRESSURE

The most probable cause of loss of fuel pressure is either fuel depletion The most probable cause of loss of fuel pressure is either fuel depletion
in the fuel tank selected or failure of the engine driven fuel pump. If loss of in the fuel tank selected or failure of the engine driven fuel pump. If loss of
fuel pressure occurs, turn ON the electric fuel pump and check that the fuel fuel pressure occurs, turn ON the electric fuel pump and check that the fuel
selector is on a tank containing usable 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 If loss of fuel pressure is due to failure of the engine driven fuel pump the
electric fuel pump will supply sufficient fuel pressure. electric fuel pump will supply sufficient fuel pressure.
3-12 3-12
3.19 LOSS OF FUEL PRESSURE (CONT'D) 3.19 LOSS OF FUEL PRESSURE (CONT'D)
After fuel pressure and power are regained, turn the electric fuel pump After fuel pressure and power are regained, turn the electric fuel pump
OFF. If fuel pressure starts to drop, turn the electric fuel pump ON and land at OFF. If fuel pressure starts to drop, turn the electric fuel pump ON and land at
the nearest suitable airport as soon as possible and have the cause investigated. the nearest suitable airport as soon as possible and have the cause investigated.
CAUTION CAUTION
If normal engine operation and fuel pressure is If normal engine operation and fuel pressure is
not immediately re-established, the electric fuel not immediately re-established, the electric fuel
pump should be turned off. The lack of fuel pump should be turned off. The lack of fuel
pressure indication could indicate a leak in the pressure indication could indicate a leak in the
fuel system, or fuel exhaustion. fuel system, or fuel exhaustion.
3.21 HIGH OIL TEMPERATURE 3.21 HIGH OIL TEMPERATURE

An abnormally high oil temperature indication may be caused by a low oil 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 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 defective gauge, or other causes. Land as soon as practical at an appropriate
airport and have the cause investigated. airport and have the cause investigated.
A steady, rapid rise in oil temperature is a sign of trouble. Land at the A steady, rapid rise in oil temperature is a sign of trouble. Land at the
nearest airport and let a mechanic investigate the problem. Watch the oil nearest airport and let a mechanic investigate the problem. Watch the oil
pressure gauge for an accompanying loss of pressure. pressure gauge for an accompanying loss of pressure.
3.23 ELECTRICAL FAILURES 3.23 ELECTRICAL FAILURES

NOTE: NOTE:
Anytime the bus voltage is below 25 Vdc, the Low Anytime the bus voltage is below 25 Vdc, the Low
Bus Voltage Annunciator will be illuminated. Bus Voltage Annunciator will be illuminated.
Loss of alternator output is detected through zero reading on the ammeter Loss of alternator output is detected through zero reading on the ammeter
and alternator inop annunciator. Before executing the following procedure, and alternator inop annunciator. Before executing the following procedure,
ensure that the reading is zero, and not merely low, by actuating an electrically ensure that the reading is zero, and not merely low, by actuating an electrically
powered device, such as the landing light. If no increase in the ammeter powered device, such as the landing light. If no increase in the ammeter
reading is noted, alternator failure can be assumed. reading is noted, alternator failure can be assumed.
The electrical load should be reduced as much as possible. Check for an The electrical load should be reduced as much as possible. Check for an
open alternator field circuit breaker. open alternator field circuit breaker.
Next attempt to reset the overvoltage relay by moving the ALTR switch to Next attempt to reset the overvoltage relay by moving the ALTR switch to
OFF for one second and then to ON. If the trouble was caused by a momentary 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 overvoltage condition (30.5 volts and up) this procedure should return the
ammeter to a normal reading. ammeter to a normal reading.
3-13 3-13
3.23 ELECTRICAL FAILURES (CONT'D) 3.23 ELECTRICAL FAILURES (CONT'D)
NOTE: NOTE:
Low Bus Voltage Annunciator and Alternator Low Bus Voltage Annunciator and Alternator
Inop. Annunciatorwill be illuminated. Inop. Annunciatorwill be illuminated.
If the ammeter continues to indicate ZERO output, or if the alternator will If the ammeter continues to indicate ZERO output, or if the alternator will
not remain reset, turn off the ALTR switch, maintain minimum electrical load not remain reset, turn off the ALTR switch, maintain minimum electrical load
and land as soon as practical. Anticipate complete electrical failure. Duration and land as soon as practical. Anticipate complete electrical failure. Duration
of battery power will be dependent on electrical load and battery condition of battery power will be dependent on electrical load and battery condition
prior to failure. prior to failure.
3.24 ELECTRICAL OVERLOAD (Alternator over 20 amps above 3.24 ELECTRICAL OVERLOAD (Alternator over 20 amps above
known electrical load) known electrical load)
If abnormally high alternator output is observed (more than 20 amps If abnormally high alternator output is observed (more than 20 amps
above known electrical load for the operating conditions), it may be caused 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 by a low battery, a battery fault or other abnormal electrical load. If the
cause is a low battery, the indication should begin to decrease toward normal cause is a low battery, the indication should begin to decrease toward normal
within 5 minutes. If the overload condition persists, attempt to reduce the within 5 minutes. If the overload condition persists, attempt to reduce the
load by turning off non-essential equipment. load by turning off non-essential equipment.
Turn the BATT switch OFF and the ammeter should decrease. Turn the Turn the BATT switch OFF and the ammeter should decrease. Turn the
BATT switch ON and continue to monitor the ammeter. If the alternator BATT switch ON and continue to monitor the ammeter. If the alternator
output does not decrease within 5 minutes, turn the BATT switch OFF and output does not decrease within 5 minutes, turn the BATT switch OFF and
land as soon as possible. All electrical loads are being supplied by the land as soon as possible. All electrical loads are being supplied by the
alternator. alternator.
NOTE NOTE
Due to higher voltage and radio frequency Due to higher voltage and radio frequency
noise, operation with the ALT switch ON noise, operation with the ALT switch ON
and the BATT switch OFF should be made and the BATT switch OFF should be made
only when required by an electrical failure. only when required by an electrical failure.
3-14 3-14
3.25 SPIN RECOVERY 3.25 SPIN RECOVERY

Intentional spins are prohibited in this airplane. If a spin is inadvertently Intentional spins are prohibited in this airplane. If a spin is inadvertently
entered, immediately apply full rudder opposite to the direction of rotation. entered, immediately apply full rudder opposite to the direction of rotation.
Move the control wheel full forward while neutralizing the ailerons. Move Move the control wheel full forward while neutralizing the ailerons. Move
the throttle to IDLE. When the rotation stops, neutralize the rudder and ease 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 back on the control wheel as required to smoothly regain a level flight
attitude. attitude.
3.27 OPEN DOOR 3.27 OPEN DOOR

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

Under certain moist atmospheric conditions at temperatures of -5°C Under certain moist atmospheric conditions at temperatures of -5°C
to 20°C, it is possible for ice to form in the induction system, even in to 20°C, it is possible for ice to form in the induction system, even in
summer weather. This is due to the high air velocity through the carburetor summer weather. This is due to the high air velocity through the carburetor
venturi and absorption of heat from this air by vaporization of the fuel. venturi and absorption of heat from this air by vaporization of the fuel.
To avoid this, carburetor preheat is provided to replace the heat lost by To avoid this, carburetor preheat is provided to replace the heat lost by
vaporization. Carburetor heat should be full on when carburetor ice is vaporization. Carburetor heat should be full on when carburetor ice is
encountered. Adjust mixture for maximum smoothness. encountered. Adjust mixture for maximum smoothness.
3-15 3-15
3.31 ENGINE ROUGHNESS 3.31 ENGINE ROUGHNESS

Engine roughness is usually due to carburetor icing which is indicated by Engine roughness is usually due to carburetor icing which is indicated by
a drop in RPM, and may be accompanied by a slight loss of airspeed or a drop in RPM, and may be accompanied by a slight loss of airspeed or
altitude. If too much ice is allowed to accumulate, restoration of full power altitude. If too much ice is allowed to accumulate, restoration of full power
may not be possible; therefore, prompt action is required. may not be possible; therefore, prompt action is required.
Turn carburetor heat on (see Note). RPM will decrease slightly and Turn carburetor heat on (see Note). RPM will decrease slightly and
roughness will increase. Wait for a decrease in engine roughness or an roughness will increase. Wait for a decrease in engine roughness or an
increase in RPM, indicating ice removal. If there is no change in approx- increase in RPM, indicating ice removal. If there is no change in approx-
imately one minute, return the carburetor heat to OFF. imately one minute, return the carburetor heat to OFF.
If the engine is still rough, adjust the mixture for maximum smoothness. If the engine is still rough, adjust the mixture for maximum smoothness.
The engine will run rough if the mixture is too rich or too lean. The electric The engine will run rough if the mixture is too rich or too lean. The electric
fuel pump should be switched to ON and the fuel selector switched to the fuel pump should be switched to ON and the fuel selector switched to the
other tank to see if fuel contamination is the problem. Check the engine other tank to see if fuel contamination is the problem. Check the engine
gauges for abnormal readings. If any gauge readings are abnormal, proceed gauges for abnormal readings. If any gauge readings are abnormal, proceed
accordingly. Move the magneto switch to L then to R, then back to BOTH. accordingly. Move the magneto switch to L then to R, then back to BOTH.
If operation is satisfactory on either magneto, proceed on that magneto, at If operation is satisfactory on either magneto, proceed on that magneto, at
reduced power, with mixture full RICH, to a landing at the first available reduced power, with mixture full RICH, to a landing at the first available
airport. airport.
If roughness persists, prepare for a precautionary landing at pilot’s If roughness persists, prepare for a precautionary landing at pilot’s
discretion. discretion.
NOTE NOTE
Partial carburetor heat may be worse than no Partial carburetor heat may be worse than no
heat at all, since it may melt part of the ice heat at all, since it may melt part of the ice
which will refreeze in the intake system. There- which will refreeze in the intake system. There-
fore when using carburetor heat always use full fore when using carburetor heat always use full
heat; and, when ice is removed, return the heat; and, when ice is removed, return the
control to the full cold position. control to the full cold position.
3-16 3-16
SECTION 4 SECTION 4
NORMAL PROCEDURES NORMAL PROCEDURES

No. No. No. No.
4.1 General ......................................................................................... 4-1 4.1 General ......................................................................................... 4-1
4.3 Airspeeds For Safe Operations..................................................... 4-2 4.3 Airspeeds For Safe Operations..................................................... 4-2
4.5 Normal Procedures Check List .................................................... 4-3 4.5 Normal Procedures Check List .................................................... 4-3
Preparation ............................................................................... 4-3 Preparation ............................................................................... 4-3
Preflight Check......................................................................... 4-4 Preflight Check......................................................................... 4-4
Before Starting Engine ............................................................. 4-6 Before Starting Engine ............................................................. 4-6
Starting Engine When Cold...................................................... 4-6 Starting Engine When Cold...................................................... 4-6
Starting Engine When Hot ....................................................... 4-6 Starting Engine When Hot ....................................................... 4-6
Starting Engine When Flooded ................................................ 4-7 Starting Engine When Flooded ................................................ 4-7
Starting With External Power Source....................................... 4-7 Starting With External Power Source....................................... 4-7
Warm-Up .................................................................................. 4-7 Warm-Up .................................................................................. 4-7
Taxiing...................................................................................... 4-7 Taxiing...................................................................................... 4-7
Ground Check .......................................................................... 4-8 Ground Check .......................................................................... 4-8
Before Takeoff.......................................................................... 4-8 Before Takeoff.......................................................................... 4-8
Takeoff...................................................................................... 4-9 Takeoff...................................................................................... 4-9
Climb........................................................................................ 4-10 Climb........................................................................................ 4-10
Cruising .................................................................................... 4-10 Cruising .................................................................................... 4-10
Descent ..................................................................................... 4-10 Descent ..................................................................................... 4-10
Approach And Landing ............................................................ 4-11 Approach And Landing ............................................................ 4-11
Stopping Engine ....................................................................... 4-11 Stopping Engine ....................................................................... 4-11
Parking...................................................................................... 4-11 Parking...................................................................................... 4-11
4.7 Amplified Normal Procedures (General) ..................................... 4-12 4.7 Amplified Normal Procedures (General) ..................................... 4-12
4.9 Preflight Check............................................................................. 4-12 4.9 Preflight Check............................................................................. 4-12
4.11 Before Starting Engine ................................................................. 4-15 4.11 Before Starting Engine ................................................................. 4-15
4.13 Starting Engine ............................................................................. 4-15 4.13 Starting Engine ............................................................................. 4-15
4.15 Warm-Up ...................................................................................... 4-17 4.15 Warm-Up ...................................................................................... 4-17
4.17 Taxiing.......................................................................................... 4-18 4.17 Taxiing.......................................................................................... 4-18
4.19 Ground Check .............................................................................. 4-18 4.19 Ground Check .............................................................................. 4-18

4-i 4-i
SECTION 4 (cont) SECTION 4 (cont)

No. No. No. No.
4.21 Before Takeoff.............................................................................. 4-19 4.21 Before Takeoff.............................................................................. 4-19
4.23 Takeoff.......................................................................................... 4-20 4.23 Takeoff.......................................................................................... 4-20
4.25 Climb............................................................................................ 4-21 4.25 Climb............................................................................................ 4-21
4.27 Cruising ........................................................................................ 4-21 4.27 Cruising ........................................................................................ 4-21
4.29 Descent ......................................................................................... 4-22 4.29 Descent ......................................................................................... 4-22
4.31 Approach And Landing ................................................................ 4-23 4.31 Approach And Landing ................................................................ 4-23
4.33 Stopping Engine ........................................................................... 4-24 4.33 Stopping Engine ........................................................................... 4-24
4.35 Parking.......................................................................................... 4-24 4.35 Parking.......................................................................................... 4-24
4.37 Stalls ............................................................................................. 4-25 4.37 Stalls ............................................................................................. 4-25
4.39 Turbulent Air Operation ............................................................... 4-25 4.39 Turbulent Air Operation ............................................................... 4-25
4.41 Weight And Balance..................................................................... 4-25 4.41 Weight And Balance..................................................................... 4-25
4.43 Noise Levels ................................................................................. 4-26 4.43 Noise Levels ................................................................................. 4-26

4-ii 4-ii
PA-28-161, WARRIOR III NORMAL PROCEDURES PA-28-161, WARRIOR III NORMAL PROCEDURES
SECTION 4 SECTION 4
NORMAL PROCEDURES NORMAL PROCEDURES

This section describes the recommended procedures for the conduct of This section describes the recommended procedures for the conduct of
normal operations for the WARRIOR III. All of the required (FAA regulations) normal operations for the WARRIOR III. All of the required (FAA regulations)
procedures and those necessary for operation of the airplane as determined procedures and those necessary for operation of the airplane as determined
by the operating and design features of the airplane are presented. by the operating and design features of the airplane are presented.
Normal procedures associated with those optional systems and equip- Normal procedures associated with those optional systems and equip-
ment which require handbook supplements are provided by Section 9 ment which require handbook supplements are provided by Section 9
These procedures are provided to present a source of reference and review 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 and to supply information on procedures which are not the same for all
aircraft. Pilots should familiarize themselves with the procedures given in aircraft. Pilots should familiarize themselves with the procedures given in
this section in order to become proficient in the normal operations of the this section in order to become proficient in the normal operations of the
airplane. airplane.
The first portion of this section consists of a short form checklist which The first portion of this section consists of a short form checklist which
supplies an action sequence for normal operations with little emphasis on supplies an action sequence for normal operations with little emphasis on
the operation of the systems. the operation of the systems.
The remainder of the section is devoted to amplified normal procedures The remainder of the section is devoted to amplified normal procedures
which provide detailed information and explanations of the procedures which provide detailed information and explanations of the procedures
and how to perform them. This portion of the section is not intended for and how to perform them. This portion of the section is not intended for
use as an in-flight reference due to the lengthy explanations. The short use as an in-flight reference due to the lengthy explanations. The short
form checklist should be used for this purpose. form checklist should be used for this purpose.
4-1 4-1
NORMAL PROCEDURES PA-28-161, WARRIOR III NORMAL PROCEDURES PA-28-161, WARRIOR III
4.3 AIRSPEEDS FOR SAFE OPERATIONS 4.3 AIRSPEEDS FOR SAFE OPERATIONS
The following airspeeds are those which are significant to the operation The following airspeeds are those which are significant to the operation
of the airplane. These figures are for standard airplanes flown at gross weight of the airplane. These figures are for standard airplanes flown at gross weight
under standard conditions at sea level. under standard conditions at sea level.
Performance for a specific airplane may vary from published figures Performance for a specific airplane may vary from published figures
depending upon the equipment installed; the condition of the engine, air- depending upon the equipment installed; the condition of the engine, air-
plane and equipment; atmospheric conditions and piloting technique. plane and equipment; atmospheric conditions and piloting technique.
(a) Best Rate of Climb Speed 79 KIAS (a) Best Rate of Climb Speed 79 KIAS
(b) Best Angle of Climb Speed 63 KIAS (b) Best Angle of Climb Speed 63 KIAS
(c) Turbulent Air Operating Speed (See Subsection 2.3) 111 KIAS (c) Turbulent Air Operating Speed (See Subsection 2.3) 111 KIAS
(d) Maximum Flap Speed 103 KIAS (d) Maximum Flap Speed 103 KIAS
(e) Landing Final Approach Speed (Flaps 40°) 63 KIAS (e) Landing Final Approach Speed (Flaps 40°) 63 KIAS
(f) Maximum Demonstrated Crosswind Velocity 17 KTS (f) Maximum Demonstrated Crosswind Velocity 17 KTS
4-2 4-2
WALK-AROUND WALK-AROUND
4.5 NORMAL PROCEDURES CHECKLIST 4.5 NORMAL PROCEDURES CHECKLIST
PREPARATION PREPARATION
Airplane status............................................................airworthy, papers on board Airplane status............................................................airworthy, papers on board
Weather .....................................................................................................suitable Weather .....................................................................................................suitable
Baggage ..............................................................................weighed, stowed, tied Baggage ..............................................................................weighed, stowed, tied
Weight and C.G.................................................................................within limits Weight and C.G.................................................................................within limits
Navigation ................................................................................................planned Navigation ................................................................................................planned
Charts and navigation equipment............................................................on board Charts and navigation equipment............................................................on board
Performance and range............................................................computed and safe Performance and range............................................................computed and safe
4-3 4-3
PREFLIGHT CHECK PREFLIGHT CHECK

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

Wing ..................................................................................free of ice, snow, frost Wing ..................................................................................free of ice, snow, frost
Control surfaces ...............................................................check for interference - Control surfaces ...............................................................check for interference -
free of ice, snow, frost free of ice, snow, frost
Hinges ................................................................................check for interference Hinges ................................................................................check for interference
Static wicks ..................................................................................................check Static wicks ..................................................................................................check
Wing tip and lights.......................................................................................check Wing tip and lights.......................................................................................check
Fuel tank...........................................................................................check supply Fuel tank...........................................................................................check supply
visually - secure caps visually - secure caps
Fuel tank sump ..................................................................drain, check for water, Fuel tank sump ..................................................................drain, check for water,
sediment and proper fuel sediment and proper fuel
Fuel vent ........................................................................................................clear Fuel vent ........................................................................................................clear
Tie down and chock...................................................................................remove Tie down and chock...................................................................................remove
Main gear strut............................................................................................proper Main gear strut............................................................................................proper
inflation (4.50 in.) inflation (4.50 in.)
Tire ..............................................................................................................check Tire ..............................................................................................................check
Brake block and discs ..................................................................................check Brake block and discs ..................................................................................check
Fresh air inlet.................................................................................................clear Fresh air inlet.................................................................................................clear
4-4 4-4
NOSE SECTION NOSE SECTION

Fuel and oil ...................................................................................check for leaks Fuel and oil ...................................................................................check for leaks
Cowling.......................................................................................................secure Cowling.......................................................................................................secure
Windshield ....................................................................................................clean Windshield ....................................................................................................clean
Propeller and spinner ...................................................................................check Propeller and spinner ...................................................................................check
Air inlets ........................................................................................................clear Air inlets ........................................................................................................clear
Alternator belt .................................................................................check tension Alternator belt .................................................................................check tension
Landing light................................................................................................check Landing light................................................................................................check
Nose chock ................................................................................................remove Nose chock ................................................................................................remove
Nose gear strut ............................................................................................proper Nose gear strut ............................................................................................proper
Nose wheel tire ............................................................................................check Nose wheel tire ............................................................................................check
Oil .......................................................................................................check level Oil .......................................................................................................check level
Dipstick.........................................................................................properly seated Dipstick.........................................................................................properly seated
Fuel strainer.......................................................................drain, check for water, Fuel strainer.......................................................................drain, check for water,
LEFT WING LEFT WING

Wing ..................................................................................free of ice, snow, frost Wing ..................................................................................free of ice, snow, frost
Main gear strut............................................................................................proper Main gear strut............................................................................................proper
Tire ..............................................................................................................check Tire ..............................................................................................................check
Brake block and discs ..................................................................................check Brake block and discs ..................................................................................check
Fuel tanks .........................................................................................check supply Fuel tanks .........................................................................................check supply
visually - secure caps visually - secure caps
Fuel tank sumps.................................................................drain, check for water, Fuel tank sumps.................................................................drain, check for water,
Fuel vents ......................................................................................................open Fuel vents ......................................................................................................open
Tie down and chock...................................................................................remove Tie down and chock...................................................................................remove
Pitot head.......................................................................................remove cover - Pitot head.......................................................................................remove cover -
holes clear holes clear
Wing tip and lights.......................................................................................check Wing tip and lights.......................................................................................check
Control surfaces ...............................................................check for interference - Control surfaces ...............................................................check for interference -
free of ice, snow, frost free of ice, snow, frost
Hinges ................................................................................check for interference Hinges ................................................................................check for interference
Static wicks ..................................................................................................check Static wicks ..................................................................................................check
FUSELAGE FUSELAGE
Antennas ......................................................................................................check Antennas ......................................................................................................check
Empennage .......................................................................Free of ice, snow, frost Empennage .......................................................................Free of ice, snow, frost
4-5 4-5

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

Brakes ...............................................................................................................set Brakes ...............................................................................................................set
Carburetor Heat .......................................................................................full OFF Carburetor Heat .......................................................................................full OFF
Fuel Selector ......................................................................................desired tank Fuel Selector ......................................................................................desired tank
Radios ............................................................................................................OFF Radios ............................................................................................................OFF
STARTING ENGINE WHEN COLD STARTING ENGINE WHEN COLD

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

Throttle ..................................................................................................1/2" open Throttle ..................................................................................................1/2" open
Master Switch..................................................................................................ON Master Switch..................................................................................................ON
Mixture..................................................................................................full RICH Mixture..................................................................................................full RICH
4-6 4-6
Throttle ........................................................................................................adjust Throttle ........................................................................................................adjust

Oil pressure ..................................................................................................check Oil pressure ..................................................................................................check
STARTING ENGINE WHEN FLOODED STARTING ENGINE WHEN FLOODED

Throttle ...................................................................................................open full Throttle ...................................................................................................open full
Electric fuel pump..........................................................................................OFF Electric fuel pump..........................................................................................OFF
Mixture.....................................................................................................advance Mixture.....................................................................................................advance
Throttle ........................................................................................................retard Throttle ........................................................................................................retard
STARTING ENGINE WITH EXTERNAL POWER SOURCE STARTING ENGINE WITH EXTERNAL POWER SOURCE
All electrical equipment.................................................................................OFF All electrical equipment.................................................................................OFF
Terminals ..................................................................................................connect Terminals ..................................................................................................connect
External power plug .................................................................................insert in External power plug .................................................................................insert in
fuselage fuselage
Proceed with normal start Proceed with normal start
Throttle .........................................................................................lowest possible Throttle .........................................................................................lowest possible
RPM RPM
External power plug ....................................................................disconnect from External power plug ....................................................................disconnect from
fuselage fuselage
Master switch.......................................................................ON - check ammeter Master switch.......................................................................ON - check ammeter
Oil Pressure..................................................................................................check Oil Pressure..................................................................................................check
WARM-UP WARM-UP
Throttle .....................................................................................800 to 1200 RPM Throttle .....................................................................................800 to 1200 RPM
TAXIING TAXIING
Chocks.....................................................................................................removed Chocks.....................................................................................................removed
Taxi area ........................................................................................................clear Taxi area ........................................................................................................clear
Throttle .............................................................................................apply slowly Throttle .............................................................................................apply slowly
Brakes ..........................................................................................................check Brakes ..........................................................................................................check
Steering ........................................................................................................check Steering ........................................................................................................check
4-7 4-7
GROUND CHECK GROUND CHECK

Throttle ................................................................................................2000 RPM Throttle ................................................................................................2000 RPM
Magnetos ..............................................................................max. drop 175 RPM Magnetos ..............................................................................max. drop 175 RPM
-max. diff. 50 RPM -max. diff. 50 RPM
Vacuum .........................................................................................4.8" to 5.2" Hg Vacuum .........................................................................................4.8" to 5.2" Hg
Oil temp .......................................................................................................check Oil temp .......................................................................................................check
Annunciator panel..............................................................................press-to-test Annunciator panel..............................................................................press-to-test
Carburetor Heat............................................................................................check Carburetor Heat............................................................................................check
(Observe approx. 75 RPM drop) (Observe approx. 75 RPM drop)
Engine is warm for takeoff when throttle can be opened without engine Engine is warm for takeoff when throttle can be opened without engine
faltering. faltering.
Fuel pressure ................................................................................................check Fuel pressure ................................................................................................check
Throttle ..................................................................................................RETARD Throttle ..................................................................................................RETARD
BEFORE TAKEOFF BEFORE TAKEOFF

Flight instruments ........................................................................................check Flight instruments ........................................................................................check
Fuel selector........................................................................................proper tank Fuel selector........................................................................................proper tank
Engine gauges ..............................................................................................check Engine gauges ..............................................................................................check
Carburetor heat ..............................................................................................OFF Carburetor heat ..............................................................................................OFF
Seat backs ......................................................................................................erect Seat backs ......................................................................................................erect
Mixture .............................................................................................................set Mixture .............................................................................................................set
Belts/harness..................................................................................fastened/check Belts/harness..................................................................................fastened/check
Empty seats ............................................................................................seat belts Empty seats ............................................................................................seat belts
snugly fastened snugly fastened
Flaps..................................................................................................................set Flaps..................................................................................................................set
Trim tab.............................................................................................................set Trim tab.............................................................................................................set
Controls...........................................................................................................free Controls...........................................................................................................free
Door...............................................................................................................latch Door...............................................................................................................latch
4-8 4-8
TAKEOFF TAKEOFF
NORMAL NORMAL
Flaps..................................................................................................................set Flaps..................................................................................................................set
Trim ..................................................................................................................set Trim ..................................................................................................................set
Accelerate to 45 to 55 KIAS Accelerate to 45 to 55 KIAS
Control wheel ..............................................................................back pressure to Control wheel ..............................................................................back pressure to
rotate to climb attitude rotate to climb attitude
0° FLAPS TAKEOFF PERFORMANCE 0° FLAPS TAKEOFF PERFORMANCE

Flaps .................................................................................................................UP Flaps .................................................................................................................UP
Accelerate to 40-52 KIAS (depending on weight) Accelerate to 40-52 KIAS (depending on weight)
Control Wheel .............................................................................back pressure to Control Wheel .............................................................................back pressure to
Accelerate to and maintain 44 to 57 KIAS (depending on weight) until Accelerate to and maintain 44 to 57 KIAS (depending on weight) until
obstacle clearance is achieved and climb out at 79 KIAS. obstacle clearance is achieved and climb out at 79 KIAS.
25° FLAPS TAKEOFF PERFORMANCE 25° FLAPS TAKEOFF PERFORMANCE

Flaps........................................................................................25° (second notch) Flaps........................................................................................25° (second notch)
Accelerate to 40-52 KIAS (depending on weight) Accelerate to 40-52 KIAS (depending on weight)
Control Wheel .............................................................................back pressure to Control Wheel .............................................................................back pressure to
Accelerate to and maintain 44 to 57 KIAS (depending on weight) until Accelerate to and maintain 44 to 57 KIAS (depending on weight) until
obstacle clearance is achieved and climb out at 79 KIAS. obstacle clearance is achieved and climb out at 79 KIAS.
Flaps ................................................................................................retract slowly Flaps ................................................................................................retract slowly
SOFT FIELD, OBSTACLE CLEARANCE SOFT FIELD, OBSTACLE CLEARANCE

Accelerate and lift off nose gear as soon as possible. Lift off at lowest possible Accelerate and lift off nose gear as soon as possible. Lift off at lowest possible
airspeed. Accelerate just above ground to 52 KIAS to climb past obstacle airspeed. Accelerate just above ground to 52 KIAS to climb past obstacle
height. Continue climbing while accelerating to best rate of climb speed, 79 height. Continue climbing while accelerating to best rate of climb speed, 79
KIAS. KIAS.
4-9 4-9
SOFT FIELD, NO OBSTACLE SOFT FIELD, NO OBSTACLE

Accelerate and lift off nose gear as soon as possible. Lift off at lowest Accelerate and lift off nose gear as soon as possible. Lift off at lowest
possible airspeed. Accelerate just above ground to best rate of climb speed, possible airspeed. Accelerate just above ground to best rate of climb speed,
79 KIAS. 79 KIAS.
CLIMB CLIMB
Best rate (flaps up)..................................................................................79 KIAS Best rate (flaps up)..................................................................................79 KIAS
Best angle (flaps up) ...............................................................................63 KIAS Best angle (flaps up) ...............................................................................63 KIAS
En route...................................................................................................87 KIAS En route...................................................................................................87 KIAS
Electric fuel pump......................................................................................OFF at Electric fuel pump......................................................................................OFF at
desired altitude desired altitude
CRUISING CRUISING
Reference performance charts and Avco-Lycoming Operators Manual. Reference performance charts and Avco-Lycoming Operators Manual.
Normal max power ........................................................................................75% Normal max power ........................................................................................75%
Power ......................................................................................set per power table Power ......................................................................................set per power table
Mixture ........................................................................................................adjust Mixture ........................................................................................................adjust
DESCENT DESCENT
NORMAL NORMAL
Throttle ..................................................................................................2500 rpm Throttle ..................................................................................................2500 rpm
Airspeed ................................................................................................126 KIAS Airspeed ................................................................................................126 KIAS
Mixture............................................................................................................rich Mixture............................................................................................................rich
Carburetor heat ..............................................................................ON if required Carburetor heat ..............................................................................ON if required
POWER OFF POWER OFF
Carburetor heat ..............................................................................ON if required Carburetor heat ..............................................................................ON if required
Throttle..........................................................................................................close Throttle..........................................................................................................close
Airspeed...............................................................................................as required Airspeed...............................................................................................as required
Mixture ................................................................................................as required Mixture ................................................................................................as required
Power ..........................................................verify with throttle every 30 seconds Power ..........................................................verify with throttle every 30 seconds
4-10 4-10
APPROACH AND LANDING APPROACH AND LANDING

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

Flaps............................................................................................................retract Flaps............................................................................................................retract
Air Conditioner ..............................................................................................OFF Air Conditioner ..............................................................................................OFF
Radios ............................................................................................................OFF Radios ............................................................................................................OFF
Throttle .......................................................................................................full aft Throttle .......................................................................................................full aft
Magnetos........................................................................................................OFF Magnetos........................................................................................................OFF
PARKING PARKING
Parking brake ....................................................................................................set Parking brake ....................................................................................................set
Control wheel .............................................................................secure with belts Control wheel .............................................................................secure with belts
Flaps ...........................................................................................................full up Flaps ...........................................................................................................full up
Wheel chocks............................................................................................in place Wheel chocks............................................................................................in place
Tie downs ....................................................................................................secure Tie downs ....................................................................................................secure
4-11 4-11
4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL) 4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL)
The following paragraphs are provided to supply detailed information The following paragraphs are provided to supply detailed information
and explanations of the normal procedures necessary for the safe operation and explanations of the normal procedures necessary for the safe operation
of the airplane. of the airplane.
4.9 PREFLIGHT CHECK 4.9 PREFLIGHT CHECK
PREPARATION PREPARATION
The airplane should be given a thorough preflight and walk-around The airplane should be given a thorough preflight and walk-around
check. The preflight should include a check of the airplane’s required papers, check. The preflight should include a check of the airplane’s required papers,
operational status, computation of weight and C.G. limits, takeoff and operational status, computation of weight and C.G. limits, takeoff and
landing distances, and in-flight performance. A weather briefing should be landing distances, and in-flight performance. A weather briefing should be
obtained for the intended flight path, and any other factors relating to a obtained for the intended flight path, and any other factors relating to a
safe flight should be checked before takeoff. safe flight should be checked before takeoff.
CAUTION CAUTION
The flap position should be noted before The flap position should be noted before
boarding the airplane. The flaps must be placed boarding the airplane. The flaps must be placed
in the UP position before they will lock and in the UP position before they will lock and
support weight on the step. support weight on the step.
COCKPIT COCKPIT
Upon entering the cockpit, release the seat belts securing the control Upon entering the cockpit, release the seat belts securing the control
wheel, turn OFF all avionics equipment, and set the parking brake. Insure wheel, turn OFF all avionics equipment, and set the parking brake. Insure
that all electrical switches and the magneto switch are OFF and that the that all electrical switches and the magneto switch are OFF and that the
mixture is in idle cut-off. Turn ON the master switch, check the fuel quantity mixture is in idle cut-off. Turn ON the master switch, check the fuel quantity
gauges for adequate supply and check that the annunciator panel illumi- gauges for adequate supply and check that the annunciator panel illumi-
nates. Turn OFF the master switch. Check the primary flight controls and nates. Turn OFF the master switch. Check the primary flight controls and
flaps for proper operation and set the trim to neutral. Open the pitot and flaps for proper operation and set the trim to neutral. Open the pitot and
static drains to remove any moisture that has accumulated in the lines. static drains to remove any moisture that has accumulated in the lines.
Check the windows for cleanliness. Properly stow the tow bar and baggage Check the windows for cleanliness. Properly stow the tow bar and baggage
and secure. Close and secure the baggage door. and secure. Close and secure the baggage door.
4-12 4-12
RIGHT WING RIGHT WING

Begin the walk-around at the trailing edge of the right wing by checking 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 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 extraneous substances. Check the flap, aileron and hinges for damage and
operational interference. Static wicks should be firmly attached and in good operational interference. Static wicks should be firmly attached and in good
condition. Check the wing tip and lights for damage. condition. Check the wing tip and lights for damage.
Open the fuel cap and visually check the fuel color and the quantity Open the fuel cap and visually check the fuel color and the quantity
should match the indication that was on the fuel quantity gauge, replace cap should match the indication that was on the fuel quantity gauge, replace cap
securely. The fuel tank vent should be clear of obstructions. securely. The fuel tank vent should be clear of obstructions.
Drain the fuel tank through the quick drain located at the lower Drain the fuel tank through the quick drain located at the lower
inboard rear corner of the tank, making sure that enough fuel has been inboard rear corner of the tank, making sure that enough fuel has been
drained to insure that all water and sediment is removed. The fuel system drained to insure that all water and sediment is removed. The fuel system
should be drained daily prior to the first flight and after each refueling and should be drained daily prior to the first flight and after each refueling and
checked for proper fuel. checked for proper fuel.
CAUTION CAUTION
When draining any amount of fuel, care should When draining any amount of fuel, care should
be taken to insure that no fire hazard exists be taken to insure that no fire hazard exists
before starting engine. before starting engine.
Remove the tie down and chock. Remove the tie down and chock.
Next, a check of the landing gear. Check the gear strut for proper Next, a check of the landing gear. Check the gear strut for proper
inflation; there should be 4.50± .25 inches of strut exposure under a normal inflation; there should be 4.50± .25 inches of strut exposure under a normal
static load. Check the tire for cuts, wear, and proper inflation. Make a visual static load. Check the tire for cuts, wear, and proper inflation. Make a visual
check of the brake block and disc. check of the brake block and disc.
Check that the fresh air inlet is clear of foreign matter. Check that the fresh air inlet is clear of foreign matter.
NOSE SECTION NOSE SECTION

Check the general condition of the nose section, look for oil or fluid Check the general condition of the nose section, look for oil or fluid
leakage and that the cowling is secure. Check the windshield and clean if leakage and that the cowling is secure. Check the windshield and clean if
necessary. The propeller and spinner should be checked for detrimental nicks, necessary. The propeller and spinner should be checked for detrimental nicks,
cracks, or other defects. The air inlets should be clear of obstructions and cracks, or other defects. The air inlets should be clear of obstructions and
check the alternator belt for proper tension. The landing light should be clean check the alternator belt for proper tension. The landing light should be clean
and intact. and intact.
4-13 4-13
Remove the chock and check the nose gear strut for proper inflation, Remove the chock and check the nose gear strut for proper inflation,
there should be 3.25± .25 inches of strut exposure under a normal static there should be 3.25± .25 inches of strut exposure under a normal static
load. Check the tire for cuts, wear, and proper inflation. Check the engine load. Check the tire for cuts, wear, and proper inflation. Check the engine
baffle seals. Check the oil level, make sure that the dipstick has been baffle seals. Check the oil level, make sure that the dipstick has been
properly seated. properly seated.
Open the fuel strainer located on the left side of the firewall long enough Open the fuel strainer located on the left side of the firewall long enough
to remove any accumulation of water and sediment and check for proper to remove any accumulation of water and sediment and check for proper
fuel. fuel.
LEFT WING LEFT WING
The wing surface should be clear of ice, frost, snow, or other extraneous 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 substances. Check that the fresh air inlet is clear of foreign matter and
remove the chock. Check the main gear strut for proper inflation, there remove the chock. Check the main gear strut for proper inflation, there
should be 4.50± .25 inches of strut exposure under a normal static load. should be 4.50± .25 inches of strut exposure under a normal static load.
Check the tire and the brake block and disc. Check the tire and the brake block and disc.
Open the fuel cap and visually check the fuel color. The quantity should Open the fuel cap and visually check the fuel color. The quantity should
match the indication on the fuel quantity gauge. Replace cap securely. The match the indication on the fuel quantity gauge. Replace cap securely. The
fuel tank vent should be clear of obstructions. Drain enough fuel to insure fuel tank vent should be clear of obstructions. Drain enough fuel to insure
that all water and sediment has been removed and check for proper fuel. that all water and sediment has been removed and check for proper fuel.
Remove tie down and chock. Remove the cover from the pitot/static Remove tie down and chock. Remove the cover from the pitot/static
head on the underside of the wing. Make sure the holes are open and clear head on the underside of the wing. Make sure the holes are open and clear
of obstructions. Check the wing tip and lights for damage. Check the of obstructions. Check the wing tip and lights for damage. Check the
aileron, flap, and hinges for damage and operational interference and that the aileron, flap, and hinges for damage and operational interference and that the
static wicks are firmly attached and in good condition. static wicks are firmly attached and in good condition.
FUSELAGE FUSELAGE
Check the condition and security of the antennas. The empennage Check the condition and security of the antennas. The empennage
should be clear of ice, frost, snow, or other extraneous substances, and the should be clear of ice, frost, snow, or other extraneous substances, and the
fresh air inlet on the side of fuselage should be clear of foreign matter. fresh air inlet on the side of fuselage should be clear of foreign matter.
Check the stabilator and trim tab for damage and operational interference. Check the stabilator and trim tab for damage and operational interference.
The trim tab should move in the same direction as the stabilator. Remove The trim tab should move in the same direction as the stabilator. Remove
the tie down. the tie down.
Upon returning to the cockpit, an operational check of the interior Upon returning to the cockpit, an operational check of the interior
lights, exterior lights, stall warning system, and pitot heat should now be lights, exterior lights, stall warning system, and pitot heat should now be
made. Turn the battery master switch and other appropriate switches ON. Check made. Turn the battery master switch and other appropriate switches ON. Check
the panel lighting and the overhead flood light. Visually confirm that exterior the panel lighting and the overhead flood light. Visually confirm that exterior
lights are operational. Lift the stall detector on the leading edge of the left lights are operational. Lift the stall detector on the leading edge of the left
4-14 4-14
wing and determine that the warning horn is activated. With the pitot heat wing and determine that the warning horn is activated. With the pitot heat
switch ON, the pitot head will be hot to the touch. After these checks are switch ON, the pitot head will be hot to the touch. After these checks are
complete, the master switch and all electrical switches should be turned complete, the master switch and all electrical switches should be turned
OFF. OFF.
Board the passengers and close and secure the cabin door. Fasten the Board the passengers and close and secure the cabin door. Fasten the
seat belts and shoulder harnesses. Pull test the locking restraint feature of seat belts and shoulder harnesses. Pull test the locking restraint feature of
the shoulder harness inertia reel. Fasten seat belts on empty seats. the shoulder harness inertia reel. Fasten seat belts on empty seats.
4.11 BEFORE STARTING ENGINE 4.11 BEFORE STARTING ENGINE

Before starting the engine the brakes should be set ON and the car- Before starting the engine the brakes should be set ON and the car-
buretor heat lever moved to the full OFF position. The fuel selector should buretor heat lever moved to the full OFF position. The fuel selector should
then be moved to the desired tank. Check to make sure that all the radios are then be moved to the desired tank. Check to make sure that all the radios are
OFF. OFF.
4.13 STARTING ENGINE 4.13 STARTING ENGINE

(a) Starting Engine When Cold (a) Starting Engine When Cold
Open the throttle lever approximately 1/4 inch. Turn ON the Open the throttle lever approximately 1/4 inch. Turn ON the
master switch and the electric fuel pump. master switch and the electric fuel pump.
Move the mixture control to full RICH and engage the starter by Move the mixture control to full RICH and engage the starter by
rotating the magneto switch clockwise. When the engine fires, rotating the magneto switch clockwise. When the engine fires,
release the magneto switch, and move the throttle to the desired release the magneto switch, and move the throttle to the desired
setting. setting.
If the engine does not fire within five to ten seconds, disengage If the engine does not fire within five to ten seconds, disengage
the starter, prime the engine and repeat the starting procedure (priming the starter, prime the engine and repeat the starting procedure (priming
is accomplished by lifting the switch guard and depressing the is accomplished by lifting the switch guard and depressing the
momentary electric prime button for the desired time.) momentary electric prime button for the desired time.)
4-15 4-15
(b) Starting Engine When Hot (b) Starting Engine When Hot
Open the throttle approximately 1/2 inch. Turn ON the master Open the throttle approximately 1/2 inch. Turn ON the master
switch and the electric fuel pump. Move the mixture control lever switch and the electric fuel pump. Move the mixture control lever
to full RICH and engage the starter by rotating the magneto switch to full RICH and engage the starter by rotating the magneto switch
clockwise. When the engine fires, release the magneto switch and clockwise. When the engine fires, release the magneto switch and
move the throttle to the desired setting. move the throttle to the desired setting.
(c) Starting Engine When Flooded (c) Starting Engine When Flooded
The throttle lever should be full OPEN. Turn ON the master The throttle lever should be full OPEN. Turn ON the master
switch and turn OFF the electric fuel pump. Move the mixture switch and turn OFF the electric fuel pump. Move the mixture
control lever to idle cut-off and engage the starter by rotating the control lever to idle cut-off and engage the starter by rotating the
magneto switch clockwise. When the engine fires, release the magneto switch clockwise. When the engine fires, release the
magneto switch, advance the mixture and retard the throttle. magneto switch, advance the mixture and retard the throttle.
(d) Starting Engine With External Power Source (d) Starting Engine With External Power Source
An External Power receptacle allows the operator to use an An External Power receptacle allows the operator to use an
external battery to crank the engine without having to gain access external battery to crank the engine without having to gain access
to the airplane’s battery. to the airplane’s battery.
Turn the master switch OFF and turn all electrical equipment Turn the master switch OFF and turn all electrical equipment
OFF. Insert the plug of a 28 volt DC aux power jumper cable OFF. Insert the plug of a 28 volt DC aux power jumper cable
into the socket located on the fuselage. Note that when the plug is into the socket located on the fuselage. Note that when the plug is
inserted, the electrical system is ON. Proceed with the normal inserted, the electrical system is ON. Proceed with the normal
starting technique. starting technique.
After the engine has started reduce power to the lowest After the engine has started reduce power to the lowest
possible RPM, to reduce sparking, and disconnect the jumper possible RPM, to reduce sparking, and disconnect the jumper
cable from the aircraft. Turn the master switch ON and check the cable from the aircraft. Turn the master switch ON and check the
alternator ammeter for an indication of output. DO NOT alternator ammeter for an indication of output. DO NOT
ATTEMPT FLIGHT IF THERE IS NO INDICATION OF ATTEMPT FLIGHT IF THERE IS NO INDICATION OF
ALTERNATOR OUTPUT. ALTERNATOR OUTPUT.
4-16 4-16
PA-28-161 WARRIOR III NORMAL PROCEDURES
NOTE
For all normal operations using the Aux Power
jumper cables, the master switch should be
OFF, but it is possible to use the ship’s battery
in parallel by turning the master switch ON.
This will give longer cranking capabilities, but
will not increase the amperage.
CAUTION
Care should be exercised, because, if the 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
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.
When the engine is firing evenly, advance the throttle to 800 rpm. If oil
pressure is not indicated within thirty seconds, stop the engine and determine
the trouble. In cold weather it will take a few seconds longer to get an oil
pressure indication. If the engine has failed to start, refer to the Lycoming
Operating Handbook, Engine Troubles and Their Remedies.
NOTE:
Starter manufacturer recommends starter cranking
periods be limited to 10 seconds with a 20 second
rest period between cranking attempts. Maximum
of 6 start periods allowed. If start is not achieved
on sixth attempt allow starter to cool for 30
minutes before attempting additional starts.
4.15 WARM-UP
Warm-up the engine at 800 to 1200 rpm for not more than two minutes
in warm weather and four minutes in cold. Avoid prolonged idling at low
rpm, as this practice may result in fouled spark plugs.
Takeoff may be made as soon as the ground check is completed, provided
that the throttle may be opened fully without backfiring or skipping, and
without a reduction in engine oil pressure.

NORMAL PROCEDURES PA-28-161 WARRIOR III
Do not operate the engine at high rpm when running up or taxiing over
ground containing loose stones, gravel or any loose material that may cause
damage to the propeller blades.
4.17 TAXIING
Before attempting to taxi the airplane, ground personnel should be
instructed and approved by a qualified person authorized by the owner.
Ascertain that the propeller back blast and taxi areas are clear.
Power should be applied slowly to start the taxi roll. Taxi a few feet
forward and apply the brakes to determine their effectiveness. While taxiing,
make slight turns to ascertain the effectiveness of the steering.
Observe wing clearances when taxiing near buildings or other stationary

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

The magnetos should be checked at 2000 rpm. Drop off on either
magneto should not exceed 175 rpm and the difference between the
magnetos should not exceed 50 rpm. Operation on one magneto should
not exceed 10 seconds.
Check the vacuum gauge; the indicator should read 4.8” to 5.2” Hg at 2000
rpm.
Check the annunciator panel lights with the press-to-test button.
Carburetor heat should also be checked prior to takeoff to be sure the

control is operating properly and to clean any ice which may have formed
during taxiing. Avoid prolonged ground operation with carburetor heat ON
as the air is unfiltered.

4-18
The electric fuel pump should be turned OFF after starting or during The electric fuel pump should be turned OFF after starting or during
warm-up to make sure that the engine driven pump is operating. Check both warm-up to make sure that the engine driven pump is operating. Check both
oil temperature and oil pressure. The temperature may be low for some time oil temperature and oil pressure. The temperature may be low for some time
if the engine is being run for the first time of the day. The engine is warm if the engine is being run for the first time of the day. The engine is warm
enough for takeoff when the throttle can be opened without the engine enough for takeoff when the throttle can be opened without the engine
faltering. faltering.
4.21 BEFORE TAKEOFF 4.21 BEFORE TAKEOFF

All aspects of each particular takeoff should be considered prior to All aspects of each particular takeoff should be considered prior to
executing the takeoff procedure. executing the takeoff procedure.
Insure that the master switch is ON. Check and set all of the flight Insure that the master switch is ON. Check and set all of the flight
instruments as required. Check the fuel selector to make sure it is on the instruments as required. Check the fuel selector to make sure it is on the
proper tank (fullest). Turn ON the electric fuel pump to prevent loss of power proper tank (fullest). Turn ON the electric fuel pump to prevent loss of power
should the engine driven pump fail during takeoff, and check the engine should the engine driven pump fail during takeoff, and check the engine
gauges. The carburetor heat should be in the OFF position. gauges. The carburetor heat should be in the OFF position.
All seat backs should be erect and the seat belts and shoulder harness All seat backs should be erect and the seat belts and shoulder harness
should be fastened. Pull test the locking restraint feature of the shoulder should be fastened. Pull test the locking restraint feature of the shoulder
harness inertia reel. Fasten the seat belts snugly around the empty seats. harness inertia reel. Fasten the seat belts snugly around the empty seats.
The mixture should be set. The mixture should be set.
NOTE NOTE
The mixture should be set FULL RICH, but a The mixture should be set FULL RICH, but a
minimum amount of leaning is permitted for minimum amount of leaning is permitted for
smooth engine operation when taking off at high smooth engine operation when taking off at high
elevation. elevation.
Exercise and set the flaps and trim tab. Insure proper flight control Exercise and set the flaps and trim tab. Insure proper flight control
movement and response. The door should be properly secured and latched. movement and response. The door should be properly secured and latched.
4-19 4-19
4.23 TAKEOFF (See charts in Section 5) 4.23 TAKEOFF (See charts in Section 5)
The normal takeoff technique is conventional. The trim should be set The normal takeoff technique is conventional. The trim should be set
slightly aft of neutral, with the exact setting determined by the loading of the slightly aft of neutral, with the exact setting determined by the loading of the
airplane. Allow the airplane to accelerate to 45 to 55 KIAS depending on airplane. Allow the airplane to accelerate to 45 to 55 KIAS depending on
the weight of the aircraft and ease back on the control wheel to rotate to the weight of the aircraft and ease back on the control wheel to rotate to
climb attitude. Premature raising of the nose or raising it to an excessive climb attitude. Premature raising of the nose or raising it to an excessive
angle will result in a delayed takeoff. After takeoff, let the airplane angle will result in a delayed takeoff. After takeoff, let the airplane
accelerate to the desired climb speed by lowering the nose slightly. accelerate to the desired climb speed by lowering the nose slightly.
Takeoffs are normally made with flaps up; however, for short field Takeoffs are normally made with flaps up; however, for short field
takeoffs and for takeoffs under difficult conditions, such as deep grass or a takeoffs and for takeoffs under difficult conditions, such as deep grass or a
soft surface, total distances can be reduced appreciably by lowering the soft surface, total distances can be reduced appreciably by lowering the
flaps to 25° and rotating at lower airspeed. flaps to 25° and rotating at lower airspeed.
A short field takeoff is accomplished without flaps by applying full A short field takeoff is accomplished without flaps by applying full
power before brake release; lift off at 40-52 KIAS (depending on weight) and power before brake release; lift off at 40-52 KIAS (depending on weight) and
accelerate to and maintain 44-57 KIAS (depending on weight) past obstacle accelerate to and maintain 44-57 KIAS (depending on weight) past obstacle
and climb out at 79 KIAS. and climb out at 79 KIAS.
A short field takeoff with an obstacle clearance is accomplished by first A short field takeoff with an obstacle clearance is accomplished by first
lowering the flaps to 25°. Apply full power before brake release and accel- lowering the flaps to 25°. Apply full power before brake release and accel-
erate to 40-52 KIAS (depending on weight) and rotate. Accelerate to and erate to 40-52 KIAS (depending on weight) and rotate. Accelerate to and
maintain 44-57 KIAS (depending on weight) until obstacle clearance is maintain 44-57 KIAS (depending on weight) until obstacle clearance is
attained. After the obstacle has been cleared, accelerate to 79 KIAS and then attained. After the obstacle has been cleared, accelerate to 79 KIAS and then
slowly retract the flaps. slowly retract the flaps.
Takeoff from a soft field with an obstacle clearance requires the use of Takeoff from a soft field with an obstacle clearance requires the use of
25° flaps. Accelerate the airplane and lift the nose gear off as soon as possible 25° flaps. Accelerate the airplane and lift the nose gear off as soon as possible
and lift off at the lowest possible airspeed. Accelerate just above the ground and lift off at the lowest possible airspeed. Accelerate just above the ground
to 52 KIAS to climb past obstacle clearance height. Continue climbing while to 52 KIAS to climb past obstacle clearance height. Continue climbing while
accelerating to the best rate of climb speed, 79 KIAS and slowly retract the accelerating to the best rate of climb speed, 79 KIAS and slowly retract the
flaps. flaps.
For a soft field takeoff without an obstacle to clear, extend the flaps 25°, For a soft field takeoff without an obstacle to clear, extend the flaps 25°,
accelerate the airplane and lift the nose gear off as soon as possible. Lift off at accelerate the airplane and lift the nose gear off as soon as possible. Lift off at
the lowest possible airspeed. Accelerate just above the ground to the best the lowest possible airspeed. Accelerate just above the ground to the best
rate of climb speed, 79 KIAS, and retract the flaps while climbing out. rate of climb speed, 79 KIAS, and retract the flaps while climbing out.
4-20 4-20
4.25 CLIMB 4.25 CLIMB

The best rate of climb at gross weight will be obtained at 79 KIAS. The The best rate of climb at gross weight will be obtained at 79 KIAS. The
best angle of climb may be obtained at 63 KIAS. At lighter than gross weight best angle of climb may be obtained at 63 KIAS. At lighter than gross weight
these speeds are reduced somewhat. For climbing en route, a speed of 87 these speeds are reduced somewhat. For climbing en route, a speed of 87
KIAS is recommended. This will produce better forward speed and in- KIAS is recommended. This will produce better forward speed and in-
creased visibility over the nose during the climb. creased visibility over the nose during the climb.
When reaching the desired altitude, the electric fuel pump may be When reaching the desired altitude, the electric fuel pump may be
turned off. turned off.
4.27 CRUISE 4.27 CRUISE

The cruising efficiency and speed is determined by many factors, including The cruising efficiency and speed is determined by many factors, including
power setting, altitude, temperature, loading and equipment installed in the power setting, altitude, temperature, loading and equipment installed in the
airplane. airplane.
The normal cruising power is 55% to 75% of the rated horsepower of the The normal cruising power is 55% to 75% of the rated horsepower of the
engine. Airspeeds which may be obtained at various altitudes and power engine. Airspeeds which may be obtained at various altitudes and power
settings can be determined from the performance graphs provided by Section settings can be determined from the performance graphs provided by Section
5. 5.
Use of the mixture control in cruising flight significantly reduces fuel Use of the mixture control in cruising flight significantly reduces fuel
consumption while reducing lead deposits when alternate fuels are used. The consumption while reducing lead deposits when alternate fuels are used. The
mixture should be full rich when operating above 75% power, and leaned mixture should be full rich when operating above 75% power, and leaned
during cruising operation when 75% power or less is being used. during cruising operation when 75% power or less is being used.
To lean the mixture for best power cruise performance place the To lean the mixture for best power cruise performance place the
mixture control full forward and set the throttle slightly below (approximately mixture control full forward and set the throttle slightly below (approximately
35 RPM) the desired cruise power setting and lean the mixture to peak RPM. 35 RPM) the desired cruise power setting and lean the mixture to peak RPM.
Adjust the throttle, if necessary, for final RPM setting. Adjust the throttle, if necessary, for final RPM setting.
For Best Economy cruise, a simplified leaning procedure which For Best Economy cruise, a simplified leaning procedure which
consistently allows accurate achievement of best engine efficiency has been consistently allows accurate achievement of best engine efficiency has been
developed. Best Economy Cruise performance is obtained with the throttle developed. Best Economy Cruise performance is obtained with the throttle
fully open. To obtain a desired cruise power setting, set the throttle and fully open. To obtain a desired cruise power setting, set the throttle and
mixture control full forward, taking care not to exceed the engine speed mixture control full forward, taking care not to exceed the engine speed
limitation, then begin leaning the mixture. The RPM will increase slightly limitation, then begin leaning the mixture. The RPM will increase slightly
but will then begin to decrease. Continue leaning until the desired cruise but will then begin to decrease. Continue leaning until the desired cruise
engine RPM is reached. This will provide best fuel economy and maximum engine RPM is reached. This will provide best fuel economy and maximum
miles per gallon for a given power setting. See following CAUTION when miles per gallon for a given power setting. See following CAUTION when
using this procedure. using this procedure.
4-21 4-21
CAUTION CAUTION
Prolonged operation at powers above 75% with Prolonged operation at powers above 75% with
a leaned mixture can result in engine damage. a leaned mixture can result in engine damage.
While establishing Best Economy Cruise While establishing Best Economy Cruise
Mixture, below 6,000 feet, care must be taken Mixture, below 6,000 feet, care must be taken
not to remain in the range above 75% power not to remain in the range above 75% power
more than 15 seconds while leaning. Above more than 15 seconds while leaning. Above
6,000 feet the engine is incapable of generating 6,000 feet the engine is incapable of generating
more than 75%. more than 75%.
Always remember that the electric fuel pump should be turned ON Always remember that the electric fuel pump should be turned ON
before switching tanks, and should be left on for a short period thereafter. In before switching tanks, and should be left on for a short period thereafter. In
order to keep the airplane in best lateral trim during cruising flight, the fuel order to keep the airplane in best lateral trim during cruising flight, the fuel
should be used alternately from each tank. It is recommended that one tank should be used alternately from each tank. It is recommended that one tank
be used for one hour after takeoff, then the other tank be used for two hours; be used for one hour after takeoff, then the other tank be used for two hours;
then return to the first tank, which will have approximately one and one half then return to the first tank, which will have approximately one and one half
hours of fuel remaining if the tanks were full at takeoff. The second tank will hours of fuel remaining if the tanks were full at takeoff. The second tank will
contain approximately one half hour of fuel. Do not run tanks completely contain approximately one half hour of fuel. Do not run tanks completely
dry in flight. The electric fuel pump should be normally OFF, so that any dry in flight. The electric fuel pump should be normally OFF, so that any
malfunction of the engine driven fuel pump is immediately apparent. If signs malfunction of the engine driven fuel pump is immediately apparent. If signs
of fuel starvation should occur at any time during flight, fuel exhaustion of fuel starvation should occur at any time during flight, fuel exhaustion
should be suspected, at which time the fuel selector should be immediately should be suspected, at which time the fuel selector should be immediately
positioned to the other tank and the electric fuel pump switched to the ON positioned to the other tank and the electric fuel pump switched to the ON
position. position.
4.29 DESCENT 4.29 DESCENT
NORMAL NORMAL
To achieve the performance on Figure 5-31, a power on descent must To achieve the performance on Figure 5-31, a power on descent must
be used. The throttle should be set for 2500 RPM, mixture full rich and be used. The throttle should be set for 2500 RPM, mixture full rich and
maintain an airspeed of 126 KIAS. In case carburetor ice is encountered maintain an airspeed of 126 KIAS. In case carburetor ice is encountered
apply full carburetor heat. apply full carburetor heat.
POWER OFF POWER OFF
If a prolonged power off descent is to be made, apply full carburetor If a prolonged power off descent is to be made, apply full carburetor
heat prior to power reduction if icing conditions are suspected,. Throttle heat prior to power reduction if icing conditions are suspected,. Throttle
should be retarded and mixture control leaned as required. Power response should be retarded and mixture control leaned as required. Power response
should be verified approximately every 30 seconds by partially opening and should be verified approximately every 30 seconds by partially opening and
then closing the throttle (clearing the engine). When leveling off, enrichen then closing the throttle (clearing the engine). When leveling off, enrichen
mixture, set power as required and select carburetor heat off unless mixture, set power as required and select carburetor heat off unless
carburetor icing conditions are suspected. carburetor icing conditions are suspected.
4-22 4-22
4.31 APPROACH AND LANDING (See charts in Section 5) 4.31 APPROACH AND LANDING (See charts in Section 5)
Check to insure the fuel selector is on the proper (fullest) tank and that the Check to insure the fuel selector is on the proper (fullest) tank and that the
seat backs are erect. The seat belts and shoulder harnesses should be fastened seat backs are erect. The seat belts and shoulder harnesses should be fastened
and the inertia reel checked. and the inertia reel checked.
Turn the electric fuel pump ON. The mixture should be set in the full Turn the electric fuel pump ON. The mixture should be set in the full
RICH position. RICH position.
The airplane should be trimmed to an initial-approach speed of about The airplane should be trimmed to an initial-approach speed of about
70 KIAS with a final-approach speed of 63 KIAS with flaps extended to 70 KIAS with a final-approach speed of 63 KIAS with flaps extended to
40°. The flaps can be lowered at speeds up to 103 KIAS, if desired. 40°. The flaps can be lowered at speeds up to 103 KIAS, if desired.
The mixture control should be kept in full RICH position to insure The mixture control should be kept in full RICH position to insure
maximum acceleration if it should be necessary to open the throttle again. maximum acceleration if it should be necessary to open the throttle again.
Carburetor heat should not be applied unless there is an indication of carburetor Carburetor heat should not be applied unless there is an indication of carburetor
icing, since the use of carburetor heat causes a reduction in power which icing, since the use of carburetor heat causes a reduction in power which
may be critical in case of a go-around. Full throttle operation with carburetor may be critical in case of a go-around. Full throttle operation with carburetor
heat on can cause detonation. heat on can cause detonation.
The amount of flap used during landings and the speed of the aircraft at The amount of flap used during landings and the speed of the aircraft at
contact with the runway should be varied according to the landing surface contact with the runway should be varied according to the landing surface
and conditions of wind and airplane loading. It is generally good practice to and conditions of wind and airplane loading. It is generally good practice to
contact the ground at the minimum possible safe speed consistent with contact the ground at the minimum possible safe speed consistent with
existing conditions. existing conditions.
Normally, the best technique for short and slow landings is to use full Normally, the best technique for short and slow landings is to use full
flap and enough power to maintain the desired airspeed and approach flight flap and enough power to maintain the desired airspeed and approach flight
path. Mixture should be full RICH, fuel on the fullest tank, and electric fuel path. Mixture should be full RICH, fuel on the fullest tank, and electric fuel
pump ON. Reduce the speed during the flareout and contact the ground pump ON. Reduce the speed during the flareout and contact the ground
close to the stalling speed. After ground contact hold the nose wheel off as close to the stalling speed. After ground contact hold the nose wheel off as
long as possible. As the airplane slows down, gently lower the nose and apply long as possible. As the airplane slows down, gently lower the nose and apply
the brakes. Braking is most effective when flaps are raised and back pressure the brakes. Braking is most effective when flaps are raised and back pressure
is applied to the control wheel, putting most of the aircraft weight on the is applied to the control wheel, putting most of the aircraft weight on the
main wheels. In high wind conditions, particularly in strong cross-winds, it main wheels. In high wind conditions, particularly in strong cross-winds, it
may be desirable to approach the ground at higher than normal speeds with may be desirable to approach the ground at higher than normal speeds with
partial or no flaps. partial or no flaps.
4-23 4-23
4.33 STOPPING ENGINE 4.33 STOPPING ENGINE

At the pilot’s discretion, the flaps should be raised and the electric fuel At the pilot’s discretion, the flaps should be raised and the electric fuel
pump turned OFF. The radios should be turned OFF, and the engine pump turned OFF. The radios should be turned OFF, and the engine
stopped by disengaging the mixture control lock and pulling the mixture 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 control back to idle cut-off. The throttle should be left full aft to avoid
engine vibration while stopping. Then the magneto and master switches must engine vibration while stopping. Then the magneto and master switches must
be turned OFF. be turned OFF.
NOTE NOTE
When alternate fuels are used, the engine When alternate fuels are used, the engine
should be run up to 1200 RPM for one minute should be run up to 1200 RPM for one minute
prior to shutdown to clean out any unburned prior to shutdown to clean out any unburned
fuel. fuel.
NOTE NOTE
The flaps must be placed in the UP position The flaps must be placed in the UP position
for the flap step to support weight. Passengers for the flap step to support weight. Passengers
should be cautioned accordingly. should be cautioned accordingly.
4.35 PARKING 4.35 PARKING

If necessary, the airplane should be moved on the ground with the aid of If necessary, the airplane should be moved on the ground with the aid of
the nose wheel tow bar provided with each airplane and secured behind the 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 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 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. 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 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 tail skid. The rudder is held in position by its connections to the nose wheel
steering and normally does not have to be secured. steering and normally does not have to be secured.
4-24 4-24
4.37 STALLS 4.37 STALLS

The stall characteristics are conventional. An approaching stall is The stall characteristics are conventional. An approaching stall is
indicated by a stall warning horn which is activated between five and ten indicated by a stall warning horn which is activated between five and ten
KTS above stall speed. Mild airframe buffeting and gentle pitching may KTS above stall speed. Mild airframe buffeting and gentle pitching may
also precede the stall. also precede the stall.
The gross weight stalling speed with power off and full flaps is 44 KIAS. The gross weight stalling speed with power off and full flaps is 44 KIAS.
With the flaps up this speed is increased. Loss of altitude during stalls varies With the flaps up this speed is increased. Loss of altitude during stalls varies
from 100 to 275 feet, depending on configuration and power. from 100 to 275 feet, depending on configuration and power.
NOTE NOTE
The stall warning system is inoperative with the The stall warning system is inoperative with the
master switch OFF. master switch OFF.
During preflight, the stall warning system should be checked by turning During preflight, the stall warning system should be checked by turning
the master switch ON, lifting the detector and checking to determine if the horn the master switch ON, lifting the detector and checking to determine if the horn
is actuated. The master switch should be returned to the OFF position after the is actuated. The master switch should be returned to the OFF position after the
check is complete. check is complete.
4.39 TURBULENT AIR OPERATION 4.39 TURBULENT AIR OPERATION

In keeping with good operating practice used in all aircraft, it is rec- In keeping with good operating practice used in all aircraft, it is rec-
ommended that when turbulent air is encountered or expected, the airspeed ommended that when turbulent air is encountered or expected, the airspeed
be reduced to maneuvering speed to reduce the structural loads caused by be reduced to maneuvering speed to reduce the structural loads caused by
gusts and to allow for inadvertent speed build-ups which may occur as a gusts and to allow for inadvertent speed build-ups which may occur as a
result of the turbulence or of distractions caused by the conditions. (See result of the turbulence or of distractions caused by the conditions. (See
Subsection 2.3.) Subsection 2.3.)
4.41 WEIGHT AND BALANCE 4.41 WEIGHT AND BALANCE

It is the responsibility of the owner and pilot to determine that the airplane 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 remains within the allowable weight vs. center of gravity envelope while in
flight. flight.
For weight and balance data, refer to Section 6 (Weight and Balance). For weight and balance data, refer to Section 6 (Weight and Balance).
4-25 4-25
4.43 NOISE LEVEL 4.43 NOISE LEVEL

The noise level of this aircraft is 72.9 dB(A). The noise level of this aircraft is 72.9 dB(A).
No determination has been made by the Federal Aviation Adminis- No determination has been made by the Federal Aviation Adminis-
tration that the noise levels of this airplane are or should be acceptable or tration that the noise levels of this airplane are or should be acceptable or
unacceptable for operation at, into, or out of, any airport. unacceptable for operation at, into, or out of, any airport.
The above statement notwithstanding, the noise level stated above has The above statement notwithstanding, the noise level stated above has
been verified by and approved by the Federal Aviation Administration in been verified by and approved by the Federal Aviation Administration in
noise level test flights conducted in accordance with FAR 36, Noise noise level test flights conducted in accordance with FAR 36, Noise
Standards - Aircraft Type and Airworthiness Certification. This aircraft Standards - Aircraft Type and Airworthiness Certification. This aircraft
model is in compliance with all FAR 36 noise standards applicable to this model is in compliance with all FAR 36 noise standards applicable to this
type. type.
4-26 4-26
SECTION 5 SECTION 5
PERFORMANCE PERFORMANCE

No. No. No. No.
5.1 General .......................................................................................... 5-1 5.1 General .......................................................................................... 5-1
5.3 Introduction - Performance and Flight Planning........................... 5-1 5.3 Introduction - Performance and Flight Planning........................... 5-1
5.5 Flight Planning Example............................................................... 5-3 5.5 Flight Planning Example............................................................... 5-3
5.7 Performance Graphs...................................................................... 5-9 5.7 Performance Graphs...................................................................... 5-9
List of Figures .......................................................................... 5-9 List of Figures .......................................................................... 5-9

5-i 5-i

5-ii 5-ii
PA-28-161, WARRIOR III PERFORMANCE PA-28-161, WARRIOR III PERFORMANCE
SECTION 5 SECTION 5
PERFORMANCE PERFORMANCE

All of the required (FAA regulations) and complementary performance All of the required (FAA regulations) and complementary performance
information applicable to this aircraft is provided by this section. information applicable to this aircraft is provided by this section.
Performance information associated with those optional systems and Performance information associated with those optional systems and
equipment that require handbook supplements is provided by Section 9 equipment that require handbook supplements is provided by Section 9
5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING 5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING
The performance information presented in this section is based on The performance information presented in this section is based on
measured Flight Test Data corrected to I.C.A.O. standard day conditions and measured Flight Test Data corrected to I.C.A.O. standard day conditions and
analytically expanded for the various parameters of weight, altitude, analytically expanded for the various parameters of weight, altitude,
temperature, etc. temperature, etc.
The performance charts are unfactored and do not make any allowance for The performance charts are unfactored and do not make any allowance for
varying degrees of pilot proficiency or mechanical deterioration of the aircraft. varying degrees of pilot proficiency or mechanical deterioration of the aircraft.
This performance, however, can be duplicated by following the stated This performance, however, can be duplicated by following the stated
procedures in a properly maintained airplane. procedures in a properly maintained airplane.
Effects of conditions not considered on the charts must be evaluated by the 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 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. performance, or the effect of winds aloft on cruise and range performance.
Endurance can be grossly affected by improper leaning procedures, and inflight Endurance can be grossly affected by improper leaning procedures, and inflight
fuel flow and quantity checks are recommended. fuel flow and quantity checks are recommended.
REMEMBER! To get chart performance, follow the chart procedures. REMEMBER! To get chart performance, follow the chart procedures.
5-1 5-1
PERFORMANCE PA-28-161, WARRIOR III PERFORMANCE PA-28-161, WARRIOR III
The information provided by paragraph 5.5 (Flight Planning Example) The information provided by paragraph 5.5 (Flight Planning Example)
outlines a detailed flight plan using the performance charts in this section. outlines a detailed flight plan using the performance charts in this section.
Each chart includes its own example to show how it is used. Each chart includes its own example to show how it is used.
WARNING WARNING
Performance information derived by extrapo- Performance information derived by extrapo-
lation beyond the limits shown on the charts lation beyond the limits shown on the charts
should not be used for flight planning should not be used for flight planning
purposes. purposes.
5-2 5-2
5.5 FLIGHT PLANNING EXAMPLE 5.5 FLIGHT PLANNING EXAMPLE
NOTE: NOTE:
The information contained in this Section The information contained in this Section
(5.5) is to be used for example purposes only. (5.5) is to be used for example purposes only.
(a) Aircraft Loading (a) Aircraft Loading
The first step in planning a flight is to calculate the airplane The first step in planning a flight is to calculate the airplane
weight and center of gravity by utilizing the information provided by weight and center of gravity by utilizing the information provided by
Section 6 (Weight and Balance) of this handbook. Section 6 (Weight and Balance) of this handbook.
The basic empty weight for the airplane as licensed at the The basic empty weight for the airplane as licensed at the
factory has been entered in Figure 6-5. If any alterations to the factory has been entered in Figure 6-5. If any alterations to the
airplane have been made affecting weight and balance, reference to airplane have been made affecting weight and balance, reference to
the aircraft logbook and Weight and Balance Record (Figure 6-7) the aircraft logbook and Weight and Balance Record (Figure 6-7)
should be made to determine the current basic empty weight of the should be made to determine the current basic empty weight of the
airplane. airplane.
Make use of the Weight and Balance Loading Form (Figure Make use of the Weight and Balance Loading Form (Figure
6-11) and the C.G. Range and Weight graph (Figure 6-15) to deter- 6-11) and the C.G. Range and Weight graph (Figure 6-15) to deter-
mine the total weight of the airplane and the center of gravity position. mine the total weight of the airplane and the center of gravity position.
After proper utilization of the information provided, the following After proper utilization of the information provided, the following
weights apply to the flight planning example. weights apply to the flight planning example.
The landing weight cannot be determined until the weight of the The landing weight cannot be determined until the weight of the
fuel to be used has been established [refer to item (g)(1)]. fuel to be used has been established [refer to item (g)(1)].
(1) Basic Empty Weight 1406 lbs. (1) Basic Empty Weight 1406 lbs.
(2) Occupants (4 x 170 lbs.) 680 lbs. (2) Occupants (4 x 170 lbs.) 680 lbs.
(3) Baggage and Cargo 50 lbs. (3) Baggage and Cargo 50 lbs.
(4) Fuel (6 lb/gal x 30) 180 lbs. (4) Fuel (6 lb/gal x 30) 180 lbs.
(5) Takeoff Weight 2316 lbs. (5) Takeoff Weight 2316 lbs.
(6) Landing Weight (6) Landing Weight
(a)(5) minus (g)(1), (2316 lbs. (a)(5) minus (g)(1), (2316 lbs.
minus 188.4 lbs. 2127.6 lbs. minus 188.4 lbs. 2127.6 lbs.
The takeoff weight is below the maximum of 2440 lbs., and the weight The takeoff weight is below the maximum of 2440 lbs., and the weight
and balance calculations have determined that the C.G. position is within the and balance calculations have determined that the C.G. position is within the
approved limits. approved limits.
REVISED: JUNE 9, 1995 5-3 REVISED: JUNE 9, 1995 5-3
(b) Takeoff and Landing (b) Takeoff and Landing

Now that the aircraft loading has been determined, all aspects Now that the aircraft loading has been determined, all aspects
of the takeoff and landing must be considered. of the takeoff and landing must be considered.
All of the existing conditions at the departure and destination All of the existing conditions at the departure and destination
airport must be acquired, evaluated and maintained throughout airport must be acquired, evaluated and maintained throughout
the flight. the flight.
Apply the departure airport conditions and takeoff weight to Apply the departure airport conditions and takeoff weight to
the appropriate Takeoff Performance graph (Figures 5-7 and the appropriate Takeoff Performance graph (Figures 5-7 and
5-9 or 5-11 and 5-13) to determine the length of runway necessary 5-9 or 5-11 and 5-13) to determine the length of runway necessary
for the takeoff and/or the barrier distance. for the takeoff and/or the barrier distance.
The landing distance calculations are performed in the same The landing distance calculations are performed in the same
manner using the existing conditions at the destination airport and, manner using the existing conditions at the destination airport and,
when established, the landing weight. when established, the landing weight.
The conditions and calculations for the example flight are The conditions and calculations for the example flight are listed
listed below. The takeoff and landing distances required for the below. The takeoff and landing distances required for the example
example flight have fallen well below the available runway lengths. flight have fallen well below the available runway lengths.
Departure Destination Departure Destination

Airport Airport Airport Airport
(1) Pressure Altitude 1500 ft. 2500 ft. (1) Pressure Altitude 1500 ft. 2500 ft.
(2) Temperature 27°C 24°C (2) Temperature 27°C 24°C
(3) Wind Component 15 KTS 0 KTS (3) Wind Component 15 KTS 0 KTS
(Headwind) (Headwind)
(4) Runway Length Available 4800 ft. 7600 ft. (4) Runway Length Available 4800 ft. 7600 ft.
(5) Runway Required 2100 ft.* 1105 ft.** (5) Runway Required 2100 ft.* 1105 ft.**
NOTE NOTE
The remainder of the performance charts used The remainder of the performance charts used
in this flight planning example assume a no in this flight planning example assume a no
wind condition. The effect of winds aloft must wind condition. The effect of winds aloft must
be considered by the pilot when computing be considered by the pilot when computing
climb, cruise and descent performance. climb, cruise and descent performance.
*reference Figure 5-9 *reference Figure 5-9

**reference Figure 5-35 **reference Figure 5-35
5-4 REVISED: JUNE 9, 1995 5-4 REVISED: JUNE 9, 1995
(c) Climb (c) Climb

The next step in the flight plan is to determine the necessary The next step in the flight plan is to determine the necessary
climb segment components. climb segment components.
The desired cruise pressure altitude and corresponding cruise The desired cruise pressure altitude and corresponding cruise
outside air temperature values are the first variables to be con- outside air temperature values are the first variables to be con-
sidered in determining the climb components from the Fuel, Time sidered in determining the climb components from the Fuel, Time
and Distance to Climb graph (Figure 5-19). After the fuel, time and and Distance to Climb graph (Figure 5-19). After the fuel, time and
distance for the cruise pressure altitude and outside air temperature distance for the cruise pressure altitude and outside air temperature
values have been established, apply the existing conditions at the values have been established, apply the existing conditions at the
departure field to graph (Figure 5-19). Now, subtract the values departure field to graph (Figure 5-19). Now, subtract the values
obtained from the graph for the field of departure conditions from obtained from the graph for the field of departure conditions from
those for the cruise pressure altitude. those for the cruise pressure altitude.
The remaining values are the true fuel, time and distance The remaining values are the true fuel, time and distance
components for the climb segment of the flight plan corrected for field components for the climb segment of the flight plan corrected for field
pressure altitude and temperature. pressure altitude and temperature.
The following values were determined from the above instruc- The following values were determined from the above instruc-
tions in the flight planning example. tions in the flight planning example.
(1) Cruise Pressure Altitude 5000 ft. (1) Cruise Pressure Altitude 5000 ft.
(2) Cruise OAT 16°C (2) Cruise OAT 16°C
(3) Time to Climb (11.0 min. minus (3) Time to Climb (11.0 min. minus
3.0 min.) 8.0 min.* 3.0 min.) 8.0 min.*
(4) Distance to Climb (16.0 miles minus (4) Distance to Climb (16.0 miles minus
3.0 miles) 13.0 miles* 3.0 miles) 13.0 miles*
(5) Fuel to Climb (3 gal. minus 1.0 gal.) 2.0 gal.* (5) Fuel to Climb (3 gal. minus 1.0 gal.) 2.0 gal.*
(d) Descent (d) Descent
The descent data will be determined prior to the cruise data to The descent data will be determined prior to the cruise data to
provide the descent distance for establishing the total cruise provide the descent distance for establishing the total cruise
distance. distance.
Utilizing the cruise pressure altitude and OAT, determine the Utilizing the cruise pressure altitude and OAT, determine the
basic fuel, time and distance for descent (Figure 5-31). These figures basic fuel, time and distance for descent (Figure 5-31). These figures
must be adjusted for the field pressure altitude and temperature at must be adjusted for the field pressure altitude and temperature at
the destination airport. To find the necessary adjustment values, the destination airport. To find the necessary adjustment values,
use the existing pressure altitude and temperature conditions at the use the existing pressure altitude and temperature conditions at the
destination airport as variables to find the fuel, time and distance destination airport as variables to find the fuel, time and distance
values from the graph (Figure 5-31). Now, subtract the values values from the graph (Figure 5-31). Now, subtract the values
obtained from the field conditions from the values obtained from obtained from the field conditions from the values obtained from
the cruise conditions to find the true fuel, time and distance values the cruise conditions to find the true fuel, time and distance values
needed for the flight plan. needed for the flight plan.
The values obtained by proper utilization of the graphs for the The values obtained by proper utilization of the graphs for the
descent segment of the example are shown below. descent segment of the example are shown below.
(1) Time to Descend (1) Time to Descend
(8.8 min. minus 4.9 min.) 9.0 min.* (8.8 min. minus 4.9 min.) 9.0 min.*
(2) Distance to Descend (2) Distance to Descend
(19.6 miles minus 11.0 miles) 8.6 miles* (19.6 miles minus 11.0 miles) 8.6 miles*
(3) Fuel to Descend (3) Fuel to Descend
(1.9 gal. minus 1.0 gal.) .9 gal.* (1.9 gal. minus 1.0 gal.) .9 gal.*
(e) Cruise (e) Cruise
Using the total distance to be traveled during the flight, subtract Using the total distance to be traveled during the flight, subtract
the previously calculated distance to climb and distance to descend the previously calculated distance to climb and distance to descend
to establish the total cruise distance. Refer to the appropriate Avco to establish the total cruise distance. Refer to the appropriate Avco
Lycoming Operator’s Manual when selecting the cruise power Lycoming Operator’s Manual when selecting the cruise power
setting. The established pressure altitude and temperature values setting. The established pressure altitude and temperature values
and the selected cruise power should now be utilized to determine and the selected cruise power should now be utilized to determine
the true airspeed from the Cruise Performance graph (Figure 5-21 the true airspeed from the Cruise Performance graph (Figure 5-21
or 5-23). or 5-23).
Calculate the cruise fuel consumption for the cruise power Calculate the cruise fuel consumption for the cruise power
setting from the information provided by the Avco Lycoming setting from the information provided by the Avco Lycoming
Operator’s Manual. Operator’s Manual.
The cruise time is found by dividing the cruise distance by the The cruise time is found by dividing the cruise distance by the
cruise speed and the cruise fuel is found by multiplying the cruise cruise speed and the cruise fuel is found by multiplying the cruise
fuel consumption by the cruise time. fuel consumption by the cruise time.
The cruise calculations established for the cruise segment of the The cruise calculations established for the cruise segment of the
flight planning example are as follows: flight planning example are as follows:
(1) Total Distance 300 miles (1) Total Distance 300 miles
(2) Cruise Distance (2) Cruise Distance
(e)(1) minus (c)(4) minus (d)(2), (e)(1) minus (c)(4) minus (d)(2),
(300 minus 13 miles minus 8.6 miles) 278.4 miles (300 minus 13 miles minus 8.6 miles) 278.4 miles
(3) Cruise Power Best Power Mixture 75% rated power (3) Cruise Power Best Power Mixture 75% rated power
(2665 RPM) (2665 RPM)
(4) Cruise Speed 114 KTS TAS* (4) Cruise Speed 114 KTS TAS*
(5) Cruise Fuel Consumption 11.4 GPH (5) Cruise Fuel Consumption 11.4 GPH
(6) Cruise Time (6) Cruise Time
(e)(2) divided by (e)(4), (278.4 (e)(2) divided by (e)(4), (278.4
miles divided by 114 KTS) 2.44 hrs. miles divided by 114 KTS) 2.44 hrs.
(7) Cruise Fuel (7) Cruise Fuel
(e)(5) multiplied by (e)(6), (11.4 (e)(5) multiplied by (e)(6), (11.4
GPH mulitiplied by 2.50 hrs.) 28.5 gal. GPH mulitiplied by 2.50 hrs.) 28.5 gal.
(f) Total Flight Time (f) Total Flight Time
The total flight time is determined by adding the time to climb, The total flight time is determined by adding the time to climb,
the time to descend and the cruise time. Remember! The time values 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 taken from the climb and descent graphs are in minutes and must be
converted to hours before adding them to the cruise time. converted to hours before adding them to the cruise time.
The following flight time is required for our flight planning The following flight time is required for our flight planning
example. example.
(1) Total Flight Time (1) Total Flight Time
(c)(3) plus (d)(1) plus (e)(6), (c)(3) plus (d)(1) plus (e)(6),
(.13 hrs. plus .07 hrs. plus 2.44 hrs.) 2.64 hrs. (.13 hrs. plus .07 hrs. plus 2.44 hrs.) 2.64 hrs.
(g) Total Fuel Required (g) Total Fuel Required
Determine the total fuel required by adding the fuel to climb, Determine the total fuel required by adding the fuel to climb,
the fuel to descend and the cruise fuel. When the total fuel (in 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 gallons) is determined, multiply this value by 6 lb/gal. to determine
the total fuel weight used for the flight. the total fuel weight used for the flight.
The total fuel calculations for the example flight plan are The total fuel calculations for the example flight plan are
shown below. shown below.
(1) Total Fuel Required (1) Total Fuel Required
(c)(5) plus (d)(3) plus (e)(7), (c)(5) plus (d)(3) plus (e)(7),
(2.0 gal. plus .9 gal. plus 28.5 gal.) 31.4 gal. (2.0 gal. plus .9 gal. plus 28.5 gal.) 31.4 gal.
(31.4 gal. multiplied by 6 lb/gal.) 188.4 lbs. (31.4 gal. multiplied by 6 lb/gal.) 188.4 lbs.
*reference Figure 5-23b *reference Figure 5-23b
5-8 5-8
5.7 PERFORMANCE GRAPHS 5.7 PERFORMANCE GRAPHS

LIST OF FIGURES LIST OF FIGURES
Figure Page Figure Page

No. No. No. No.
5-1 Temperature Conversion............................................................... 5-11 5-1 Temperature Conversion............................................................... 5-11

5-3 Airspeed System Calibration........................................................ 5-12 5-3 Airspeed System Calibration........................................................ 5-12
5-5 Stall Speed.................................................................................... 5-13 5-5 Stall Speed.................................................................................... 5-13
5-7 0° Flaps Takeoff Ground Roll ...................................................... 5-14 5-7 0° Flaps Takeoff Ground Roll ...................................................... 5-14
5-9 0° Flaps Takeoff Performance ...................................................... 5-15 5-9 0° Flaps Takeoff Performance ...................................................... 5-15
5-11 25° Flaps Takeoff Ground Roll .................................................... 5-16 5-11 25° Flaps Takeoff Ground Roll .................................................... 5-16
5-13 25° Flaps Takeoff Performance .................................................... 5-17 5-13 25° Flaps Takeoff Performance .................................................... 5-17
5-15 Engine Performance ..................................................................... 5-18 5-15 Engine Performance ..................................................................... 5-18
5-17 Climb Performance ...................................................................... 5-19 5-17 Climb Performance ...................................................................... 5-19
5-19 Fuel, Time and Distance to Climb................................................ 5-20 5-19 Fuel, Time and Distance to Climb................................................ 5-20
5-21 Cruise Performance- Speed Power............................................... 5-20b 5-21 Cruise Performance- Speed Power............................................... 5-20b
5-23 Engine & Cruise Performance- 55% Power................................. 5-21 5-23 Engine & Cruise Performance- 55% Power................................. 5-21
5-23a Engine & Cruise Performance- 65% Power................................. 5-21 5-23a Engine & Cruise Performance- 65% Power................................. 5-21
5-23b Engine & Cruise Performance- 75% Best Power......................... 5-23 5-23b Engine & Cruise Performance- 75% Best Power......................... 5-23
5-25 Range............................................................................................ 5-24 5-25 Range............................................................................................ 5-24
5-29 Endurance..................................................................................... 5-25 5-29 Endurance..................................................................................... 5-25
5-31 Fuel, Time and Distance to Descend............................................ 5-26 5-31 Fuel, Time and Distance to Descend............................................ 5-26
5-33 Glide Performance........................................................................ 5-27 5-33 Glide Performance........................................................................ 5-27
5-35 Landing Distance.......................................................................... 5-28 5-35 Landing Distance.......................................................................... 5-28
5-37 Landing Ground Roll Distance .................................................... 5-29 5-37 Landing Ground Roll Distance .................................................... 5-29
5-10 5-10
40
100
90
30
80
70
20
60 Sea LeveiiSA
Standard Day
50 10
40
0
30
FAHRENHEIT CELSIUS
DEGREES 20 DEGREES
-10
10
0
-20
-10
-20
-30
-30
-40 -40
TEMPERATURE CONVERSION TEMPERATURE CONVERSION

5-11 5-11
PA-28-161
AIRSPEED SYSTEM CALIBRATION
160
II)
1- 140
0
z
~
I
cL1J 120
L1J
0..
II)
FLAPS UP
a:
;;:
cL1J 100
1-
<(
a:
Ill
::::i
<( 80
u WING FLAPS 40°
60
40
40 60 80 100 120 140 160 180
INDICATED AIRSPEED - KNOTS
AIRSPEED SYSTEM CALIBRATION AIRSPEED SYSTEM CALIBRATION

5-12 5-12
ISSUED: JULY 1, 1994
PA-28-161, WARRIOR III

PIPER AIRCRAFT CORPORATION
STALL SPEED
Figure 5-5
REPORT: VB-1565
PERFORMANCE
SECTION 5
5-13

PA-28-161
Example:
Gross Weight: 2170 lbs.
STALL SPEED
Angle of bank: 20°
Flap position : 40°
Stall speed, indicated: 44 KTS
________ CALIBRATED
STALL SPEED
INDICATED
STALL SPEED
STALL SPEED 60
Figure 5-5
ui
1-
ui :.::
~
oo FLAPS
...
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w
I
c..
en
I
....
::1:
(!) 40 ::::
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::!!
::::>
::!! 40' FLAPS
REPORT: VB-1565
x 30
PERFORMANCE
c(
::!!
SECTION 5
2400 2200 2000 1800 1600 0 20 40 60

GROSS WEIGHT- LBS. ANGLE OF BANK - DEGREES
5-13
5-14
REPORT: VB-1565
PERFORMANCE
SECTION 5
0° FLAPS TAKEOFF GROUND ROLL
Figure 5-7

5-14
REPORT: VB-1565
PERFORMANCE
SECTION 5
PA-28-161
oo FLAPS TAKEOFF GROUND ROLL tt.
+
u==~
1
Example: ASSOCIATED CONDITIONS:
. . . .f PAVED, LEVEL, DRY RUNWAY H-
t
Departure a1rport pressure alt1tud:. 1500 ft. FULL POWER BEFORE BRAKE RELEASE
Departure a1rport temperature: 27 C ~ FLAPS 0 o fff -i ~ t--+-++
We1ght: 2316 lbs. tnrrtTTfT+++J:ttrmr 111111111111 J:H!' 1'"
jtr
Wind: 15 KTS headwind 1

Ground roll: 1150 ft.
Lift-off speed: 50 KIAS
52 48
liFT OFF SPEED - KIA•,oSmmtttrn-m
tttmt:::t-::nr
ntt p+f~~.H·
:r-r "t' 1-
Figure 5-7
t + t u..
'~ +
' ' t-+++H++H-tffi 2000 j PIPER AIRCRAFT CORPORATION
t
~·
0 u..
0
a:
~'\· _.I w 0
a:
roooo ~~ z
. .., 1500 ::::>
0
a:
~'\· C!l
~~ u..
u..
~
ui 1000
~ ~
<(
......0 1-
N
500
w
z
u.:
w
a:
-40 -30 -20 -10 0 10 20 30 40 2400 23,00 2200 21,00 2000 1900 1800 1700 0 10 15
OUTSIDE AIR TEMP. - 'C WEIGHT LBS WIND- KTS


0° FLAPS TAKEOFF PERFORMANCE
Figure 5-9
REPORT: VB-1565
PERFORMANCE
SECTION 5
5-15

PA-28-161 Example·
Departure airport pressure alt1tude: 1500 ft.
Departure airport temperature: 27"C
oo FLAPS TAKEOFF PERFORMANCE Weight 2316 lbs.

Wind: 15 KTS headwind
ASSOCIATED CONDITIONS: Distance over 50 ft. barrier: 2100 ft.
PAVED. LEVEL, DRY RUNWAY Lift-off speed: 50 KIAS
FULL POWER BEFORE BRAKE

Barrier speed: 55 KIAS
RELEASE 50 FT. BARRIER SPEED- KIAS
FLAPS oo t57 H- 5~ ,5,oj::!:j:j:bt47 44
52 4BmiW4's'miW43 ...,_;
1111111
LIFT OFF SPEED - KIAS a:
UJ
a:
a:
Figure 5-9
<(
al
3500
,_;
...
0
3000
Ltl
a:
2500 UJ
>
0
2000 ~
z
<(
1500 1-
m
REPORT: VB-1565
0
......
PERFORMANCE
1000
0
500 UJ
u:UJ
SECTION 5
)<:
a: <(
1-
-40 -30 -20 -10 0 10 20 30 40 2400 23~0 2200 21:00 2000 19:00 1800 17~0 0 5 10 15
OUTSIDE AIR TEMP. - 'C WEIGHT- LBS. WIND- KTS.

5-15
5-16
REPORT: VB-1565
PERFORMANCE
SECTION 5
Figure 5-11

5-16
REPORT: VB-1565
PERFORMANCE
SECTION 5
PA-28-161
Example:
25° FLAPS TAKEOFF GROUND ROLL Departure airport pressure altitude: 1500
ASSOCIATED CONDITIONS: Departure airport tE
PAVED, LEVEL, DRY RUNWAY Weight: 2175 lbs.
FULL POWER BEFORE BRAKE RELEASE Wind: 15 KTS headwind
FLAPS 25° Ground roll: 975ft.

52 48 46 43 Lift-off speed: 48 KIAS
LIFT OFF SPEED - KIAS
2500
....:
~'<.· LL
<Oor;§l
.....
0
Figure 5-11
2000
~· a:
0
-~ 0 PIPER AIRCRAFT CORPORATION
z
"~'
-'-<~
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\;)Q<,;. . !f~"l() 1500 ~
....,~ . • w,l\to C)
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"'
Ill
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LL
0
0 w
~
~
1000 "'
<(
N
1-
w
z
...:
w
500
0:
-40 -30 -20 -10 0 10 20 30 40 2400 2300 2200 21 00 2000 1900 1800 1700 0
OUTSIDE AIR TEMP. - oc WEIGHT- LBS. WIND KTS.

Figure 5-13
REPORT: VB-1565
PERFORMANCE
SECTION 5
5-17

PA-28-161
r 25° FLAPS TAKEOFF PERFORMANCE

ASSOCIATED CONDITIONS:
Example:
PAVED, LEVEL, DRY RUNWAY
Departure airport pressure altitude: 1500 ft.
FULL POWER BEFORE BRAKE RELEASE
Departure airport temperature: 2rc
FLAPS 25"
Weight: 2175 lbs.
Wind: 1 5 KTS headwind
Dista nee over 50 ft. barrier: 1 500 ft.
KIAS
47 44
.......
~lJ\W
Lift-off speed: 48 KIAS
43
a:
Figure 5-13
Barrier speed: 53 KIAS UJ
!(zg::f .4000 a:
a:
-.:'lo <(
. w,"'~- 0 3500 Ill
3000 0
......,:
ltl
a:
2500 UJ
>
0
2000 UJ
en (.)
"'
.....
0 1500 <(
z
....
REPORT: VB-1565
3N
PERFORMANCE
VI
I 1000
0
w u..
z u..
SECTION 5
::::; 0
500
u.:
w
UJ
~
a:!l!lll!!l!!!!!!l!!!l!!!!l!!!lll 111!1111 I II
....<(
-40 -30 -20 -10 0 10 20 30 40 2400 2300 2200 2100 2000 190018001700 0 5 10 15
5-17
OUTSIDE AIR TEMP. - oc WEIGHT- LBS. WIND - KTS.

5-18
REPORT: VB-1565
PERFORMANCE
SECTION 5
ENGINE PERFORMANCE
Figure 5-15

REVISED: JUNE 9, 1995
PERFORMANCE
SECTION 5
5-18
REPORT: VB-1565
ENGINE PERFORMANCE POWER vs RPM

OAT= ISA PROPELLER: Sensenich 74DM6-0-60
10000 f-
Example: r- Powers are percent of 160 BHP
Pressure Altitude: 5000 It f- RPM applicable to both best
f-
9000 Power: 75% f-
f-
power & best economy mixture
'
' Engine Speed: 2630 RPM
i
8000
'i
'
ENGINE PERFORMANCE
7000
L::
~ 6000
Figure 5-15
sIt
:
::> ' !
1- PIPER AIRCRAFT CORPORATION
5 5000
<(
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'-'l: Q.o/1 -I'-
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!
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3000 '
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!
2000 '
i
I
1000 c-
'
q± f-
f- f- '
f/7- ·---r ·-f=:'+- f - ff- +-
S.L I I I I I *
-5 0 5 10 15 2300 2400 2500 2600
OUTSIDE AIR TEMPERATURE- °C ENGINE SPEED- RPM

CLIMB PERFORMANCE
Figure 5-17
REPORT: VB-1565
PERFORMANCE
SECTION 5
5-19

ASSOCIATED CONDITIONS: MAXIMUM RATE OF CLIMB
GROSS WEIGHT: 2440 lb.
POWER: FULL THROTTLE EXAMPLE
MIXTURE: FULL RICH PRESSURE ALTITUDE: 5000FT
FLAPS: UP OAT: 16°C(ISA+11°C)
AIRSPEED: 79 KIAS MAX RATE OF CLIMB: 374 FPM
CLIMB PERFORMANCE
PRESSURE OUTSIDE AIR TEMPERATURE J

ALTITUDE ISA- 15° C ISA ISA + 10° C ISA + 20° C ISA + 30° C
FEET
Figure 5-17
S.L. 677 644 624 604 585

1000 628 595 574 554 534
2000 578 545 524 504 485
3000 528 495 475 455 436
4000 478 446 425 405 386
5000 429 396 376 356 337
6000 379 346 326 306 287
7000 330 238
REPORT: VB-1565
298 277 257

PERFORMANCE
8000 280 248 227 207 188

9000 231 198 177 157 138
SECTION 5
10000 181 149 128 108 89

11000 132 99 79 59 40
12000 83 49 29 9 -10
5-19
13000 33 0 -21 -41 -60

5-20
REPORT: VB-1565
PERFORMANCE
SECTION 5
FUEL, TIME AND DISTANCE TO CLIMB
Figure 5-19

5-20
REPORT: VB-1565
PERFORMANCE
SECTION 5
TIME, FUEL, & DISTANCE TO CLIMB Example:
,------------':......., Departure Altitude Pressure Altitude: 1500 fl
ASSOCIATED CONDITIONS Distance shown based on zero wind
Departure Airport Temperature: 27° C
WEIGHT: 2440LBS Propeller Sensenich 7 4DM6-0-60 Cruise Pressure Altitude: 5000 fl.
POWER: FULL THROTTLE Cruise OAT: 16° C
MIXTURE: FULL RICH Time to climb(11 min. minus 3 min.): 8 min
FLAPS: UP Distance to climb (16.0 miles minus 3.0 miles): 13 NM
FUEL, TIME AND DISTANCE TO CLIMB
AIRSPEED: 79 KIAS Fuel to Climb (3 gal. minus 1 gal): 2 gal
Ui
~
~
' t-
"' :~~-~ f-J

·+-+-
•Jl
Figure 5-19
.,. ~ ff
~
·~
~
'-++---,
-+
r I
.00'
t-
S.L. PRESSURE ALTITUD~: fEET
+-+-+--
-25 -15 -5 5 15 25 35 45 0 10 20 30 40 50 0 2 4 6 8 10 12 0 20 40 60 80 100
OUTSIDE AIR TEMP- °C TIME -MIN FUEL- GAL DISTANCE - NM

REVISED: JUNE 9, 1995 5-20a REVISED: JUNE 9, 1995 5-20a
5-20b
REPORT: VB-1565
PERFORMANCE
SECTION 5
CRUISE PERFORMANCE - SPEED POWER
Figure 5-21

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

RPM for Constant 55% Power
Fuel Flow: Best Economy Mixture 7.9 GPH
Pressure Indicated Outside Air Temperature Engine True Air
Altitude Speed Speed
Feet oc oc Of RPM Knots
Sea Level ISA-15 0 32 2210 92

ISA 15 59 2250
ISA +10 25 77 2280
ISA +20 35 95 2300
ISA +30 45 113 2330 98
2000 ISA ·15 ·4 25 2260 94

ISA 11 52 2300
ISA +10 21 70 2320
ISA +20 31 88 2350
ISA +30 41 106 2370 100
4000 ISA -15 ·8 18 2300 96

ISA 7 45 2340
ISA +10 17 63 2370
ISA +20 27 81 2400
ISA +30 37 99 2420 102
6000 ISA -15 -12 10 2350 98

ISA 3 37 2390
ISA +10 13 55 2410
ISA +20 23 73 2440
ISA +30 33 91 2460 104
8000 ISA -15 ·16 4 2390 100

ISA -1 31 2430
ISA+10 9 49 2460
ISA +17.5 16.5 62 2475 104
9000 ISA ·15 -18 0 2410 101

ISA -3 27 2450
ISA +8.5 5.5 42 2480 104
10000 ISA -15 -20 -3 2430 102

ISA -5 24 2480 104
Example:
Cruise Altitude: 5000 ft
Cruise Temperature: 16° C (ISA + 11° C)
Engine Speed: 2390 RPM (By Interpolation)
ENGINE & CRUISE PERFORMANCE - 55% POWER ENGINE & CRUISE PERFORMANCE - 55% POWER

Fuel Flow: Best Economy Mixture 9.2 GPH
Feet oc oc OF RPM Knots
Sea Level ISA-15 0 32 2340 100

ISA 15 59 2390
ISA +10 25 77 2420
ISA +20 35 95 2440
ISA +30 45 113 2470 106
2000 ISA -15 -4 25 2390 103

ISA 11 52 2440
ISA +10 21 70 2460
ISA +20 31 88 2490
ISA +30 41 106 2520 108
4000 ISA -15 -8 18 2440 105

ISA 7 45 2480
ISA +10 17 63 2510
ISA +20 27 81 2540
ISA +30 37 99 2560 111
6000 ISA -15 -12 10 2490 107

ISA 3 37 2530
ISA +10 13 55 2560
ISA +20 23 73 2580
ISA +30 33 91 2600 113
8000 ISA -15 -16 4 2530 109

ISA -1 31 2580
ISA +10 9 49 2610
ISA +17.5 16.5 62 2630 114
9000 ISA -15 -18 0 2560 110

ISA -3 27 2600
ISA +8.5 5.5 42 2630 114
10000 ISA -15 -20 -3 2580 112
Example:
Cruise Temperature: 16° C (I SA+ 11 a C)
ENGINE & CRUISE PERFORMANCE - 65% POWER ENGINE & CRUISE PERFORMANCE - 65% POWER
Figure 5-23a Figure 5-23a

Fuel Flow: Best Power Mixture 11.4 GPH
Feet oc oc OF RPM Knots
Sea Level ISA-15 0 32 2460 106

ISA 15 59 2510
ISA+10 25 77 2540
ISA +20 35 95 2560
ISA +30 45 113 2590 112
2000 ISA-15 -4 25 2510 108

ISA 11 52 2560
ISA+10 21 70 2590
ISA +20 31 88 2620
ISA +30 41 106 2640 114
3000 ISA -15 -6 21 2540 109

ISA 9 48 2580
ISA+10 19 66 2610
ISA +20 29 84 2640 114
ISA +30 39 102 2670 -
4000 ISA -15 -8 18 2560 110
ISA 7 45 2610
ISA+10 17 63 2640 114
ISA +20 27 81 2670 -
ISA +30 37 99 2690 -
5000 ISA-15 -10 14 2590 112
ISA 5 41 2630 114
ISA +10 15 59 2660 -
ISA +20 25 77 2690 -
6000 ISA-15 -12 10 2610 113
ISA 3 37 2660 -
ISA +10 13 55 2690 -
7000 ISA-15 -14 6.8 2640 114
ISA 1 34 2690 -
Example:
Cruise Temperature: 16° C (I SA+ 11 o C)
ENGINE & CRUISE PERFORMANCE - 75% BEST POWER ENGINE & CRUISE PERFORMANCE - 75% BEST POWER
Figure 5-23b Figure 5-23b
5-24
REPORT: VB-1565
PERFORMANCE
SECTION 5
Figure 5-25
RANGE

5-24
REPORT: VB-1565
PERFORMANCE
SECTION 5
RANGE ASSOCIATED CONDITIONS:
48 GAL USABLE FUEL 2440 LBS GROSS WT. POWER MIXTURE
PROPELLER SENSENICH 74DM6-0-60 55% BEST ECONOMY
14000 Example: 65% BEST ECONOMY
Ii II 75% BEST POWER
Cruise pressure altitude: 5000 ft.
Cruise power: 75% Best power mixture
I L' Note: See Section 4.27 for
I '
Range w/45 min. reserve@ 55% power: 414 NM I mixture setting procedure
12000 Range w/o reserve: 474 NM
i
i !
NO RESERVE I
45 MIN RESERVE AT 55% POWER
10000 L
1- I ! i/ i
w I I
II J
w
u.. I
'
Figure 5-25
w' o:.l/ I
RANGE
0::
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0
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*
let *
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11
w '
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4000 '
ll. I
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I
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I I
2000 1/ :i
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I
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II I 'I ' I
I
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1/ :I I I I Ii I' I
ii I
J I I :I I 1/ I
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S.L. '
380 400 ' 420
;
440 460 480

I
500
if
440 460 480
!I 'I'
500 520
'I
540 560
'
580 600
RANGE- NAUTICAL MILES (INCLUDES DISTANCE TO CLIMB AND DESCEND)

ENDURANCE
Figure 5-29
REPORT: VB-1565
PERFORMANCE
SECTION 5
5-25

Example:
ENDURANCE
Cruise power: 75% best power mixture I ASSOCIATED CONDITIONS I POWER MIXTURE
Endurance w/ 45 min. reserve @ 55% 48 GAL USABLE FUEL 2440 LBS GROSS WT. 55 % BEST ECONOMY
power: 3.65 hrs. PROPELLER SENSENICH 74DM6-0-60 65 % BEST ECONOMY
Endurance w/o reserve: 4.17 75% BEST POWER
Note: See Section 4.27 for
11000
45 MIN RESERVE AT 55% POWER NO RESERVE~ mixture setting procedure
10000
9000 cr>
~1=
-..J CJ' -..J
0'1 f~ CJ'
1- 0'1 (11
0~ ~ 'if!. ~
~
0 0. 0 0-
ENDURANCE
LL 8000 "U "U

0
~
Figure 5-29
w
0 7000 ~
;u m
::::> ::u,=t=FJ=f=F
1-
i= 6000
_J H
<(
w 5000 -+-
0:: -+-++- 1--t++-
::::> 4000
(/) r-;-
(/)
w 3000
0::
a..
REPORT: VB-1565
2000
PERFORMANCE
•t ----+--
1000
SECTION 5
S.L.
i'l
-±::::::±:±:::
3.0 3.5 4.0 4.5 5.0 5.5 4.0 4.5 5.0 5.5 6.0
ENDURANCE-HOURS
5-25
(ENDURANCE INCLUDES TIME TO CLIMB AND DESCEND)

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

5-26
REPORT: VB-1565
PERFORMANCE
SECTION 5
TIME, FUEL, AND DISTANCE TO DESCEND ASSOCIATED CONDITIONS
Distance show based on zero wind POWER: 2500 RPM
FUEL, TIME AND DISTANCE TO DESCEND
Propeller Sensenich 74DM6-0-60 AIRSPEED: 126 KIAS

PRESSURE ISA- 15° C ISA oc ISA + 10° C ISA + 20° C ISA + 30° C
ALTITUDE TIME FUEL DIST TIME FUEL DIST TIME FUEL DIST TIME FUEL DIST TIME FUEL DIST
FEET MIN GAL NM MIN GAL NM MIN GAL NM MIN GAL NM MIN GAL NM
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1000 8 2 16 5 1 10 3 1 6 2 1 4 1 1 3
2000 21 4 43 8 2 17 5 1 10 3 1 8 3 1 6
Figure 5-31
3000 26 4 53 10 2 22 6 1 14 5 1 11 4 1 9
4000 29 5 59 12 2 26 8 2 17 6 1 13 5 1 11
5000 31 5 64 14 2 29 9 2 20 7 1 16 6 1 13
6000 33 5 67 15 3 32 10 2 22 8 2 18 7 1 15
7000 34 6 70 16 3 34 11 2 24 9 2 20 7 1 17
8000 35 6 73 17 3 36 12 2 26 9 2 21 8 2 18
9000 36 6 76 18 3 38 13 2 28 10 2 23 9 2 20
10000 37 6 78 19 3 40 13 2 30 11 2 25 9 2 21
11000 38 6 80 19 3 42 14 2 31 11 2 26 10 2 23
12000 39 6 81 20 3 43 15 2 33 12 2 28 10 2 24
Example:
Cruise Pressure Altitude: 5000 ft Time To Descend: 4.9 min (By Interpolation)
Cruise Temperature: 16° C (ISA + 11° C) Fuel To Descend: 1.0 gal
Time To Descend: 8.8 min (By Interpolation) Distance To Descend: 11 miles
Fuel To Descend: 1.9 gal (By Interpolation)
Distance To Descend: 19.6 miles (By Interpolation) Actual Time To Descend From Cruise To Destination Airport (8.8- 4.9): 3.9 min
Destination Airport Pressure Altitude: 2500 ft Actual Fuel To Descend From Cruise To Destination Airport (1.9- 1): 0.9 gal
Destination Airport Temperature: 24° C (ISA + 14° C) Actual Distance To Descend From Cruise To Destination Airport (19.6- 11): 8.6 NM
GLIDE PERFORMANCE
WEIGHT 2440 LBS. PROP WINDMILLING
FLAPS 0' NO WIND
73 KIAS
Example:
Terrain pressure altitude: 2000 ft.
Glide distance (9.5 miles minus 3.9 miles): 5.6 nautical miles
12000
10000
1-
w
w
u..
8000
w
c
::>
1-
i=
....1
6000
<1:
w CRUISE
a:
::>
U)
U) 4000
w
a:
a..
TEA I!II
2000
SEA lEVEl
0 5 10 15 20 25
GLIDE RANGE - NAUTICAL MILES
GLIDE PERFORMANCE GLIDE PERFORMANCE

5-27 5-27
5-28
REPORT: VB-1565
PERFORMANCE
SECTION 5
LANDING DISTANCE
Figure 5-35

5-28
REPORT: VB-1565
PERFORMANCE
SECTION 5
PA-28-161
LANDING DISTANCE
POWER OFF, FLAPS - 40 o
PAVED LEVEL DRY RUNWAY, MAXIMUM BRAKING
Example:
Destination airport altitude: 2500 ft.
Destination airport temperature: 24°C
Destination airport wind: 0 KTS 65 ......,
49
n.
LANDING DISTANCE
Landing Weight: 2179 lbs. 45 37

Distance over 50 ft. barrier:
0
Z--1~
3: ~-
Figure 5-35
1400
0 ~- ~
~sw ~"<>~ PIPER AIRCRAFT CORPORATION
w ~
z "'oq 1200
- . -~E. "\.1:\"'iuoE. .....
I'~'>E..ss.u . - u.:
w
a:
ui
II!H IIJ'Rll CIS
"'
.....
0
1000
0
'<t
N
I
w
z
::;
u.:
w
a:
I I
600
-40 -30 -20 -10 0 10 20 30 40 2400 2200 2000 19·'00 1aoo 17·'00 0 5 10 15
2300 2100
OUTSIDE AIR TEMP. - o WEIGHT - LBS. WIND- KTS.

LANDING GROUND ROLL DISTANCE
Figure 5-37
REPORT: VB-1565
PERFORMANCE
SECTION 5
5-29

PA-28-161
Example: I lllllllllll lllllll ASSOCIATED CONDITIONS:
Destination airport pressure altitude: 2500 ft. POWER OFF, FLAPS- 40'
Destination airport temperature: 24'C PAVED LEVEL DRY RUN\1\o
Destination airport wind: 0 KTS
45
~
Landing Weight: 2179 lbs.

Ground Roll: 625ft. TOUCH DOWN SPEED KIAS
-~
800
z0~~:::
3E ;!
0
z 700
...
~
::::;-
I
Figure 5-37
w ....
....
z
0
a:
tti ~~'i 600 c
z
a: ~() :I
0
a:
(!)
ui 500 (!)
"'.... z
~ 0
-t z<(
"'zw ....
REPORT: VB-1565
::::; 400
PERFORMANCE
u:
w
a:
SECTION 5
300
-40 -30 -20 -10 0 10 20 30 40 2400 2200 2000 1800 0 5 10 15
2300 2100 1900 1700
OUTSIDE AIR TEMP. - 'C WEIGHT- LBS. WIND - KTS.
5-29
5-30 5-30
SECTION 6 SECTION 6
WEIGHT AND BALANCE WEIGHT AND BALANCE

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

6-i 6-i

6-ii 6-ii
PA-28-161, WARRIOR III WEIGHT AND BALANCE PA-28-161, WARRIOR III WEIGHT AND BALANCE
SECTION 6 SECTION 6
WEIGHT AND BALANCE WEIGHT AND BALANCE

In order to achieve the performance and flying characteristics which are 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 designed into the airplane, it must be flown with the weight and center of
gravity (C.G.) position within the approved operating range (envelope). gravity (C.G.) position within the approved operating range (envelope).
Although the airplane offers a flexibility of loading, it cannot be flown with Although the airplane offers a flexibility of loading, it cannot be flown with
the maximum number of adult passengers, full fuel tanks and maximum the maximum number of adult passengers, full fuel tanks and maximum
baggage. With this loading flexibility comes responsibility. The pilot must baggage. With this loading flexibility comes responsibility. The pilot must
insure that the airplane is loaded within the loading envelope before insure that the airplane is loaded within the loading envelope before
takeoff. takeoff.
Misloading carries consequences for any aircraft. An overloaded air- Misloading carries consequences for any aircraft. An overloaded air-
plane will not take off, climb or cruise as well as a properly loaded one. The plane 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. heavier the airplane is loaded, the less climb performance it will have.
Center of gravity is a determining factor in flight characteristics. If the 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 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 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 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 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 becomes more difficult as the center of gravity moves aft of the approved
limit. limit.
A properly loaded airplane, however, will perform as intended. Before 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. 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 location is computed (basic empty weight consists of the standard empty
weight of the airplane plus the optional equipment). Using the basic empty weight of the airplane plus the optional equipment). Using the basic empty
weight and C.G. location, the pilot can easily determine the weight and C.G. weight and C.G. location, the pilot can easily determine the weight and C.G.
position for the loaded airplane by computing the total weight and moment position for the loaded airplane by computing the total weight and moment
and then determining whether they are within the approved envelope. and then determining whether they are within the approved envelope.
6-1 6-1
WEIGHT AND BALANCE PA-28-161, WARRIOR III WEIGHT AND BALANCE PA-28-161, WARRIOR III
The basic empty weight and C.G. location are recorded in the Weight 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 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 (Figure 6-7). The current values should always be used. Whenever new
equipment is added or any modification work is done, the mechanic equipment is added or any modification work is done, the mechanic
responsible for the work is required to compute a new basic empty weight 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 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. Weight and Balance Record. The owner should make sure that it is done.
A weight and balance calculation is necessary in determining how much A weight and balance calculation is necessary in determining how much
fuel or baggage can be loaded so as to keep within allowable limits. Check fuel or baggage can be loaded so as to keep within allowable limits. Check
calculations prior to adding fuel to insure against improper loading. calculations prior to adding fuel to insure against improper loading.
The following pages are forms used in weighing an airplane in The following pages are forms used in weighing an airplane in
production and in computing basic empty weight, C.G. position, and useful production and in computing basic empty weight, C.G. position, and useful
load. Note that the useful load includes usable fuel, baggage, cargo and load. Note that the useful load includes usable fuel, baggage, cargo and
passengers. Following this is the method for computing takeoff weight and passengers. Following this is the method for computing takeoff weight and
C.G. C.G.
6.3 AIRPLANE WEIGHING PROCEDURE 6.3 AIRPLANE WEIGHING PROCEDURE

At the time of licensing, Piper Aircraft Corporation provides each At the time of licensing, Piper Aircraft Corporation provides each
airplane with the basic empty weight and center of gravity location. This airplane with the basic empty weight and center of gravity location. This
data is supplied by Figure 6-5. data is supplied by Figure 6-5.
The removal or addition of equipment or airplane modifications can The removal or addition of equipment or airplane modifications can
affect the basic empty weight and center of gravity. The following is a affect the basic empty weight and center of gravity. The following is a
weighing procedure to determine this basic empty weight and center of weighing procedure to determine this basic empty weight and center of
gravity location: gravity location:
(a) Preparation (a) Preparation

(1) Be certain that all items checked in the airplane equipment (1) Be certain that all items checked in the airplane equipment
list are installed in the proper location in the airplane. list are installed in the proper location in the airplane.
(2) Remove excessive dirt, grease, moisture, and foreign items, (2) Remove excessive dirt, grease, moisture, and foreign items,
such as rags and tools, from the airplane before weighing. such as rags and tools, from the airplane before weighing.
6-2 6-2
(3) Defuel airplane. Then open all fuel drains until all remain- (3) Defuel airplane. Then open all fuel drains until all remain-
ing fuel is drained. Operate engine on each tank until all ing fuel is drained. Operate engine on each tank until all
undrainable fuel is used and engine stops. Then add the undrainable fuel is used and engine stops. Then add the
unusable fuel (2.0 gallons total, 1.0 gallon each wing). unusable fuel (2.0 gallons total, 1.0 gallon each wing).
CAUTION CAUTION
Whenever the fuel system is completely drained Whenever the fuel system is completely drained
and fuel is replenished, it will be necessary to and fuel is replenished, it will be necessary to
run the engine for a minimum of three minutes run the engine for a minimum of three minutes
at 1000 RPM on each tank to insure no air exists at 1000 RPM on each tank to insure no air exists
in the fuel supply lines. in the fuel supply lines.
(4) Fill with oil to full capacity. (4) Fill with oil to full capacity.
(5) Place pilot and copilot seats in fourth (4th) notch, aft of (5) Place pilot and copilot seats in fourth (4th) notch, aft of
forward position. Put flaps in fully retracted position forward position. Put flaps in fully retracted position
and all control surfaces in the neutral position. Tow bar and all control surfaces in the neutral position. Tow bar
should be in the proper location and all entrance and should be in the proper location and all entrance and
baggage doors should be closed. baggage doors should be closed.
(6) Weigh the airplane inside a closed building to prevent errors (6) Weigh the airplane inside a closed building to prevent errors
in the scale readings due to wind. in the scale readings due to wind.
(b) Leveling (b) Leveling
(1) With airplane on scales, block main gear oleo pistons in the (1) With airplane on scales, block main gear oleo pistons in the
fully extended position. fully extended position.
(2) Level airplane (refer to Figure 6-3) by deflating the nose (2) Level airplane (refer to Figure 6-3) by deflating the nose
wheel tire to center bubble on level. wheel tire to center bubble on level.
6-3 6-3
(c) Weighing - Airplane Basic Empty Weight (c) Weighing - Airplane Basic Empty Weight
With the airplane level and brakes released, record the weight With the airplane level and brakes released, record the weight
shown on each scale. Deduct the tare, if any, from each reading. shown on each scale. Deduct the tare, if any, from each reading.
Scale Net Scale Net

Scale Position and Symbol Reading Tare Weight Scale Position and Symbol Reading Tare Weight
Nose Wheel (N) Nose Wheel (N)
Right Main Wheel (R) Right Main Wheel (R)
Left Main Wheel (L) Left Main Wheel (L)
Basic Empty Weight, Basic Empty Weight,

(as Weighed) (T) (as Weighed) (T)
WEIGHING FORM WEIGHING FORM

6-4 6-4
(d) Basic Empty Weight Center of Gravity (d) Basic Empty Weight Center of Gravity
(1) The following geometry applies to the PA-28-161 airplane (1) The following geometry applies to the PA-28-161 airplane
when it is level. Refer to Leveling paragraph 6.3 (b). when it is level. Refer to Leveling paragraph 6.3 (b).
LEVELING DIAGRAM LEVELING DIAGRAM

(2) The basic empty weight center of gravity (as weighed (2) The basic empty weight center of gravity (as weighed
including optional equipment, full oil and unusable fuel) can including optional equipment, full oil and unusable fuel) can
be determined by the following formula: be determined by the following formula:
C.G. Arm = N (A) + (R + L) (B) inches C.G. Arm = N (A) + (R + L) (B) inches
T T
Where: T = N + R + L Where: T = N + R + L
6-5 6-5
6.5 WEIGHT AND BALANCE DATA AND RECORD 6.5 WEIGHT AND BALANCE DATA AND RECORD
The Basic Empty Weight, Center of Gravity Location and Useful Load 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 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 apply only to the specific airplane serial number and registration number
shown. shown.
The basic empty weight of the airplane as licensed at the factory has The basic empty weight of the airplane as licensed at the factory has
been entered in the Weight and Balance Record (Figure 6-7). This form is been entered in the Weight and Balance Record (Figure 6-7). This form is
provided to present the current status of the airplane basic empty weight provided to present the current status of the airplane basic empty weight
and a complete history of previous modifications. Any change to the per- and a complete history of previous modifications. Any change to the per-
manently installed equipment or modification which affects weight or manently installed equipment or modification which affects weight or
moment must be entered in the Weight and Balance Record and Equip- moment must be entered in the Weight and Balance Record and Equip-
ment List. ment List.
6-6 6-6
MODEL PA-28-161, WARRIOR III MODEL PA-28-161, WARRIOR III
Airplane Serial Number _________________________ Airplane Serial Number _________________________
Registration Number ___________________________ Registration Number ___________________________
Date ________________________________________ Date ________________________________________
AIRPLANE BASIC EMPTY WEIGHT AIRPLANE BASIC EMPTY WEIGHT
C.G. Arm C.G. Arm

Weight x (Inches Aft = Moment Weight x (Inches Aft = Moment
Item (Lbs) of Datum) (In-Lbs) Item (Lbs) of Datum) (In-Lbs)
Actual Actual
Standard Empty Weight* Computed Standard Empty Weight* Computed
Optional Equipment Optional Equipment
Basic Empty Weight Basic Empty Weight
*The standard empty weight includes full oil capacity and 2.0 gallons of *The standard empty weight includes full oil capacity and 2.0 gallons of
unusable fuel. unusable fuel.
AIRPLANE USEFUL LOAD — NORMAL CATEGORY OPERATION AIRPLANE USEFUL LOAD — NORMAL CATEGORY OPERATION
(Ramp Weight) - (Basic Empty Weight) = Useful Load (Ramp Weight) - (Basic Empty Weight) = Useful Load
(Normal Category: (2447 lbs) - ( lbs) = lbs (Normal Category: (2447 lbs) - ( lbs) = lbs
(Utility Category: (2027 lbs) - ( lbs) = lbs (Utility Category: (2027 lbs) - ( lbs) = lbs
THIS BASIC EMPTY WEIGHT, C.G,. AND USEFUL LOAD ARE THIS BASIC EMPTY WEIGHT, C.G,. AND USEFUL LOAD ARE
FOR THE AIRPLANE AS LICENSED AT THE FACTORY. REFER FOR THE AIRPLANE AS LICENSED AT THE FACTORY. REFER
TO APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS TO APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS
HAVE BEEN MADE. HAVE BEEN MADE.
WEIGHT AND BALANCE DATA FORM WEIGHT AND BALANCE DATA FORM
6-7 6-7
6-8 6-8
- - - -
Moment
Running Basic
Empty Weight
/100
Page Number
(Lb.)
Wt.
Moment
/100
Weight Change
Registration Number
Arm
(ln.)
(Lb.)
Wt.
,---.
+"-"
>
"-" '"0
'"0 ~
~
<~
I
,---.
:g
~
Description of Article
or Modification
As licensed
Serial Number
s
B .......
0
z
PA-28-161
Date
WEIGHT AND BALANCE RECORD WEIGHT AND BALANCE RECORD
6-9 6-9
Moment
Running Basic
Empty Weight
/100
Page Number
(Lb.)
Wt.
Moment
/100
Weight Change
Registration Number
Arm
(Lb.) (ln.)
Wt.
-·- +'-'
13 >
"Co
'-'13
~5 ~
Description of Article
or Modification
Serial Number
5
~
~
PA-28-161
Date
WEIGHT AND BALANCE RECORD (cont) WEIGHT AND BALANCE RECORD (cont)
Figure 6-7 (cont) Figure 6-7 (cont)
6-10 6-10
6.7 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT 6.7 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT
(a) Add the weight of all items to be loaded to the basic empty weight. (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 (b) Use the Loading Graph (Figure 6-13) to determine the moment of
all items to be carried in the airplane. all items to be carried in the airplane.
(c) Add the moment of all items to be loaded to the basic empty weight (c) Add the moment of all items to be loaded to the basic empty weight
moment. moment.
(d) Divide the total moment by the total weight to determine the C.G. (d) Divide the total moment by the total weight to determine the C.G.
location. location.
(e) By using the figures of item (a) and item (d) (above), locate a point (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 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 within the C.G. envelope, the loading meets the weight and balance
requirements. requirements.
Arm Aft Arm Aft

Weight Datum Moment Weight Datum Moment
(Lbs) (Inches) (In-Lbs) (Lbs) (Inches) (In-Lbs)
Basic Empty Weight 1500.0 85.9 128850 Basic Empty Weight 1500.0 85.9 128850
Pilot and Front Passenger 340.0 80.5 27370 Pilot and Front Passenger 340.0 80.5 27370
Passengers (Rear Seats)* 340.0 118.1 40154 Passengers (Rear Seats)* 340.0 118.1 40154
Fuel (48 Gallon Maximum) 267.0 95.0 25365 Fuel (48 Gallon Maximum) 267.0 95.0 25365
Baggage* (200 Lbs. Maximum) 142.8 Baggage* (200 Lbs. Maximum) 142.8
Ramp Weight (2447 Lbs. Normal, Ramp Weight (2447 Lbs. Normal,
2027 Lbs. Utility Maximum) 2447.0 90.6 221739 2027 Lbs. Utility Maximum) 2447.0 90.6 221739
Fuel Allowance Fuel Allowance
For Engine Start, Taxi and Run Up -7.0 95.0 -665 For Engine Start, Taxi and Run Up -7.0 95.0 -665
Takeoff Weight (2440 Lbs. Normal, Takeoff Weight (2440 Lbs. Normal,
2020 Lbs. Utility Maximum) 2440.0 90.6 221074 2020 Lbs. Utility Maximum) 2440.0 90.6 221074
The center of gravity (C.G.) of this sample loading problem is at 90.6 inches The center of gravity (C.G.) of this sample loading problem is at 90.6 inches
aft of the datum line. Locate this point (90.6) on the C.G. range and aft of the datum line. Locate this point (90.6) on the C.G. range and
weight graph. Since this point falls within the weight - C.G. envelope, this weight graph. Since this point falls within the weight - C.G. envelope, this
loading meets the weight and balance requirements. loading meets the weight and balance requirements.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER
TO INSURE THAT THE AIRPLANE IS LOADED PROPERLY. TO INSURE THAT THE AIRPLANE IS LOADED PROPERLY.
*Utility Category Operation - No baggage or aft passengers allowed. *Utility Category Operation - No baggage or aft passengers allowed.
SAMPLE LOADING PROBLEM (NORMAL CATEGORY) SAMPLE LOADING PROBLEM (NORMAL CATEGORY)
6-11 6-11
Arm Aft Arm Aft

Weight Datum Moment Weight Datum Moment
(Lbs) (Inches) (In-Lbs) (Lbs) (Inches) (In-Lbs)
Basic Empty Weight Basic Empty Weight
Pilot and Front Passenger 80.5 Pilot and Front Passenger 80.5
Passengers (Rear Seats)* 118.1 Passengers (Rear Seats)* 118.1
Fuel (48 Gallon Maximum) 95.0 Fuel (48 Gallon Maximum) 95.0
Baggage* (200 Lbs. Maximum) 142.8 Baggage* (200 Lbs. Maximum) 142.8
Ramp Weight (2447 Lbs. Normal, Ramp Weight (2447 Lbs. Normal,
2027 Lbs. Utility Maximum) 2027 Lbs. Utility Maximum)
Fuel Allowance Fuel Allowance

For Engine Start, Taxi and Run Up -7 95.0 -665 For Engine Start, Taxi and Run Up -7 95.0 -665
Takeoff Weight (2440 Lbs. Normal, Takeoff Weight (2440 Lbs. Normal,
2020 Lbs. Utility Maximum) 2020 Lbs. Utility Maximum)
Totals must be within approved weight and C.G. limits. It is the responsi- Totals must be within approved weight and C.G. limits. It is the responsi-
bility of the airplane owner and the pilot to insure that the airplane is loaded bility of the airplane owner and the pilot to insure that the airplane is loaded
properly. The Basic Empty Weight C.G. is noted on the Weight and Balance properly. The Basic Empty Weight C.G. is noted on the Weight and Balance
Data Form (Figure 6-5). If the airplane has been altered, refer to the Weight Data Form (Figure 6-5). If the airplane has been altered, refer to the Weight
and Balance Record for this information. and Balance Record for this information.
*Utility Category Operation - No baggage or aft passengers allowed. *Utility Category Operation - No baggage or aft passengers allowed.
WEIGHT AND BALANCE LOADING FORM WEIGHT AND BALANCE LOADING FORM
6-12 6-12
450
.}
.,.,,.~
400 q'>"
.§
,..,<l!J
350
.
q_~o""'
\~~"
~ .,,.r>.>"''"
.,<>
~ q'>
~
300
«"' '~-'"
Vi
c
z
:::;)
0 250
!!:.
1-
:I:
(!J fl>'l><b"'
jjj
200 <1>"'~
$:
c<(
0
-'
150
100
50
0
0 5 10 15 20 25 30 35 40
MOMENT/1000 (POUNDS- INCHES)
LOADING GRAPH LOADING GRAPH

6-13 6-13
WEIGHT
vs 89 90
C.G. ENVELOPE
2440 MAX. GROSS WT.

NORMAL CATEGORY
86
I') en
r-~---+--~--+---+-~r-~---+--~--;~ 0)---~-1800
'
~ 1-
- J:
\---+---+---+---1---+---+---+--+---+----1 :---- S! -1700
"'"'{ w
3:
r--+--~~r-~--+--+---r--t--+--;-------~-1600
<1:
.....
0..
r--r--~-+--+--+--+--+--+--+--;--------~-1500
<1:
~-----~8,~3~8~4~8~5~8~6~8~7~8~8~8~9~9~0~9~1~9~2~9~3~------- 1200
C.G. LOCATION (INCHES AFT DATUM)
C.G. RANGE AND WEIGHT C.G. RANGE AND WEIGHT

6-14 6-14
SECTION 7 SECTION 7
DESCRIPTION AND OPERATION DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS OF THE AIRPLANE AND ITS SYSTEMS

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

7-i 7-i

7-ii 7-ii
PA-28-161 WARRIOR III DESCRIPTION & OPERATION PA-28-161 WARRIOR III DESCRIPTION & OPERATION
SECTION 7 SECTION 7
DESCRIPTION AND OPERATION DESCRIPTION AND OPERATION

OF THE AIRPLANE AND ITS SYSTEMS OF THE AIRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE 7.1 THE AIRPLANE

The WARRIOR III is a single-engine, fixed gear monoplane of all metal The WARRIOR III is a single-engine, fixed gear monoplane of all metal
construction with low semi-tapered wings. It has four place seating and a construction with low semi-tapered wings. It has four place seating and a
baggage capacity of two hundred pounds. baggage capacity of two hundred pounds.
7.3 AIRFRAME 7.3 AIRFRAME
The primary structure, with the exception of the steel tube engine The primary structure, with the exception of the steel tube engine
mount, steel landing gear struts and isolated areas, is of aluminum alloy mount, steel landing gear struts and isolated areas, is of aluminum alloy
construction. Lightweight plastics are used extensively in the extremities - construction. Lightweight plastics are used extensively in the extremities -
the wing tips, the engine cowling, etc. - and in nonstructural components the wing tips, the engine cowling, etc. - and in nonstructural components
throughout the airplane. throughout the airplane.
The fuselage is a conventional semi-monocoque structure. On the right The fuselage is a conventional semi-monocoque structure. On the right
side of the airplane is a cabin door for entrance and exit. A baggage door is side of the airplane is a cabin door for entrance and exit. A baggage door is
installed aft of the rear seat. installed aft of the rear seat.
The wing is of a conventional, semi-tapered design incorporating a laminar The wing is of a conventional, semi-tapered design incorporating a laminar
flow, NACA 652415, airfoil section. The cantilever wings are attached to each flow, NACA 652415, airfoil section. The cantilever wings are attached to each
side of the fuselage by insertion of the butt ends of the main spars into a spar side of the fuselage by insertion of the butt ends of the main spars into a spar
box carry-through which is an integral part of the fuselage structure. The spar box carry-through which is an integral part of the fuselage structure. The spar
box carry-through structure, located under the rear seat, provides in effect a box carry-through structure, located under the rear seat, provides in effect a
continuous main spar. The wings are also attached fore and aft of the main 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 spar by an auxiliary front spar and a rear spar. The rear spar, in addition to
taking torque and drag loads, provides a mount for flaps and ailerons. The taking torque and drag loads, provides a mount for flaps and ailerons. The
four-position wing flaps are mechanically controlled by a handle located four-position wing flaps are mechanically controlled by a handle located
between the front seats. When fully retracted, the right flap locks into place to between the front seats. When fully retracted, the right flap locks into place to
provide a step for cabin entry. Each wing contains one fuel tank. provide a step for cabin entry. Each wing contains one fuel tank.
7-1 7-1
DESCRIPTION & OPERATION PA-28-161, WARRIOR III DESCRIPTION & OPERATION PA-28-161, WARRIOR III
A vertical stabilizer, an all-movable horizontal stabilator, and a rudder A vertical stabilizer, an all-movable horizontal stabilator, and a rudder
make up the empennage. The stabilator incorporates an anti-servo tab which make up the empennage. The stabilator incorporates an anti-servo tab which
improves longitudinal stability and provides longitudinal trim. This tab improves longitudinal stability and provides longitudinal trim. This tab
moves in the same direction as the stabilator, but with increased travel. moves in the same direction as the stabilator, but with increased travel.
7.5 ENGINE AND PROPELLER 7.5 ENGINE AND PROPELLER
The PA-28-161 is powered by a four cylinder, direct drive, horizontally The PA-28-161 is powered by a four cylinder, direct drive, horizontally
opposed engine rated at 160 HP at 2700 RPM. It is equipped with a starter, a opposed engine rated at 160 HP at 2700 RPM. It is equipped with a starter, a
60 amp 28 volt alternator, a shielded ignition, two magnetos, vacuum pump 60 amp 28 volt alternator, a shielded ignition, two magnetos, vacuum pump
drive, a fuel pump, and a wetted polyurethane foam induction air filter. drive, a fuel pump, and a wetted polyurethane foam induction air filter.
The engine compartment is accessible for inspection through top-hinged The engine compartment is accessible for inspection through top-hinged
side panels on either side of the engine cowlings. The engine cowlings are side panels on either side of the engine cowlings. The engine cowlings are
cantilever structures attached at the fire wall. The engine mounts are cantilever structures attached at the fire wall. The engine mounts are
constructed of steel tubing, and dynafocal mounts are provided to reduce constructed of steel tubing, and dynafocal mounts are provided to reduce
vibration. vibration.
The exhaust system is constructed of stainless steel and incorporates The exhaust system is constructed of stainless steel and incorporates
dual mufflers with heater shrouds to supply heated air for the cabin, the dual mufflers with heater shrouds to supply heated air for the cabin, the
defroster system and the carburetor deicing system. defroster system and the carburetor deicing system.
An oil cooler is located on the left rear of the engine mounted to the An oil cooler is located on the left rear of the engine mounted to the
engine baffling. Engine cooling air, which is picked up in the nose section of engine baffling. Engine cooling air, which is picked up in the nose section of
the engine cowling and carried through the baffling, is utilized on the left side the engine cowling and carried through the baffling, is utilized on the left side
for the oil cooler. A winterization plate is provided to restrict air during for the oil cooler. A winterization plate is provided to restrict air during
winter operation (refer to Section 8). winter operation (refer to Section 8).
Engine air enters on either side of the propeller through openings in a Engine air enters on either side of the propeller through openings in a
nose cowling and is carried through the engine baffling around the engine nose cowling and is carried through the engine baffling around the engine
and oil cooler. Air for the muffler shroud is also picked up from the nose and oil cooler. Air for the muffler shroud is also picked up from the nose
cowling and carried through a duct to the shroud. Carburetor induction air cowling and carried through a duct to the shroud. Carburetor induction air
enters a chin scoop on the lower right cowling and is passed through a wetted enters a chin scoop on the lower right cowling and is passed through a wetted
polyurethane filter to the carburetor air box. Heated air enters the carburetor polyurethane filter to the carburetor air box. Heated air enters the carburetor
air box through a hose connected to the heater shroud. air box through a hose connected to the heater shroud.
A fixed pitch propeller is installed as standard equipment. The propeller A fixed pitch propeller is installed as standard equipment. The propeller
has a 74-inch diameter with a 60-inch pitch. The pitch is determined at 75% has a 74-inch diameter with a 60-inch pitch. The pitch is determined at 75%
of the diameter. The propeller is made of an aluminum alloy construction. of the diameter. The propeller is made of an aluminum alloy construction.
The pilot should read and follow the procedures recommended in the The pilot should read and follow the procedures recommended in the
Lycoming Operator’s Manual for this engine in order to obtain maximum Lycoming Operator’s Manual for this engine in order to obtain maximum
engine efficiency and time between engine overhauls. engine efficiency and time between engine overhauls.
7-2 7-2
; I
bi
l
MAIN WHEEL ASSEMBLY MAIN WHEEL ASSEMBLY

7-3 7-3
7.7 LANDING GEAR 7.7 LANDING GEAR

The fixed-gear PA-28-161 is equipped with a Cleveland 5.00 x 5 wheel The fixed-gear PA-28-161 is equipped with a Cleveland 5.00 x 5 wheel
on the nose gear and a Cleveland 6.00 x 6 wheel on each main gear (Figure on the nose gear and a Cleveland 6.00 x 6 wheel on each main gear (Figure
7-1). Cleveland single disc hydraulic brake assemblies are provided on the 7-1). Cleveland single disc hydraulic brake assemblies are provided on the
main gear. The nose gear has a 5.00 x 5 four-ply tire, while the main wheel main gear. The nose gear has a 5.00 x 5 four-ply tire, while the main wheel
assemblies have 6.00 x 6 four-ply tires. At gross weight, the main gear tires assemblies have 6.00 x 6 four-ply tires. At gross weight, the main gear tires
require a pressure of 24 psi, and the nose gear tire requires a pressure of 30 require a pressure of 24 psi, and the nose gear tire requires a pressure of 30
psi. psi.
A spring device is incorporated in the rudder pedal torque tube assembly A spring device is incorporated in the rudder pedal torque tube assembly
to provide rudder trim. A bungee in the nose gear steering mechanism to provide rudder trim. A bungee in the nose gear steering mechanism
reduces steering effort and dampens bumps and shocks during taxiing. By reduces steering effort and dampens bumps and shocks during taxiing. By
using the rudder pedals and the brakes, the nose gear is steerable through a using the rudder pedals and the brakes, the nose gear is steerable through a
30 degree arc each side of center. Later aircraft have the bungee removed 30 degree arc each side of center. Later aircraft have the bungee removed from
from the nose gear steering mechanism and are steerable through a 20 degree the nose gear steering mechanism and are steerable through a 20 degree arc
arc each side of center. A shimmy dampener is also included in the nose gear. each side of center. A shimmy dampener is also included in the nose gear.
The three struts are of the air-oil type with the normal static load The three struts are of the air-oil type with the normal static load
extension being 3.25 inches for the nose gear and 4.50 inches for the main extension being 3.25 inches for the nose gear and 4.50 inches for the main
gear. gear.
The brakes are actuated by toe brake pedals which are attached to the The brakes are actuated by toe brake pedals which are attached to the
rudder pedals or by a hand lever and master cylinder located below and rudder pedals or by a hand lever and master cylinder located below and
behind the center of the instrument sub panel. Hydraulic cylinders are located behind the center of the instrument sub panel. Hydraulic cylinders are located
above each pedal and adjacent to the hand brake lever. The brake fluid above each pedal and adjacent to the hand brake lever. The brake fluid
reservoir is installed on the top left front face of the fire wall. The parking reservoir is installed on the top left front face of the fire wall. The parking
brake is incorporated in the master cylinder and is actuated by pulling back brake is incorporated in the master cylinder and is actuated by pulling back
on the brake lever and depressing the knob attached to the left side of the on the brake lever and depressing the knob attached to the left side of the
handle. To release the parking brake, pull back on the brake lever to handle. To release the parking brake, pull back on the brake lever to
disengage the catch mechanism and allow the handle to swing forward disengage the catch mechanism and allow the handle to swing forward
(refer to Figure 7-5). (refer to Figure 7-5).
7-4 7-4
FLIGHT CONTROL CONSOLE FLIGHT CONTROL CONSOLE

7.9 FLIGHT CONTROLS 7.9 FLIGHT CONTROLS

Dual flight controls are provided as standard equipment. The flight Dual flight controls are provided as standard equipment. The flight
controls actuate the control surfaces through a cable system. controls actuate the control surfaces through a cable system.
The horizontal surface (stabilator) is of the flying tail design with a trim The horizontal surface (stabilator) is of the flying tail design with a trim
tab mounted on the trailing edge. This tab serves the dual function of tab mounted on the trailing edge. This tab serves the dual function of
providing trim control and pitch control forces. The trim tab is actuated by a providing trim control and pitch control forces. The trim tab is actuated by a
trim control wheel located on the control console between the front seats trim control wheel located on the control console between the front seats
(Figure 7-3). Forward rotation of the wheel gives nose down trim and aft (Figure 7-3). Forward rotation of the wheel gives nose down trim and aft
rotation gives nose up trim. rotation gives nose up trim.
The rudder is conventional in design and incorporates a rudder trim. The The rudder is conventional in design and incorporates a rudder trim. The
trim mechanism is a spring loaded recentering device. The trim control is trim mechanism is a spring loaded recentering device. The trim control is
located on the right side of the pedestal below the throttle quadrant (refer to located on the right side of the pedestal below the throttle quadrant (refer to
Figure 7-5). Turning the trim control clockwise gives nose right trim and Figure 7-5). Turning the trim control clockwise gives nose right trim and
counterclockwise rotation gives nose left trim. counterclockwise rotation gives nose left trim.
7-5 7-5
Manually controlled flaps are provided on the PA-28-161. The flaps are Manually controlled flaps are provided on the PA-28-161. The flaps are
balanced and spring loaded to return to the retracted (up) position. A balanced and spring loaded to return to the retracted (up) position. A
control handle, which is located between the two front seats on the control control handle, which is located between the two front seats on the control
console (Figure 7-3), extends the flaps by the use of a control cable. To console (Figure 7-3), extends the flaps by the use of a control cable. To
extend the flaps, the handle is pulled up to the desired flap setting of 10, 25 or extend the flaps, the handle is pulled up to the desired flap setting of 10, 25 or
40 degrees. To retract, depress the button on the end of the handle and lower 40 degrees. To retract, depress the button on the end of the handle and lower
the control. When extending or retracting flaps, there is a pitch change in the the control. When extending or retracting flaps, there is a pitch change in the
airplane. This pitch change can be corrected either by stabilator trim or airplane. This pitch change can be corrected either by stabilator trim or
increased control wheel force. When the flaps are in the retracted (up) increased control wheel force. When the flaps are in the retracted (up)
position the right flap, provided with an over-center lock mechanism, acts position the right flap, provided with an over-center lock mechanism, acts
as a step. as a step.
NOTE NOTE
The right flap will support a load only in the The right flap will support a load only in the
fully retracted (up) position. When the flap is to fully retracted (up) position. When the flap is to
be used as a step, make sure the flaps are in the be used as a step, make sure the flaps are in the
retracted (up) position. retracted (up) position.
7.11 ENGINE CONTROLS 7.11 ENGINE CONTROLS

Engine controls consist of a throttle control and a mixture control lever. Engine controls consist of a throttle control and a mixture control lever.
These controls are located on the control quadrant on the lower center of the These controls are located on the control quadrant on the lower center of the
instrument panel (Figure 7-5) where they are accessible to both the pilot and instrument panel (Figure 7-5) where they are accessible to both the pilot and
the copilot. The controls utilize teflon-lined control cables to reduce friction the copilot. The controls utilize teflon-lined control cables to reduce friction
and binding. and binding.
The throttle lever is used to adjust engine RPM. The mixture control The throttle lever is used to adjust engine RPM. The mixture control
lever is used to adjust the air to fuel ratio. The engine is shut down by the lever is used to adjust the air to fuel ratio. The engine is shut down by the
placing of the mixture lever in the full lean position. For information on the placing of the mixture lever in the full lean position. For information on the
leaning procedure, see the Avco-Lycoming Operator’s Manual. leaning procedure, see the Avco-Lycoming Operator’s Manual.
The friction adjustment lever on the right side of the control quadrant The friction adjustment lever on the right side of the control quadrant
may be adjusted to increase or decrease the friction holding the throttle and may be adjusted to increase or decrease the friction holding the throttle and
mixture controls or to lock the controls in a selected position. mixture controls or to lock the controls in a selected position.
The carburetor heat control lever is located to the right of the control The carburetor heat control lever is located to the right of the control
quadrant on the instrument panel. The control is placarded with two quadrant on the instrument panel. The control is placarded with two
positions: ON (down), OFF (up). positions: ON (down), OFF (up).
7-6 7-6
)
)
\''1
II ___--
\
CONTROL QUADRANT AND CONSOLE CONTROL QUADRANT AND CONSOLE

7-7 7-7
FUEL SELECTOR FUEL SELECTOR

7.13 FUEL SYSTEM 7.13 FUEL SYSTEM
Fuel is stored in two twenty-five gallon (24 gallons usable) fuel tanks, Fuel is stored in two twenty-five gallon (24 gallons usable) fuel tanks,
giving the airplane a total capacity of fifty U.S. gallons (48 gallons usable). giving the airplane a total capacity of fifty U.S. gallons (48 gallons usable).
Each tank is equipped with a filler neck indicator tab to aid in determining Each tank is equipped with a filler neck indicator tab to aid in determining
fuel remaining when the tanks are not full. Usable capacity to the bottom of fuel remaining when the tanks are not full. Usable capacity to the bottom of
the indicator tab is 17 gallons. The tanks are secured to the leading edge of the indicator tab is 17 gallons. The tanks are secured to the leading edge of
each wing with screws and nut plates. This allows removal for service or each wing with screws and nut plates. This allows removal for service or
inspection. inspection.
The fuel tank selector control (Figure 7-7) is located on the left side panel The fuel tank selector control (Figure 7-7) is located on the left side panel
forward of the pilot’s seat. The button on the selector cover must be depressed forward of the pilot’s seat. The button on the selector cover must be depressed
and held while the handle is moved to the OFF position. The button releases and held while the handle is moved to the OFF position. The button releases
automatically when the handle is moved back to the ON position. automatically when the handle is moved back to the ON position.
An auxiliary electric fuel pump is provided in case of the failure of the An auxiliary electric fuel pump is provided in case of the failure of the
engine-driven pump. The electric pump should be ON for all takeoffs and engine-driven pump. The electric pump should be ON for all takeoffs and
landings and when switching tanks. The fuel pump switch is located in the landings and when switching tanks. The fuel pump switch is located in the
switch panel above the throttle quadrant. switch panel above the throttle quadrant.
7-8 7-8
CARBURETOR
TRANSDUCER
FUEL PRESSURE
GAUGE
ENGINE FUEl PUivP
ELECTRIC FUEL PUMP
LEFT MAIN TANK RIGHT MAIN TANK
FUEL QUANTITY
GAUGE
FUEL SYSTEM SCHEMATIC FUEL SYSTEM SCHEMATIC

7-9 7-9
The fuel drains should be opened daily prior to first flight to check for The fuel drains should be opened daily prior to first flight to check for
water or sediment and proper fuel. Each tank has an individual drain at the water or sediment and proper fuel. Each tank has an individual drain at the
bottom, inboard rear corner. A fuel strainer, located on the lower left front bottom, inboard rear corner. A fuel strainer, located on the lower left front
of the fire wall, has a drain which is accessible from outside the nose section. of the fire wall, has a drain which is accessible from outside the nose section.
The strainer should also be drained before the first flight of the day. Refer to The strainer should also be drained before the first flight of the day. Refer to
Section 8 for the complete fuel draining procedure. Section 8 for the complete fuel draining procedure.
Fuel quantity and fuel pressure gauges are combined in a single gauge Fuel quantity and fuel pressure gauges are combined in a single gauge
located on the center of the instrument panel just above the engine tachometer located on the center of the instrument panel just above the engine tachometer
(refer to Figure 7-15). (refer to Figure 7-15).
An electric engine priming system is available to facilitate starting. An electric engine priming system is available to facilitate starting.
Pressing the momentary primer switch on, automatically activates the electric Pressing the momentary primer switch on, automatically activates the electric
fuel pump and opens a solenoid valve, which then supplies fuel to the fuel fuel pump and opens a solenoid valve, which then supplies fuel to the fuel
primer lines. primer lines.
7.15 ELECTRICAL SYSTEM 7.15 ELECTRICAL SYSTEM

The electrical system includes a 28-volt, 60-amp alternator; a 24-volt The electrical system includes a 28-volt, 60-amp alternator; a 24-volt
battery; a voltage regulator and a master switch relay (Figure 7-11). The battery; a voltage regulator and a master switch relay (Figure 7-11). The
battery is in a box, mounted on the forward right face of the fire wall. The battery is in a box, mounted on the forward right face of the fire wall. The
regulator and overvoltage relay are located on the forward left side of the regulator and overvoltage relay are located on the forward left side of the
fuselage behind the instrument panel. fuselage behind the instrument panel.
Electrical switches are located on the right center instrument panel (refer Electrical switches are located on the right center instrument panel (refer
to Figure 7-15), and the circuit breakers are located on the lower right to Figure 7-15), and the circuit breakers are located on the lower right
instrument panel (refer to Figure 7-13). Three rheostat switches located on the instrument panel (refer to Figure 7-13). Three rheostat switches located on the
pilots lower instrument panel controls and dims the switch, panel and avionics pilots lower instrument panel controls and dims the switch, panel and avionics
lights. lights.
Standard electrical accessories include a starter, electric fuel pump, stall Standard electrical accessories include a starter, electric fuel pump, stall
warning indicator, fuel gauge, ammeter, and annunciator panel. warning indicator, fuel gauge, ammeter, and annunciator panel.
7-10 7-10
The annunciator panel includes alternator inop., and oil pressure indicator The annunciator panel includes alternator inop., and oil pressure indicator
lights. The annunciator panel also includes a vacuum inop. light, low volts and lights. The annunciator panel also includes a vacuum inop. light, low volts and
starter engage indicator lights. The annunciator panel lights are provided only starter engage indicator lights. The annunciator panel lights are provided only
as a warning to the pilot that a system may not be operating properly, and that as a warning to the pilot that a system may not be operating properly, and that
he should check and monitor the applicable system gauge to determine when he should check and monitor the applicable system gauge to determine when
or if any necessary action is required. or if any necessary action is required.
Electrical accessories include navigation lights, wing tip recognition lights, Electrical accessories include navigation lights, wing tip recognition lights,
wing tip strobe lights, landing light, instrument lighting, and cabin dome light. wing tip strobe lights, landing light, instrument lighting, and cabin dome light.
Circuits will handle the addition of communications and navigational Circuits will handle the addition of communications and navigational
equipment. equipment.
A flood light, mounted in the overhead panel, provides instrument and A flood light, mounted in the overhead panel, provides instrument and
cockpit lighting for night flying. The light is controlled by a rheostat switch cockpit lighting for night flying. The light is controlled by a rheostat switch
located adjacent to the light. A map light window in the lens is actuated by an located adjacent to the light. A map light window in the lens is actuated by an
adjacent switch. adjacent switch.
WARNING WARNING
Anti-collision lights should not be operating Anti-collision lights should not be operating
when flying through cloud, fog or haze, since the when flying through cloud, fog or haze, since the
reflected light can produce spatial dis- reflected light can produce spatial dis-
orientation. Strobe lights should not be used in orientation. Strobe lights should not be used in
close proximity to the ground such as during close proximity to the ground such as during
taxiing, takeoff or landing. taxiing, takeoff or landing.
Unlike previous generator systems, the ammeter as installed does not show Unlike previous generator systems, the ammeter as installed does not show
battery discharge; rather, it indicates the electrical load on the alternator in battery discharge; rather, it indicates the electrical load on the alternator in
amperes. With all the electrical equipment off and the master switch on, the amperes. With all the electrical equipment off and the master switch on, the
ammeter will indicate the charging rate of the battery. As each electrical unit ammeter will indicate the charging rate of the battery. As each electrical unit
is switched on, the ammeter will indicate the total ampere draw of all the is switched on, the ammeter will indicate the total ampere draw of all the
units including the battery. For example, the average continuous load for units including the battery. For example, the average continuous load for
night flight with radios on is about 30 amperes. This 30 ampere value plus night flight with radios on is about 30 amperes. This 30 ampere value plus
approximately 2 amperes for a fully charged battery will appear continuously approximately 2 amperes for a fully charged battery will appear continuously
under these flight conditions. The amount of current shown on the ammeter under these flight conditions. The amount of current shown on the ammeter
will tell immediately if the alternator system is operating normally, as the will tell immediately if the alternator system is operating normally, as the
amount of current shown should equal the total amperage drawn by the amount of current shown should equal the total amperage drawn by the
electrical equipment which is operating. electrical equipment which is operating.
For abnormal and/or emergency operation and procedures, see Section For abnormal and/or emergency operation and procedures, see Section
3. 3.
7-11 7-11
ALTERNATOR BATIERY STARTER

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

7-12 7-12
CIRCUIT BREAKER PANEL CIRCUIT BREAKER PANEL

7.17 VACUUM SYSTEM 7.17 VACUUM SYSTEM

The vacuum system is designed to operate the air-driven gyro instru- The vacuum system is designed to operate the air-driven gyro instru-
ments. This includes the directional and attitude gyros when installed. The ments. This includes the directional and attitude gyros when installed. The
system consists of an engine driven vacuum pump, a vacuum regulator, a filter system consists of an engine driven vacuum pump, a vacuum regulator, a filter
and the necessary plumbing. and the necessary plumbing.
The vacuum pump is a dry-type pump. A shear drive protects the pump The vacuum pump is a dry-type pump. A shear drive protects the pump
from damage. If the drive shears, the gyros will become inoperative. from damage. If the drive shears, the gyros will become inoperative.
A vacuum gauge, mounted on the far left instrument panel, provides a pilot A vacuum gauge, mounted on the far left instrument panel, provides a pilot
check for the system during operation. A decrease in pressure in a system that check for the system during operation. A decrease in pressure in a system that
remained constant over an extended period may indicate a dirty filter, dirty remained constant over an extended period may indicate a dirty filter, dirty
screens, possibly a sticky vacuum regulator or leak in the system (a low screens, possibly a sticky vacuum regulator or leak in the system (a low
vacuum indicator light is provided in the annunciator panel). Zero pressure vacuum indicator light is provided in the annunciator panel). Zero pressure
would indicate a sheared pump drive, defective pump, possibly a defective would indicate a sheared pump drive, defective pump, possibly a defective
7-13 7-13
gauge or collapsed line. In the event of any gauge variation from the norm, 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 the pilot should have a mechanic check the system to prevent possible
damage to the system components or eventual failure of the system. damage to the system components or eventual failure of the system.
A vacuum regulator is provided in the system to protect the gyros. The A vacuum regulator is provided in the system to protect the gyros. The
valve is set so the normal vacuum reads 4.8 to 5.2 inches of mercury, a setting valve is set so the normal vacuum reads 4.8 to 5.2 inches of mercury, a setting
which provides sufficient vacuum to operate all the gyros at their rated RPM. 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 Higher settings will damage the gyros and with a low setting the gyros will be
unreliable. The regulator is located behind the instrument panel. Vacuum unreliable. The regulator is located behind the instrument panel. Vacuum
pressure, even though set correctly, can read lower at very high altitude pressure, even though set correctly, can read lower at very high altitude
(above 12,000 ft), and at low engine RPM (usually on approach or during (above 12,000 ft), and at low engine RPM (usually on approach or during
training maneuvers). This is normal and should not be considered a training maneuvers). This is normal and should not be considered a
malfunction. malfunction.
7-14 7-14
7.19 INSTRUMENT PANEL 7.19 INSTRUMENT PANEL

The instrument panel (Figure 7-15) is designed to accommodate instru- The instrument panel (Figure 7-15) is designed to accommodate instru-
ments and avionics equipment for VFR and IFR flights. ments and avionics equipment for VFR and IFR flights.
The artificial horizon and directional gyro are vacuum operated and are The artificial horizon and directional gyro are vacuum operated and are
located in the center of the left hand instrument panel. The vacuum gauge is located in the center of the left hand instrument panel. The vacuum gauge is
located on the upper left hand instrument panel. The turn indicator on the left located on the upper left hand instrument panel. The turn indicator on the left
side is electrically operated. side is electrically operated.
The radios are located in the center section of the panel, and the circuit The radios are located in the center section of the panel, and the circuit
breakers are in the lower right corner of the panel. breakers are in the lower right corner of the panel.
Standard instruments include a compass, an airspeed indicator, a Standard instruments include a compass, an airspeed indicator, a
tachometer, altimeter, ammeter, engine cluster gauge, fuel quantity gauge, and tachometer, altimeter, ammeter, engine cluster gauge, fuel quantity gauge, and
an annunciator panel. The compass is mounted on the windshield bow in clear an annunciator panel. The compass is mounted on the windshield bow in clear
view of the pilot. view of the pilot.
7-15 7-15
0
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TYPICAL INSTRUMENT PANEL TYPICAL INSTRUMENT PANEL
7-16 7-16
PA-28-161 WARRIOR III

1. CLOCK (ELECTRIC) (OPTIONAL) 17. CABIN AIR CONTROL
2. AIRSPEED INDICATOR WINDSHIELD DEFROST AND HEAT
3. ATTITUDE GYRO 18. CIRCUIT BREAKER PANEL
4. ALTIMETER 19. CARB. HEAT
TYPICAL INSTRUMENT PANEL
5. DAY/NIGHT SWITCH 20. SWITCH PANEL

6. ANNUNCIATOR PANEL 21. ENGINE GAUGE, OIL TEMP
Figure 7-15 (cont)
7. COMPASS (MAGNETIC) OIL AND FUEL PRESSURE

7a. COMPASS CORRECTION CARD 22. VOR/LOC NAVIGATION INDICATOR
8. COMM / NAV RADIO 23. VERTICAL SPEED INDICATOR
9. TRANSPONDER 24. LIGHT CONTROL AND DIMMING
DESCRIPTION & OPERATION

10 AMMETER (DIGITAL) SWITCH, INST. PANEL,& RADIOS
11. HOUR METER 25. MAGNETO & START SWITCH
12. TACHOMETER (RPM) 26. MIC/PHONE JACKS
13. FUEL QUANTITY 27. ELT CONTROL
14. DIRECTIONAL GYRO 28. INTERCOM CONTROL
REPORT: VB-1565
15. TURN & BANK 29 ENGINE PRIMER (ELECTRIC)

16. VACUUM GAUGE
SECTION 7
7-17

1. CLOCK (ELECTRIC) (OPTIONAL) 17. CABIN AIR CONTROL
2. AIRSPEED INDICATOR WINDSHIELD DEFROST AND HEAT
3. ATTITUDE GYRO 18. CIRCUIT BREAKER PANEL
4. ALTIMETER 19. CARB. HEAT
TYPICAL INSTRUMENT PANEL
5. DAY/NIGHT SWITCH 20. SWITCH PANEL

6. ANNUNCIATOR PANEL 21. ENGINE GAUGE, OIL TEMP
Figure 7-15 (cont)
7. COMPASS (MAGNETIC) OIL AND FUEL PRESSURE

7a. COMPASS CORRECTION CARD 22. VOR/LOC NAVIGATION INDICATOR
8. COMM / NAV RADIO 23. VERTICAL SPEED INDICATOR
9. TRANSPONDER 24. LIGHT CONTROL AND DIMMING
DESCRIPTION & OPERATION
10 AMMETER (DIGITAL) SWITCH, INST. PANEL,& RADIOS

11. HOUR METER 25. MAGNETO & START SWITCH
12. TACHOMETER (RPM) 26. MIC/PHONE JACKS
13. FUEL QUANTITY 27. ELT CONTROL
REPORT: VB-1565
14. DIRECTIONAL GYRO 28. INTERCOM CONTROL

15. TURN & BANK 29 ENGINE PRIMER (ELECTRIC)
16. VACUUM GAUGE
SECTION 7
7-17
7.21 PITOT-STATIC SYSTEM 7.21 PITOT-STATIC SYSTEM

The system supplies both pitot and static pressure for the airspeed The system supplies both pitot and static pressure for the airspeed
indicator, altimeter, and vertical speed indicator (Figure 7-17). indicator, altimeter, and vertical speed indicator (Figure 7-17).
Pitot and static pressure are picked up by a pitot head installed on the Pitot and static pressure are picked up by a pitot head installed on the
bottom of the left wing and carried through pitot and static lines within the bottom of the left wing and carried through pitot and static lines within the
wing and fuselage to the gauges on the instrument panel. wing and fuselage to the gauges on the instrument panel.
An alternate static source control valve is located below the left side of An alternate static source control valve is located below the left side of
the instrument panel. When the valve is set in the alternate position, the the instrument panel. When the valve is set in the alternate position, the
altimeter, vertical speed indicator and airspeed indicator will be using cabin altimeter, vertical speed indicator and airspeed indicator will be using cabin
air for static pressure. The storm window and cabin vents must be closed and air for static pressure. The storm window and cabin vents must be closed and
the cabin heater and defroster must be on during alternate static source the cabin heater and defroster must be on during alternate static source
operation. The altimeter error is less than 50 feet unless otherwise placarded. operation. The altimeter error is less than 50 feet unless otherwise placarded.
Both the pitot and static lines can be drained through separate drain Both the pitot and static lines can be drained through separate drain
valves located on the left lower side of the fuselage interior. valves located on the left lower side of the fuselage interior.
A heated pitot head, which alleviates problems with icing and heavy A heated pitot head, which alleviates problems with icing and heavy
rain, is available as optional equipment. The switch for the heated pitot head rain, is available as optional equipment. The switch for the heated pitot head
is located on the electrical switch panel to the left of the right control wheel. is located on the electrical switch panel to the left of the right control wheel.
A pitot heat inop/off annunciator is provided with the heated pitot head A pitot heat inop/off annunciator is provided with the heated pitot head
option. The annunciator will be on anytime the pitot heat is turned off or is option. The annunciator will be on anytime the pitot heat is turned off or is
drawing insufficient current to adequately heat the pitot head. drawing insufficient current to adequately heat the pitot head.
To prevent bugs and water from entering the pitot and static pressure To prevent bugs and water from entering the pitot and static pressure
holes, a cover should be placed over the pitot head. A partially or completely holes, a cover should be placed over the pitot head. A partially or completely
blocked pitot head will give erratic or zero readings on the instruments. blocked pitot head will give erratic or zero readings on the instruments.
NOTE NOTE
During the preflight, check to make sure the During the preflight, check to make sure the
pitot cover is removed. pitot cover is removed.
7-18 7-18
5
// /"
/
1----
I /
>./'/
r;---1 i----
3. PITOT HEAT SWITCH(OPTIONAL)

( ___ /
4. VERTICAL SPEEO INDICATOR
7. ALTERNATE STATIC SOURCE

2. A IRSPEED INDICATOR
6. DRAIN VALVES
$. PITOT HEAD
1. ALTIMETER
,..-
PITOT-STATIC SYSTEM PITOT-STATIC SYSTEM
7-19 7-19
CABIN HEAT
FRESH AIR
FRESH AIR CONTROL !PASSENGER)
CABIN HEAT DIVERSICN CONTROL
~~~
FRESH AIR CONTROL !COCKPIT)
•
(>
CABIN EXHAUST OUTLET
BLOWER SWITCH PANEL

/~\/-------
DEFROSTER CONTROL
DEFROSTER OUTLETS
HEATER CONTROL
FRESH AIR INLET
//
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5
1
4
2
3
6
7
8
9
(
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~
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/----
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HEATING AND VENTILATING SYSTEM HEATING AND VENTILATING SYSTEM
7-20 7-20
7.23 HEATING AND VENTILATING SYSTEM 7.23 HEATING AND VENTILATING SYSTEM
Heat for the cabin interior and the defroster system is provided by a shroud Heat for the cabin interior and the defroster system is provided by a shroud
attached to the muffler (Figure 7-19). The amount of heat can be regulated with attached to the muffler (Figure 7-19). The amount of heat can be regulated with
the controls located on the far right side of the instrument panel. the controls located on the far right side of the instrument panel.
The airflow between front and rear seats can be regulated by the heat The airflow between front and rear seats can be regulated by the heat
diversion controls located on either side of the console atop the heat ducts. diversion controls located on either side of the console atop the heat ducts.
CAUTION CAUTION
When cabin heat is operated, heat duct surface When cabin heat is operated, heat duct surface
becomes hot. This could result in burns if arms becomes hot. This could result in burns if arms
or legs are placed too close to heat duct outlets or legs are placed too close to heat duct outlets
or surface. or surface.
Fresh air inlets are located in the leading edges of the wings near the Fresh air inlets are located in the leading edges of the wings near the
fuselage. At each front seat location there is an adjustable fresh air outlet on the fuselage. At each front seat location there is an adjustable fresh air outlet on the
side of the cabin near the floor. Cabin air is exhausted through an outlet side of the cabin near the floor. Cabin air is exhausted through an outlet
located below the rear seat. located below the rear seat.
7.25 CABIN FEATURES 7.25 CABIN FEATURES

For ease of entry and exit and for pilot-passenger comfort, the front For ease of entry and exit and for pilot-passenger comfort, the front
seats are adjustable fore and aft. The right front seat tilts forward to allow seats are adjustable fore and aft. The right front seat tilts forward to allow
easy entry to the rear seats. The cabin interior includes a pilot storm window, easy entry to the rear seats. The cabin interior includes a pilot storm window,
ash trays and armrests on each front seat, two map pockets and pockets on the ash trays and armrests on each front seat, two map pockets and pockets on the
backs of the front seats. backs of the front seats.
The front seats are vertically adjustable. The front seats are vertically adjustable.
7-21 7-21
Shoulder harnesses with inertia reels are provided for each front seat Shoulder harnesses with inertia reels are provided for each front seat
occupant and, depending on the model year, are provided as standard or occupant and, depending on the model year, are provided as standard or
optional equipment for the occupants of the rear seats. A check of the inertia optional equipment for the occupants of the rear seats. A check of the inertia
reel mechanism can be made by pulling sharply on the strap and checking reel mechanism can be made by pulling sharply on the strap and checking
that the reel will lock in place under sudden stress. This locking feature that the reel will lock in place under sudden stress. This locking feature
prevents the strap from extending and holds the occupant in place. Under prevents the strap from extending and holds the occupant in place. Under
normal movement the strap will extend and retract as required. Shoulder normal movement the strap will extend and retract as required. Shoulder
harnesses should be routinely worn during takeoff, landing and whenever an harnesses should be routinely worn during takeoff, landing and whenever an
inflight emergency situation occurs. inflight emergency situation occurs.
7.27 BAGGAGE AREA 7.27 BAGGAGE AREA

A 24 cubic foot baggage area, located behind the rear seat, is accessible A 24 cubic foot baggage area, located behind the rear seat, is accessible
from the cabin or loaded through a large 20 x 22 inch outside baggage door from the cabin or loaded through a large 20 x 22 inch outside baggage door
on the right side of the fuselage. Maximum capacity is 200 pounds. Tie- on the right side of the fuselage. Maximum capacity is 200 pounds. Tie-
down straps are available and they should be used at all times. down straps are available and they should be used at all times.
NOTE NOTE
It is the pilot’s responsibility to be sure when It is the pilot’s responsibility to be sure when
the baggage is loaded that the aircraft C.G. falls the baggage is loaded that the aircraft C.G. falls
within the allowable C.G. range. (See Weight within the allowable C.G. range. (See Weight
and Balance Section.) and Balance Section.)
7.29 STALL WARNING 7.29 STALL WARNING

An approaching stall is indicated by an audible alarm located behind An approaching stall is indicated by an audible alarm located behind
the instrument panel. The indicator activates at between five and ten knots the instrument panel. The indicator activates at between five and ten knots
above stall speed. above stall speed.
7.31 FINISH 7.31 FINISH

All exterior surfaces are primed with etching primer and finished with All exterior surfaces are primed with etching primer and finished with
acrylic lacquer. To keep the finish attractive, economy size spray cans of acrylic lacquer. To keep the finish attractive, economy size spray cans of
touch-up paint are available from Piper Dealers. touch-up paint are available from Piper Dealers.
7-22 7-22
7.33 PIPER EXTERNAL POWER 7.33 PIPER EXTERNAL POWER

A external power receptacle is accessible through a receptacle cover door A external power receptacle is accessible through a receptacle cover door
located on the right rear side of the fuselage, aft of the wing. An external located on the right rear side of the fuselage, aft of the wing. An external
battery can be connected to the socket, thus allowing the operator to crank the battery can be connected to the socket, thus allowing the operator to crank the
engine without having to gain access to the airplane’s battery. Instructions on engine without having to gain access to the airplane’s battery. Instructions on
a placard located on the cover door of the receptacle should be followed before a placard located on the cover door of the receptacle should be followed before
using the external power. For instructions see STARTING WITH EXTERNAL using the external power. For instructions see STARTING WITH EXTERNAL
POWER SOURCE in Section 4 - Normal Operating Procedures. POWER SOURCE in Section 4 - Normal Operating Procedures.
7.35 EMERGENCY LOCATOR TRANSMITTER* 7.35 EMERGENCY LOCATOR TRANSMITTER*

The Emergency Locator Transmitter (ELT), when installed, is located in The Emergency Locator Transmitter (ELT), when installed, is located in
the aft portion of the fuselage just below the stabilator leading edge and is 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 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 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 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 knife blade, etc. If there are no tools available in an emergency, the screw heads
may be broken off by any means. The ELT meets the requirements of FAR may be broken off by any means. The ELT meets the requirements of FAR
91.52. 91.52.
A battery replacement date is marked on the transmitter to comply with A battery replacement date is marked on the transmitter to comply with
FAA regulations, the battery must be replaced on or before this date. The 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 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 situation or, if the accumulated test time exceeds one hour, or if the unit has
been inadvertently activated for an undetermined time period. been inadvertently activated for an undetermined time period.
NOTE NOTE
If for any reason a test transmission is If for any reason a test transmission is
necessary, the test transmission should be necessary, the test transmission should be
conducted only in the first five minutes of any conducted only in the first five minutes of any
hour and limited to three audio sweeps. If the hour and limited to three audio sweeps. If the
tests must be made at any other time, the tests tests must be made at any other time, the tests
should be coordinated with the nearest FAA should be coordinated with the nearest FAA
tower or flight service station. tower or flight service station.
7-23 7-23
ARTEX 110-4 ELT OPERATION ARTEX 110-4 ELT OPERATION

On the ELT unit itself is a two position switch placarded ON and OFF. 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 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 and the switch should remain in that position whenever the unit is installed in
the airplane. the airplane.
A pilots remote switch, placarded ON and ARM is located on the left A pilots remote switch, placarded ON and ARM is located on the left
hand side of the pilot's instrument panel to allow the transmitter to be armed or hand side of the pilot's instrument panel to allow the transmitter to be armed or
turned on from inside the cabin. The switch is normally in ARM position. 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 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. 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 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 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 ARM position, or by setting the switch on the ELT to ON and then back to
OFF. OFF.
In the event the transmitter is activated by an impact, it can be turned 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 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 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 positioning the remote switch to the ON and then immediately to the ARM
position. position.
The transmitter can be activated manually at any time by placing either The transmitter can be activated manually at any time by placing either
the remote switch or the ELT switch to the ON position. the remote switch or the ELT switch to the ON position.
NOTE: NOTE:
Three sweeps of the emergency tone and an Three sweeps of the emergency tone and an
illuminated warning light indicates a normally illuminated warning light indicates a normally
functioning unit. The warning light must functioning unit. The warning light must
illuminate during the first 3 second test period. illuminate during the first 3 second test period.
If it does not illuminate, a problem is indicated If it does not illuminate, a problem is indicated
such as a "G" switch failure. such as a "G" switch failure.
The ELT should be checked during postflight to make certain the unit has 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. 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 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 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 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 switch back to OFF will automatically reset the ELT and should stop the
signal being received on 121.50 MHz. signal being received on 121.50 MHz.
7-24 7-24
SECTION 8 SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE AIRPLANE HANDLING, SERVICING AND MAINTENANCE

No. No. No. No.
8.1 General ......................................................................................... 8-1 8.1 General ......................................................................................... 8-1
8.3 Airplane Inspection Periods ......................................................... 8-2 8.3 Airplane Inspection Periods ......................................................... 8-2
8.5 Preventive Maintenance ............................................................... 8-3 8.5 Preventive Maintenance ............................................................... 8-3
8.7 Airplane Alterations ..................................................................... 8-4 8.7 Airplane Alterations ..................................................................... 8-4
8.9 Ground Handling.......................................................................... 8-5 8.9 Ground Handling.......................................................................... 8-5
8.11 Engine Air Filter........................................................................... 8-7 8.11 Engine Air Filter........................................................................... 8-7
8.13 Brake Service ............................................................................... 8-8 8.13 Brake Service ............................................................................... 8-8
8.15 Landing Gear Service................................................................... 8-9 8.15 Landing Gear Service................................................................... 8-9
8.17 Propeller Service .......................................................................... 8-11 8.17 Propeller Service .......................................................................... 8-11
8.19 Oil Requirements.......................................................................... 8-12 8.19 Oil Requirements.......................................................................... 8-12
8.21 Fuel System .................................................................................. 8-12 8.21 Fuel System .................................................................................. 8-12
8.23 Tire Inflation................................................................................. 8-15 8.23 Tire Inflation................................................................................. 8-15
8.25 Battery Service ............................................................................. 8-16 8.25 Battery Service ............................................................................. 8-16
8.27 Cleaning ....................................................................................... 8-16 8.27 Cleaning ....................................................................................... 8-16
8.29 Cold Weather Operation ............................................................... 8-19 8.29 Cold Weather Operation ............................................................... 8-19

8-i 8-i

8-ii 8-ii
PA-28-161 WARRIOR HAND/SERV/MAINT
SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE
8.1 GENERAL
This section provides general guidelines relating to the handling, servicing,
and maintenance of the WARRIOR III. For complete maintenance instructions,
refer to the PA-28-161 Maintenance Manual.
Every owner should stay in close contact with an authorized Piper
Service Center or Piper’s Customer Service 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 available on the Piper.com website.
Depending on the nature of the release, material and labor allowances may
apply. This information is provided to all authorized Piper Service Centers.
Service Letters deal with product improvements and servicing techniques
pertaining to the airplane. These are available on the Piper.com website..
Owners should give careful attention to Service Letter information.
Service Spares Letters offer improved parts, kits, and optional equipment
which were not available originally, and which may be of interest to the
owner.

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

from Piper Service Centers.
Any correspondence regarding the airplane should include the airplane
model and serial number to ensure proper response.
8.3 AIRPLANE INSPECTION PERIODS

Piper Aircraft Corporation has developed inspection items and required
inspection intervals for the PA-28-161 (see the latest revision of the PA-28-
161 Maintenance and Inspection Manuals). The PA-28-161 Inspection
Manual contains appropriate forms, and all inspection procedures should be
complied with by a properly trained, knowledgeable, and qualified mechanic
at a Piper Authorized Service Center or a reputable repair shop. Piper Aircraft
Corporation cannot accept responsibility for the continued airworthiness of any
aircraft not maintained to these standards, and/or not brought into compliance
with applicable Service Bulletins issued by Piper Aircraft Corporation,
instructions issued by the engine, propeller, or accessory manufacturers, or
Airworthiness Directives issued by the FAA.
A programmed inspection, approved by the FAA, is also available to

the owner. This involves routine and detailed inspections to allow maximum
utilization of the airplane. Maintenance inspection costs are reduced and the
maximum standard of continued airworthiness is maintained. Complete details
are available from Piper Aircraft Corporation.
In addition, but in conjunction with the above, the FAA requires periodic
inspections on all aircraft to keep the Airworthiness Certificate in effect.
The owner is responsible for assuring compliance with these inspection
requirements and for maintaining proper documentation in logbooks and/or
maintenance records.

8-2 REVISED: July 17, 2015
PA-28-161 WARRIOR III HANDLING, SERV & MAINT PA-28-161 WARRIOR III HANDLING, SERV & MAINT
A spectrographic analysis of the engine oil is available from several A spectrographic analysis of the engine oil is available from several
sources. This inspection, if performed properly, provides a good check of the 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 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 cleaned or changed regularly, and oil samples must be taken and sent in at
regular intervals. regular intervals.
8.5 PREVENTIVE MAINTENANCE 8.5 PREVENTIVE MAINTENANCE

The holder of a pilot certificate issued under Federal Aviation Regulations The holder of a pilot certificate issued under Federal Aviation Regulations
(FAR) Part 61 may perform certain preventive maintenance as defined in the (FAR) Part 61 may perform certain preventive maintenance as defined in the
FARs. This maintenance may be performed only on an aircraft which the pilot FARs. This maintenance may be performed only on an aircraft which the pilot
owns and operates, and which is not used in air carrier or air taxi/commercial owns and operates, and which is not used in air carrier or air taxi/commercial
operations service. operations service.
All other aircraft maintenance must be accomplished by a person or All other aircraft maintenance must be accomplished by a person or
facility appropriately certificated by the Federal Aviation Administration facility appropriately certificated by the Federal Aviation Administration
(FAA) to perform that work. (FAA) to perform that work.
Anytime maintenance is accomplished, an entry must be made in the Anytime maintenance is accomplished, an entry must be made in the
appropriate aircraft maintenance records. The entry shall include: appropriate aircraft maintenance records. The entry shall include:
(a) The date the work was accomplished. (a) The date the work was accomplished.
(b) Description of the work. (b) Description of the work.
(c) Number of hours on the aircraft. (c) Number of hours on the aircraft.
(d) The certificate number of pilot performing the work. (d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work. (e) Signature of the individual doing the work.
8-3 8-3
HANDLING, SERV & MAINT PA-28-161, WARRIOR III HANDLING, SERV & MAINT PA-28-161, WARRIOR III
8.7 AIRPLANE ALTERATIONS 8.7 AIRPLANE ALTERATIONS

If the owner desires to have his aircraft modified, he must obtain FAA If the owner desires to have his aircraft modified, he must obtain FAA
approval for the alteration. Major alterations accomplished in accordance approval for the alteration. Major alterations accomplished in accordance
with Advisory Circular 43.13-2, when performed by an A & P mechanic, with Advisory Circular 43.13-2, when performed by an A & P mechanic,
may be approved by the local FAA office. Major alterations to the basic 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 airframe or systems not covered by AC 43.13-2 require a Supplemental Type
Certificate. Certificate.
The owner or pilot is required to ascertain that the following Aircraft The owner or pilot is required to ascertain that the following Aircraft
Papers are in order and in the aircraft. Papers are in order and in the aircraft.
(a) To be displayed in the aircraft at all times: (a) To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate Form FAA-8100-2. (1) Aircraft Airworthiness Certificate Form FAA-8100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3. (2) Aircraft Registration Certificate Form FAA-8050-3.
(3) Aircraft Radio Station License if transmitters are installed. (3) Aircraft Radio Station License if transmitters are installed.
(b) To be carried in the aircraft at all times: (b) To be carried in the aircraft at all times:
(1) Pilot’s Operating Handbook. (1) Pilot’s Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair (2) Weight and Balance data plus a copy of the latest Repair
and Alteration Form FAA-337, if applicable. and Alteration Form FAA-337, if applicable.
(3) Aircraft equipment list. (3) Aircraft equipment list.
Although the aircraft and engine logbooks are not required to be in the Although the aircraft and engine logbooks are not required to be in the
aircraft, they should be made available upon request. Logbooks should be aircraft, they should be made available upon request. Logbooks should be
complete and up to date. Good records will reduce maintenance cost by complete and up to date. Good records will reduce maintenance cost by
giving the mechanic information about what has or has not been accom- giving the mechanic information about what has or has not been accom-
plished. plished.
8-4 8-4
8.9 GROUND HANDLING 8.9 GROUND HANDLING

(a) Towing (a) Towing
The airplane may be moved on the ground by the use of the nose The airplane may be moved on the ground by the use of the nose
wheel steering bar that is stowed below the forward ledge of the wheel steering bar that is stowed below the forward ledge of the
baggage compartment or by power equipment that will not damage or baggage compartment or by power equipment that will not damage or
excessively strain the nose gear steering assembly. Towing lugs are excessively strain the nose gear steering assembly. Towing lugs are
incorporated as part of the nose gear fork. incorporated as part of the nose gear fork.
CAUTIONS CAUTIONS
When towing with power equipment, do not When towing with power equipment, do not
turn the nose gear beyond its steering radius in turn the nose gear beyond its steering radius in
either direction, as this will result in damage to either direction, as this will result in damage to
the nose gear and steering mechanism. the nose gear and steering mechanism.
Do not tow the airplane when the controls are Do not tow the airplane when the controls are
secured. secured.
In the event towing lines are necessary, ropes should be attached 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 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 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 fifteen feet, and a qualified person should ride in the pilot’s seat to
maintain control by use of the brakes. maintain control by use of the brakes.
(b) Taxiing (b) Taxiing
Before attempting to taxi the airplane, ground personnel Before attempting to taxi the airplane, ground personnel
should be instructed and approved by a qualified person authorized should be instructed and approved by a qualified person authorized
by the owner. Engine starting and shut-down procedures as well as by the owner. Engine starting and shut-down procedures as well as
taxi techniques should be covered. When it is ascertained that the taxi techniques should be covered. When it is ascertained that the
propeller back blast and taxi areas are clear, power should be propeller back blast and taxi areas are clear, power should be
applied to start the taxi roll, and the following checks should be applied to start the taxi roll, and the following checks should be
performed: performed:
(1) Taxi a few feet forward and apply the brakes to determine (1) Taxi a few feet forward and apply the brakes to determine
their effectiveness. their effectiveness.
(2) While taxiing, make slight turns to ascertain the effective- (2) While taxiing, make slight turns to ascertain the effective-
ness of the steering. ness of the steering.
(3) Observe wing clearance when taxiing near buildings or other (3) Observe wing clearance when taxiing near buildings or other
stationary objects. If possible, station an observer outside the stationary objects. If possible, station an observer outside the
airplane. airplane.
8-5 8-5
(4) When taxiing over uneven ground, avoid holes and ruts. (4) When taxiing over uneven ground, avoid holes and ruts.
(5) Do not operate the engine at high RPM when running up or (5) Do not operate the engine at high RPM when running up or
taxiing over ground containing loose stones, gravel, or any taxiing over ground containing loose stones, gravel, or any
loose material that may cause damage to the propeller loose material that may cause damage to the propeller
blades. blades.
(c) Parking (c) Parking
When parking the airplane, be sure that it is sufficiently pro- When parking the airplane, be sure that it is sufficiently pro-
tected from adverse weather conditions and that it presents no tected from adverse weather conditions and that it presents no
danger to other aircraft. When parking the airplane for any length danger to other aircraft. When parking the airplane for any length
of time or overnight, it is suggested that it be moored securely. of time or overnight, it is suggested that it be moored securely.
(1) To park the airplane, head it into the wind if possible. (1) To park the airplane, head it into the wind if possible.
(2) Set the parking brake by pulling back on the brake lever (2) Set the parking brake by pulling back on the brake lever
and depressing the knob on the handle. To release the and depressing the knob on the handle. To release the
parking brake, pull back on the handle until the catch parking brake, pull back on the handle until the catch
disengages; then allow the handle to swing forward. disengages; then allow the handle to swing forward.
CAUTION CAUTION
Care should be taken when setting brakes that Care should be taken when setting brakes that
are overheated or during cold weather when are overheated or during cold weather when
accumulated moisture may freeze a brake. accumulated moisture may freeze a brake.
(3) Aileron and stabilator controls should be secured with the (3) Aileron and stabilator controls should be secured with the
front seat belt and chocks used to properly block the front seat belt and chocks used to properly block the
wheels. wheels.
(d) Mooring (d) Mooring
The airplane should be moored for immovability, security and The airplane should be moored for immovability, security and
protection. The following procedures should be used for the proper protection. The following procedures should be used for the proper
mooring of the airplane: mooring of the airplane:
(1) Head the airplane into the wind if possible. (1) Head the airplane into the wind if possible.
(2) Retract the flaps. (2) Retract the flaps.
(3) Immobilize the ailerons and stabilator by looping the seat (3) Immobilize the ailerons and stabilator by looping the seat
belt through the control wheel and pulling it snug. belt through the control wheel and pulling it snug.
(4) Block the wheels. (4) Block the wheels.
8-6 8-6
(5) Secure tie-down ropes to the wing tie-down rings and to the (5) Secure tie-down ropes to the wing tie-down rings and to the
tail skid at approximately 45-degree angles to the ground. tail skid at approximately 45-degree angles to the ground.
When using rope of non-synthetic material, leave sufficient When using rope of non-synthetic material, leave sufficient
slack to avoid damage to the airplane should the ropes slack to avoid damage to the airplane should the ropes
contract. contract.
CAUTION CAUTION
Use bowline knots, square knots or locked slip Use bowline knots, square knots or locked slip
knots. Do not use plain slip knots. knots. Do not use plain slip knots.
NOTE NOTE
Additional preparations for high winds include Additional preparations for high winds include
using tie-down ropes from the landing gear forks using tie-down ropes from the landing gear forks
and securing the rudder. and securing the rudder.
(6) Install a pitot head cover if available. Be sure to remove the (6) Install a pitot head cover if available. Be sure to remove the
pitot head cover before flight. pitot head cover before flight.
(7) Cabin and baggage doors should be locked when the (7) Cabin and baggage doors should be locked when the
airplane is unattended. airplane is unattended.
8.11 ENGINE AIR FILTER 8.11 ENGINE AIR FILTER

The wet-type polyurethane foam air filter must be inspected at least once The wet-type polyurethane foam air filter must be inspected at least once
every fifty hours. Under extremely adverse operating conditions, it may be every fifty hours. Under extremely adverse operating conditions, it may be
necessary to inspect the filter more frequently. The filter is disposable and necessary to inspect the filter more frequently. The filter is disposable and
inexpensive and a spare should be kept on hand for a rapid replacement. inexpensive and a spare should be kept on hand for a rapid replacement.
(a) Removal Of Engine Air Filter (a) Removal Of Engine Air Filter
The filter is located in the lower right front of the engine The filter is located in the lower right front of the engine
compartment and may be removed by the following procedure: compartment and may be removed by the following procedure:
(1) Open the right side of the engine cowling. (1) Open the right side of the engine cowling.
(2) Loosen each of the four quarter-turn fasteners securing the (2) Loosen each of the four quarter-turn fasteners securing the
air filter cover. air filter cover.
(3) Separate the cover and remove the filter. (3) Separate the cover and remove the filter.
(4) Inspect the filter. If it is excessively dirty or shows any (4) Inspect the filter. If it is excessively dirty or shows any
damage, replace it immediately. damage, replace it immediately.
8-7 8-7
(b) Cleaning Engine Air Filter (b) Cleaning Engine Air Filter
The induction air filter must be cleaned at least once every 50 The induction air filter must be cleaned at least once every 50
hours, and more often, even daily, when operating in dusty condi- hours, and more often, even daily, when operating in dusty condi-
tions. Extra filters are inexpensive, and a spare should be kept on tions. Extra filters are inexpensive, and a spare should be kept on hand
hand for use as a rapid replacement. for use as a rapid replacement.
To clean the filter: To clean the filter:

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

The brake system is filled with MIL-H-5606 (petroleum base) hydraulic The brake system is filled with MIL-H-5606 (petroleum base) hydraulic
brake fluid. The fluid level should be checked periodically or at every 50- brake fluid. The fluid level should be checked periodically or at every 50-
hour inspection and replenished when necessary. The brake reservoir is hour inspection and replenished when necessary. The brake reservoir is
located on the fire wall in the engine compartment. If the entire system must located on the fire wall in the engine compartment. If the entire system must
be refilled, fill with fluid under pressure from the brake end of the system. be refilled, fill with fluid under pressure from the brake end of the system.
This will eliminate air from the system. This will eliminate air from the system.
No adjustment of the brake clearances is necessary. If after extended No adjustment of the brake clearances is necessary. If after extended
service brake blocks become excessively worn, they should be replaced with service brake blocks become excessively worn, they should be replaced with
new segments. new segments.
8-8 8-8
8.15 LANDING GEAR SERVICE 8.15 LANDING GEAR SERVICE

The main landing gears use 6.00 x 6 wheels and the nose gear carries a The main landing gears use 6.00 x 6 wheels and the nose gear carries a
5.00 x 5 wheel. All three tires are four-ply rating, type III tires with tubes. 5.00 x 5 wheel. All three tires are four-ply rating, type III tires with tubes.
(Refer to paragraph 8.23). (Refer to paragraph 8.23).
Wheels are removed by taking off the hub cap, cotter pin, axle nut, and 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 the two bolts holding the brake segment in place. Mark tire and wheel for
reinstallation; then dismount by deflating the tire, removing the three reinstallation; then dismount by deflating the tire, removing the three
through-bolts from the wheel and separating the wheel halves. through-bolts from the wheel and separating the wheel halves.
Landing gear oleos should be serviced according to the instructions on Landing gear oleos should be serviced according to the instructions on
the units. The main oleos should be extended under normal static load until the units. The main oleos should be extended under normal static load until
4.50 ± .25 inches of oleo piston tube is exposed, and the nose gear should 4.50 ± .25 inches of oleo piston tube is exposed, and the nose gear should
show 3.25 ± .25 inches. Should the strut exposure be below that required, it show 3.25 ± .25 inches. Should the strut exposure be below that required, it
should be determined whether air or oil is required by first raising the air- should be determined whether air or oil is required by first raising the air-
plane on jacks. Depress the valve core to allow air to escape from the strut plane on jacks. Depress the valve core to allow air to escape from the strut
housing chamber. Remove the filler plug and slowly raise the strut to full housing chamber. Remove the filler plug and slowly raise the strut to full
compression. If the strut has sufficient fluid, it will be visible up to the compression. If the strut has sufficient fluid, it will be visible up to the
bottom of the filler plug hole and will then require only proper inflation. bottom of the filler plug hole and will then require only proper inflation.
Should hydraulic fluid be below the bottom of the filler plug hole, fluid Should hydraulic fluid be below the bottom of the filler plug hole, fluid
should be added. Replace the plug with valve core removed; attach a clear should be added. Replace the plug with valve core removed; attach a clear
plastic hose to the valve stem of the filler plug and submerge the other end in plastic hose to the valve stem of the filler plug and submerge the other end in
a container of hydraulic fluid. Fully compress and extend the strut several a container of hydraulic fluid. Fully compress and extend the strut several
times, thus drawing fluid from the container and expelling air from the strut times, thus drawing fluid from the container and expelling air from the strut
chamber. To allow fluid to enter the bottom chamber of the main gear strut chamber. To allow fluid to enter the bottom chamber of the main gear strut
housing, the torque link assembly must be disconnected to let the strut be housing, the torque link assembly must be disconnected to let the strut be
extended a minimum of 10 inches (the nose gear torque links need not be extended a minimum of 10 inches (the nose gear torque links need not be
disconnected). Do not allow the strut to extend more than 12 inches. When disconnected). Do not allow the strut to extend more than 12 inches. When
air bubbles cease to flow through the hose, compress the strut fully and again air bubbles cease to flow through the hose, compress the strut fully and again
check fluid level. Reinstall the valve core and filler plug, and the main gear check fluid level. Reinstall the valve core and filler plug, and the main gear
torque links, if disconnected. torque links, if disconnected.
With fluid in the strut housing at the correct level, attach a strut pump to With fluid in the strut housing at the correct level, attach a strut pump to
the air valve and with the airplane on the ground, inflate the oleo strut to the the air valve and with the airplane on the ground, inflate the oleo strut to the
correct height. correct height.
8-9 8-9
1. BRAKE RESERVOIR
2. RIGHT BRAKE AND RUDDER PEDAL
3. LEFT BRAKE AND RUDDER PEDAL
4. RIGHT BRAKE CYLINDER
5. LEFT BRAKE CYLINDER
6. BRAKE HANDLE
7. HANDLE RELEASE BUTTON
8. LINE, INLET
9. CLEVIS PIN
10. MASTER CYLINDER ASSEMBL Y
11 . BOLT ASSEMBLY
12. TORQUE TUBE
13. COPILOrS RIGHT BRAKE AND RUDDER PEDAL
14. COPILOrS LEFT BRAKE AND RUDDER PEDAL
BRAKE SYSTEM BRAKE SYSTEM

8-10 8-10
In jacking the aircraft for landing gear or other service, two hydraulic jacks 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 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 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 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 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 stand. After the tail stand is attached and the ballast added, jacking may be
continued until the airplane is at the height desired. continued until the airplane is at the height desired.
8.17 PROPELLER SERVICE 8.17 PROPELLER SERVICE

The spinner and backing plate should be frequently cleaned and The spinner and backing plate should be frequently cleaned and
inspected for cracks. Before each flight the propeller should be inspected for inspected for cracks. Before each flight the propeller should be inspected for
nicks, scratches, and corrosion. If found, they should be repaired as soon as 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 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. 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 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 paint to retard glare. To prevent corrosion, the surface should be cleaned
and waxed periodically. and waxed periodically.
8-11 8-11
8.19 OIL REQUIREMENTS 8.19 OIL REQUIREMENTS

The oil capacity of the engine is 8 quarts, and the minimum safe quantity The oil capacity of the engine is 8 quarts, and the minimum safe quantity
is 2 quarts. It is recommended that the oil be drained and renewed every 50 is 2 quarts. It is recommended that the oil be drained and renewed every 50
hours and sooner under unfavorable operating conditions. Full flow cartridge hours and sooner under unfavorable operating conditions. Full flow cartridge
type oil filters should be replaced each 50 hours of operation. The interval type oil filters should be replaced each 50 hours of operation. The interval
between oil and oil filter change is not to exceed four (4) months. The between oil and oil filter change is not to exceed four (4) months. The
following grades are recommended for the specified temperatures: following grades are recommended for the specified temperatures:
MIL-L-22851 MIL-L-22851
Average Ambient MIL-L-6082B Ashless Dispersant Average Ambient MIL-L-6082B Ashless Dispersant
Temperature SAE Grade SAE Grades Temperature SAE Grade SAE Grades
All Temperatures -- 15W-50 or 20W-50 All Temperatures -- 15W-50 or 20W-50
Above 80°F 60 60 Above 80°F 60 60
Above 60°F 50 40 or 50 Above 60°F 50 40 or 50
30°F to 90°F 40 40 30°F to 90°F 40 40
0°F to 70°F 30 30, 40 or 20W-40 0°F to 70°F 30 30, 40 or 20W-40
Below 10°F 20 30 or 20W-30 Below 10°F 20 30 or 20W-30
When operating temperatures overlap indicated ranges, use the lighter When operating temperatures overlap indicated ranges, use the lighter
grade oil. grade oil.
NOTE NOTE
Refer to the latest issue of Lycoming Service Refer to the latest issue of Lycoming Service
Instruction 1014 (Lubricating Oil Recom- Instruction 1014 (Lubricating Oil Recom-
mendations) for further information. mendations) for further information.
8.21 FUEL SYSTEM 8.21 FUEL SYSTEM
(a) Servicing Fuel System (a) Servicing Fuel System
At every 50-hour inspection, the fuel screens in the strainer, in the At every 50-hour inspection, the fuel screens in the strainer, in the
electric fuel pump, and at the carburetor inlet must be cleaned. electric fuel pump, and at the carburetor inlet must be cleaned.
(b) Fuel Requirements (AVGAS ONLY) (b) Fuel Requirements (AVGAS ONLY)
The minimum aviation grade fuel for the PA-28-161 is 100. The minimum aviation grade fuel for the PA-28-161 is 100.
Since the use of lower grades can cause serious engine damage in a 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 short period of time, the engine warranty is invalidated by the use of
lower octanes. lower octanes.
Whenever 100 or 100LL grade fuel is not available, commercial Whenever 100 or 100LL grade fuel is not available, commercial
grade 100/130 should be used. (See Fuel Grade Comparison Chart). grade 100/130 should be used. (See Fuel Grade Comparison Chart).
Refer to the latest issue of Lycoming Service Instruction No. 1070 Refer to the latest issue of Lycoming Service Instruction No. 1070
for additional information. for additional information.
8-12 8-12
A summary of the current grades as well as the previous fuel designa- A summary of the current grades as well as the previous fuel designa-
tions is shown in the following chart: tions is shown in the following chart:
FUEL GRADE COMPARISON CHART FUEL GRADE COMPARISON CHART
Previous Commercial Current Commercial Current Military Previous Commercial Current Commercial Current Military
Fuel Grades (ASTM-D910) Fuel Grades (ASTM-D910-75) Fuel Grades (MIL-G-5572F) Fuel Grades (ASTM-D910) Fuel Grades (ASTM-D910-75) Fuel Grades (MIL-G-5572F)
Max. TEL Max. TEL Max. TEL Max. TEL Max. TEL Max. TEL
Grade Color ml/U.S. gal Grade Color ml/U.S. gal Grade Color ml/U.S. gal 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 80/87 red 0.5 80 red 0.5 80/87 red 0.5
91/96 blue 2.0 *100LL blue 2.0 none none none 91/96 blue 2.0 *100LL blue 2.0 none none none
100/130 green 3.0 100 green **3.0 100/130 blue 2.0 100/130 green 3.0 100 green **3.0 100/130 blue 2.0
115/145 purple 4.6 none none none 115/145 purple 4.6 115/145 purple 4.6 none none none 115/145 purple 4.6
* -Grade 100LL fuel in some overseas countries is currently colored green and designated as “100L”. * -Grade 100LL fuel in some overseas countries is currently colored green and designated as “100L”.
** -Commercial fuel grade 100 and grade 100/130 having TEL content of up to 4 ml/U.S. gallon ** -Commercial fuel grade 100 and grade 100/130 having TEL content of up to 4 ml/U.S. gallon
are approved for use in all engines certificated for use with grade 100/130 fuel. 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 operation of the aircraft is approved with an anti-icing additive in
the fuel. When anti-icing additive is used, it must meet the specification the fuel. When anti-icing additive is used, it must meet the specification
MIL-I-27686, must be uniformly blended with the fuel while refueling, must 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 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 effectiveness should be blended at not less than .10% by volume. One and
one half liquid ozs. per ten gallons of fuel would fall within this range. A one half liquid ozs. per ten gallons of fuel would fall within this range. A
blender supplied by the additive manufacturer should be used. Except for blender supplied by the additive manufacturer should be used. Except for
the information contained in this section, the manufacturer’s mixing or the information contained in this section, the manufacturer’s mixing or
blending instructions should be carefully followed. blending instructions should be carefully followed.
CAUTIONS CAUTIONS
Assure that the additive is directed into the Assure that the additive is directed into the
flowing fuel stream. The additive flow should flowing fuel stream. The additive flow should
start after and stop before the fuel flow. Do not start after and stop before the fuel flow. Do not
permit the concentrated additive to come in permit the concentrated additive to come in
contact with the aircraft painted surfaces or the contact with the aircraft painted surfaces or the
interior surfaces of the tanks. interior surfaces of the tanks.
Some fuels have anti-icing additives pre- blended Some fuels have anti-icing additives pre- blended
in the fuel at the refinery, so no further blending in the fuel at the refinery, so no further blending
should be performed. should be performed.
Fuel additive cannot be used as a substitute for Fuel additive cannot be used as a substitute for
preflight draining of the fuel system drains. preflight draining of the fuel system drains.
8-13 8-13
FUEL DRAIN FUEL DRAIN

(c) Filling Fuel Tanks (c) Filling Fuel Tanks

Observe all required precautions for handling gasoline. Fill the Observe all required precautions for handling gasoline. Fill the
fuel tanks through the filler located on the forward slope of the wing. fuel tanks through the filler located on the forward slope of the wing.
Each wing holds a maximum of 25 U.S. Gallons. When using less Each wing holds a maximum of 25 U.S. Gallons. When using less
than the standard 50 gallon capacity, fuel should be distributed than the standard 50 gallon capacity, fuel should be distributed
equally between each tank. There is approximately 17 gallons in the equally between each tank. There is approximately 17 gallons in the
fuel tank when fuel level is even with bottom of filler neck indicator. fuel tank when fuel level is even with bottom of filler neck indicator.
(d) Draining Fuel Strainer, Sumps and Lines (d) Draining Fuel Strainer, Sumps and Lines
The fuel tank sumps and strainer should be drained daily prior The fuel tank sumps and strainer should be drained daily prior
to the first flight and after refueling to avoid the accumulation of to the first flight and after refueling to avoid the accumulation of
contaminants such as water or sediment and for proper fuel. contaminants such as water or sediment and for proper fuel.
8-14 8-14
Each fuel tank is equipped with an individual quick drain located at Each fuel tank is equipped with an individual quick drain located at
the lower inboard rear corner of the tank. The fuel strainer is the lower inboard rear corner of the tank. The fuel strainer is
equipped with a quick drain located on the front lower corner of the equipped with a quick drain located on the front lower corner of the
fire wall. Each of the fuel tank sumps should be drained first. Then fire wall. Each of the fuel tank sumps should be drained first. Then
the fuel strainer should be drained twice, once with the fuel selector the fuel strainer should be drained twice, once with the fuel selector
valve on each tank. Each time fuel is drained, sufficient fuel should valve on each tank. Each time fuel is drained, sufficient fuel should
be allowed to flow to ensure removal of contaminants. This fuel be allowed to flow to ensure removal of contaminants. This fuel
should be collected in a suitable container, examined for should be collected in a suitable container, examined for
contaminants, proper fuel and then discarded. contaminants, proper fuel and then discarded.
CAUTIONS CAUTIONS
When draining any amount of fuel, care should When draining any amount of fuel, care should
be taken to ensure that no fire hazard exists be taken to ensure that no fire hazard exists
before starting the engine. before starting the engine.
After draining, each quick drain should be After draining, each quick drain should be
checked to make sure it has closed completely checked to make sure it has closed completely
and is not leaking. and is not leaking.
(e) Draining Fuel System (e) Draining Fuel System
The bulk of the fuel may be drained from the system by opening The bulk of the fuel may be drained from the system by opening
valve at the inboard end of each fuel tank. Push up on the arms of the valve at the inboard end of each fuel tank. Push up on the arms of the
drain valve and turn counterclockwise to hold the drain open. The drain valve and turn counterclockwise to hold the drain open. The
remaining fuel in the system may be drained through the filter bowl. remaining fuel in the system may be drained through the filter bowl.
Any individual tank may be drained by closing the selector valve and Any individual tank may be drained by closing the selector valve and
then draining the desired tank. then draining the desired tank.
8.23 TIRE INFLATION 8.23 TIRE INFLATION

For maximum service from the tires, keep them inflated to the proper For maximum service from the tires, keep them inflated to the proper
pressures - 30 psi for the nose gear and 24 psi for the main gear. All wheels and pressures - 30 psi for the nose gear and 24 psi for the main gear. All wheels and
tires are balanced before original installation, and the relationship of tire, tube tires are balanced before original installation, and the relationship of tire, tube
and wheel should be maintained upon reinstallation. Unbalanced wheels can and wheel should be maintained upon reinstallation. Unbalanced wheels can
cause extreme vibration in the landing gear; therefore, in the installation of new 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 components, it may be necessary to rebalance the wheels with the tires
mounted. When checking tire pressure, examine the tires for wear, cuts, mounted. When checking tire pressure, examine the tires for wear, cuts,
bruises, and slippage. bruises, and slippage.
8-15 8-15
8.25 BATTERY SERVICE 8.25 BATTERY SERVICE

Access to the 24-volt battery is obtained by raising upper right cowl Access to the 24-volt battery is obtained by raising upper right cowl
which provides access to the battery box, which is mounted on the forward which provides access to the battery box, which is mounted on the forward
right face of the fire wall. The sealed battery box has a leak proof vent system right face of the fire wall. The sealed battery box has a leak proof vent system
with a vent tube which vents gases and acid fumes from the battery manifold. with a vent tube which vents gases and acid fumes from the battery manifold.
The battery should be checked for proper fluid level. DO NOT fill the The battery should be checked for proper fluid level. DO NOT fill the
battery above the baffle plates. DO NOT fill the battery with acid - use only battery above the baffle plates. DO NOT fill the battery with acid - use only
water. A hydrometer check will determine the percent of charge in the water. A hydrometer check will determine the percent of charge in the
battery. battery.
If the battery is not up to charge, recharge starting at a 4 amp rate and 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. finishing with a 2 amp rate. Quick charges are not recommended.
8.27 CLEANING 8.27 CLEANING
(a) Cleaning Engine Compartment (a) Cleaning Engine Compartment
Before cleaning the engine compartment, place a strip of tape Before cleaning the engine compartment, place a strip of tape
on the magneto vents to prevent any solvent from entering these on the magneto vents to prevent any solvent from entering these
units. units.
(1) Place a large pan under the engine to catch waste. (1) Place a large pan under the engine to catch waste.
(2) With the engine cowling removed, spray or brush the (2) With the engine cowling removed, spray or brush the
engine with solvent or a mixture of solvent and degreaser. engine with solvent or a mixture of solvent and degreaser.
In order to remove especially heavy dirt and grease In order to remove especially heavy dirt and grease
deposits, it may be necessary to brush areas that were deposits, it may be necessary to brush areas that were
sprayed. sprayed.
CAUTION CAUTION
Do not spray solvent into the alternator, Do not spray solvent into the alternator,
vacuum pump, starter, or air intakes. vacuum pump, starter, or air intakes.
(3) Allow the solvent to remain on the engine from five to ten (3) Allow the solvent to remain on the engine from five to ten
minutes. Then rinse the engine clean with additional minutes. Then rinse the engine clean with additional
solvent and allow it to dry. solvent and allow it to dry.
CAUTION CAUTION
Do not operate the engine until excess solvent Do not operate the engine until excess solvent
has evaporated or otherwise been removed. has evaporated or otherwise been removed.
8-16 8-16
(4) Remove the protective tape from the magnetos. (4) Remove the protective tape from the magnetos.
(5) Lubricate the controls, bearing surfaces, etc., in accordance (5) Lubricate the controls, bearing surfaces, etc., in accordance
with the Lubrication Chart in the PA-28-161 Service with the Lubrication Chart in the PA-28-161 Service
Manual. Manual.
(b) Cleaning Landing Gear (b) Cleaning Landing Gear
Before cleaning the landing gear, place a plastic cover or similar Before cleaning the landing gear, place a plastic cover or similar
material over the wheel and brake assembly. material over the wheel and brake assembly.
(1) Place a pan under the gear to catch waste. (1) Place a pan under the gear to catch waste.
(2) Spray or brush the gear area with solvent or a mixture of (2) Spray or brush the gear area with solvent or a mixture of
solvent and degreaser, as desired. Where heavy grease and solvent and degreaser, as desired. Where heavy grease and
dirt deposits have collected, it may be necessary to brush dirt deposits have collected, it may be necessary to brush
areas that were sprayed, in order to clean them. areas that were sprayed, in order to clean them.
(3) Allow the solvent to remain on the gear from five to ten (3) Allow the solvent to remain on the gear from five to ten
minutes. Then rinse the gear with additional solvent and minutes. Then rinse the gear with additional solvent and
allow to dry. allow to dry.
(4) Remove the cover from the wheel and remove the catch (4) Remove the cover from the wheel and remove the catch
pan. pan.
(5) Lubricate the gear in accordance with the Lubrication (5) Lubricate the gear in accordance with the Lubrication
Chart in the PA-28-161 Service Manual. Chart in the PA-28-161 Service Manual.
(c) Cleaning Exterior Surfaces (c) Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water. The airplane should be washed with a mild soap and water.
Harsh abrasives or alkaline soaps or detergents could make scratches Harsh abrasives or alkaline soaps or detergents could make scratches
on painted or plastic surfaces or could cause corrosion of metal. on painted or plastic surfaces or could cause corrosion of metal.
Cover areas where cleaning solution could cause damage. To wash Cover areas where cleaning solution could cause damage. To wash
the airplane, use the following procedure: the airplane, use the following procedure:
(1) Flush away loose dirt with water. (1) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or a soft (2) Apply cleaning solution with a soft cloth, a sponge or a soft
bristle brush. bristle brush.
(3) To remove exhaust stains, allow the solution to remain on (3) To remove exhaust stains, allow the solution to remain on
the surface longer. the surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened (4) To remove stubborn oil and grease, use a cloth dampened
with naphtha. with naphtha.
(5) Rinse all surfaces thoroughly. (5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted (6) Any good automotive wax may be used to preserve painted
surfaces. Soft cleaning cloths or a chamois should be used surfaces. Soft cleaning cloths or a chamois should be used
to prevent scratches when cleaning or polishing. A heavier to prevent scratches when cleaning or polishing. A heavier
coating of wax on the leading surfaces will reduce the coating of wax on the leading surfaces will reduce the
abrasion problems in these areas. abrasion problems in these areas.
8-17 8-17
(d) Cleaning Windshield and Windows (d) Cleaning Windshield and Windows
(1) Remove dirt, mud and other loose particles from exterior (1) Remove dirt, mud and other loose particles from exterior
surfaces with clean water. surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft (2) Wash with mild soap and warm water or with aircraft
plastic cleaner. Use a soft cloth or sponge in a straight back plastic cleaner. Use a soft cloth or sponge in a straight back
and forth motion. Do not rub harshly. and forth motion. Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with (3) Remove oil and grease with a cloth moistened with
kerosene. kerosene.
CAUTION CAUTION
Do not use gasoline, alcohol, benzene, carbon Do not use gasoline, alcohol, benzene, carbon
tetrachloride, thinner, acetone, or window tetrachloride, thinner, acetone, or window
cleaning sprays. cleaning sprays.
(4) After cleaning plastic surfaces, apply a thin coat of hard (4) After cleaning plastic surfaces, apply a thin coat of hard
polishing wax. Rub lightly with a soft cloth. Do not use a polishing wax. Rub lightly with a soft cloth. Do not use a
circular motion. circular motion.
(5) A severe scratch or mar in plastic can be removed by (5) A severe scratch or mar in plastic can be removed by
rubbing out the scratch with jeweler’s rouge. Smooth both rubbing out the scratch with jeweler’s rouge. Smooth both
sides and apply wax. sides and apply wax.
(e) Cleaning Headliner, Side Panels and Seats (e) Cleaning Headliner, Side Panels and Seats
(1) Clean headliner, side panels, and seats with a stiff bristle (1) Clean headliner, side panels, and seats with a stiff bristle
brush, and vacuum where necessary. brush, and vacuum where necessary.
(2) Soiled upholstery, except leather, may be cleaned with a (2) Soiled upholstery, except leather, may be cleaned with a
good upholstery cleaner suitable for the material. Carefully good upholstery cleaner suitable for the material. Carefully
follow the manufacturer’s instructions. Avoid soaking or follow the manufacturer’s instructions. Avoid soaking or
harsh rubbing. harsh rubbing.
CAUTION CAUTION
Solvent cleaners require adequate ventilation. Solvent cleaners require adequate ventilation.
(3) Leather should be cleaned with saddle soap or a mild hand (3) Leather should be cleaned with saddle soap or a mild hand
soap and water. soap and water.
(f) Cleaning Carpets (f) Cleaning Carpets
To clean carpets, first remove loose dirt with a whisk broom or To clean carpets, first remove loose dirt with a whisk broom or
vacuum. For soiled spots and stubborn stains use a noninflammable vacuum. For soiled spots and stubborn stains use a noninflammable
dry cleaning fluid. Floor carpets may be removed and cleaned like dry cleaning fluid. Floor carpets may be removed and cleaned like
any household carpet. any household carpet.
8-18 8-18
8.29 COLD WEATHER OPERATION 8.29 COLD WEATHER OPERATION

For cold weather operation a winterization plate is installed on the inlet For cold weather operation a winterization plate is installed on the inlet
opening of the oil cooler. This plate should be installed whenever the opening of the oil cooler. This plate should be installed whenever the
ambient temperature reaches 50° F or less. The plate should be removed and ambient temperature reaches 50° F or less. The plate should be removed and
stored in the cockpit when the ambient temperature exceeds 50° F. stored in the cockpit when the ambient temperature exceeds 50° F.
It is recommended that an optional Engine Breather Tube Winterization It is recommended that an optional Engine Breather Tube Winterization
Kit be installed for cold weather operation. This kit is available through your Kit be installed for cold weather operation. This kit is available through your
Piper Dealer/Distributor. Piper Dealer/Distributor.
8-19 8-19
8-20 8-20
SECTION 9 SECTION 9
SUPPLEMENTS SUPPLEMENTS

No. No. No. No.
9.1 General ......................................................................................... 9-1 9.1 General ......................................................................................... 9-1
1 Auxiliary Vacuum System .............................................(4 pages) 9-3 1 Auxiliary Vacuum System .............................................(4 pages) 9-3

9-i 9-i

9-ii 9-ii
PA-28-161 WARRIOR III SUPPLEMENTS PA-28-161 WARRIOR III SUPPLEMENTS
SECTION 9 SECTION 9
SUPPLEMENTS SUPPLEMENTS

This section provides information in the form of Supplements which are This section provides information in the form of Supplements which are
necessary for efficient operation of the airplane when equipped with one or necessary for efficient operation of the airplane when equipped with one or
more of the various optional systems and equipment not provided with the more of the various optional systems and equipment not provided with the
standard airplane. standard airplane.
All of the Supplements provided by this section are FAA Approved and All of the Supplements provided by this section are FAA Approved and
consecutively numbered as a permanent part of this Handbook. The consecutively numbered as a permanent part of this Handbook. The
information contained in each Supplement applies only when the related information contained in each Supplement applies only when the related
equipment is installed in the airplane. equipment is installed in the airplane.
9-1 9-1
SUPPLEMENTS PA-28-161, WARRIOR III SUPPLEMENTS PA-28-161, WARRIOR III
9-2 9-2
PA-28-161 WARRIOR III SUPPLEMENT 1 PA-28-161 WARRIOR III SUPPLEMENT 1
PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO. 1 SUPPLEMENT NO. 1

FOR FOR
AUXILIARY VACUUM SYSTEM AUXILIARY VACUUM SYSTEM
This supplement must be attached to the Pilot's Operating Handbook This supplement must be attached to the Pilot's Operating Handbook
and FAA Approved Airplane Flight Manual when the Piper Auxiliary and FAA Approved Airplane Flight Manual when the Piper Auxiliary
Vacuum System is installed in accordance with Piper Drawing 87774-2. Vacuum System is installed in accordance with Piper Drawing 87774-2.
The information contained herein supplements or supersedes the Pilot's The information contained herein supplements or supersedes the Pilot's
Operating Handbook and FAA Approved Airplane Flight Manual only in Operating Handbook and FAA Approved Airplane Flight Manual only in
those areas listed herein. For limitations, procedures and performance those areas listed herein. For limitations, procedures and performance
information not contained in this supplement, consult the Pilot's Operating information not contained in this supplement, consult the Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual. Handbook and FAA Approved Airplane Flight Manual.
FAA APPROVED: FAA APPROVED:

WILLIAM R. MOREU WILLIAM R. MOREU
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA
DATE OF APPROVAL: DATE OF APPROVAL:
9-3 9-3
SUPPLEMENT 1 PA-28-161, WARRIOR III SUPPLEMENT 1 PA-28-161, WARRIOR III
SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional Piper Auxiliary Vacuum System is installed. The airplane when the optional Piper Auxiliary Vacuum System is installed. The
information contained within this supplement is to be used in conjunction information contained within this supplement is to be used in conjunction with
with the complete handbook. the complete handbook.
SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

1. The auxiliary vacuum system is limited to standby function only. 1. The auxiliary vacuum system is limited to standby function only.
Take off with the engine driven dry air pump inoperative is not Take off with the engine driven dry air pump inoperative is not
approved. approved.
2. Discontinue flight in instrument meteorological conditions (IMC) 2. Discontinue flight in instrument meteorological conditions (IMC)
if vacuum pressure falls below 4.8 In. Hg. if vacuum pressure falls below 4.8 In. Hg.
3. The auxiliary pump/motor assembly and elapsed time indicator 3. The auxiliary pump/motor assembly and elapsed time indicator
must be removed from service after 500 hours accumulated must be removed from service after 500 hours accumulated
operating time or 10 years, whichever occurs first. operating time or 10 years, whichever occurs first.
SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

LOSS OF VACUUM SUCTION - Vacuum inop (VAC) annunciator LOSS OF VACUUM SUCTION - Vacuum inop (VAC) annunciator
and VAC OFF warning lamp lit and VAC OFF warning lamp lit
1. Vacuum gauge..................................Check to verify inoperative pump. 1. Vacuum gauge..................................Check to verify inoperative pump.
If vacuum gauge reads below 4.5 inches of mercury: If vacuum gauge reads below 4.5 inches of mercury:
2. Auxiliary vacuum switch ..............................................Press AUX ON. 2. Auxiliary vacuum switch ..............................................Press AUX ON.
3. Verify vacuum pressure of 4.8 to 5.2 inches of mercury. 3. Verify vacuum pressure of 4.8 to 5.2 inches of mercury.
4. Verify VAC inop annunciator and VAC OFF lights go out. 4. Verify VAC inop annunciator and VAC OFF lights go out.
CAUTION CAUTION
Compass error may exceed 10 when auxiliary Compass error may exceed 10 when auxiliary
vacuum system is in operation. vacuum system is in operation.
5. Electrical load ............................................................................Monitor 5. Electrical load ............................................................................Monitor

a. Verify alternator capacity is not being exceeded. a. Verify alternator capacity is not being exceeded.
b. If required, turn off nonessential electrical equipment. b. If required, turn off nonessential electrical equipment.
9-4 9-4
PA-28-161 WARRIOR III SUPPLEMENT 1 PA-28-161 WARRIOR III SUPPLEMENT 1
SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

A. Preflight Check. A. Preflight Check.
1. Set battery switch on and verify that VAC OFF lamp lights. 1. Set battery switch on and verify that VAC OFF lamp lights.
NOTE NOTE
Due to electrical power requirement of the Due to electrical power requirement of the
auxiliary vacuum pump it is suggested that the auxiliary vacuum pump it is suggested that the
engine be operating while making the following engine be operating while making the following
checks. checks.
2. Turn on auxiliary vacuum pump on and verify AUX ON 2. Turn on auxiliary vacuum pump on and verify AUX ON
light is illuminated and electrical load is approximately light is illuminated and electrical load is approximately
15 amps on ammeter. 15 amps on ammeter.
3. Turn off auxiliary vacuum pump and verify AUX ON light 3. Turn off auxiliary vacuum pump and verify AUX ON light
goes out. goes out.
B. Inflight Check - Prior to entering instrument flight conditions. B. Inflight Check - Prior to entering instrument flight conditions.
1. Turn off non-essential electrical equipment. 1. Turn off non-essential electrical equipment.
2. Turn on auxiliary vacuum pump and verify AUX ON light 2. Turn on auxiliary vacuum pump and verify AUX ON light
illum i n a t e d a n d e l e c t r i c a l l o a d i s a p p r o x i m a t e l y 1 1 illum i n a t e d a n d e l e c t r i c a l l o a d i s a p p r o x i m a t e l y 1 1
a m p s o n a m m e t e r. a m p s o n a m m e t e r.
3. Turn off auxiliary vacuum pump and verify AUX ON light goes 3. Turn off auxiliary vacuum pump and verify AUX ON light goes
out. out.
NOTE NOTE
For maximum service life, avoid continuous non- For maximum service life, avoid continuous non-
emergency operation of the auxiliary vacuum emergency operation of the auxiliary vacuum
pump. pump.
SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE
No change. No change.
SECTION 6 - WEIGHT & BALANCE SECTION 6 - WEIGHT & BALANCE

Factory installed optional equipment is included in the licensed weight Factory installed optional equipment is included in the licensed weight
and balance data in section 6 of the Pilot’s Operating Handbook. and balance data in section 6 of the Pilot’s Operating Handbook.
9-5 9-5
SECTION 7 - DESCRIPTION AND OPERATION SECTION 7 - DESCRIPTION AND OPERATION

The auxiliary dry air pump system provides an independent back-up The auxiliary dry air pump system provides an independent back-up
source of pneumatic power to operate the gyro flight instruments in the source of pneumatic power to operate the gyro flight instruments in the
event the engine driven air pump fails. event the engine driven air pump fails.
The auxiliary pump is mounted on the forward side of the firewall and The auxiliary pump is mounted on the forward side of the firewall and
connects to the primary system at a manifold downstream of the vacuum connects to the primary system at a manifold downstream of the vacuum
regulator. Isolation of the primary and auxiliary systems from each other is regulator. Isolation of the primary and auxiliary systems from each other is
accomplished by check valves on each side of the manifold. The primary accomplished by check valves on each side of the manifold. The primary
system vacuum switch is located on the regulator and senses vacuum system vacuum switch is located on the regulator and senses vacuum
supplied to the gyros. supplied to the gyros.
A control switch (labeled AUX VAC) for the auxiliary pump system is A control switch (labeled AUX VAC) for the auxiliary pump system is
located on the right side of the instrument panel near the vacuum suction located on the right side of the instrument panel near the vacuum suction
gage. gage.
The switch button incorporates two annunciator light sections labeled The switch button incorporates two annunciator light sections labeled
VAC OFF and AUX ON. The VAC OFF section is controlled by a vacuum 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 switch in the primary pneumatic system and illuminates an amber light
when the engine driven pump is inoperative or when the system vacuum falls 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 below the switch activation level. The AUX ON section is controlled by a
vacuum switch on the manifold and illuminates a blue light when the vacuum switch on the manifold and illuminates a blue light when the
auxiliary pump is operating and creating a vacuum in the system. When the auxiliary pump is operating and creating a vacuum in the system. When the
auxiliary pump is activated at high altitude, or if the system has developed auxiliary pump is activated at high altitude, or if the system has developed
air leaks, the AUX ON light may fail to illuminate. This indicates that the air leaks, the AUX ON light may fail to illuminate. This indicates that the
system vacuum is still below the AUX ON switch activation level even system vacuum is still below the AUX ON switch activation level even
though the auxiliary pump is operating. The annunciator lights do not though the auxiliary pump is operating. The annunciator lights do not
incorporate a press-to-test feature, if the lights do not illuminate as incorporate a press-to-test feature, if the lights do not illuminate as
expected, check for burned out lamps, replace with MS25237-330 bulbs and expected, check for burned out lamps, replace with MS25237-330 bulbs and
retest the system. retest the system.
System electrical protection is provided by a 20 amp circuit breaker in System electrical protection is provided by a 20 amp circuit breaker in
the pump motor circuit and a 5 amp circuit breaker in the annunciator light the pump motor circuit and a 5 amp circuit breaker in the annunciator light
circuit. The breakers are mounted on the circuit breaker panel. circuit. The breakers are mounted on the circuit breaker panel.
9-6 9-6

REPORT: VB-1565
SUPPLEMENT 1
SECTION 9
9-7

2
3
-10
, PRIMARY SYSTEM
17777 7777A AUXILIARY SYSTEM

REPORT: VB-1565
SUPPLEMENT 1
1. ENGINE DRIVEN DRY AIR PUMP 7. ATTITUDE GYRO

2. MANIFOLD & CHECK VALVE ASSY. 8. DIRECTIONAL GYRO
SECTION 9
3. AUX. ELECTRICALLY DRIVEN DRY AIR PUMP 9. FILTER

4. PRESSURE SENSING SWITCH 10. OVERBOARD VENT
5. SYSTEM REGULATOR & PRESS. SENSING SWITCH 11. FIREWALL
6. VACUUM (SUCTION) GAUGE
9-7
9-8 9-8
SECTION 10 SECTION 10
OPERATING TIPS OPERATING TIPS

No. No. No. No.
10.1 General ......................................................................................... 10-1 10.1 General ......................................................................................... 10-1
10.3 Operating Tips .............................................................................. 10-1 10.3 Operating Tips .............................................................................. 10-1

10-i 10-i

10-ii 10-ii
PA-28-161, WARRIOR III OPERATING TIPS PA-28-161, WARRIOR III OPERATING TIPS
SECTION 10 SECTION 10
OPERATING TIPS OPERATING TIPS

This section provides operating tips of particular value in the operation This section provides operating tips of particular value in the operation
of the WARRIOR III. of the WARRIOR III.
10.3 OPERATING TIPS 10.3 OPERATING TIPS

(a) Learn to trim for takeoff so that only a very light back pressure on the (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. control wheel is required to lift the airplane off the ground.
(b) The best speed for takeoff is about 55 KIAS under normal conditions. (b) The best speed for takeoff is about 55 KIAS under normal conditions.
Trying to pull the airplane off the ground at too low an airspeed Trying to pull the airplane off the ground at too low an airspeed
decreases the controllability of the airplane in the event of engine decreases the controllability of the airplane in the event of engine
failure. failure.
(c) Flaps may be lowered at airspeeds up to 103 KIAS. To reduce flap (c) Flaps may be lowered at airspeeds up to 103 KIAS. To reduce flap
operating loads, it is desirable to have the airplane at a slower speed 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 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 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. "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 (d) Before attempting to reset any circuit breaker, allow a two to five
minute cooling off period. minute cooling off period.
(e) Before starting the engine, check that all radio switches, light switches (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 and the pitot heat switch are in the off position so as not to create an
overloaded condition when the starter is engaged. overloaded condition when the starter is engaged.
(f) Anti-collision lights should not be operating when flying through (f) Anti-collision lights should not be operating when flying through
cloud, fog or haze, since the reflected light can produce spatial cloud, fog or haze, since the reflected light can produce spatial
disorientation. Strobe lights should not be used in close proximity disorientation. Strobe lights should not be used in close proximity
to the ground such as during taxiing, takeoff or landing. to the ground such as during taxiing, takeoff or landing.
10-1 10-1
OPERATING TIPS PA-28-161, WARRIOR III OPERATING TIPS PA-28-161, WARRIOR III
(g) The rudder pedals are suspended from a torque tube which extends (g) The rudder pedals are suspended from a torque tube which extends
across the fuselage. The pilot should become familiar with the across the fuselage. The pilot should become familiar with the
proper positioning of his feet on the rudder pedals so as to avoid proper positioning of his feet on the rudder pedals so as to avoid
interference with the torque tube when moving the rudder pedals or interference with the torque tube when moving the rudder pedals or
operating the toe brakes. operating the toe brakes.
(h) In an effort to avoid accidents, pilots should obtain and study the (h) In an effort to avoid accidents, pilots should obtain and study the
safety related information made available in FAA publications such safety related information made available in FAA publications such
as regulations, advisory circulars, Aviation News, AIM and safety as regulations, advisory circulars, Aviation News, AIM and safety
aids. aids.
(i) Prolonged slips and skids which result in excess of 2000 ft. of altitude (i) Prolonged slips and skids which result in excess of 2000 ft. of altitude
loss, or other radical or extreme maneuvers which could cause loss, or other radical or extreme maneuvers which could cause
uncovering of the fuel outlet must be avoided as fuel flow inter- uncovering of the fuel outlet must be avoided as fuel flow inter-
ruption may occur when the tank being used is not full. ruption may occur when the tank being used is not full.
(j) Hand starting of the engine is not recommended, however, should (j) Hand starting of the engine is not recommended, however, should
hand starting of the engine be required, only experienced personnel hand starting of the engine be required, only experienced personnel
should attempt this procedure. The magneto selector should be should attempt this procedure. The magneto selector should be
placed to LEFT during the starting procedures to reduce the placed to LEFT during the starting procedures to reduce the
probability of "kick back." Place the ignition switch to BOTH probability of "kick back." Place the ignition switch to BOTH
position after the engine has started. position after the engine has started.
10-2 10-2

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WARRIOR III

FAA APPROVED IN NORMAL and utility CATEGORies BASEd ON CAR 3.

REPORT: VB-1565 ISSUED: JULY 1, 1994

Application of this handbook is limited to the specific Piper PA-28-161

This handbook cannot he used for operational purposes unless kept in

The information compiled in the Pilot's Operating H:mdhook, with the

Revisions will be distributed whenever necessary as complete page

II. Identification of Revised Material

Revised text and illustrations shall be indicated by a black vertical line

ORIGINAL PAGES ISSUED

Current Revisions to the PA-28-161 WARRIOR III Pilot’s Operating

Revision FAA Approval

Rev. 2 ii Added copyright information.

ISSUED: JULY 1, 1994 REPORT: VB-1565

Revision FAA Approval

REPORT: VB-1565 ISSUED: JULY 1, 1994

SECTION 3 EMERGENCY PROCEDURES

SECTION 4 NORMAL PROCEDURES

SECTION 6 WEIGHT AND BALANCE

SECTION 7 DESCRIPTION AND OPERATION OF

SECTION 8 AIRPLANE HANDLING, SERVICING

SECTION 10 OPERATING TIPS

Paragraph Page Paragraph Page

REPORT: VB-1565 REPORT: VB-1565

REPORT: VB-1565 REPORT: VB-1565

THREE VIEW THREE VIEW

1.3 ENGINES 1.3 ENGINES

1.5 PROPELLERS 1.5 PROPELLERS

1.7 FUEL 1.7 FUEL

1.9 OIL 1.9 OIL

1.11 MAXIMUM WEIGHTS 1.11 MAXIMUM WEIGHTS

1.13 STANDARD AIRPLANE WEIGHTS 1.13 STANDARD AIRPLANE WEIGHTS

1.15 BAGGAGE SPACE 1.15 BAGGAGE SPACE

1.17 SPECIFIC LOADINGS 1.17 SPECIFIC LOADINGS

(b) Meteorological Terminology (b) Meteorological Terminology

(c) Power Terminology (c) Power Terminology

(d) Engine Instruments (d) Engine Instruments

Paragraph Page Paragraph Page

REPORT: VB-1565 REPORT: VB-1565

REPORT: VB-1565 REPORT: VB-1565

2.3 AIRSPEED LIMITATIONS 2.3 AIRSPEED LIMITATIONS

Maximum Structural Cruising Speed Maximum Structural Cruising Speed

Maximum Flaps Extended Speed Maximum Flaps Extended Speed

SPEED KIAS KCAS SPEED KIAS KCAS

2.5 AIRSPEED INDICATOR MARKINGS 2.5 AIRSPEED INDICATOR MARKINGS

(h) Number of Propellers 1 (h) Number of Propellers 1

2.11 WEIGHT LIMITS 2.11 WEIGHT LIMITS

2.13 CENTER OF GRAVITY LIMITS 2.13 CENTER OF GRAVITY LIMITS

(b) Utility Category (b) Utility Category

2.15 MANEUVER LIMITS 2.15 MANEUVER LIMITS

2.17 FLIGHT LOAD FACTORS 2.17 FLIGHT LOAD FACTORS

(a) Day VFR (a) Day VFR

(c) Day IFR (c) Day IFR

(d) Night IFR (d) Night IFR

2.21 FUEL LIMITATIONS 2.21 FUEL LIMITATIONS

2.25 PLACARDS 2.25 PLACARDS

THIS AIRPLANE MUST BE OPERATED AS A THIS AIRPLANE MUST BE OPERATED AS A