PA46 310P Pilot's Operating Handbook Piper Malibu_PA46 310_SN4608008 140 Malibu 310 SN4608008

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MALIBU

PA-46-310P

SN 4608008
THRU 4608140

PILOT’S
OPERATING
HANDBOOK
AND
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N APPROVED
FAA
O
AIRPLANE
MANUAL
E FLIGHT
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PILOT’S
OPERATING
HANDBOOK
AND

FAA APPROVED
AIRPLANE FLIGHT MANUAL

AIRPLANE
AIRPLANE
SERIAL NO. _______________________REGIST. NO.___________________________

PA-46-310P
REPORT: VB-1300 FAA APPROVED BY:

DATE OF APPROVAL:
AUGUST 6, 1986

D. H. TROMPLER
D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE
PILOT BY THE FEDERAL AVIATION REGULATIONS AND ADDITIONAL INFORMATION
PROVIDED BY THE MANUFACTURER AND CONSTITUTES THE FAA APPROVED
AIRPLANE FLIGHT MANUAL. THIS HANDBOOK MUST BE CARRIED IN THE AIRPLANE
AT ALL TIMES.

REVISED: APRIL 27, 1990

DATE OF APPROVAL:
AUGUST 6, 1986

D. H. TROMPLER
D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

REVISED: APRIL 27, 1990

WARNING

EXTREME CARE MUST BE EXERCISED TO LIMIT THE USE OF
THIS HANDBOOK TO APPLICABLE AIRCRAFT. THIS HANDBOOK 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.

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This handbook meets GAMA Specification No. 1, SPECIFICATION FOR
PILOT’S OPERATING HANDBOOK, issued February 15, 1975 and
revised September 1, 1984.

This handbook meets GAMA Specification No. 1, SPECIFICATION FOR
PILOT’S OPERATING HANDBOOK, issued February 15, 1975 and
revised September 1, 1984.

Published by
PUBLICATIONS DEPARTMENT
Piper Aircraft Corporation
Issued: July 1, 1986

REPORT: VB-1300
ii

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THIS PAGE INTENTIONALLY LEFT BLANK

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
APPLICABILITY

APPLICABILITY

Application of this handbook is limited to the specific Piper PA-46-310P
model airplane designated by serial number and registration number on the
face of the title page of this handbook.

This handbook cannot be used for operational purposes unless kept in a
current status.

WARNING

INSPECTION, MAINTENANCE AND PARTS REQUIREMENTS
FOR ALL NON-PIPER APPROVED STC INSTALLATIONS ARE
NOT INCLUDED IN THIS HANDBOOK. WHEN A NON-PIPER
APPROVED STC INSTALLATION IS INCORPORATED ON THE
AIRPLANE, THOSE PORTIONS OF THE AIRPLANE
AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN
ACCORDANCE WITH THE INSPECTION PROGRAM
PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER
APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
INTERFACE, OPERATING CHARACTERISTICS AND
COMPONENT LOADS OR STRESSES ON ADJACENT
STRUCTURES, PIPER PROVIDED INSPECTION CRITERIA
MAY NOT BE VALID FOR AIRPLANES WITH NON-PIPER
APPROVED STC INSTALLATIONS.

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ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 2002

REPORT: VB-1300
iii

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 2002

REPORT: VB-1300
iii

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
REVISIONS

REVISIONS

The information compiled in the Pilot’s Operating Handbook, with the
exception of the equipment list, will be kept current by revisions distributed
to the airplane owners. The equipment list was current at the time the
airplane was licensed by the manufacturer and thereafter must be maintained
by the owner.
Revision material will consist of information necessary to update the
text of the present handbook and/or to add information to cover added
airplane equipment.

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. Insert page numbers followed by a small letter in direct sequence with
the same common numbered page.

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II. Identification of Revised Material
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Each handbook page is E
dated at the bottom
original issue and the date
of the latest
Rvertical
F revision. Revised text and illustrations
are indicated by a black
line located along the outside margin of each
R
T
O theNrevised,
revised page opposite
O added, or deleted information. A vertical line
next to the F
page number
indicates that an entire page has been changed or

Revisions

added.
Vertical black lines indicate current revisions only. Correction of typographical
or grammatical errors or the physical relocation of information on a page will
not be indicated by a symbol.

Each handbook page is dated at the bottom of the page showing the date of
original issue and the date of the latest revision. Revised text and illustrations
are indicated by a black vertical line located along the outside margin of each
revised page opposite the revised, added, or deleted information. A vertical line
next to the page number indicates that an entire page has been changed or
added.
Vertical black lines indicate current revisions only. Correction of typographical
or grammatical errors or the physical relocation of information on a page will
not be indicated by a symbol.

ORIGINAL PAGES ISSUED

The original pages issued for this handbook prior to revision are given
below:

Title, ii through vii, 1-1 through 1-12, 2-1 through 2-11, 3-1 through 3-28,
4-1 through 4-34, 5-1 through 5-30, 6-1 through 6-19, 7-1 through 7-46, 8-1
through 8-21, 9-1 through 9-112, and 10-1 through 10-2.

REPORT: VB-1300
iv

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 2002

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS

Current Revisions to the PA-46-350P Malibu Pilot's Operating Handbook,
REPORT: VB-1300 issued JULY 1, 1986
Revision
FAA Approved
Number and
Revised
Description of Revisions
Signature
Code
Pages
and Date
Rev. 1
3-21
Revised para. 3.27.
(PR870410)
4-7
Revised Before Starting
checklist.
4-10
Added Caution to
Ground Check checklist.
4-12
Added Note to Takeoff
Climb checklist.
Revised Cruise Climb checklist.
Added Warning and Note
to Cruising checklist.
Relocated info. to page 4-13.
4-13
Relocated info. from page 4-12.
Added Warning to Approach
And Landing checklist.
Revised Approach And
Landing checklist.
Relocated info. to page 4.14.
4-14
Relocated Normal and Short
Field Technique from page 4-13.
4-17
Revised para. 4.9.
4-19
Added info. to para. 4.11.
4-22
Relocated Caution from
page 4-23.
Relocated info. to page 4-23.
4-23
Revised para. 4.19.
Relocated info. from page 4-22.
Relocated Caution to
page 4-22.
4-26
Revised para. 4.25.
Relocated Note from page 4-27.
Relocated info to page 4-27.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 7, 1988

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REPORT: VB-1300
v

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision
Number and
Code
Rev. 1 cont.

FAA Approved
Revised
Description of Revisions
Signature
Pages
and Date
4-27
Relocated Note to page 4-26.
Relocated info. from page 4-26.
Revised para. 4.27.
Added Note.
4-28
Revised para. 4.27.
4-30
Added Note to para. 4.31.
Added Warning to para. 4.31.
Relocated para. 4.33 to page 4-31.
4-31
Relocated para. 4.33 from page
4-30.
Relocated Note and info. to
page 4-32 text.
4-32
Relocated Note and info. from
page 4-31.
Relocated Note to page 4-33.
4-33
Relocated Note from page 4-32.
Relocated info. to page 4-34.
4-34
Relocated info from page 4-33.
5-9
Revised Table of Contents.
5-20
Revised graph title
5-21
Added fig. 5-20.
5-22
Revised fig. 5-21.
Revised info.
7-8
Revised para. 7.7.
7-21
Revised fig. 7-13.
7-23
Revised fig. 7-15.
7-41
Revised para. 7.31.
8-11
Revised para. 8.21.
8-12
Revised para. 8.23.
9-i
Revised Table of Contents.
9-82
Revised fig. 4-1.
9-113 Added
D.H. Trompler
thru
Supplement
9-118 No. 11.
9-119 Added
Date
thru
Supplement
9-124 No. 12
9-125 Added
thru
Supplement
9-128 No. 13

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REPORT: VB-1300
vi

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision
Number and
Code
Rev. 1 cont.

REPORT: VB-1300
vi

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Revision
Number and
Code
Rev. 2
(871027)

Rev. 3
(871216)

Revised
Pages
9-i
9-129
thru
9-134

Description of Revisions

FAA Approved
Signature
and Date

Revised Table of Contents.
Added Supplement 14

8-19
9-23
9-24
9-28
9-29
9-58
9-59

9-60

Revised
Pages
9-i
9-129
thru
9-134

Description of Revisions

FAA Approved
Signature
and Date

Revised Table of Contents.
Added Supplement 14

D.H.Trompler

Nov. 2, 1987
Date

Revised Original
Pages Issued.
Revised Ground Check
checklist.
Revised para. 4.19.
Revised para. 4.45.
Revised para. 5.5.

Added Caution.
Added fig. number.
Revised item 5.
Added fig. reference.
Revised items 6, 8, and 9.
Revised item 10.
Revised item 4.
Added fig. 7-1. Moved
info. to page 9-59.
Relocated info. from
page 9-58. Moved info.
to page 9-60.
Relocated info. from
page 9-59. Moved info.
to page 9-61.

ISSUED: OCTOBER 27, 1987
REVISED: DECEMBER 16, 1987

Revision
Number and
Code
Rev. 2
(871027)

D.H.Trompler

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4-23
N
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4-33
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5-3,
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5-6,
N IGH
5-7
E
Lnumber.
R Report
7-i
Corrected
F
7-11 FE
Corrected spelling.
Rpara. 7.15.
7-15E Revised
O
R
F spelling.
7-29
Corrected
R
7-37, T Revised para. 7.29.
O
FO N7-38
7-46
Revised Warning.
4-10

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS

Rev. 3
(871216)

iv
4-10
4-23
4-33
5-3,
5-6,
5-7
7-i
7-11
7-15
7-29
7-37,
7-38
7-46
8-19
9-23
9-24
9-28
9-29
9-58
9-59

9-60

REPORT: VB-1300
vi-a

Revised Original
Pages Issued.
Revised Ground Check
checklist.
Revised para. 4.19.
Revised para. 4.45.
Revised para. 5.5.

Corrected Report number.
Corrected spelling.
Revised para. 7.15.
Corrected spelling.
Revised para. 7.29.
Revised Warning.
Added Caution.
Added fig. number.
Revised item 5.
Added fig. reference.
Revised items 6, 8, and 9.
Revised item 10.
Revised item 4.
Added fig. 7-1. Moved
info. to page 9-59.
Relocated info. from
page 9-58. Moved info.
to page 9-60.
Relocated info. from
page 9-59. Moved info.
to page 9-61.

ISSUED: OCTOBER 27, 1987
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
vi-a

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision
Number and
Code
Rev. 3
Cont.

Revised
Pages
9-61

9-65
9-74
9-88
9-94
9-95
9-130
9-134

Description of Revisions

FAA Approved
Signature
and Date

Relocated info. from
page 9-60. Added
item (h) (3).
Corrected spelling.
Revised fig. 7-1.
Corrected spelling.
Revised format.
Revised format.
Revised Section 2(d).
Revised fig. 7-3.

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C
Rev. 4
v
Corrected Rev. 1 date.
N IGH
(PR881007)
4-27
Revised para.
4.27.
E
8-i
Revised R
footer info. L
F
E
8-1
Revised
para. 8.1.
F
R
ERevisedFpara’s.
8-2
O 8.1 and 8.3.
R
Relocated info. from page 8-3.
R
T moved to page 8-2.
8-3
Info.
O
O
Revised Table Of Contents.
F 9-i9-113N Revised
Piper Dwg. no.

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision
Number and
Code
Rev. 3
Cont.

Revised
Pages
9-61

9-65
9-74
9-88
9-94
9-95
9-130
9-134

Description of Revisions
Relocated info. from
page 9-60. Added
item (h) (3).
Corrected spelling.
Revised fig. 7-1.
Corrected spelling.
Revised format.
Revised format.
Revised Section 2(d).
Revised fig. 7-3.

D.H.Trompler

9-119
9-121

9-127
9-135
thru
9-140

Added Date of Approval.
Added Date of Approval.
Revised Section 4, para. (b),
(4) format.
125 Added Date of Approval.
Revised Section 4, para. (b),
(4) format.
Added
Supplement
No. 15.

D.H.Trompler
Dec. 22, 1987
Date
Rev. 4
(PR881007)

v
4-27
8-i
8-1
8-2
8-3
9-i
9-113
9-119
9-121

9-127

D.H.Trompler

9-135
thru
9-140

Oct. 7, 1988
Date

REPORT: VB-1300
vi-b

ISSUED: OCTOBER 27, 1987
REVISED: OCTOBER 7, 1988

FAA Approved
Signature
and Date

Corrected Rev. 1 date.
Revised para. 4.27.
Revised footer info.
Revised para. 8.1.
Revised para’s. 8.1 and 8.3.
Relocated info. from page 8-3.
Info. moved to page 8-2.
Revised Table Of Contents.
Revised Piper Dwg. no.
Added Date of Approval.
Added Date of Approval.
Revised Section 4, para. (b),
(4) format.
125 Added Date of Approval.
Revised Section 4, para. (b),
(4) format.
Added
Supplement
No. 15.

D.H.Trompler
Oct. 7, 1988
Date

REPORT: VB-1300
vi-b

ISSUED: OCTOBER 27, 1987
REVISED: OCTOBER 7, 1988

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Revision
Number and
Code
Rev. 5
(PR881201)

Revised
Pages
8-11
9-i
9-3
9-4

9-5

FAA Approved
Signature
and Date

Description of Revisions
Revised para. 8.21.
Revised Table of Contents.
Revised Supplement
No. 1 title and para.
Revised Section 1.
Revised Section 2,
para. (e). Revised
Note.
Revised maximum
altitude loss.

Title. Revised para.
Revised Section 1 para.
Revised Figure.
Added Caution.

Revision
Number and
Code
Rev. 5
(PR881201)

Revised
Pages
8-11
9-i
9-3
9-4

9-5

LYJan. 10, 1989

D. H. Trompler

N
O
E T
C
N IGH
Rev. 6
4-6
Revised Warning.
E
(PR891122)
4-18
Revised
L
R Warning.
F
5-18
Revised fig. 5-15.
E
5-29EF RevisedR
fig. 5-33.
O
8-12
Revised
R
F para. 8.23.
9-i
Revised Table of Contents.
R
T
O Revised Note.
FO N9-4
9-63
Revised Supplement No. 4
9-64
9-65
9-103

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Description of Revisions
Revised para. 8.21.
Revised Table of Contents.
Revised Supplement
No. 1 title and para.
Revised Section 1.
Revised Section 2,
para. (e). Revised
Note.
Revised maximum
altitude loss.

9-103

Rev. 6
(PR891122)

4-6
4-18
5-18
5-29
8-12
9-i
9-4
9-63
9-64
9-65
9-103

D. H. Trompler

Revised Caution.
D. H. Trompler

Revised Warning.
Revised Warning.
Revised fig. 5-15.
Revised fig. 5-33.
Revised para. 8.23.
Revised Table of Contents.
Revised Note.
Revised Supplement No. 4
Title. Revised para.
Revised Section 1 para.
Revised Figure.
Added Caution.

REPORT: VB-1300
vi-c

D. H. Trompler
Dec. 15, 1989
Date

Rev. 7
(PR900208)

9-103

Revised Caution.

Feb. 13, 1990
Date

ISSUED: DECEMBER 1, 1988
REVISED: FEBRUARY 8, 1990

D. H. Trompler
Jan. 10, 1989
Date

Date

Dec. 15, 1989
Date

Rev. 7
(PR900208)

FAA Approved
Signature
and Date

D. H. Trompler
Feb. 13, 1990
Date

ISSUED: DECEMBER 1, 1988
REVISED: FEBRUARY 8, 1990

REPORT: VB-1300
vi-c

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision
Number and
Code
Rev. 8
(PR900427)

Revised
Pages
Title
5-29
6-i
7-21
7-23
9-i
9-141
thru
9-150

Description of Revisions
Revised Serial Applicability.
Corrected header.
Revised Table of Contents.
Revised fig. 7-13.
Revised fig. 7-15.
Revised Table of Contents.
Added Supplement No. 16

FAA Approved
Signature
and Date

vi-e,
vi-f
4-12
7-i
7-21

9-5
9-6

9-7
9-8
9-60

REPORT: VB-1300
vi-d

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision
Number and
Code
Rev. 8
(PR900427)

D. H. Trompler
_May 14, 1990
Date

Y
L
N
Added revision date.
O
Revised page header. E
Revised fig. 7-13 lists
of itemsHT
C
N
operated offE
Emerg. and Main
IG
L
Buses. R
F of items
E fig. 7-15
7-23
Revised
lists
F
R
off Emerg. and Main
Eoperated
O
R
Buses.F
R
T fig. 7-23.
7-31
Revised
O
O
para. 8.5.
F 8-3
N Revised
9-4
Revised AC designation in

Rev. 9
(PR910318)

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Pages added.

Note. Revised page designation
in footer.
Revised Note.
Renumbered items (7) thru (9)
as (8) thru (10). Added new
item (7). Added Note. Designated
item (b) (1) a. Added item
(b) (1) b. Moved info. to page
9-7.
Relocated info. from page 9-6.
Moved info. to page 9-8.
Relocated info. from page 9-7.
Revised items (3) and (4).

ISSUED: DECEMBER 1, 1988
REVISED: MARCH 18, 1991

Rev. 9
(PR910318)

Revised
Pages
Title
5-29
6-i
7-21
7-23
9-i
9-141
thru
9-150
vi-e,
vi-f
4-12
7-i
7-21

7-23

7-31
8-3
9-4

9-5
9-6

9-7
9-8
9-60

REPORT: VB-1300
vi-d

Description of Revisions
Revised Serial Applicability.
Corrected header.
Revised Table of Contents.
Revised fig. 7-13.
Revised fig. 7-15.
Revised Table of Contents.
Added Supplement No. 16

FAA Approved
Signature
and Date

D. H. Trompler
_May 14, 1990
Date

Pages added.
Added revision date.
Revised page header.
Revised fig. 7-13 lists of items
operated off Emerg. and Main
Buses.
Revised fig. 7-15 lists of items
operated off Emerg. and Main
Buses.
Revised fig. 7-23.
Revised para. 8.5.
Revised AC designation in
Note. Revised page designation
in footer.
Revised Note.
Renumbered items (7) thru (9)
as (8) thru (10). Added new
item (7). Added Note. Designated
item (b) (1) a. Added item
(b) (1) b. Moved info. to page
9-7.
Relocated info. from page 9-6.
Moved info. to page 9-8.
Relocated info. from page 9-7.
Revised items (3) and (4).

ISSUED: DECEMBER 1, 1988
REVISED: MARCH 18, 1991

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Revision
Number and
Code
Rev. 9
(cont.)

Revised
Pages
9-64
9-103
9-119
9-142

Rev. 10
(PR911014)

2-4
3-12

FAA Approved
Signature
and Date

Description of Revisions
Revised Supplement number
in header.
Revised item (d).
Corrected Date of Approval.
Added para. to Section 4.

4-13
4-14
4-14a
4-14b
4-23

4-24
4-25

Added para. 2.11, (h).
Gyro Suction Failure subheader revised.
Gyro Suction Failure subheader revised. Deleted info.
from para. 3.45.
Ground Check checklist revised.
Note added. Info. moved to page
4-11.
Items added to Ground Check
checklist. Note added. Info.
relocated from page 4-10. Info.
moved to page 4-12.
Info. relocated from page 4-11.
Info. moved to page 4-13.
Info. relocated from page 4-12.
Info. moved to page 4-14.
Info. relocated from page 4-13.
Info. moved to page 4-14a.
Page added. Info. relocated from
page 4-14.
Page added.
Para. 4.19 revised. Added Note
to para's. 4.19 and 4.21. Moved
info. to page 4-24.
Info. relocated from page 4-23.
Info. moved to page 4-25.
Info. relocated from page 4-24.

ISSUED: MARCH 18, 1991
REVISED: OCTOBER 14, 1991

Revision
Number and
Code
Rev. 9
(cont.)

REPORT: VB-1300
vi-e

Revised
Pages
9-64
9-103
9-119
9-142

D. H. Trompler
April 22, 1991
Date

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PILOT'S OPERATING HANDBOOK LOG OF REVISIONS

Rev. 10
(PR911014)

2-4
3-12
3-27

4-10

4-11

4-12
4-13
4-14
4-14a
4-14b
4-23

4-24
4-25

FAA Approved
Signature
and Date

Description of Revisions
Revised Supplement number
in header.
Revised item (d).
Corrected Date of Approval.
Added para. to Section 4.

D. H. Trompler
April 22, 1991
Date

ISSUED: MARCH 18, 1991
REVISED: OCTOBER 14, 1991

REPORT: VB-1300
vi-e

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Revision
Number and
Code

Revised
Pages

Rev. 10 cont.

7-37

7-38

9-4
9-5
9-6
9-103

Description of Revisions
Para. 7.29 revised and info.
deleted. Info relocated from
page 7-38.
Para. 7.29 revised and info.
deleted. Info moved to page
7-37.
Revised Section 2, para. (e).
Revised Note.
Info. deleted from para. 4., a.
Revised Note.
Revised Note

FAA Approved
Signature
and Date

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Revision
Number and
Code

Revised
Pages

Rev. 10 cont.

7-37

9-103

Para. 7.29 revised and info.
deleted. Info relocated from
page 7-38.
Para. 7.29 revised and info.
deleted. Info moved to page
7-37.
Revised Section 2, para. (e).
Revised Note.
Info. deleted from para. 4., a.
Revised Note.
Revised Note

4-11
4-23
4-27
7-6
7-8
7-i
9-3
9-100
9-i

Para. 4.5 revised. (Note)
Para. 4.21 revised. (Note)
Para. 4.27 revised.
Added Para. 7.6
Info. relocated to 7-9
Added Para. 7.6 to TOC
DELETED Supplement 1
Revised SECTION 3
Revised Table of Contents

7-38

9-4
9-5
9-6

W. R. Moreu
FAA/DOA
Coordinator

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4-11
Para. 4.5 revised. (Note)
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7-i
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SECTION 3
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9-i
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Coordinator

Description of Revisions

vi-f
vi-g
vi-h
3-9
3-24
4-11
4-24
8-i
8-ii

REPORT: VB-1300
vi-f

Added Rev. 12 to L of R.
Added page.
Added page.
Revised para. 3.3.
Revised para. 3.33.
Revised para. 4.5.
Revised para. 4.21
Revised T of C.
Added page.

ISSUED: MARCH 18, 1991
REVISED: OCTOBER 31, 1997

W. R. Moreu
FAA/DOA
Coordinator
Date

Rev. 11
(PR930820)

Date
Rev. 12
(PR971031)

FAA Approved
Signature
and Date

W. R. Moreu
FAA/DOA
Coordinator
Date

Rev. 12
(PR971031)

vi-f
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vi-h
3-9
3-24
4-11
4-24
8-i
8-ii

REPORT: VB-1300
vi-f

Added Rev. 12 to L of R.
Added page.
Added page.
Revised para. 3.3.
Revised para. 3.33.
Revised para. 4.5.
Revised para. 4.21
Revised T of C.
Added page.

ISSUED: MARCH 18, 1991
REVISED: OCTOBER 31, 1997

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Revision
Number and
Code
Rev. 12
(continued)

Revised
Pages
8-17
8-18
8-22
8-23
8-24
9-98
9-101
9-102
9-104
9-106

FAA Approved
Signature
and Date

Description of Revisions
Revised para. 8.35.
Revised para. 8.35.
Added page & para. 8.36.
Added page & para. 8.36.
Added page.
Revised Section 2.
Revised Section 4.
Revised Section 4.
Revised Section 4.
Revised Section 7.

vi-g
2-i
2-9
2-10
2-11
2-12

3-7
3-21
3-22

3-23
4-ii
4-35
4-36
9-i
9-3
9-102

Peter E. Peck
Oct. 31, 1997
Date

Added Rev. 13 to L of R page.
Revised T of C.
Added para. 2.32.
Relocated info. from page 2-9.
Relocated info. from page 2-10.
Added page & relocated info.
from page 2-11.
Revised T of C.
Revised T of C.
Relocated info. from page 3-6.
Added TIT info. & relocated
info. to pages 3-5, 3-6.
Relocated info. from page 3-6.
Added TIT info. & relocated
info. to page 3-22.
Relocated info. from page 3-21
& to page 3-23.
Relocated info. from page 3-22.
Revised T of C.
Added page & para. 4.49.
Added page.
Revised T of C.
Revised text.
Revised Section 4.

REVISED: FEBRUARY 25, 1999

Revision
Number and
Code
Rev. 12
(continued)

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Rev. 13
(PR990225)

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS

Rev. 13
(PR990225)

Revised
Pages
8-17
8-18
8-22
8-23
8-24
9-98
9-101
9-102
9-104
9-106

Revised para. 8.35.
Revised para. 8.35.
Added page & para. 8.36.
Added page & para. 8.36.
Added page.
Revised Section 2.
Revised Section 4.
Revised Section 4.
Revised Section 4.
Revised Section 7.

vi-g
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2-10
2-11
2-12

3-i
3-ii
3-5
3-6
3-7
3-21
3-22

Peter E. Peck
Feb. 25, 1999
Date

REPORT: VB-1300
vi-g

FAA Approved
Signature
and Date

Description of Revisions

3-23
4-ii
4-35
4-36
9-i
9-3
9-102

REVISED: FEBRUARY 25, 1999

Peter E. Peck
Oct. 31, 1997
Date

Peter E. Peck
Feb. 25, 1999
Date

REPORT: VB-1300
vi-g

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Revision
Number and
Code
Rev. 14
(PR021014)

Revised
Pages
iii
iv
vi-h
8-1
8-1A
8-1B
8-2

Description of Revisions

FAA Approved
Signature
and Date

Added Warning and moved
info. to page iv.
Moved info. from page iii.
Added Rev. 14 to L of R.
Moved info. to page 8-1B
and revised para. 8.1.
Added page and
revised para. 8.1.
Added page and moved info.
from pages 8-1 and 8-2.
Moved info. to page 8-1B & 8-3, Albert. J. Mill
and revised para. 8.3.
Moved info. from page 8-2.
Oct. 14, 2002
Date

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REPORT: VB-1300
vi-h

REVISED: OCTOBER 14, 2002

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Revision
Number and
Code
Rev. 14
(PR021014)

Revised
Pages
iii
iv
vi-h
8-1
8-1A
8-1B
8-2
8-3

REPORT: VB-1300
vi-h

Description of Revisions

FAA Approved
Signature
and Date

REVISED: OCTOBER 14, 2002

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU,

TABLE OF CONTENTS

SECTION 1

GENERAL

SECTION 1

GENERAL

SECTION 2

LIMITATIONS

SECTION 2

LIMITATIONS

SECTION 3

EMERGENCY PROCEDURES

SECTION 3

EMERGENCY PROCEDURES

SECTION 4

NORMAL PROCEDURES

SECTION 4

NORMAL PROCEDURES

SECTION 5

PERFORMANCE

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

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WEIGHT AND BALANCE
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DESCRIPTION
AND
OF
LANDOPERATION
R
F
E
THE
AIRPLANE
ITS SYSTEMS
F OR
E
R AIRPLANE
F HANDLING, SERVICING
SECTION 8
R
T
FO NO AND MAINTENANCE
SECTION 9

SUPPLEMENTS

SECTION 9

SUPPLEMENTS

SECTION 10

OPERATING TIPS

SECTION 10

OPERATING TIPS

ISSUED: JULY 1, 1986

REPORT: VB-1300
vii

ISSUED: JULY 1, 1986

REPORT: VB-1300
vii

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PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1
GENERAL

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

TABLE OF CONTENTS

SECTION 1

GENERAL

SECTION 1
GENERAL

Paragraph
Page
No.
No.
1.1
Introduction .............................................................................. 1-1
1.3
Engine....................................................................................... 1-3
1.5
Propeller ................................................................................... 1-3
1.7
Fuel........................................................................................... 1-3
1.9
Oil............................................................................................. 1-4
1.11
Maximum Weights ................................................................... 1-4
1.13
Standard Airplane Weights....................................................... 1-4
1.15
Cabin and Entry Dimensions.................................................... 1-5
1.17
Baggage Space and Entry Dimensions..................................... 1-5
1.19
Specific Loading....................................................................... 1-5
1.21
Symbols, Abbreviations and Terminology ............................... 1-7

ISSUED: JULY 1, 1986

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1-i

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PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

1.1

SECTION 1
GENERAL

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1

GENERAL

INTRODUCTION

1.1

SECTION 1
GENERAL

INTRODUCTION

This Pilot’s Operating Handbook is designed for maximum utilization
as an operating guide for the pilot. It includes the material required to be
furnished to the pilot by the Federal Aviation Regulations and additional
information provided by the manufacturer and constitutes the FAA
Approved Airplane Flight Manual.

This handbook is not designed as a substitute for adequate and
competent flight instruction, knowledge of current airworthiness directives,
applicable federal air regulations or advisory circulars. It is not intended to
be a guide for basic flight instruction or a training manual and should not be
used for operational purposes unless kept in a current status.

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R is inFLan airworthy condition is the
Assurance that the airplane
E
F The
responsibility of the owner.
Rpilot in command is responsible for
determining that R
the E
airplane isO
safe for flight. The pilot is also responsible
F limitations as outlined by instrument
for remaining within the operating
R
T
markings,
and this handbook.
Oplacards,
O
F
N
Although the arrangement of this handbook is intended to increase its

Assurance that the airplane is in an airworthy condition is the
responsibility of the owner. The pilot in command is responsible for
determining that the airplane is safe for flight. The pilot is also responsible
for remaining within the operating limitations as outlined by instrument
markings, placards, and this handbook.

in-flight capabilities, it should not be used solely as an occasional operating
reference. The pilot should study the entire handbook to familiarize himself
with the limitations, performance, procedures and operational handling
characteristics of the airplane before flight.

Although the arrangement of this handbook is intended to increase its
in-flight capabilities, it should not be used solely as an occasional operating
reference. The pilot should study the entire handbook to familiarize himself
with the limitations, performance, procedures and operational handling
characteristics of the airplane before flight.

The handbook has been divided into numbered (arabic) sections each
provided with a ``finger-tip’’ tab divider for quick reference. The limitations
and emergency procedures have been placed ahead of the normal
procedures, performance and other sections to provide easier access to
information that may be required in flight. The Emergency Procedures
Section has been furnished with a red tab divider to present an instant
reference to the section. Provisions for expansion of the handbook have
been made by the deliberate omission of certain paragraph numbers, figure
numbers, item numbers and pages noted as being intentionally left blank.

ISSUED: JULY 1, 1986

REPORT: VB-1300
1-1

SECTION 1
GENERAL

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1
GENERAL

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

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Figure 1-1
REPORT: VB-1300
1-2

THREE VIEW
Figure 1-1
ISSUED: JULY 1, 1986

REPORT: VB-1300
1-2

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
1.3

SECTION 1
GENERAL

ENGINE
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
1.3

Number of Engines
Engine Manufacturer
Engine Model Number
Rated Horsepower
Rated Speed (rpm)
Maximum Manifold Pressure (in. Hg.)
Bore (inches)
Stroke (inches)
Displacement (cubic inches)
Compression Ratio
Engine Type

1
Teledyne Continental
TSIO-520-BE
310
2600
38.0
5.25
4.00
520
7.5:1
Six Cylinder, Direct Drive,
Horizontally Opposed,
Air Cooled, Turbocharged,
Fuel Injected

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1.5 PROPELLER
E T
C
(a) Number of Propellers
1
N IGH
(b) Propeller Manufacturer E
Hartzell
R FL
(c) Blade Model
F8052( )
E
(d) Number of Blades
2
F OR
(e) Hub Model E
BHC-C2YF-1BF
F
(f) PropellerR
Diameter (inches)
R
T
(1)
Minimum
78
O
FO
(2) Maximum
80
N
(g) Propeller Type
Constant Speed,

ENGINE
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)

1.5

SECTION 1
GENERAL

PROPELLER
(a)
(b)
(c)
(d)
(e)
(f)

Number of Propellers
Propeller Manufacturer
Blade Model
Number of Blades
Hub Model
Propeller Diameter (inches)
(1) Minimum
(2) Maximum
(g) Propeller Type

1
Hartzell
F8052( )
2
BHC-C2YF-1BF
78
80
Constant Speed,
Hydraulically Actuated

Hydraulically Actuated
1.7

FUEL

1.7

AVGAS ONLY

ISSUED: JULY 1, 1986

FUEL

AVGAS ONLY

(a) Fuel Capacity (U.S. gal.) (total)122
(b) Usable Fuel (U.S. gal.) (total)120
(c) Fuel
(1) Minimum Grade
(2) Alternate Fuels

1
Teledyne Continental
TSIO-520-BE
310
2600
38.0
5.25
4.00
520
7.5:1
Six Cylinder, Direct Drive,
Horizontally Opposed,
Air Cooled, Turbocharged,
Fuel Injected

100- Green or 100LL
Blue Aviation Grade
Refer to latest revision of
Continental Service Bulletin
(Recommended Fuel and Oil Grades)

REPORT: VB-1300
1-3

(a) Fuel Capacity (U.S. gal.) (total)122
(b) Usable Fuel (U.S. gal.) (total)120
(c) Fuel
(1) Minimum Grade
(2) Alternate Fuels

ISSUED: JULY 1, 1986

100- Green or 100LL
Blue Aviation Grade
Refer to latest revision of
Continental Service Bulletin
(Recommended Fuel and Oil Grades)

REPORT: VB-1300
1-3

SECTION 1
GENERAL
1.9

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

OIL

1.9

(a) Oil Capacity (U.S. quarts)
(b) Oil Specification

8
Refer to latest revision of
Continental Service Bulletin
(Recommended Fuel
and Oil Grades)
(c) Oil Viscosity per Average Ambient Temperature for Starting

Below 40°F

Aviation
Grade
65

S.A.E. No.
30

Multi-Viscosity
Grade
15W - 50
20W - 50
15W - 50
20W - 50
25W - 60

Y
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Nuse the lighter
O
When operating temperatures overlap indicated ranges,
E TMHS-24A are
grade oil. Multi-viscosity oils meeting TCM specification
C
approved.
N IGH
E
R FL
1.11 MAXIMUM WEIGHTS
E
F(lbs.)OR
(a) Maximum Ramp Weight
4118
E
(b) Maximum Takeoff
Weight
(lbs.)
4100
R F(lbs.)
(c) MaximumR
Landing Weight
3900
T
(d) Maximum
Zero
Fuel
Weight
(lbs.)
3900
FO Weights
NOin Baggage
(e) Maximum
Above 40°F

SECTION 1
GENERAL

100

Compartments (lbs.)
(1) Forward
(2) Aft

100
100

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

OIL
(a) Oil Capacity (U.S. quarts)
(b) Oil Specification

8
Refer to latest revision of
Continental Service Bulletin
(Recommended Fuel
and Oil Grades)
(c) Oil Viscosity per Average Ambient Temperature for Starting

Below 40°F

Aviation
Grade
65

S.A.E. No.
30

Above 40°F

100

Multi-Viscosity
Grade
15W - 50
20W - 50
15W - 50
20W - 50
25W - 60

When operating temperatures overlap indicated ranges, use the lighter
grade oil. Multi-viscosity oils meeting TCM specification MHS-24A are
approved.
1.11 MAXIMUM WEIGHTS
(a) Maximum Ramp Weight (lbs.)
(b) Maximum Takeoff Weight (lbs.)
(c) Maximum Landing Weight (lbs.)
(d) Maximum Zero Fuel Weight (lbs.)
(e) Maximum Weights in Baggage
Compartments (lbs.)
(1) Forward
(2) Aft

4118
4100
3900
3900

100
100

1.13 STANDARD AIRPLANE WEIGHTS

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

REPORT: VB-1300
1-4

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1
GENERAL

1.15 CABIN AND ENTRY DIMENSIONS (IN.)
49.5
148
47
24
46

1.17 BAGGAGE SPACE AND ENTRY DIMENSIONS

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E T
(a) Wing Loading (lbs. per sq. ft.) C
N IGH
(b) Power Loading (lbs. per hp)
E
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ISSUED: JULY 1, 1986

SECTION 1
GENERAL

1.15 CABIN AND ENTRY DIMENSIONS (IN.)

(a) Cabin Width (max.)
(b) Cabin Length (Instrument panel
to rear bulkhead)
(c) Cabin Height (max.)
(d) Entry Width
(e) Entry Height

(a) Compartment Volume (cu. ft.)
(1) Forward
(2) Aft
(b) Entry Dimensions (in.)
(1) Forward
(2) Aft

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(a) Cabin Width (max.)
(b) Cabin Length (Instrument panel
to rear bulkhead)
(c) Cabin Height (max.)
(d) Entry Width
(e) Entry Height

49.5
148
47
24
46

1.17 BAGGAGE SPACE AND ENTRY DIMENSIONS
14
20
19 x 23
24 x 46

(a) Compartment Volume (cu. ft.)
(1) Forward
(2) Aft
(b) Entry Dimensions (in.)
(1) Forward
(2) Aft

14
20
19 x 23
24 x 46

1.19 SPECIFIC LOADING
23.4
13.2

REPORT: VB-1300
1-5

(a) Wing Loading (lbs. per sq. ft.)
(b) Power Loading (lbs. per hp)

ISSUED: JULY 1, 1986

23.4
13.2

REPORT: VB-1300
1-5

SECTION 1
GENERAL

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

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REPORT: VB-1300
1-6

ISSUED: JULY 1, 1986

SECTION 1
GENERAL

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1300
1-6

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1
GENERAL

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1
GENERAL

1.21 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

The following definitions are of symbols, abbreviations and
terminology used throughout the handbook and those which may be of
added operational significance to the pilot.

(a) General Airspeed Terminology and Symbols
CAS

(a) General Airspeed Terminology and Symbols

Calibrated Airspeed means the indicated
speed of an aircraft, corrected for position
and instrument error. Calibrated airspeed
is equal to true airspeed in standard
atmosphere at sea level.

Y
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Indicated Airspeed
speed of an airE isTtheairspeed
craft asC
shown on the
indicator
H
N
when
corrected
for instrument error. IAS
G
E LI in this handbook assume
values published
R
F error.
E zeroRinstrument
F
E FOIndicated Airspeed expressed in ``Knots.’’
KIAS
R
T Mach Number is the ratio of true airspeed
M R
O
O
to the speed of sound.
F N

CAS

Calibrated Airspeed means the indicated
speed of an aircraft, corrected for position
and instrument error. Calibrated airspeed
is equal to true airspeed in standard
atmosphere at sea level.

KCAS

Calibrated Airspeed expressed in ``Knots.’’

KCAS

Calibrated Airspeed expressed in ``Knots.’’

Ground Speed is the speed of an airplane
relative to the ground.

IAS

Indicated Airspeed is the speed of an aircraft as shown on the airspeed indicator
when corrected for instrument error. IAS
values published in this handbook assume
zero instrument error.

KIAS

Indicated Airspeed expressed in ``Knots.’’

Mach Number is the ratio of true airspeed
to the speed of sound.

TAS

True Airspeed is the airspeed of an airplane
relative to undisturbed air which is the CAS
corrected for altitude, temperature and
compressibility.

TAS

True Airspeed is the airspeed of an airplane
relative to undisturbed air which is the CAS
corrected for altitude, temperature and
compressibility.

Maneuvering Speed is the maximum speed
at which application of full available
aerodynamic control will not overstress the
airplane.

VFE

Maximum Flap Extended Speed is the
highest speed permissible with wing flaps in
a prescribed extended position.

VFE

Maximum Flap Extended Speed is the
highest speed permissible with wing flaps in
a prescribed extended position.

ISSUED: JULY 1, 1986

REPORT: VB-1300
1-7

ISSUED: JULY 1, 1986

REPORT: VB-1300
1-7

SECTION 1
GENERAL

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1
GENERAL

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

VLE

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

VLE

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

VLO

Maximum Landing Gear Operating Speed
is the maximum speed at which the landing
gear can be safely extended or retracted.

VLO

Maximum Landing Gear Operating Speed
is the maximum speed at which the landing
gear can be safely extended or retracted.

VNE/MNE

Never Exceed Speed or Mach Number is
the speed limit that may not be exceeded at
any time.

VNE/MNE

Never Exceed Speed or Mach Number is
the speed limit that may not be exceeded at
any time.

VNO

Maximum Structural Cruising Speed
is the speed that should not be exceeded
except in smooth air and then only with
caution.

VNO

Maximum Structural Cruising Speed
is the speed that should not be exceeded
except in smooth air and then only with
caution.

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

VSO

Stalling Speed or the minimum steady
flight speed at which the airplane is
controllable in the landing configuration.

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

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

VSO

Y
L
N
O
Stalling Speed orE
the minimum steady
flight speed at
which theT
C
H airplane is
controllable.N
G
E LI
R
Stalling
Speed
the minimum steady
Fat orwhich
E R
F
flight speed
the airplane is
E
O
controllable
in
the
landing
configuration.
R
F
R OTBest Angle-of-Climb Speed is the airspeed
O
delivers the greatest gain of altitude in
F N which
the shortest possible horizontal distance.

REPORT: VB-1300
1-8

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

ISSUED: JULY 1, 1986

REPORT: VB-1300
1-8

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1
GENERAL

(b) Meteorological Terminology
ISA

SECTION 1
GENERAL

(b) Meteorological Terminology

International Standard Atmosphere in
which:
(1) The air is a dry perfect gas;
(2) The temperature at sea level is 15°
Celsius (59° Fahrenheit);
(3) The pressure at sea level is 29.92 inches
hg. (1013.2 mb);
(4) The temperature gradient from sea
level to the altitude at which the
temperature is -56.5°C (-69.7°F) is
-0.00198°C (-0.003564°F) per foot and
zero above that altitude.

ISA

Outside Air Temperature is the free air
static temperature obtained either from
inflight temperature indications or ground
meteorological sources, adjusted for instrument error and compressibility effects.

OAT

Indicated
Pressure Altitude

The number actually read from an
altimeter when the barometric subscale has
been set to 29.92 inches of mercury (1013.2
millibars).

Pressure Altitude

Altitude measured from standard sea-level
pressure (29.92 in. Hg) by a pressure or
barometric altimeter. It is the indicated
pressure altitude corrected for position and
instrument error. In this handbook,
altimeter instrument errors are assumed
to be zero.

Y
L
N
O
E T
C
N IGH
E
RT h e n uFmLb e r a c t u a l l y r e a d f r o m a n
Indicated
E
Pressure Altitude F
altimeter
the barometric subscale has
Rset towhen
E
O
been
29.92
inches of mercury (1013.2
R
F
millibars).
R OT
O
Altitude measured from standard sea-level
FPressure Altitude
N
pressure (29.92 in. Hg) by a pressure or
OAT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

barometric altimeter. It is the indicated
pressure altitude corrected for position and
instrument error. In this handbook,
altimeter instrument errors are assumed
to be zero.
Station Pressure

Actual atmospheric pressure at field
elevation.

Station Pressure

Actual atmospheric pressure at field
elevation.

Wind

The wind velocities recorded as variables
on the charts of this handbook are to be
understood as the headwind or tailwind
components of the reported winds.

Wind

The wind velocities recorded as variables
on the charts of this handbook are to be
understood as the headwind or tailwind
components of the reported winds.

ISSUED: JULY 1, 1986

REPORT: VB-1300
1-9

ISSUED: JULY 1, 1986

REPORT: VB-1300
1-9

SECTION 1
GENERAL

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1
GENERAL

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Takeoff Power
Maximum Continuous Power

Maximum power permissible for takeoff.
Maximum power permissible continuously during flight.

Takeoff Power
Maximum Continuous Power

Maximum power permissible for takeoff.
Maximum power permissible continuously during flight.

Maximum Climb
Power

M a x i m u m p ow e r p e r m i s s i b l e d u r i n g
climb.

Maximum Climb
Power

M a x i m u m p ow e r p e r m i s s i b l e d u r i n g
climb.

Maximum Cruise
Power

M a x i m u m p ow e r p e r m i s s i b l e d u r i n g
cruise.

Maximum Cruise
Power

M a x i m u m p ow e r p e r m i s s i b l e d u r i n g
cruise.

(d) Engine Instruments
T.I.T. Gauge

(d) Engine Instruments
Turbine Inlet Temperature

Y
L
Nthe change in
Climb Gradient
The demonstrated ratio of
O
height during a portion of a climb, to the
EtraversedTin the same
horizontal distance
C
N IGH
time interval.
E
Lcrosswind velocity is the
Demonstrated
TheR
demonstrated
F
E
Crosswind
Fvelocity
Rof the crosswind component for
E
Velocity
which
adequate control of the airplane
O
R during
F takeoff and landing was actually
R
T
O NO demonstrated during certification tests.
F
Accelerate-Stop
The distance required to accelerate an air-

(e) Airplane Performance and Flight Planning Terminology

Distance

plane to a specified speed and, assuming
failure of an engine at the instant that speed
is attained, to bring the airplane to a stop.

Route Segment

A part of a route. Each end of that part is
identified by (1) a geographical location or
(2) a point at which a definite radio fix can
be established.

REPORT: VB-1300
1-10

ISSUED: JULY 1, 1986

T.I.T. Gauge

Turbine Inlet Temperature

(e) Airplane Performance and Flight Planning Terminology
Climb Gradient

The demonstrated ratio of the change in
height during a portion of a climb, to the
horizontal distance traversed in the same
time interval.

Demonstrated
Crosswind
Velocity

The demonstrated crosswind velocity is the
velocity of the crosswind component for
which adequate control of the airplane
during takeoff and landing was actually
demonstrated during certification tests.

Accelerate-Stop
Distance

The distance required to accelerate an airplane to a specified speed and, assuming
failure of an engine at the instant that speed
is attained, to bring the airplane to a stop.

Route Segment

A part of a route. Each end of that part is
identified by (1) a geographical location or
(2) a point at which a definite radio fix can
be established.

REPORT: VB-1300
1-10

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1
GENERAL

(f) Weight and Balance Terminology

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1
GENERAL

(f) Weight and Balance Terminology

Reference Datum

An imaginary vertical plane from which all
horizontal distances are measured for
balance purposes.

Reference Datum

An imaginary vertical plane from which all
horizontal distances are measured for
balance purposes.

Station

A location along the airplane fuselage
usually given in terms of distance from the
reference datum.

Station

A location along the airplane fuselage
usually given in terms of distance from the
reference datum.

Arm

The horizontal distance from the reference
datum to the center of gravity (C.G.) of an
item.

Arm

The horizontal distance from the reference
datum to the center of gravity (C.G.) of an
item.

Moment

The product of the weight of an item
multiplied by its arm. (Moment divided by
a constant is used to simplify balance
calculations by reducing the number of
digits.)

Center of Gravity
(C.G.)

The point at which an airplane would
balance if suspended. Its distance from the
reference datum is found by dividing the
total moment by the total weight of the
airplane.

C.G. Arm

The arm obtained by adding the airplane’s
individual moments and dividing the sum
by the total weight.

Y
L
N
O
CE HTan airplane would
Center of Gravity
The N
point at which
E if Lsuspended.
IG Its distance from the
(C.G.)
balance
R
datum is found by dividing the
F
E reference
F
total
moment
by the total weight of the
R
E
O
airplane.
R F
R
T The arm obtained by adding the airplane’s
C.G. Arm
O
O
individual moments and dividing the sum
F N
by the total weight.
Moment

The product of the weight of an item
multiplied by its arm. (Moment divided by
a constant is used to simplify balance
calculations by reducing the number of
digits.)

C.G. Limits

The extreme center of gravity locations
within which the airplane must be operated
at a given weight.

C.G. Limits

The extreme center of gravity locations
within which the airplane must be operated
at a given weight.

Usable Fuel

Fuel available for flight planning.

Usable Fuel

Fuel available for flight planning.

Unusable Fuel

Fuel remaining after a runout test has been
completed in accordance with governmental regulations.

Unusable Fuel

Fuel remaining after a runout test has been
completed in accordance with governmental regulations.

Standard Empty
Weight

Weight of a standard airplane including
unusable fuel, full operating fluids and full
oil.

Standard Empty
Weight

Weight of a standard airplane including
unusable fuel, full operating fluids and full
oil.

ISSUED: JULY 1, 1986

REPORT: VB-1300
1-11

ISSUED: JULY 1, 1986

REPORT: VB-1300
1-11

SECTION 1
GENERAL

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1
GENERAL

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Basic Empty
Weight

Standard empty weight plus optional
equipment.

Basic Empty
Weight

Standard empty weight plus optional
equipment.

Payload

Weight of occupants, cargo and baggage.

Payload

Weight of occupants, cargo and baggage.

Useful Load

Difference between takeoff weight, or
ramp weight if applicable, and basic empty
weight.

Useful Load

Difference between takeoff weight, or
ramp weight if applicable, and basic empty
weight.

Maximum Ramp
Weight

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

Maximum Ramp
Weight

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

Maximum
Takeoff Weight

Maximum Weight approved for the start
of the takeoff run.

Maximum
Takeoff Weight

Maximum Weight approved for the start
of the takeoff run.

Maximum
Landing Weight

Maximum weight approved for the landing
touchdown.

Maximum
Landing Weight

Maximum weight approved for the landing
touchdown.

Maximum Zero
Fuel Weight

Maximum weight exclusive of usable fuel.

Y
L
N
O
Maximum Zero
Maximum weight E
exclusive of usable fuel.
T
C
Fuel Weight
H
N
E LIG
R
E RF
F
E FO
R
R OT
O
F N

REPORT: VB-1300
1-12

ISSUED: JULY 1, 1986

REPORT: VB-1300
1-12

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 2
LIMITATIONS

TABLE OF CONTENTS

SECTION 2

LIMITATIONS

Paragraph
No.
2.1
2.3
2.5
2.7
2.9
2.11
2.13
2.15
2.17
2.19
2.21
2.23
2.25
2.27
2.29
2.31
2.32
2.33

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Page
No.

General .....................................................................................
Airspeed Limitations ................................................................
Airspeed Indicator Markings....................................................
Power Plant Limitations ...........................................................
Leaning Limitations .................................................................
Power Plant Instrument Markings ............................................
Weight Limits ...........................................................................
Center of Gravity Limits ..........................................................
Maneuver Limits ......................................................................
Flight Load Factors ..................................................................
Kinds of Operation Equipment List .........................................
Fuel Limitations .......................................................................
Operating Altitude Limitations ................................................
Cabin Pressurization Limits .....................................................
Noise Level...............................................................................
Maximum Seating Configuration.............................................
Icing Information......................................................................
Placards ....................................................................................

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

2-1
2-1
2-2
2-3
2-3
2-4
2-4
2-5
2-5
2-5
2-6
2-7
2-8
2-8
2-8
2-8
2-9
2-10

REPORT: VB-1300
2-i

SECTION 2
LIMITATIONS

Paragraph
No.
2.1
2.3
2.5
2.7
2.9
2.11
2.13
2.15
2.17
2.19
2.21
2.23
2.25
2.27
2.29
2.31
2.32
2.33

Page
No.

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

2-1
2-1
2-2
2-3
2-3
2-4
2-4
2-5
2-5
2-5
2-6
2-7
2-8
2-8
2-8
2-8
2-9
2-10

REPORT: VB-1300
2-i

Y
L
N
O
E T
C
N IGH
E
L BLANK
R FLEFT
E
THIS PAGE INTENTIONALLY
F OR
E
R F
R
T
O
O
F N

THIS PAGE INTENTIONALLY LEFT BLANK

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

2.1

SECTION 2
LIMITATIONS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 2

LIMITATIONS

GENERAL

2.1

This section provides the FAA Approved operating limitations,
instrument markings, color coding and basic placards necessary for
operation of the airplane and its systems.

Y
L
N
O
AIRSPEED LIMITATIONS
E TKIAS
C
SPEED
N IGH
not
Never Exceed Speed (V ) - Do
E
exceed this speed in any operation.
203
R FL
E
R
Maximum StructuralF
Speed
E Cruising
O
(V ) - Do not
exceed this
speed
R
F
except in
smooth airT
and then only
R
withO
caution. O
173
F
N
Design Maneuvering Speed (V ) - Do

SECTION 2
LIMITATIONS

GENERAL

This section provides the FAA Approved operating limitations,
instrument markings, color coding and basic placards necessary for
operation of the airplane and its systems.

Limitations associated with those optional systems and equipment
which require handbook supplements can be found in Section 9
(Supplements).

2.3

2.3
KCAS
200

SPEED
Never Exceed Speed (VNE) - Do not
exceed this speed in any operation.

170

Maximum Structural Cruising Speed
(VNO) - Do not exceed this speed
except in smooth air and then only
with caution.

173

170

133
102

Design Maneuvering Speed (VA) - Do
not make full or abrupt control movements above this speed.
At 4100 LBS. Gross Weight
At 2450 LBS. Gross Weight

135
103

133
102

CAUTION

Maneuvering speed decreases at lighter weight
as the effects of aerodynamic forces become
more pronounced. Linear interpolation may be
used for intermediate gross weights.
Maneuvering speed should not be exceeded
while operating in rough air.

ISSUED: JULY 1, 1986

KCAS
200

135
103

KIAS
203

not make full or abrupt control movements above this speed.
At 4100 LBS. Gross Weight
At 2450 LBS. Gross Weight

AIRSPEED LIMITATIONS

REPORT: VB-1300
2-1

ISSUED: JULY 1, 1986

REPORT: VB-1300
2-1

SECTION 2
LIMITATIONS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SPEED
Maximum Speed for Pneumatic Boot
Inflation.
Maximum Flaps Extended Speed (VFE) Do not exceed this speed at the given
flap setting.
10°
20°
36°
Maximum Landing Gear Extension
Speed (VLO) - Do not exceed this speed
when extending the landing gear.

KIAS
183

170
135
120

KCAS
180

167
132
115

167

Maximum Landing Gear Retraction
Speed (VLO) - Do not exceed this speed
when retracting the landing gear.
LE

2.5

(Caution Range - Smooth Air Only)

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SPEED
Maximum Speed for Pneumatic Boot
Inflation.

Y
L
N
O
130
128
E
T
Maximum Landing Gear Extended
C
H
N
Speed (V ) Do not exceed this speed
E LIG 200
with the landing gear extended. R
197
F
E
FMARKINGS
R
AIRSPEED INDICATOR
E
O
R
MARKING
IAS
F
R
T
Red Radial Line
(Never Exceed)
203 KTS
O
O
F
N
Yellow Arc
170

SECTION 2
LIMITATIONS

173 KTS to 203 KTS

2.5

KIAS

KCAS

183

180

Maximum Flaps Extended Speed (VFE) Do not exceed this speed at the given
flap setting.
10°
20°
36°

170
135
120

167
132
115

Maximum Landing Gear Extension
Speed (VLO) - Do not exceed this speed
when extending the landing gear.

170

167

Maximum Landing Gear Retraction
Speed (VLO) - Do not exceed this speed
when retracting the landing gear.

130

128

Maximum Landing Gear Extended
Speed (VLE) Do not exceed this speed
with the landing gear extended.

200

197

AIRSPEED INDICATOR MARKINGS
MARKING
Red Radial Line (Never Exceed)
Yellow Arc
(Caution Range - Smooth Air Only)

IAS
203 KTS
173 KTS to 203 KTS

Green Arc (Normal Operating Range)

69 KTS to 173 KTS

Green Arc (Normal Operating Range)

69 KTS to 173 KTS

White Arc (Flap Down)

58 KTS to 120 KTS

White Arc (Flap Down)

58 KTS to 120 KTS

REPORT: VB-1300
2-2

ISSUED: JULY 1, 1986

REPORT: VB-1300
2-2

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
2.7

SECTION 2
LIMITATIONS

POWER PLANT LIMITATIONS
Number of Engines
Engine Manufacturer
Engine Model No.
Engine Operating Limits
(1) Maximum Engine Speed
(2) Maximum Oil Temperature
(3) Maximum Cylinder Head
Temperature
(4) Turbine Inlet Temperature
a. Maximum Continuous
b. Maximum Temporary (30
Seconds)
(5) Maximum Manifold Pressure
a. At or below 24000 feet
b. Above 24000 feet
(e) Oil Pressure
Minimum (red line)
Maximum (red line)
(f) Fuel Flow
Maximum (red line)
(g) Fuel (AVGAS ONLY)
(minimum grade)

2.7

(a)
(b)
(c)
(d)

1
Teledyne Continental
TSIO-520-BE

2.9

Number of Engines
Engine Manufacturer
Engine Model No.
Engine Operating Limits
(1) Maximum Engine Speed
(2) Maximum Oil Temperature
(3) Maximum Cylinder Head
Temperature
(4) Turbine Inlet Temperature
a. Maximum Continuous
b. Maximum Temporary (30
Seconds)
(5) Maximum Manifold Pressure
a. At or below 24000 feet
b. Above 24000 feet
(e) Oil Pressure
Minimum (red line)
Maximum (red line)
(f) Fuel Flow
Maximum (red line)
(g) Fuel (AVGAS ONLY)
(minimum grade)

460° F
1750° F

1800° F
38.0 in. Hg.
35.0 in. Hg.
10 PSI
100 PSI
40.0 gal/hr

100 or 100LL
Aviation Grade
1
Hartzell
BHC-C2YF-1BF/F8052-( )

(h)
(i)
(j)
(k)

Number of Propellers
Propeller Manufacturer
Propeller Hub and Blade Model
Propeller Diameter (inches)
Minimum
Maximum
(l) Blade Angle Limits
Low Pitch Stop
High Pitch Stop

78
80
16.0° ± 0.2°
38.0° ± 1°

LEANING LIMITATIONS

2.9

SECTION 2
LIMITATIONS

POWER PLANT LIMITATIONS
(a)
(b)
(c)
(d)

2600 RPM
240° F

N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F(h) Number
Nof Propellers
(i) Propeller Manufacturer
(j) Propeller Hub and Blade Model
(k) Propeller Diameter (inches)
Minimum
Maximum
(l) Blade Angle Limits
Low Pitch Stop
High Pitch Stop

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

1
Teledyne Continental
TSIO-520-BE
2600 RPM
240° F
460° F
1750° F
1800° F
38.0 in. Hg.
35.0 in. Hg.
10 PSI
100 PSI
40.0 gal/hr
100 or 100LL
Aviation Grade
1
Hartzell
BHC-C2YF-1BF/F8052-( )
78
80
16.0° ± 0.2°
38.0° ± 1°

LEANING LIMITATIONS

Mixture full RICH at all engine powers above 2400 RPM and 31 inches
of Hg. manifold pressure (75% power).

ISSUED: JULY 1, 1986

REPORT: VB-1300
2-3

SECTION 2
LIMITATIONS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

2.11 POWER PLANT INSTRUMENT MARKINGS
(a) Tachometer
Green Arc (Normal Operating Range)
Red Line (Maximum)
(b) Manifold Pressure
Green Arc (Normal Operating Range)
Red Line (Takeoff Power)
(c) Oil Temperature
Green Arc (Normal Cruise Range)
Red Line (Maximum)
(d) Oil Pressure
Green Arc (Normal Cruise Range)
Yellow Arc (Caution Range) (Idle)
Yellow Arc (Caution Range)
(Start and Warm Up)
Red Line (Minimum)
Red Line (Maximum)
(e) Fuel Flow
Green Arc (Normal Operating Range)

600 to 2600 RPM
2600 RPM
10 to 38.0 in. Hg
38.0 in. Hg
100° to 200°F
240°F
30 PSI to 60 PSI
10 PSI to 30 PSI

60 PSI to 100 PSI
10 PSI
100 PSI

4.8 to 5.2 in. Hg
4.8 In. Hg
5.2 In. Hg

2.13 WEIGHT LIMITS
(a)
(b)
(c)
(d)
(e)

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

2.11 POWER PLANT INSTRUMENT MARKINGS

Y
L
N
O
E T 6 gal/hr. to
C
N IGH 40 gal/hr.
E
Red Line (Maximum)
40 gal/hr.
R FL
(f) Turbine Inlet TemperatureE
F O
R
Green Arc (NormalE
Operating
Range)
1200°F to 1750°F
Red Line (Maximum)
1750°F
R
F
(g) Cylinder Head
Temperature
R
T
Green O
Arc (NormalO
240°F to 420°F
N Operating Range)
RedF
Line (Maximum)
460°F
(h) Vacuum Pressure
Green Arc (Normal Operating Range)
Red Line (Minimum)
Red Line (Maximum)

SECTION 2
LIMITATIONS

(a) Tachometer
Green Arc (Normal Operating Range)
Red Line (Maximum)
(b) Manifold Pressure
Green Arc (Normal Operating Range)
Red Line (Takeoff Power)
(c) Oil Temperature
Green Arc (Normal Cruise Range)
Red Line (Maximum)
(d) Oil Pressure
Green Arc (Normal Cruise Range)
Yellow Arc (Caution Range) (Idle)
Yellow Arc (Caution Range)
(Start and Warm Up)
Red Line (Minimum)
Red Line (Maximum)
(e) Fuel Flow
Green Arc (Normal Operating Range)
Red Line (Maximum)
(f) Turbine Inlet Temperature
Green Arc (Normal Operating Range)
Red Line (Maximum)
(g) Cylinder Head Temperature
Green Arc (Normal Operating Range)
Red Line (Maximum)
(h) Vacuum Pressure
Green Arc (Normal Operating Range)
Red Line (Minimum)
Red Line (Maximum)

600 to 2600 RPM
2600 RPM
10 to 38.0 in. Hg
38.0 in. Hg
100° to 200°F
240°F
30 PSI to 60 PSI
10 PSI to 30 PSI
60 PSI to 100 PSI
10 PSI
100 PSI
6 gal/hr. to
40 gal/hr.
40 gal/hr.
1200°F to 1750°F
1750°F
240°F to 420°F
460°F
4.8 to 5.2 in. Hg
4.8 In. Hg
5.2 In. Hg

2.13 WEIGHT LIMITS

Maximum Ramp Weight
Maximum Takeoff Weight
Maximum Landing Weight
Maximum Zero Fuel Weight
Maximum Baggage (100 lbs.
each compartment)

4118 LBS.
4100 LBS.
3900 LBS.
3900 LBS.
200 LBS.

(a)
(b)
(c)
(d)
(e)

Maximum Ramp Weight
Maximum Takeoff Weight
Maximum Landing Weight
Maximum Zero Fuel Weight
Maximum Baggage (100 lbs.
each compartment)

4118 LBS.
4100 LBS.
3900 LBS.
3900 LBS.
200 LBS.

NOTE

Refer to Section 5 (Performance) for maximum
weight as limited by performance.

REPORT: VB-1300
2-4

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 1991

REPORT: VB-1300
2-4

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 1991

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 2
LIMITATIONS

2.15 CENTER OF GRAVITY LIMITS
Weight
Pounds
4100
3680
2450 (and less)

Forward Limit
Inches Aft of Datum
143.3
136.1
130.7

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 2
LIMITATIONS

2.15 CENTER OF GRAVITY LIMITS
Rearward Limit
Inches Aft of Datum
147.1
147.1
147.1

Weight
Pounds
4100
3680
2450 (and less)

Forward Limit
Inches Aft of Datum
143.3
136.1
130.7

NOTES

Rearward Limit
Inches Aft of Datum
147.1
147.1
147.1

NOTES

Straight line variation between points given.

The datum used is 100.0 inches ahead of the
forward pressure bulkhead.

Y
L
N
O
E T
C
2.17 MANEUVER LIMITS
H
N
G
E
I
No acrobatic maneuvers including spins approved.
R FL
E
2.19 FLIGHT LOAD FACTORS
F OR
E
(a) Positive Load
R Factor F(Maximum)
(1) R
Flaps Up T
3.8 G
O
(2)
Flaps Down
2.0 G
O
F
(b) NegativeN
Load Factor (Maximum)
No inverted
It is the responsibility of the airplane owner and
the pilot to insure that the airplane is properly
loaded. See Section 6 (Weight and Balance) for
proper loading instructions.

It is the responsibility of the airplane owner and
the pilot to insure that the airplane is properly
loaded. See Section 6 (Weight and Balance) for
proper loading instructions.
2.17 MANEUVER LIMITS
No acrobatic maneuvers including spins approved.
2.19 FLIGHT LOAD FACTORS
(a) Positive Load Factor (Maximum)
(1) Flaps Up
(2) Flaps Down
(b) Negative Load Factor (Maximum)

maneuvers approved

ISSUED: JULY 1, 1986

REPORT: VB-1300
2-5

ISSUED: JULY 1, 1986

3.8 G
2.0 G
No inverted
maneuvers approved

REPORT: VB-1300
2-5

SECTION 2
LIMITATIONS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 2
LIMITATIONS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

2.21 KINDS OF OPERATION EQUIPMENT LIST

This airplane may be operated in day or night VFR, day or night IFR
and known or forecast icing when the appropriate equipment is installed
and operable.

The following equipment list identifies the systems and equipment upon
which type certification for each kind of operation was predicated and must be
installed and operable for the particular kind of operation indicated.

(a)Day VFR
(1) Airspeed indicator
(2) Altimeter
(3) Magnetic compass
(4) Tachometer
(5) Oil pressure indicator
(6) Oil temperature indicator
(7) Fuel flow indicator
(8) Manifold pressure indicator
(9) Cylinder head temperature indicator
(10) Turbine inlet temperature indicator
(11) Fuel quantity indicator - each tank
(12) Flap position indicator
(13) Elevator/rudder trim position indicator
(14) Volt-ammeter
(15) Alternator
(16) Gear position indicator lights
(17) Gear warning horn
(18) Safety restraint - each occupant
(19) Hydraulic pressure gauge

(b) Night VFR
(1) All equipment required for Day VFR
(2) Position lights
(3) Instrument lights
(4) Anti-collision (strobe) lights

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
2-6

ISSUED: JULY 1, 1986

REPORT: VB-1300
2-6

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 2
LIMITATIONS

2.21 KINDS OF OPERATION EQUIPMENT LIST (Continued)

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 2
LIMITATIONS

2.21 KINDS OF OPERATION EQUIPMENT LIST (Continued)

(d) Night IFR
(1) All equipment required for Day and Night VFR
(2) All equipment required for Day IFR

(e) Required For Pressurized Flight
(1) Cabin Altimeter
(2) Cabin differential pressure indicator
(3) Cabin rate of climb indicator
(4) Pressure control valve
(5) Safety valve, pressure relief
(6) Pressurization controller
(7) Cabin altitude warning light
(8) Vacuum pump

Y
L
N
O
E T
C
N IGH
E
LConditions
(f) Required For Flight IntoR
Known Icing
F
E
(1) Refer to Section
9
Supplement
10.
F OR
E
NOTE
R
F
RThe above
Tsystem and equipment list does not
O
O
F include
N specific flight instruments and
communication/navigation equipment required
by the FAR Part 91 and 135 operating
requirements.
2.23 FUEL LIMITATIONS

NOTE
The above system and equipment list does not
include specific flight instruments and
communication/navigation equipment required
by the FAR Part 91 and 135 operating
requirements.
2.23 FUEL LIMITATIONS

(a) Total Capacity.................................................................122 U.S. GAL.
(b) Unusable Fuel.....................................................................2 U.S. GAL.
The unusable fuel for this airplane has been determined as 1.0
gallon in each wing in critical flight attitudes.
(c) Usable Fuel.....................................................................120 U.S. GAL.
The usable fuel in this airplane has been determined as 60 gallons in
each wing.

ISSUED: JULY 1, 1986

(f) Required For Flight Into Known Icing Conditions
(1) Refer to Section 9 Supplement 10.

REPORT: VB-1300
2-7

ISSUED: JULY 1, 1986

REPORT: VB-1300
2-7

SECTION 2
LIMITATIONS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 2
LIMITATIONS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

2.21 KINDS OF OPERATION EQUIPMENT LIST (CONTINUED)
2.25 OPERATING ALTITUDE LIMITATIONS

Flight above 25,000 feet pressure altitude is not approved. Flight up to
and including 25,000 feet is approved if equipped with avionics in
accordance with F.A.R. 91 or F.A.R. 135.

2.27 CABIN PRESSURIZATION LIMITS

(a) Pressurized flight operation approved at maximum cabin differential pressure of 5.5 psi.
(b) Pressurized landing not approved.
2.29 NOISE LEVEL

2.29 NOISE LEVEL

Y
L
N
O
T above has
CE stated
The above statement notwithstanding, N
the noise levelH
E Aviation
IG Administration in
been verified by and approved by the Federal
L
R
noise level test flights conducted
with F.A.R. 36, Noise
F
Ein accordance
F
Standards - Aircraft Type and
Airworthiness
Certification.
This aircraft
E FO36Rnoise standards applicable
model is in complianceR
with all F.A.R.
to this
type.
R OT
O
F SEATING
2.31 MAXIMUM
N CONFIGURATION
The corrected noise level of this aircraft is 74.8 dB(A).

No determination has been made by the Federal Aviation
Administration that the noise levels of this airplane are or should be
acceptable or unacceptable for operation at, into, or out of, any airport.

The maximum seating capacity is 6 (six) persons.

REPORT: VB-1300
2-8

(a) Pressurized flight operation approved at maximum cabin differential pressure of 5.5 psi.
(b) Pressurized landing not approved.

ISSUED: JULY 1, 1986

The corrected noise level of this aircraft is 74.8 dB(A).
No determination has been made by the Federal Aviation
Administration that the noise levels of this airplane are or should be
acceptable or unacceptable for operation at, into, or out of, any airport.
The above statement notwithstanding, the noise level stated above has
been verified by and approved by the Federal Aviation Administration in
noise level test flights conducted in accordance with F.A.R. 36, Noise
Standards - Aircraft Type and Airworthiness Certification. This aircraft
model is in compliance with all F.A.R. 36 noise standards applicable to this
type.
2.31 MAXIMUM SEATING CONFIGURATION
The maximum seating capacity is 6 (six) persons.

REPORT: VB-1300
2-8

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 2
LIMITATIONS

2.32 ICING INFORMATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 2
LIMITATIONS

2.32 ICING INFORMATION
"WARNING"

"WARNING"

Severe icing may result from environmental conditions outside of those
for which the airplane is certified. Flight in freezing rain, freezing drizzle, or
mixed icing conditions (supercooled liquid water and ice crystals) may result
in ice build-up on protected surfaces exceeding the capability of the ice
protection system, or may result in ice forming aft of the protected surfaces.
This ice may not be shed using the ice protection systems, and may seriously
degrade the performance and controllability of the airplane.

During flight, severe icing conditions that exceed those for which the
airplane is certificated shall be determined by the following visual cues. If one
or more of these visual cues exists, immediately request priority handling from
Air Traffic Control to facilitate a route or an altitude change to exit the icing
conditions.

Y
L
N and windshield in
O
Unusually extensive ice accumulation on the airframe
E T
areas not normally observed to collect ice.
C
H aft of the protected
N Gwing,
Accumulation of ice on the upper
surface ofIthe
E
R FL
area.
E
F
Rcowling and propeller spinner farther
Accumulation of ice
on the engine
E
O
R
aft than normally observed. F
R Owhen
T installed and operating, may mask tactile cues
SinceO
the autopilot,
F adverseNchanges in handling characteristics, use of the autopilot is
that indicate

Unusually extensive ice accumulation on the airframe and windshield in
areas not normally observed to collect ice.
Accumulation of ice on the upper surface of the wing, aft of the protected
area.
Accumulation of ice on the engine cowling and propeller spinner farther
aft than normally observed.

prohibited when any of the visual cues specified above exist, or when unusual
lateral trim requirements or autopilot trim warnings are encountered while the
airplane is in icing conditions.

Since the autopilot, when installed and operating, may mask tactile cues
that indicate adverse changes in handling characteristics, use of the autopilot is
prohibited when any of the visual cues specified above exist, or when unusual
lateral trim requirements or autopilot trim warnings are encountered while the
airplane is in icing conditions.

All wing icing inspection lights must be operative prior to flight into
known or forecast icing conditions at night. [NOTE: This supersedes any relief
provided by the Master Minimum Equipment List (MMEL).]

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

REPORT: VB-1300
2-9

SECTION 2
LIMITATIONS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

2.33 PLACARDS

SECTION 2
LIMITATIONS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

2.33 PLACARDS

In full view of the pilot:

The markings and placards installed in this airplane
contain operating limitations which must be complied with
when operating this airplane in the normal category. Other
operating limitations which must be complied with when
operating this airplane in this category are contained in the
airplane flight manual. No acrobatic maneuvers, including
spins, approved.

This aircraft approved for V.F.R., I.F.R., day and night
icing flight when equipped in accordance with the Airplane
Flight Manual.

Y
L
Nchecklists will
In full view of the pilot, the following takeoff and landing
O
be installed:
E T
C
N IGH
TAKEOFF CHECKLIST
E
RFlaps SetFL
Fuel on Proper Tank
E
Engine Gauges Checked
F OTrim
R Set
E
Induction Air - Primary
Controls Free
R F Door Secured
Seat Backs Erect
R
T Air Conditioner Off
Mixture
Set
O
O
F Set N
Propeller
Pressurization System - Set
Fasten Belts/Harnesses

In full view of the pilot, the following takeoff and landing checklists will
be installed:
TAKEOFF CHECKLIST
Fuel on Proper Tank
Engine Gauges Checked
Induction Air - Primary
Seat Backs Erect
Mixture Set
Propeller Set
Fasten Belts/Harnesses

LANDING CHECKLIST
Fuel on Proper Tank
Seat Backs Erect
Fasten Belts/Harnesses
Mixture - Rich
Propeller - Set

REPORT: VB-1300
2-10

Gear Down
Flaps Set
Air Conditioner Off
Cabin Pressure - Depressurized

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

Flaps Set
Trim Set
Controls Free
Door Secured
Air Conditioner Off
Pressurization System - Set

LANDING CHECKLIST
Fuel on Proper Tank
Seat Backs Erect
Fasten Belts/Harnesses
Mixture - Rich
Propeller - Set

REPORT: VB-1300
2-10

Gear Down
Flaps Set
Air Conditioner Off
Cabin Pressure - Depressurized

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 2
LIMITATIONS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

On the instrument panel in full view of the pilot:

VA 135 KIAS at 4100 LBS
(See A.F.M.)

In full view of the pilot:

SECTION 2
LIMITATIONS

In full view of the pilot:
VLO 170 DN, 130 UP
VLE 200 MAX

VLO 170 DN, 130 UP
VLE 200 MAX

Near emergency gear release:

EMERGENCY GEAR EXTENSION
PULL TO RELEASE. SEE A.F.M.
BEFORE RE-ENGAGEMENT
On the face of the turbine inlet temperature gauge:

EMERGENCY GEAR EXTENSION
PULL TO RELEASE. SEE A.F.M.
BEFORE RE-ENGAGEMENT

N
O
E T
C
In full view of the pilot:
N IGH
E
L
R
F
WARNING
E
F ORLIGHTS WHEN IN
TURN E
OFF STROBE
R PROXIMITY
F TO GROUND OR
CLOSE
R
T
D
U
R
I
N
G
F
L
I
FO FOGNOROHAZE.G H T T H RO U G H C L O U D ,
CRUISE MIXTURE SETTING IS
50° LEAN OF PEAK T.I.T.
(See A.F.M.)

Near the magnetic compass:

CRUISE MIXTURE SETTING IS
50° LEAN OF PEAK T.I.T.
(See A.F.M.)
In full view of the pilot:
WARNING
TURN OFF STROBE LIGHTS WHEN IN
CLOSE PROXIMITY TO GROUND OR
D U R I N G F L I G H T T H RO U G H C L O U D ,
FOG OR HAZE.
Near the magnetic compass:

CAUTION - COMPASS CALIBRATION
MAY BE IN ERROR WITH ELECTRICAL
EQUIPMENT OTHER THAN AVIONICS
ON.

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

On the face of the turbine inlet temperature gauge:

REPORT: VB-1300
2-11

CAUTION - COMPASS CALIBRATION
MAY BE IN ERROR WITH ELECTRICAL
EQUIPMENT OTHER THAN AVIONICS
ON.

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

REPORT: VB-1300
2-11

SECTION 2
LIMITATIONS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 2
LIMITATIONS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

In full view of the pilot when the air conditioner is installed:

WARNING - AIR CONDITIONER MUST
BE OFF TO INSURE NORMAL TAKEOFF
CLIMB PERFORMANCE.

On the inside of the forward baggage door:
MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS.
On aft baggage closeout:

MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS.

Y
L
N
PRESSURIZED LANDING NOT APPROVED
O
E T
Adjacent to fuel tank filler caps:
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N
In full view of the pilot:

Over emergency exit handle:

MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS.
In full view of the pilot:
PRESSURIZED LANDING NOT APPROVED
Adjacent to fuel tank filler caps:

Over emergency exit handle:

EMERGENCY EXIT
REMOVE GLASS
PULL DOOR IN - LIFT UP

REPORT: VB-1300
2-12

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

EMERGENCY EXIT
REMOVE GLASS
PULL DOOR IN - LIFT UP

REPORT: VB-1300
2-12

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
NORMAL PROCEDURES

TABLE OF CONTENTS

SECTION 3

EMERGENCY PROCEDURES

Paragraph
No.
3.1
3.3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Page
No.

General 3-1
Emergency Procedures Checklist .............................................
Engine Fire During Start .....................................................
Engine Power Loss During Takeoff.....................................
Engine Power Loss In Flight ...............................................
Power Off Landing ..............................................................
Fire In Flight........................................................................
Loss of Oil Pressure.............................................................
Loss of Fuel Flow ................................................................
Engine Driven Fuel Pump Failure .......................................
High Oil Temperature..........................................................
High Cylinder Head Temperature........................................
Turbine Inlet Temperature (TIT) Indicator Failure..............
Electrical Failures ................................................................
Electrical Overload ..............................................................
Propeller Overspeed ............................................................
Emergency Landing Gear Extension ...................................
Spin Recovery......................................................................
Engine Roughness ...............................................................
Emergency Descent .............................................................
Pressurization System Malfunction.....................................
Cabin Air Contamination/Smoke
Evacuation (Pressurized)...................................................
Gyro Suction Failure ...........................................................
Inadvertent Icing Encounter or Flight
in Snow..............................................................................
Hydraulic System Malfunction............................................
Flap System Malfunction ....................................................

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

3-2
3-2
3-2
3-2
3-3
3-4
3-5
3-5
3-5
3-5
3-6
3-6
3-6
3-7
3-9
3-9
3-10
3-10
3-10
3-11
3-12
3-12
3-13
3-13
3-13

REPORT: VB-1300
3-i

Paragraph
No.
3.1
3.3

Page
No.

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

3-2
3-2
3-2
3-2
3-3
3-4
3-5
3-5
3-5
3-5
3-6
3-6
3-6
3-7
3-9
3-9
3-10
3-10
3-10
3-11
3-12
3-12
3-13
3-13
3-13

REPORT: VB-1300
3-i

SECTION 3
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

3.48
3.49

TABLE OF CONTENTS (cont)

SECTION 3 (cont)

SECTION 3 (cont)
Page
No.

Amplified Emergency Procedures (General) ...........................
Engine Fire During Start ..........................................................
Engine Power Loss During Takeoff .........................................
Engine Power Loss In Flight ....................................................
Power Off Landing ...................................................................
Fire In Flight.............................................................................
Loss of Oil Pressure .................................................................
Loss of Fuel Flow.....................................................................
Engine Driven Fuel Pump Failure ............................................
High Oil Temperature...............................................................
High Cylinder Head Temperature ............................................
Turbine Inlet Temperature (TIT) Indicator Failure ..................
Electrical Failures.....................................................................
Electrical Overload...................................................................
Propeller Overspeed .................................................................
Emergency Landing Gear Extension........................................
Spin Recovery ..........................................................................
Engine Roughness ....................................................................
Emergency Descent ..................................................................
Pressurization System Malfunction..........................................
Cabin Air Contamination/Smoke Evacuation ..........................
Gyro Suction Failure ................................................................
Inadvertent Icing Encounter or Flight
in Snow ................................................................................
Hydraulic System Malfunction ................................................
Flap System Malfunction .........................................................

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
3-ii

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

TABLE OF CONTENTS (cont)

Paragraph
No.
3.5
3.7
3.9
3.11
3.13
3.15
3.17
3.19
3.21
3.23
3.25
3.26
3.27
3.29
3.31
3.33
3.35
3.37
3.39
3.41
3.43
3.45
3.47

SECTION 3
NORMAL PROCEDURES

3-14
3-14
3-14
3-15
3-17
3-18
3-19
3-19
3-20
3-20
3-21
3-21
3-21
3-22
3-24
3-24
3-24
3-25
3-25
3-26
3-26
3-27
3-27
3-28
3-28

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

Paragraph
No.
3.5
3.7
3.9
3.11
3.13
3.15
3.17
3.19
3.21
3.23
3.25
3.26
3.27
3.29
3.31
3.33
3.35
3.37
3.39
3.41
3.43
3.45
3.47
3.48
3.49

Page
No.

REPORT: VB-1300
3-ii

3-14
3-14
3-14
3-15
3-17
3-18
3-19
3-19
3-20
3-20
3-21
3-21
3-21
3-22
3-24
3-24
3-24
3-25
3-25
3-26
3-26
3-27
3-27
3-28
3-28

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

3.1

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

SECTION 3

EMERGENCY PROCEDURES

GENERAL

3.1

GENERAL

The recommended procedures for coping with various types of
emergencies and critical situations are provided by this section. All of the
required (FAA regulations) emergency procedures and those necessary for
operation of the airplane as determined by the operating and design features
of the airplane are presented.

Emergency procedures associated with those optional systems and
equipment which require handbook supplements are provided in Section 9
(Supplements).

Y
L
N
O
E T
C
N ofGanHabbreviated emergency
The first portion of this section
consists I
E
Lfor critical situations with little
R sequence
checklist which supplies an action
F
E
emphasis on the operation
of
systems.
F OR
E
Rof the Fsection is devoted to amplified emergency
The remainder
R
procedures containing
additional
to provide the pilot with a
T of theinformation
O
O
more complete
understanding
procedures.
F N

The first portion of this section consists of an abbreviated emergency
checklist which supplies an action sequence for critical situations with little
emphasis on the operation of systems.
The remainder of the section is devoted to amplified emergency
procedures containing additional information to provide the pilot with a
more complete understanding of the procedures.

These procedures are suggested as a course of action for coping with the
particular condition described, but are not a substitute for sound judgment
and common sense. Pilots should familiarize themselves with the procedures
given in this section and be prepared to take appropriate action should an
emergency arise.

Most basic emergency procedures, such as a power off landings, are a
normal part of pilot training. Although these emergencies are discussed
here, this information is not intended to replace such training, but only to
provide a source of reference and review, and to provide information on
procedures which are not the same for all aircraft. It is suggested that the
pilot review standard emergency procedures periodically to remain
proficient in them.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3-1

SECTION 3
EMERG PROCEDURES
3.3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

EMERGENCY PROCEDURES CHECKLIST

SECTION 3
EMERG PROCEDURES
3.3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

EMERGENCY PROCEDURES CHECKLIST

ENGINE FIRE DURING START

Starter ...............................................................................................crank engine
Mixture ................................................................................................idle cut-off
Throttle ..........................................................................................................open
Aux. fuel pump ..............................................................................................OFF
Fuel selector...................................................................................................OFF
Abandon if fire continues

ENGINE POWER LOSS DURING TAKEOFF

If sufficient runway remains for a normal landing, leave gear down and land
straight ahead.

If area ahead is rough, or if it is necessary to clear obstructions:
Landing gear selector .......................................................................................UP

Y
L
N
If sufficient altitude has been gained to attempt a restart: O
E T
Maintain safe airspeed
C
Fuel selector....................................................................................switch
N IGH containingto tank
E
fuel
L
R
Induction air....................................................................................ALTERNATE
E RF
F
Aux. fuel pump ...........................................................................................HIGH
E FO
Throttle...................................................................................................reduce
as
R
necessary
(approx.
75%
power)
R OT
O
Upon restart,
Fif normalNengine operation is not established, promptly select
LOW boost pump setting.

If sufficient altitude has been gained to attempt a restart:
Maintain safe airspeed
Fuel selector....................................................................................switch to tank
containing fuel
Induction air....................................................................................ALTERNATE
Aux. fuel pump ...........................................................................................HIGH
Throttle...................................................................................................reduce as
necessary (approx. 75% power)
Upon restart, if normal engine operation is not established, promptly select
LOW boost pump setting.

CAUTION

If normal engine operation and fuel flow is not
immediately re-established, the aux. fuel pump
should be turned OFF. The lack of fuel flow
indication could indicate a leak in the fuel
system.

ENGINE POWER LOSS IN FLIGHT

Fuel selector....................................................................................switch to tank
containing fuel

REPORT: VB-1300
3-2

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

Aux. fuel pump.............................................................................................LOW
Induction air....................................................................................ALTERNATE
Engine gauges .......................................................................check for indication
of cause of power loss

If power is restored:
Induction air ........................................................................................PRIMARY
Aux. fuel pump ..............................................................................................OFF

If power is not restored within ten seconds:
Aux. fuel pump ...........................................................................................HIGH
Mixture .............................................................................................FULL RICH
Throttle ..................................................................................approx. 75% power

Y
L
If normal engine operation and fuel flow
is
not
N
immediately re-established, the aux.O
fuel pump
E of fuelTflow
should be turned OFF. The lack
C
indication could indicate
a
leak
N IGinHthe fuel
system.
E
L
R
F
E
If power is not restored, prepare
for
power
off
F OR landing.
Trim for 90 KIAS
E
R F
POWER OFF
LANDING
R
T
O
O
Prop control...............................................................................Full
DECREASE
F N
Best gliding angle 90 KIAS
CAUTION

CAUTION
If normal engine operation and fuel flow is not
immediately re-established, the aux. fuel pump
should be turned OFF. The lack of fuel flow
indication could indicate a leak in the fuel
system.
If power is not restored, prepare for power off landing.
Trim for 90 KIAS
POWER OFF LANDING
Prop control...............................................................................Full DECREASE

Locate suitable field.
Establish spiral pattern.
1000 ft. above field at downwind position for normal landing approach.
When field can easily be reached slow to 77 KIAS for shortest landing.

Best gliding angle 90 KIAS
Locate suitable field.
Establish spiral pattern.
1000 ft. above field at downwind position for normal landing approach.
When field can easily be reached slow to 77 KIAS for shortest landing.

Touchdowns should normally be made at lowest possible airspeed with flaps
as required.

When committed to landing:
Gear .....................................................................................................as required
Throttle ..................................................................................................CLOSED
Mixture ................................................................................................idle cut-off
Magneto switches ..........................................................................................OFF

ISSUED: JULY 1, 1986

REPORT: VB-1300
3-3

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Aux. fuel pump ..............................................................................................OFF
Fuel selector...................................................................................................OFF
Flaps ....................................................................................................as required
Battery switch ................................................................................................OFF
ALTR switch(es)............................................................................................OFF
Seat belt and harness......................................................................................tight

FIRE IN FLIGHT

Source of fire ...............................................................................................check

NOTE

If pressurized, the following procedure will
result in an immediate loss of pressurization
and the cabin altitude will rise at an
uncontrolled rate.

Y
L
N
O
Electrical fire (smoke in cabin):
E T
Cabin dump switch ....................................................................................DUMP
C
Cabin pressurization control ..............................................PULL
N IGH to unpressurize
E
After 5 second delay:
R FL
E
Battery switch ................................................................................................OFF
F OR
ALTR switch(es)............................................................................................OFF
E
R F
Cabin heat ......................................................................................................OFF
R
TCAUTION
O
O
FThe dumpNvalve will remain open if activated

Electrical fire (smoke in cabin):
Cabin dump switch ....................................................................................DUMP
Cabin pressurization control ..............................................PULL to unpressurize
After 5 second delay:
Battery switch ................................................................................................OFF
ALTR switch(es)............................................................................................OFF
Cabin heat ......................................................................................................OFF
CAUTION

prior to turning the aircraft electrical system
OFF. This provides maximum airflow through
the cabin for smoke evacuation. Do not turn
the cabin dump switch OFF. The dump valve
will close and cannot be reactivated unless
electrical power is turned on.

The dump valve will remain open if activated
prior to turning the aircraft electrical system
OFF. This provides maximum airflow through
the cabin for smoke evacuation. Do not turn
the cabin dump switch OFF. The dump valve
will close and cannot be reactivated unless
electrical power is turned on.

Emergency descent ...................................................................below 12,500 feet
Land as soon as possible.

WARNING

If emergency oxygen is installed, use ONLY if
flames and heat are not present.

REPORT: VB-1300
3-4

ISSUED: JULY 1, 1986

REPORT: VB-1300
3-4

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

Engine fire:
Throttle ..................................................................................................CLOSED
Mixture ................................................................................................idle cut-off
Fuel selector...................................................................................................OFF
Magneto switches ..........................................................................................OFF
Aux. fuel pump....................................................................................check OFF
Heater and defroster.......................................................................................OFF
Proceed with power off landing procedure.

LOSS OF OIL PRESSURE

Land as soon as possible and investigate cause. Prepare for power off landing.

LOSS OF FUEL FLOW

N
O
If power restored:
E T
Aux. fuel pump ..............................................................................................OFF
C
N IGH
Mixture ................................................................................................as
required
E
L
R
If power not restored within ten
F
Eseconds:
F
Aux. fuel pump ...........................................................................................HIGH
R
E FO
Mixture .............................................................................................FULL
RICH
R
Throttle ..................................................................................approx.
75%
power
R OT
O
ENGINE
F DRIVENNFUEL PUMP FAILURE

Aux. fuel pump.............................................................................................LOW
Fuel selector ....................................................................................check on tank
containing usable fuel
If power restored:
Aux. fuel pump ..............................................................................................OFF
Mixture ................................................................................................as required
If power not restored within ten seconds:
Aux. fuel pump ...........................................................................................HIGH
Mixture .............................................................................................FULL RICH
Throttle ..................................................................................approx. 75% power
ENGINE DRIVEN FUEL PUMP FAILURE

Throttle ........................................................................................................retard
Aux. fuel pump ...........................................................................................HIGH
Throttle........................................................................................reset as required
Mixture........................................................................................reset as required

CAUTION
If normal engine operation and fuel flow is not
immediately re-established, the auxiliary fuel
pump should be turned OFF. The lack of a fuel flow
indication could indicate a leak in the fuel system.

HIGH OIL TEMPERATURE

Land at nearest airport and investigate the problem. Prepare for power off
landing.

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

REPORT: VB-1300
3-5

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

HIGH CYLINDER HEAD TEMPERATURE

Power ..........................................................................................................reduce
Mixture......................................................................................enrich if practical
Land at nearest airport and investigate problem.

TURBINE INLET TEMPERATURE (TIT) INDICATOR FAILURE

CAUTION
Aircraft POH range and endurance data
presented in Section 5 will no longer be
applicable. Less range/endurance will result due
to higher fuel flow/fuel consumption.

If failure occurs during takeoff, climb, descent, or landing:
Mixture .............................................................................................FULL RICH

If failure occurs after setting cruise power:
Mixture ...............................................................6 GPH fuel flow above value in
section 5 Power Setting Table
Cylinder Head and Oil Temperatures .................................................MONITOR

N
O
E T
C
N IGH
E
R FL
NOTE
E
Repair TIT indicator
F Oas soon
R as possible.
E
R F
ELECTRICAL FAILURES
R
TCAUTION
O
O
FThe alternator
N output circuit breakers should

NOTE
Repair TIT indicator as soon as possible.
ELECTRICAL FAILURES

never be opened manually when the alternators
are functioning properly, as voltage regulator
damage may occur.

CAUTION
The alternator output circuit breakers should
never be opened manually when the alternators
are functioning properly, as voltage regulator
damage may occur.

ALTERNATOR annunciator light illuminated
Ammeter........................................................................................check to verify
inop. alt.

Reduce electrical loads to minimum
ALTNR circuit breakers ...............................................................check and reset
as required

If ammeter shows zero
ALTR switch(es) ......................................................................OFF for 1 second,
then ON

REPORT: VB-1300
3-6

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

If power not restored (single alternator system)
ALTR switch..................................................................................................OFF
Battery switch ................................................................................................OFF
EMER BUS switch..........................................................................................ON

Land as soon as practical. The battery is the only remaining source of electrical
power.

NOTE
If the battery is depleted, the flaps will not
operate and a flaps up landing will be required.
The landing gear must be lowered using
emergency extension procedures. The gear
position lights will be inoperative.

If power not restored (dual alternator system)
ALTR switch (affected alternator) .................................................................OFF
Electrical loads ...........................................................................................reduce
Ammeter (operating alternator)................................................................monitor

Y
L
N
O
E T
C
N IGH
E
ELECTRICAL OVERLOAD (alternator
L than 20 amps above known
R Fmore
electrical load)
E
F OR ALTERNATOR
E
AIRCRAFT EQUIPPED
WITH SINGLE
R F
Electrical load.............................................................................................reduce
R
T
ALTR No.
1 switch..........................................................................................ON
O
O
Fswitch ................................................................................................OFF
N
Battery

ELECTRICAL OVERLOAD (alternator more than 20 amps above known
electrical load)
AIRCRAFT EQUIPPED WITH SINGLE ALTERNATOR
Electrical load.............................................................................................reduce
ALTR No. 1 switch..........................................................................................ON
Battery switch ................................................................................................OFF

If alternator loads are reduced
Electrical load ........................................................................reduce to minimum

Land as soon as practical.

NOTE
Due to increased system voltage and radio
noise, operation with ALTR No. 1 switch ON
and the battery switch OFF should be made
only when required by an electrical system
failure.

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

REPORT: VB-1300
3-7

NOTE
Due to increased system voltage and radio
noise, operation with ALTR No. 1 switch ON
and the battery switch OFF should be made
only when required by an electrical system
failure.

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

REPORT: VB-1300
3-7

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

If alternator loads are not reduced
ALTR No. 1 switch ........................................................................................OFF
Battery switch ................................................................................................OFF
EMER BUS switch..........................................................................................ON
Land as soon as possible. Anticipate complete electrical failure.

NOTE

If the battery is depleted, the landing gear must
be lowered using the emergency extension
procedure. The gear position lights will be
inoperative. The flaps will also be inoperative
and a flaps up landing will be required.

Y
L
Electrical load....................................................................reduce
below
N 60 amps
O
ALTR No. 1 switch ........................................................................................OFF
E T
ALTR No. 2 switch..........................................................................................ON
C
Battery switch ................................................................................................OFF
N IGH
E
If alternator loads are reduced
R FL
E
Electrical load ........................................................................reduce
to minimum
F OR
ALTR No. 1 switch..........................................................................................ON
E
Land as soon as practical.R
F
R
T
FO NO NOTE
AIRCRAFT EQUIPPED WITH DUAL ALTERNATORS

AIRCRAFT EQUIPPED WITH DUAL ALTERNATORS
Electrical load....................................................................reduce below 60 amps
ALTR No. 1 switch ........................................................................................OFF
ALTR No. 2 switch..........................................................................................ON
Battery switch ................................................................................................OFF
If alternator loads are reduced
Electrical load ........................................................................reduce to minimum
ALTR No. 1 switch..........................................................................................ON
Land as soon as practical.
NOTE

Due to increased system voltage and radio
noise, operation with the ALTR switches ON
and the battery switch OFF should be made
only when required by an electrical system
failure.

If alternator loads are not reduced
Battery switch..................................................................................................ON
ALTR No. 2 switch ........................................................................................OFF
ALTR No. 1 switch..........................................................................................ON

If overload is not present, continue flight with ALTR No. 2 switch OFF.

REPORT: VB-1300
3-8

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

If overload still persists
ALTR No. 1 switch ........................................................................................OFF
ALTR No. 2 switch ........................................................................................OFF
Battery switch ................................................................................................OFF
EMER BUS switch..........................................................................................ON

Land as soon as possible. Anticipate complete electrical failure.

NOTE
If the battery is depleted, the landing gear must be lowered
using the emergency extension procedure. The gear
position lights will be inoperative. The flaps will also be
inoperative and a flaps up landing will be required.

PROPELLER OVERSPEED
Throttle ........................................................................................................retard
Oil pressure ..................................................................................................check
Prop control .......................................................................full DECREASE rpm,
then set if any
control available
Airspeed......................................................................................................reduce
Throttle ................................................................................as required to remain
below 2600 rpm

Circuit breakers............................................................................................check
DAY/NIGHT dimmer switch ...................................................DAY (in daytime)

EMERGENCY LANDING GEAR EXTENSION
If all electrical power has been lost, the landing gear must be extended using the
following procedures. The gear position indicator lights will not illuminate.
Prior to emergency extension procedure:
Battery switch .......................................................................................check ON
Circuit breakers............................................................................................check
DAY/NIGHT dimmer switch ...................................................DAY (in daytime)

If landing gear does not check down and locked:
Airspeed .......................................................................................below 90 KIAS
Hydraulic pump circuit breaker (25 amp)...................................................PULL
Landing gear selector................................................................................DOWN
Emergency gear extend control...................................................................PULL
(while fishtailing airplane)
CAUTION
The emergency gear extension procedure will require the
pilot to pull the emergency gear extend control knob
through a region of high resistance (up to 25 pounds) in
order to reach the stop and extend the landing gear.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

Y
L
N
O
E T
C
N IGH
E
R FL
E
F GEAR
R
E
EMERGENCY LANDING
EXTENSION
O
R
F
If all electrical power has been lost, the landing gear must be extended using the
R TheTgear position indicator lights will not illuminate.
followingO
procedures.O
Prior F
to emergency
Nextension procedure:
Battery switch .......................................................................................check ON

REPORT: VB-1300
3-9

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SPIN RECOVERY

Rudder...........................................................................................full opposite to
direction of rotation
Control wheel...........................................................................full forward while
neutralizing ailerons

Throttle ..................................................................................................CLOSED
Rudder.....................................................................neutral (when rotation stops)
Control wheel ..................................................................as required to smoothly
regain level flight attitude

ENGINE ROUGHNESS

Mixture..............................................................adjust for maximum smoothness
Induction air....................................................................................ALTERNATE
Aux. fuel pump.............................................................................................LOW
Fuel selector ............................................................................select another tank

Y
L
N
O
E T
EMERGENCY DESCENT
C
N IGH
NOTEE
R FL will
If pressurized, theE
following procedure
F OlossRof pressurization
result in an E
immediate
and the R
cabin altitude
F will rise at an
uncontrolled
rate.
R
T
O N
O
Fshoulder
Seat belts and
harnesses ...............................................................secure

Throttle ..................................................................................................CLOSED
Prop control.................................................................................full INCREASE
Mixture ................................................................................................as required
Landing gear .............................................................................................DOWN
(170 KIAS max.)
Flaps .................................................................................................................UP

Seat belts and shoulder harnesses ...............................................................secure
Throttle ..................................................................................................CLOSED
Prop control.................................................................................full INCREASE
Mixture ................................................................................................as required
Landing gear .............................................................................................DOWN
(170 KIAS max.)
Flaps .................................................................................................................UP

REPORT: VB-1300
3-10

ISSUED: JULY 1, 1986

EMERGENCY DESCENT
NOTE
If pressurized, the following procedure will
result in an immediate loss of pressurization
and the cabin altitude will rise at an
uncontrolled rate.

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

SMOOTH AIR

Airspeed after landing gear is fully extended................................180-200 KIAS

ROUGH AIR
Airspeed after landing gear is fully extended .......................4100 lbs. 135 KIAS
2450 lbs. 103 KIAS

PRESSURIZATION SYSTEM MALFUNCTION

Should the differential pressure rise above 5.5 psi maximum or a structural
failure appear imminent, proceed as follows:

NOTE

Y
L
N
If emergency oxygen is installed, O
don masks,
activate oxygen generators, and
E checkTflow.
Descend below 12,500 feet. C
N IGH
E
Should the aircraft suddenly loseR
pressurization,
L proceed as follows:
F
E
F OR
Cabin dump switch ..............................................................................check
OFF
E
Cabin pressurization
control...................................................................check
IN
R
F
Emergency descent
...................................................................below
12,500
feet
R OT
O
NOTE
F N
If emergency oxygen is installed, don masks,
activate oxygen generators, and check flow.
Descend below 12,500 feet.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3-11

If emergency oxygen is installed, don masks,
activate oxygen generators, and check flow.
Descend below 12,500 feet.
Should the aircraft suddenly lose pressurization, proceed as follows:
Cabin dump switch ..............................................................................check OFF
Cabin pressurization control...................................................................check IN
Emergency descent ...................................................................below 12,500 feet
NOTE
If emergency oxygen is installed, don masks,
activate oxygen generators, and check flow.
Descend below 12,500 feet.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3-11

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

CABIN AIR CONTAMINATION/SMOKE EVACUATION (Pressurized)

Cabin dump switch ....................................................................................DUMP
Cabin pressurization control ..............................................PULL to unpressurize
Vent/Defog fan ................................................................................................ON
Cabin recirculation fan...................................................................................OFF
Storm window .............................................................................................closed
Emergency descent ...................................................................below 12,500 feet

NOTES

If emergency oxygen is installed, don masks,
activate oxygen generators, and check flow.
Descend below 12,500 feet.

If fumes/smoke dissipate land as soon as
practical to investigate problem. If fumes/smoke
persist, refer to Fire in Flight paragraph 3.15.

Y
L
N
O
Ein. Hg.)T(Aircraft not
GYRO SUCTION FAILURE (Suction belowC
4.8
H
equipped with stand-by vacuum pump) N
G
E
I
Unpressurized flight
R FL
E
Cabin dump....................................................................................................OFF
F OR
Cabin pressurization controlE
.............................................................................IN
R...........................................................above
Cabin differential pressure
2.3 PSID
F
R
T
Pressurized flight
O
FOpressureN...........................................................above
Cabin differential
2.3 PSID

GYRO SUCTION FAILURE (Suction below 4.8 in. Hg.) (Aircraft not
equipped with stand-by vacuum pump)
Unpressurized flight
Cabin dump....................................................................................................OFF
Cabin pressurization control .............................................................................IN
Cabin differential pressure ...........................................................above 2.3 PSID
Pressurized flight
Cabin differential pressure ...........................................................above 2.3 PSID

NOTES

Cabin pressurization will supply a backup
vacuum source above 2.3 PSID.

Monitor electrical directional gyro.

REPORT: VB-1300
3-12

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 1991

REPORT: VB-1300
3-12

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 1991

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

INADVERTENT ICING ENCOUNTER OR FLIGHT IN SNOW

Pitot heat..........................................................................................................ON
Cabin heat .................................................................................................full ON
Windshield defrost...........................................................................................ON
Vent/Defog Fan................................................................................................ON

Change heading and/or altitude to exit icing conditions or snow.

Induction air.............................................................................................monitor,
ALTERNATE if required

HYDRAULIC SYSTEM MALFUNCTION

HYD PUMP annunciator light illuminates continuously, or cycles on and
off rapidly.

HYD PUMP circuit breaker............................................................................pull
Land as soon as possible and investigate the cause.

Y
L
N
O
FLAP SYSTEM MALFUNCTION
E T
C
H
FLAPS annunciator light illuminated. N
G
E
I
FLAP WARN/RESET circuit breaker
Pull and reset
R FL
E
Verify normal flap operation.
F OR
E
If FLAPS annunciator
illuminated:
R light remains
F.......................................................................Pull
FLAP MOTOR
circuit breaker
R
T
O as possible
Land as
Fsoon
NOand investigate the cause.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3-13

FLAP SYSTEM MALFUNCTION
FLAPS annunciator light illuminated.
FLAP WARN/RESET circuit breaker
Verify normal flap operation.

Pull and reset

If FLAPS annunciator light remains illuminated:
FLAP MOTOR circuit breaker .......................................................................Pull
Land as soon as possible and investigate the cause.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3-13

SECTION 3
EMERG PROCEDURES
3.5

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

AMPLIFIED EMERGENCY PROCEDURES (GENERAL)

SECTION 3
EMERG PROCEDURES
3.5

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

AMPLIFIED EMERGENCY PROCEDURES (GENERAL)

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

3.7

ENGINE FIRE DURING START

Engine fires during start are usually the result of overpriming. The first
attempt to extinguish the fire is to try to start the engine and draw the excess
fuel back into the induction system.

If a fire is present before the engine has started, move the mixture
control to idle cut-off, open the throttle and crank the engine. This is an
attempt to draw the fire back into the engine.

Y
L
N the fire into
If the engine has started, continue operating to try to pull
O
the engine.
E seconds,
T the fire
In either case (above), if fire continues moreC
than a few
H
N
G
should be extinguished by the best available
E externalLImeans.
R
The fuel selector valve shouldE
be OFF andF
the mixture at idle cut-off if
F
R
an external fire extinguishing
method is to be
used.
E
O
R
F
3.9 ENGINE POWER
R LOSS
TDURING TAKEOFF
O
O
The proper
F action toNbe taken if loss of power occurs during takeoff will
depend on the circumstances of the particular situation.

If the engine has started, continue operating to try to pull the fire into
the engine.
In either case (above), if fire continues more than a few seconds, the fire
should be extinguished by the best available external means.
The fuel selector valve should be OFF and the mixture at idle cut-off if
an external fire extinguishing method is to be used.
3.9

ENGINE POWER LOSS DURING TAKEOFF

The proper action to be taken if loss of power occurs during takeoff will
depend on the circumstances of the particular situation.

If sufficient runway remains to complete a normal landing, leave the
landing gear down and land straight ahead.

If the area ahead is rough, or if it is necessary to clear obstructions, move
the landing gear selector switch to the UP position and prepare for a gear up
landing.

If sufficient altitude has been gained to attempt a restart, maintain a safe
airspeed and switch the fuel selector to another tank containing fuel. Move
the induction air lever to the ALTERNATE position. Turn the auxiliary
fuel pump on HIGH and retard the throttle until power is regained (approx.
75%).

REPORT: VB-1300
3-14

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

Upon restart, if normal engine operation is not established promptly,
select LOW pump setting.

If engine failure was caused by engine driven fuel pump failure the
throttle must be retarded to regain power. The auxiliary fuel pump will not
supply sufficient fuel to run the engine at full power.

If engine failure was caused by fuel exhaustion, power will not be
regained after switching fuel tanks until the empty fuel lines are filled. This
may require up to ten seconds.

If power is not regained, proceed with Power Off Landing procedure
(refer to paragraph 3.13).

Y
L
Actuation of the HIGH switch positionN
of the
auxiliary fuel pump after the O
engine is
E roughness
operating normally will cause
engine
T
C
H
and/or power loss.
N
G
E
I
L
R
3.11 ENGINE POWER LOSS IN FLIGHT
F
Eloss is R
F
Complete engine power
usually caused by fuel flow interruption
E FOafter fuel flow is restored. The first step is
and power will beR
restored shortly
to prepare forR
a power off
Tlanding (refer to paragraph 3.13). An airspeed of
at least 90O
KIAS should
be maintained.
O
F N
If altitude permits, switch the fuel selector to another tank containing
CAUTION

CAUTION
Actuation of the HIGH switch position of the
auxiliary fuel pump after the engine is
operating normally will cause engine roughness
and/or power loss.
3.11 ENGINE POWER LOSS IN FLIGHT
Complete engine power loss is usually caused by fuel flow interruption
and power will be restored shortly after fuel flow is restored. The first step is
to prepare for a power off landing (refer to paragraph 3.13). An airspeed of
at least 90 KIAS should be maintained.

fuel and turn the auxiliary fuel pump on LOW. Reset the mixture control as
required and move the induction air to ALTERNATE. Check the engine
gauges for an indication of the cause of the power loss.

If altitude permits, switch the fuel selector to another tank containing
fuel and turn the auxiliary fuel pump on LOW. Reset the mixture control as
required and move the induction air to ALTERNATE. Check the engine
gauges for an indication of the cause of the power loss.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3-15

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

If power is restored move the induction air to the PRIMARY position
(unless induction ice is suspected). Turn OFF the auxiliary fuel pump and
adjust the mixture control as necessary.

If power is not restored within ten seconds, select auxiliary fuel pump
switch to HIGH, mixture FULL RICH and throttle to approximately 75%
power.

CAUTION

If normal engine operation and fuel flow is not immediately re-established,
the auxiliary fuel pump should be turned OFF. The lack of fuel flow indication
could indicate a leak in the fuel system.

If the preceding steps do not restore power, prepare for a power off
landing.

If previous procedure has not restored power and time permits, place
auxiliary fuel pump to LOW. Secure one mag at a time, then back to both
ON. Move the throttle and mixture control levers to different settings. This
may restore power if the problem is too rich or too lean a mixture or if there
is a partial fuel system restriction. Water in the fuel could take some time to
be used up, and allowing the engine to windmill may restore power. If power
loss is due to water, fuel flow indications will be normal.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F byOfuelRexhaustion, power will not be
If engine failure was E
caused
restored after switchingR
fuel tanks F
until the empty fuel lines are filled. This
may require up to ten
seconds. T
R
O NOproceed with the Power Off Landing procedure
If powerF
is not regained,
(refer to paragraph 3.13).

If engine failure was caused by fuel exhaustion, power will not be
restored after switching fuel tanks until the empty fuel lines are filled. This
may require up to ten seconds.
If power is not regained, proceed with the Power Off Landing procedure
(refer to paragraph 3.13).

CAUTION

The auxiliary fuel pump has no standby
function. Actuation of the HIGH switch
position after the engine is operating normally
will cause engine roughness and/or power loss.
If the auxiliary fuel pump switch or primer
switch fails causing the auxiliary fuel pump to
be activated in the HIGH mode while the engine
driven fuel pump is operating normally, engine
roughness and or/power loss will occur. Should
this condition exist pull out the L. FUEL or R.
FUEL pull-type circuit breaker for the selected
fuel tank.

REPORT: VB-1300
3-16

ISSUED: JULY 1, 1986

REPORT: VB-1300
3-16

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

3.13 POWER OFF LANDING

If loss of power occurs at altitude, trim the aircraft for best gliding angle,
(90 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
immediate vicinity; it may be possible to land at one if you have sufficient
altitude. At best gliding angle, with no wind, with the engine windmilling
and the propeller control in full DECREASE rpm, the aircraft will travel
approximately 2 miles for each thousand feet of altitude. If possible, notify
the FAA or any other authority by radio of your difficulty and intentions. If
another pilot or passenger is aboard, let him help.

When you have located a suitable field, establish a spiral pattern around
this field. Try to be at 1000 feet above the field at the downwind position, to
make a normal landing approach. When the field can easily be reached, slow
to 77 KIAS with flaps down for the shortest landing. Excess altitude may be
lost by widening your pattern, using flaps or slipping, or a combination of
these.

Y
L
N
O
E T
C
Whether to attempt a landing with
gear
or H
down depends on many
NsmoothupIand
G
E
factors. If the field chosen is obviously
firm, and long enough to
R shouldFbeL down. If there are stumps or
bring the plane to a stop, the
gear
E
F inO
rocks or other large obstacles
theR
field, the gear in the down position will
E
better protect the occupants
of
the
aircraft.
If however, the field is suspected
R
F
to be excessively
soft
or
short,
or
when
landing
water of any depth, a
R Onormally
T be safer and do lessindamage
wheels-upO
landing will
to the airplane.
F N
Touchdowns should normally be made at the lowest possible airspeed

Whether to attempt a landing with gear up or down depends on many
factors. If the field chosen is obviously smooth and firm, and long enough to
bring the plane to a stop, the gear should be down. If there are stumps or
rocks or other large obstacles in the field, the gear in the down position will
better protect the occupants of the aircraft. If however, the field is suspected
to be excessively soft or short, or when landing in water of any depth, a
wheels-up landing will normally be safer and do less damage to the airplane.

with flaps as required.

Touchdowns should normally be made at the lowest possible airspeed
with flaps as required.

When committed to landing, verify the landing gear selector position as
required by field conditions. Close the throttle, move the mixture to idle cutoff, and shut OFF the magneto switches. Move the fuel selector valve to
OFF. After final flap setting, turn the battery and alternator switch(es)
OFF. The seat belts and shoulder harness (if installed) should be tightened.

NOTE

If the battery and alternator switch(es) are
OFF, the gear position lights and flaps will be
inoperative.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3-17

ISSUED: JULY 1, 1986

REPORT: VB-1300
3-17

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

3.15 FIRE IN FLIGHT

The presence of fire is noted through smoke, smell and heat in the cabin.
It is essential that the source of the fire be promptly identified through
instrument readings, character of smoke, or other indications since the
action to be taken differs somewhat in each case.

Check for the source of the fire first.

If an electrical fire is indicated (smoke in cockpit), activate the cabin
dump switch and PULL the cabin pressurization control to clear the smoke.
After a delay of 5 seconds the battery and alternator switches and the cabin
heat should be turned OFF.

Y
L
The dump valve will remain open if activated
N
prior to turning the aircraft electrical O
system
OFF. This provides maximum airflow
E through
T
C
the cabin for smoke evacuation.
Do notH
turn
N
Gvalve
the cabin dump switch OFF.
The dump
E
I
L
R
will close and cannot be reactivated
E ON. F unless
electrical powerF
is turned R
EshouldFbeOexecuted to an altitude of 12,500 feet
R
An emergency descent
RmadeOas Tsoon as possible.
or less and a landing
O
F N WARNING

CAUTION

CAUTION
The dump valve will remain open if activated
prior to turning the aircraft electrical system
OFF. This provides maximum airflow through
the cabin for smoke evacuation. Do not turn
the cabin dump switch OFF. The dump valve
will close and cannot be reactivated unless
electrical power is turned ON.
An emergency descent should be executed to an altitude of 12,500 feet
or less and a landing made as soon as possible.
WARNING

If emergency oxygen is installed, use ONLY if
flames and heat are not present.

If an engine fire is present, close the throttle, move the mixture control
to idle cut-off and place the fuel selector in the OFF position. Turn the
magneto switches OFF and check that the auxiliary fuel pump is OFF. In all
cases, the heater and defroster should be OFF. If radio communication is
not required turn the battery and alternator switch(es) OFF. If the terrain
permits, a landing should be made immediately. Remember the flaps and
landing gear position lights become inoperative with the battery and
alternator switch(es) OFF. Ensure battery and alternator switch(es) are
OFF after final flap and gear selection is made.

REPORT: VB-1300
3-18

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

NOTE

The possibility of an engine fire in flight is
extremely remote. The procedure given is
general and pilot judgment should be the
determining factor for action in such an
emergency.

3.17 LOSS OF OIL PRESSURE

Loss of oil pressure may be either partial or complete. A partial loss of
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
cause and prevent engine damage.

A complete loss of oil pressure indication may signify oil exhaustion or
may be the result of a faulty gauge. In either case, proceed toward the nearest
airport and be prepared for a forced landing. If the problem is not a pressure
gauge malfunction, the engine may stop suddenly. Maintain altitude until
such time as a power off landing can be accomplished. Do not change power
settings unnecessarily, as this may hasten complete power loss.

Y
L
N
O
E T
C
N IGH
E
L be advisable to make an off
R itFmay
Depending on the circumstances,
E
F is still
R
airport landing whileE
power
available, particularly if other indications
O
of actual oil pressure
loss, such
as
R
F sudden increases in temperatures, or oil
smoke, are apparent,
andT
an airport is not close.
R
O NO occurs, proceed with Power Off Landing procedure
IfF
engine stoppage
(refer to paragraph 3.13).

Depending on the circumstances, it may be advisable to make an off
airport landing while power is still available, particularly if other indications
of actual oil pressure loss, such as sudden increases in temperatures, or oil
smoke, are apparent, and an airport is not close.
If engine stoppage occurs, proceed with Power Off Landing procedure
(refer to paragraph 3.13).

3.19 LOSS OF FUEL FLOW

The most probable cause of loss of fuel flow is either fuel depletion in the
fuel tank selected or failure of the engine driven fuel pump. If loss of fuel
flow occurs, turn the auxiliary fuel pump on LOW and check that the fuel
selector is on a tank containing usable fuel.

If power is restored, turn OFF the auxiliary fuel pump and adjust the
mixture control as necessary.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3-19

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

If power is not restored within ten seconds, select auxiliary fuel pump
switch to HIGH, mixture FULL RICH and throttle to approximately 75%
power.

CAUTION

If normal engine operation and fuel flow is not
immediately re-established, the auxiliary fuel
pump should be turned OFF. The lack of a fuel
flow indication could indicate a leak in the fuel
system.

If loss of fuel flow is due to failure of the engine driven fuel pump the
HIGH position of the auxiliary fuel pump will supply sufficient fuel flow for
approximately 75% power or less. Adjust the throttle and mixture as
required for smooth engine operation.

Y
L
N
O
3.21 ENGINE DRIVEN FUEL PUMP FAILURE E
C retardHtheT throttle and
If an engine driven fuel pump failure is indicated,
N
Gand mixture should
turn the auxiliary fuel pump on HIGH.E
The throttle
I
L
R
then be reset as required. The HIGH position ofF
the auxiliary fuel pump will
E75% power
supply fuel flow for approximately
or
F
R less. A landing should be
E
made at the nearest appropriate
airportO
as soon as possible and the cause of
R F
the failure investigated.
R
T
O
O
F N CAUTION
If normal engine operation and fuel flow is not
immediately re-established, the aux. fuel pump
should be turned OFF. The lack of a fuel flow
indication could indicate a leak in the fuel
system.

3.21 ENGINE DRIVEN FUEL PUMP FAILURE
If an engine driven fuel pump failure is indicated, retard the throttle and
turn the auxiliary fuel pump on HIGH. The throttle and mixture should
then be reset as required. The HIGH position of the auxiliary fuel pump will
supply fuel flow for approximately 75% power or less. A landing should be
made at the nearest appropriate airport as soon as possible and the cause of
the failure investigated.
CAUTION
If normal engine operation and fuel flow is not
immediately re-established, the aux. fuel pump
should be turned OFF. The lack of a fuel flow
indication could indicate a leak in the fuel
system.

3.23 HIGH OIL TEMPERATURE

An abnormally high oil temperature indication may be caused by a low
oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a
defective gauge, or other causes. Land as soon as practical at an appropriate
airport and have the cause investigated.

REPORT: VB-1300
3-20

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

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
pressure gauge for an accompanying loss of pressure.

3.25 HIGH CYLINDER HEAD TEMPERATURE
Excessive cylinder head temperature may parallel excessive oil
temperature. In any case, reduce power and/or enrich the mixture as
necessary. If the problem persists, land as soon as practical at an appropriate
airport and have the cause investigated. Do not operate in cruise with a
mixture setting other than 50° lean of peak T.I.T.

3.26 TURBINE INLET TEMPERATURE (TIT) INDICATOR FAILURE

CAUTION
Aircraft POH range and endurance data presented in
Section 5 will no longer be applicable. Less
range/endurance will result due to higher fuel flow/fuel
consumption.

Y
L
Nor landing, maintain
O
If TIT indication fails during takeoff, climb, descent
Efor engineT cooling.
FULL RICH mixture to assure adequate fuel flow
C
H set, maintain cruise
If TIT indication fails after cruiseN
power has been
G
E
I
power setting and lean to 6 GPH fuel flow above
that specified in the Power
R FL Continually
Setting Table in Section 5 E
of this handbook.
monitor engine
F
R
cylinder head and oil temperatures
to
avoid
exceeding
limits.
E system
O
R
The TIT indicating
must be repaired as soon as possible after
F
R
failure has occurred.
T
Continued
FO operation
NO with failed TIT indication is not authorized.

CAUTION
Aircraft POH range and endurance data presented in
Section 5 will no longer be applicable. Less
range/endurance will result due to higher fuel flow/fuel
consumption.
If TIT indication fails during takeoff, climb, descent or landing, maintain
FULL RICH mixture to assure adequate fuel flow for engine cooling.
If TIT indication fails after cruise power has been set, maintain cruise
power setting and lean to 6 GPH fuel flow above that specified in the Power
Setting Table in Section 5 of this handbook. Continually monitor engine
cylinder head and oil temperatures to avoid exceeding limits.
The TIT indicating system must be repaired as soon as possible after
failure has occurred.
Continued operation with failed TIT indication is not authorized.
3.27 ELECTRICAL FAILURES

3.27 ELECTRICAL FAILURES
CAUTION
The alternator output circuit breakers should never be
opened manually when the alternators are functioning
properly, as voltage regulator damage may occur.

CAUTION
The alternator output circuit breakers should never be
opened manually when the alternators are functioning
properly, as voltage regulator damage may occur.

Loss of alternator output is detected through zero reading on the
ammeter and illumination of the ALTERNATOR annunciator light. Before
executing the following procedure, ensure that the reading is zero and not
merely low by momentarily actuating an electrically powered device, such as
the taxi lights. If no increase in the ammeter reading is noted, alternator
failure can be assumed.
The electrical load should be reduced as much as possible. Check the
ALTNR circuit breakers for an open circuit.

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

REPORT: VB-1300
3-21

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

The next step is to attempt to reset the alternator control unit. This is
accomplished by moving the ALTR switch to OFF for one second and then to
ON. If the trouble was caused by a momentary overvoltage condition (32
volts and up) this procedure should return the ammeter to a normal reading.
If the ammeter continues to indicate zero output, or if the alternator will not
remain reset, the course of action depends on the alternator system installed.
If the aircraft is equipped with a single alternator, turn OFF the ALTR
switch. Turn the battery switch OFF and turn the EMER BUS switch ON.
Activation of the emergency bus switch will allow the use of the minimum
equipment necessary to operate the aircraft and will provide maximum flight
time prior to battery depletion. (Refer to the Electrical Schematics in Section
7 for a list of electrical equipment supplied by the emergency bus.) Land as
soon as practical. All electrical load is being supplied by the battery.
If the aircraft is equipped with dual alternators, turn OFF the ALTR
switch of the affected alternator, insure electrical loads are below 60 amps,
and continue the flight. Monitor the ammeter of the operating alternator
since the ALTERNATOR annunciator light will remain on. The ammeter is
the only indication of the condition of the remaining alternator.

Y
L
N
O
E T
C
N moreIGthanH20 amps above
E
3.29 ELECTRICAL OVERLOAD (Alternator
R FL
known electrical load)
E
F output
Ris observed (more than 20 amps
If abnormally high alternator
E
O
above known electrical R
load for the
operating
conditions) it may be caused
F
by a low battery, R
a battery fault
or other abnormal electrical load. If the
T
O theNindication
O should begin to decrease toward normal
cause is a low
Fbattery,
within 5 minutes.

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

If the overload condition persists, use the following procedure to
determine the probable cause and appropriate action to be taken.

(a) Reduce the electrical load as much as possible. If equipped with
dual alternators ensure that the total load is less than 60 amps.
(b) If the aircraft is equipped with dual alternators, turn the ALTR
No. 1 switch OFF and turn the volt/ammeter selector switch to
monitor alternator No. 2.

NOTE
The alternator annunciator light will be
illuminated when either ALTR switch is in the
OFF position.

REPORT: VB-1300
3-22

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

NOTE
The alternator annunciator light will be
illuminated when either ALTR switch is in the
OFF position.

REPORT: VB-1300
3-22

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

Y
L
N when the battery
(2) If the ammeter indication does not decrease
O
switch is turned OFF, an alternator
If the
E faultTis indicated.
aircraft is equipped with a C
single alternator,
turn
the
ALTR
H OFF and turn the
N IGswitch
No. 1 switch OFF and
the battery
E
L of the emergency bus
EMER BUS switch
Activation
F
EtheRuseON.
switch will F
allow
of
the
minimum equipment necessary
R
E
to operate
the aircraft
and
will
maximum flight time
O Refer toprovide
F
priorR
to battery depletion.
the Electrical Schematics in
R
Ta list of equipment supplied by the emergency bus.
Section 7 for
O
O
F All N
electrical loads are being supplied by the battery. If the
aircraft is equipped with dual alternators, turn the battery
switch ON, the ALTR No. 2 switch OFF and the ALTR No. 1
switch ON. If the overload condition is not present, the fault is
in the No. 2 alternator. Continue the flight with the ALTR No.
2 switch OFF. If the overload condition persists, turn both
ALTR switches OFF and the battery switch OFF and turn
the EMER BUS switch ON. All electrical loads are being
supplied by the battery. Land as soon as possible.
NOTE
If the battery is depleted, the landing gear must
be lowered using the emergency extension
procedure. The gear position lights will be
inoperative and a flaps up landing will be
required.
ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

REPORT: VB-1300
3-23

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

(c) Ensure that the ALTR No. 1 switch is ON for single alternator
equipped aircraft or that the ALTR No. 2 switch is on for dual
alternator aircraft. Turn the battery switch OFF.
(1) If the ammeter indication decreases, a battery fault is indicated.
Turn the battery switch ON and continue to monitor the
ammeter. If the alternator output does not decrease within 5
minutes, turn the battery switch OFF, turn the ALTR No. 1
switch ON if equipped with dual alternators and land as soon as
practical. All electrical loads are being supplied by the
alternator(s).
NOTE
Due to higher voltage and radio frequency
noise, operation with the ALTR switch(es) ON
and the battery switch OFF should be made
only when required by an electrical failure.
(2) If the ammeter indication does not decrease when the battery
switch is turned OFF, an alternator fault is indicated. If the
aircraft is equipped with a single alternator, turn the ALTR
No. 1 switch OFF and the battery switch OFF and turn the
EMER BUS switch ON. Activation of the emergency bus
switch will allow the use of the minimum equipment necessary
to operate the aircraft and will provide maximum flight time
prior to battery depletion. Refer to the Electrical Schematics in
Section 7 for a list of equipment supplied by the emergency bus.
All electrical loads are being supplied by the battery. If the
aircraft is equipped with dual alternators, turn the battery
switch ON, the ALTR No. 2 switch OFF and the ALTR No. 1
switch ON. If the overload condition is not present, the fault is
in the No. 2 alternator. Continue the flight with the ALTR No.
2 switch OFF. If the overload condition persists, turn both
ALTR switches OFF and the battery switch OFF and turn
the EMER BUS switch ON. All electrical loads are being
supplied by the battery. Land as soon as possible.
NOTE
If the battery is depleted, the landing gear must
be lowered using the emergency extension
procedure. The gear position lights will be
inoperative and a flaps up landing will be
required.
ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

REPORT: VB-1300
3-23

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

3.31 PROPELLER OVERSPEED

Propeller overspeed is caused by a malfunction in the propeller
governor or low oil pressure which allows the propeller blades to rotate to
full low pitch.

If propeller overspeed should occur, retard the throttle and check the oil
pressure. The prop control should be moved to full DECREASE rpm and
then reset if any control is available. Airspeed should be reduced and
throttle used to maintain 2600 RPM.

3.33 EMERGENCY LANDING GEAR EXTENSION

Prior to proceeding with an emergency gear extension, check to ensure
that the battery switch is ON and that the circuit breakers have not popped.
If it is daytime, the Day/Night dimmer switch should be in the DAY
position.

Y
L
N
If the landing gear does not check down and locked,O
reduce the airspeed
E breaker,
to below 90 KIAS, pull out the HYD PUMPC
circuit
the
T gearplaceextend
H
landing gear selector in the DOWN position,N
pull the emergency
E the landing
IGgear position lights
control OUT and fishtail the airplane. Verify
L
R
indicate down and locked.
E RF
F
E CAUTION
O
R
F
The emergency
gear
extension
procedure will require the
R emergency
T gear
pilotO
to pull theO
control knob
F a region
N of high resistance extend
through
(up to 25 pounds) in
order to reach the stop and extend the landing gear.

If the landing gear does not check down and locked, reduce the airspeed
to below 90 KIAS, pull out the HYD PUMP circuit breaker, place the
landing gear selector in the DOWN position, pull the emergency gear extend
control OUT and fishtail the airplane. Verify the landing gear position lights
indicate down and locked.
CAUTION
The emergency gear extension procedure will require the
pilot to pull the emergency gear extend control knob
through a region of high resistance (up to 25 pounds) in
order to reach the stop and extend the landing gear.

If all electrical power has been lost, the landing gear must be extended
using the above procedures. The gear position indicator lights will not
illuminate.

3.35 SPIN RECOVERY

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

REPORT: VB-1300
3-24

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

3.37 ENGINE ROUGHNESS

Engine roughness may be caused by dirt in the injector nozzles,
induction filter icing, ignition problems, or other causes.

First adjust the mixture for maximum smoothness. The engine will run
rough if the mixture is too rich or too lean.

Move the induction air to ALTERNATE and turn the auxiliary fuel
pump on LOW.

Switch the fuel selector to another tank to determine if fuel
contamination is the problem.

Y
L
The magneto switches should then be turned OFFN
individually and then
O
both turned back ON. If operation is satisfactory
on either magneto,
proceed on that magneto at reduced powerC
toE
a landingT
at the first available
H
airport.
N
G
E
I
L
R
If roughness persists, prepare for aFprecautionary landing at pilot’s
E R
discretion.
F
EDESCENT
O
R
3.39 EMERGENCY
F
R OT NOTE
O
F N
If pressurized, the following procedure will

Check the engine gauges for abnormal readings. If any gauge readings
are abnormal proceed accordingly.

The magneto switches should then be turned OFF individually and then
both turned back ON. If operation is satisfactory on either magneto,
proceed on that magneto at reduced power to a landing at the first available
airport.
If roughness persists, prepare for a precautionary landing at pilot’s
discretion.
3.39 EMERGENCY DESCENT
NOTE

result in the immediate loss of pressurization
and the cabin altitude will rise at an
uncontrolled rate.

If pressurized, the following procedure will
result in the immediate loss of pressurization
and the cabin altitude will rise at an
uncontrolled rate.

In the event an emergency descent becomes necessary, the seat belts and
shoulder harnesses should be snugged down securely, retard the throttle to
idle and move the prop control to the full INCREASE position. The
mixture should be reset as required to ensure the engine will continue
operating. Lower the landing gear and immediately initiate a descent. If in
smooth air,

ISSUED: JULY 1, 1986

REPORT: VB-1300
3-25

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

descend at 180 to 200 KIAS maximum. If extremely rough air is
encountered, the airspeed should be limited according to the following
airspeed versus Gross Weight Table:

4100 lbs.— 135 KIAS
2450 lbs. — 103 KIAS

After reaching a safe altitude, advance the throttle and adjust mixture
and prop controls for power as required.

3.41 PRESSURIZATION SYSTEM MALFUNCTION

Should the differential pressure rise above 5.5 psi maximum or a
structural failure appear imminent, an immediate decrease in differential
pressure is required. To accomplish this, activate the cabin dump switch and
PULL the cabin pressurization control. This will cause the cabin altitude to
rise at an uncontrolled rate and cabin differential pressure to decrease,
subsequently relieving the over-pressure condition. If emergency oxygen is
not installed execute an emergency descent to 12,500 feet or below. If
emergency oxygen is installed, don the oxygen masks, activate the oxygen
generators and descend to an altitude of 12,500 feet or below.

below.

Should the aircraft suddenly lose pressurization, check that the cabin
dump switch has not been activated and that the cabin pressurization
control is pushed in. If the aircraft does not begin to re-pressurize and
emergency oxygen is not installed, execute an emergency descent to 12,500
feet or below. If emergency oxygen is installed, don the oxygen masks,
activate the oxygen generators and descend to an altitude of 12,500 feet or
below.

3.43 CABIN AIR CONTAMINATION/SMOKE EVACUATION

Strong fumes or smoke in the cabin may indicate a malfunction in the
pressurization system or a fire. In any event, the primary concern is to
establish maximum airflow through the cabin in order to vent the fumes or
smoke. To accomplish this, actuate the cabin dump switch and PULL the
cabin pressurization control out. Turn ON the vent/defog fan and turn OFF
the cabin air recirculation fan. Do not open the storm window. This procedure will provide the maximum flow of outside ram air through the cabin. If

REPORT: VB-1300
3-26

Y
L
N
O
E T
C
N IGH
E
R FL check that the cabin
Should the aircraft suddenlyE
lose pressurization,
F OandRthat the cabin pressurization
dump switch has not been
activated
E
control is pushed in. IfR
the aircraft
does not begin to re-pressurize and
Fexecute
emergency oxygenR
is not installed,
an emergency descent to 12,500
T
O
O
feet or below.
If
emergency
oxygen
is
installed,
don the oxygen masks,
F N and descend to an altitude
activate the oxygen generators
of 12,500 feet or

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

emergency oxygen is not installed, execute an emergency descent to an
altitude of 12,500 feet or less. If emergency oxygen is installed, don the
oxygen masks, activate the oxygen generators and descend to an altitude of
12,500 feet or below. If the fumes or smoke have disappeared after reaching
12,500 feet, a pressurization malfunction can be assumed. Land as soon as
practical and investigate the cause. If the fumes or smoke persist the
problem may be a fire (see paragraph 3.15, Fire In Flight).

3.45 GYRO SUCTION FAILURE (Suction below 4.8 in. Hg.) (Aircraft
not equipped with stand-by vacuum pump)

A malfunction of the instrument suction will be indicated by a reduction
of the suction reading on the gage..

Y
L
N
O
E T
Monitor the electrical directional gyro.C
N IGH
E
3.47 INADVERTENT ICINGR
ENCOUNTER
L OR FLIGHT IN SNOW
F
E
F O
R
WARNING
E
R
F icing conditions is prohibited
Flight into known
R
T
Ice Protection System is installed and
FO unless
operable.
NORefer to Section 9, Supplement 10.

In the event of a suction system malfunction during unpressurized
flight, turn the cabin dump switch OFF, push the cabin pressurization
control IN and select a cabin altitude to maintain at least 2.3 PSID. During
pressurized flight select a cabin altitude to maintain at least 2.3 PSID.
Monitor the electrical directional gyro.
3.47 INADVERTENT ICING ENCOUNTER OR FLIGHT IN SNOW
WARNING
Flight into known icing conditions is prohibited
unless Ice Protection System is installed and
operable. Refer to Section 9, Supplement 10.

If icing conditions or snow are inadvertently encountered, turn the pitot
heat ON. Set the cabin heat control to maximum and turn ON the
windshield defrost and vent/defog fan to keep the windshield as clear as
possible. Change aircraft heading and/or altitude to exit icing conditions or
snow as soon as possible. If a loss of manifold pressure occurs, select
ALTERNATE induction air and adjust manifold pressure as required.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 1991

REPORT: VB-1300
3-27

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 3
EMERG PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

3.48 HYDRAULIC SYSTEM MALFUNCTION

A hydraulic system malfunction, which causes the hydraulic pump to
either run continuously (more than 15-20 seconds), or cycle on and off
rapidly (more than 6-8 times), may be detected by the illumination of the
HYD PUMP amber annunciator light. Pull the HYD PUMP circuit
breaker to stop operation. The pump is not designed for continuous duty
and will fail if left running. Land as soon as possible and investigate the
cause. It may be necessary to lower the landing gear using the emergency
extension control.

3.49 FLAP SYSTEM MALFUNCTION

Illumination of the FLAPS annunciator would normally be the result
of an overcurrent condition in the flap motor/actuator circuit. If an
overcurrent fault occurs the flap protection circuit will sense the
malfunction and automatically remove power from the flap motor/actuator
and flap operation will stop. Pulling and resetting the FLAP
WARN/RESET circuit breaker will restore flap power to normal
operation.

Y
L
N
O
E T
C
N IGH
E
After resetting, normal operationR
of the flapsL
should be verified.
F
E
R or the FLAPS annunciator
If normal flap operation F
regained,
E is notFO
remains illuminated, pull
the FLAP
MOTOR circuit breaker and land as
R
soon as possible toR
ascertain the
Tcause of the problem. The flaps will remain
O
in the same position
as when
the malfunction occurred.
O
F N

REPORT: VB-1300
3-28

ISSUED: JULY 1, 1986

After resetting, normal operation of the flaps should be verified.
If normal flap operation is not regained, or the FLAPS annunciator
remains illuminated, pull the FLAP MOTOR circuit breaker and land as
soon as possible to ascertain the cause of the problem. The flaps will remain
in the same position as when the malfunction occurred.

REPORT: VB-1300
3-28

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

4.7
4.9
4.11
4.13

TABLE OF CONTENTS

SECTION 4

NORMAL PROCEDURES

NORMAL PROCEDURES
Page
No.

General .....................................................................................
Airspeeds for Safe Operations..................................................
Normal Procedures Checklist...................................................
Preflight Check....................................................................
Before Starting Engine ........................................................
Starting Engine ....................................................................
Starting Engine When Flooded ...........................................
Starting With External Power Source..................................
Warm-Up .............................................................................
Taxiing .................................................................................
Ground Check......................................................................
Before Takeoff .....................................................................
Takeoff .................................................................................
Takeoff Climb......................................................................
Cruise Climb........................................................................
Cruising ...............................................................................
Descent ................................................................................
Approach And Landing .......................................................
Go-Around...........................................................................
Stopping Engine ..................................................................
Parking.................................................................................
Amplified Normal Procedures (General) .................................
Preflight Check.........................................................................
Before Starting Engine .............................................................
Starting Engine .........................................................................

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

ISSUED: JULY 1, 1986

SECTION 4
NORMAL PROCEDURES

TABLE OF CONTENTS

Paragraph
No.
4.1
4.3
4.5

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

4-1
4-1
4-3
4-3
4-7
4-7
4-8
4-8
4-9
4-9
4-10
4-10
4-11
4-12
4-12
4-12
4-13
4-13
4-14
4-14
4-14
4-15
4-15
4-18
4-19

REPORT: VB-1300
4-i

Paragraph
No.
4.1
4.3
4.5

4.7
4.9
4.11
4.13

Page
No.

General .....................................................................................
Airspeeds for Safe Operations..................................................
Normal Procedures Checklist...................................................
Preflight Check....................................................................
Before Starting Engine ........................................................
Starting Engine ....................................................................
Starting Engine When Flooded ...........................................
Starting With External Power Source..................................
Warm-Up .............................................................................
Taxiing .................................................................................
Ground Check......................................................................
Before Takeoff .....................................................................
Takeoff.................................................................................
Takeoff Climb......................................................................
Cruise Climb........................................................................
Cruising ...............................................................................
Descent ................................................................................
Approach And Landing .......................................................
Go-Around...........................................................................
Stopping Engine ..................................................................
Parking.................................................................................
Amplified Normal Procedures (General) .................................
Preflight Check.........................................................................
Before Starting Engine .............................................................
Starting Engine .........................................................................

ISSUED: JULY 1, 1986

4-1
4-1
4-3
4-3
4-7
4-7
4-8
4-8
4-9
4-9
4-10
4-10
4-11
4-12
4-12
4-12
4-13
4-13
4-14
4-14
4-14
4-15
4-15
4-18
4-19

REPORT: VB-1300
4-i

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

TABLE OF CONTENTS (cont)

SECTION 4 (cont)

SECTION 4 (cont)
Page
No.

Warm-Up ..................................................................................
Taxiing......................................................................................
Ground Check ..........................................................................
Before Takeoff..........................................................................
Takeoff......................................................................................
Climb........................................................................................
Cruising ....................................................................................
Descent .....................................................................................
Approach and Landing .............................................................
Go-Around ...............................................................................
Stopping Engine .......................................................................
Parking......................................................................................
Stalls .........................................................................................
Turbulent Air Operation ...........................................................
Landing Gear............................................................................
Cabin Pressurization System ....................................................
Weight and Balance..................................................................
Icing Information......................................................................

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
4-ii

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

TABLE OF CONTENTS (cont)

Paragraph
No.
4.15
4.17
4.19
4.21
4.23
4.25
4.27
4.29
4.31
4.33
4.35
4.37
4.39
4.41
4.43
4.45
4.47
4.49

SECTION 4
NORMAL PROCEDURES

4-21
4-22
4-22
4-23
4-24
4-26
4-26
4-29
4-29
4-30
4-31
4-31
4-31
4-32
4-32
4-33
4-34
4-35

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

Paragraph
No.
4.15
4.17
4.19
4.21
4.23
4.25
4.27
4.29
4.31
4.33
4.35
4.37
4.39
4.41
4.43
4.45
4.47
4.49

Page
No.

REPORT: VB-1300
4-ii

4-21
4-22
4-22
4-23
4-24
4-26
4-26
4-29
4-29
4-30
4-31
4-31
4-31
4-32
4-32
4-33
4-34
4-35

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

4.1

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

SECTION 4

NORMAL PROCEDURES

GENERAL

4.1

GENERAL

This section describes the recommended procedures for the conduct of
normal operations for the airplane. All of the required (FAA regulations)
procedures and those necessary for operation of the airplane as determined
by the operating and design features of the airplane are presented.

Normal procedures associated with those optional systems and
equipment which require handbook supplements are provided by Section 9
(Supplements).

Y
L
N
O
E a sourceT of reference and
These procedures are provided to present
C
H are not the same for
N IGwhich
review and to supply information on procedures
E
all aircraft. Pilots should familiarize
themselves
the procedures given in
Lin thewithnormal
Rproficient
F
this section in order to become
operations of the
E
F
R
airplane.
E FO
R
The first R
portion of this section consists of a short form checklist which
T for normal operations with little emphasis on the
supplies an
action
sequence
O
O
F of the systems.
N
operation

These procedures are provided to present a source of reference and
review and to supply information on procedures which are not the same for
all aircraft. Pilots should familiarize themselves with the procedures given in
this section in order to become proficient in the normal operations of the
airplane.
The first portion of this section consists of a short form checklist which
supplies an action sequence for normal operations with little emphasis on the
operation of the systems.

The remainder of the section is devoted to amplified normal procedures
which provide detailed information and explanations of the procedures and
how to perform them. This portion of the section is not intended for use as an
in-flight reference due to the lengthy explanation. The short form checklist
should be used for this purpose.

4.3

AIRSPEEDS FOR SAFE OPERATIONS

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

ISSUED: JULY 1, 1986

REPORT: VB-1300
4-1

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Performance for a specific airplane may vary from published figures
depending upon the equipment installed, the condition of the engine,
airplane and equipment, atmospheric conditions and piloting technique.
(a)
(b)
(c)
(d)
(e)
(f)

Best Rate of Climb Speed ......................................................110 KIAS
Best Angle of Climb Speed ......................................................90 KIAS
Turbulent Air Operating Speed (See Subsection 2.3) ............135 KIAS
Landing Final Approach Speed (Full Flaps) ............................77 KIAS
Maximum Demonstrated Crosswind Velocity ...........................17 KTS
Maximum Flaps Extended Speed
10° ...................................................................................170 KIAS
20° ...................................................................................135 KIAS
Full Flaps (36°) ...............................................................120 KIAS

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
4-2

ISSUED: JULY 1, 1986

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

REPORT: VB-1300
4-2

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

Y
L
N
O
E T
C
N IGH
WALK-AROUND
E
RFigure 4-1FL
E
F OCHECKLIST
R
E
4.5 NORMAL PROCEDURES
R
F
PREFLIGHT
CHECK T
R
COCKPIT
FO NO
Control wheel .............................................................................release restraints

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

WALK-AROUND
Figure 4-1
4.5

NORMAL PROCEDURES CHECKLIST

PREFLIGHT CHECK
COCKPIT

Parking brake ....................................................................................................set
Gear handle ...............................................................................................DOWN
All switches ...................................................................................................OFF
Avionics .........................................................................................................OFF
Mixture ................................................................................................idle cut-off
Battery switch..................................................................................................ON
Fuel gauges ....................................................................................check quantity
Annunciator panel........................................................................................check
Oxygen light (if installed)............................................................................check
Flaps ...........................................................................................................extend
Battery switch ................................................................................................OFF
Primary flight controls................................................................proper operation

Control wheel .............................................................................release restraints
Parking brake ....................................................................................................set
Gear handle ...............................................................................................DOWN
All switches ...................................................................................................OFF
Avionics .........................................................................................................OFF
Mixture ................................................................................................idle cut-off
Battery switch..................................................................................................ON
Fuel gauges ....................................................................................check quantity
Annunciator panel........................................................................................check
Oxygen light (if installed)............................................................................check
Flaps ...........................................................................................................extend
Battery switch ................................................................................................OFF
Primary flight controls................................................................proper operation

ISSUED: JULY 1, 1986

REPORT: VB-1300
4-3

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Trim............................................................................................................neutral
Static system .................................................................................................drain
Emergency exit ............................................................................................check
Windows.............................................................................................check clean
Required papers ............................................................................check on board
Baggage .............................................................................stow properly - secure

EMPENNAGE

Antennas ......................................................................................................check
Surface condition .............................................................clear of ice, frost, snow
Left static port ...............................................................................................clear
Alternate static port .......................................................................................clear
Elevator ........................................................................................................check
Rudder..........................................................................................................check
Static wicks ..................................................................................................check
Tie down....................................................................................................remove
Right static port .............................................................................................clear

Y
L
N
O
E T
C
RIGHT WING
H
N
G
E
I
Surface condition .............................................................clear
R FL of ice, frost, snow
Flap and hinges ............................................................................................check
E
F OR
Aileron and hinges .......................................................................................check
E
Static wicks ..................................................................................................check
R F
Wing tip and lights.......................................................................................check
R
T
Fuel tank...........................................................................................check
supply
O
O
F N
visually - secure cap

RIGHT WING

Fuel tank vent ................................................................................................clear
Tie down and chock...................................................................................remove
Main gear strut............................................................................................proper
inflation (2.5 +/- .25 in.)
Tire...............................................................................................................check
Brake block and disc....................................................................................check
Fuel tank sump.............................................................................drain and check
for water, sediment
and proper fuel

Surface condition .............................................................clear of ice, frost, snow
Flap and hinges ............................................................................................check
Aileron and hinges .......................................................................................check
Static wicks ..................................................................................................check
Wing tip and lights.......................................................................................check
Fuel tank...........................................................................................check supply
visually - secure cap
Fuel tank vent ................................................................................................clear
Tie down and chock...................................................................................remove
Main gear strut............................................................................................proper
inflation (2.5 +/- .25 in.)
Tire...............................................................................................................check
Brake block and disc....................................................................................check
Fuel tank sump.............................................................................drain and check
for water, sediment
and proper fuel

CAUTION

When draining any amount of fuel, care should
be taken to ensure that no fire hazard exists
before starting engine.

REPORT: VB-1300
4-4

ISSUED: JULY 1, 1986

REPORT: VB-1300
4-4

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

NOSE SECTION

General condition.........................................................................................check
Fuel filter sump ............................................................................drain and check
for water, sediment
and proper fuel
Cowling.......................................................................................................secure
Windshield ....................................................................................................clean
Propeller and spinner ...................................................................................check
Air inlets ........................................................................................................clear
Landing light................................................................................................check
Chock ........................................................................................................remove
Nose gear strut ............................................................................................proper
inflation (1.5 +/- .25 in.)
Nose wheel tire ............................................................................................check
Engine baffle seals .......................................................................................check
Oil check quantity
Dipstick.........................................................................................properly seated
Oil filler cap ................................................................................................secure
Tow bar ..............................................................................stow properly - secure
Baggage door ..............................................................................close and secure

Y
L
N
O
E T
C
N IGH
E
R FL
E
LEFT WING
F OR
E
Surface condition .............................................................clear
of ice, frost, snow
R
F
Fuel tank sump.............................................................................drain
and check
R
T
for
water,
sediment
FO NO
and proper fuel

LEFT WING
Surface condition .............................................................clear of ice, frost, snow
Fuel tank sump.............................................................................drain and check
for water, sediment
and proper fuel

CAUTION

When draining any amount of fuel, care should
be taken to ensure that no fire hazard exists
before starting engine.

Tie down and chock...................................................................................remove
Main gear strut............................................................................................proper
inflation (2.5 +/- .25 in.)
Tire...............................................................................................................check
Brake block and disc....................................................................................check
Pitot head .............................................................................................holes clear
Fuel tank...........................................................................................check supply
visually - secure cap
Fuel tank vent ................................................................................................clear

ISSUED: JULY 1, 1986

REPORT: VB-1300
4-5

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Wing tip and lights ......................................................................................check
Aileron and hinges ......................................................................................check
Static wicks .................................................................................................check
Flap and hinges ...........................................................................................check

MISCELLANEOUS

Oxygen system (if installed) ...........................................check masks and hoses
Battery switch .................................................................................................ON
Flaps ...........................................................................................................retract
Interior lighting .............................................................................ON and check
Pitot heat switch .............................................................................................ON

CAUTION

Care should be taken when an operational check
of the heated pitot head is being performed. The
unit becomes very hot. Ground operation should
be limited to three minutes maximum to avoid
damaging the heating elements.

N
O
E T
C
N IGH and check
Exterior lighting switches ..............................................................ON
E
Pitot ................................................................................................check
- warm
R FL
E
Stall warning horn .......................................................................................check
F OR
All lighting switches .....................................................................................OFF
E
Pitot heat switch ............................................................................................OFF
R F
Battery switch ...............................................................................................OFF
R
T
O
O
Passengers ...................................................................................................board
F N

Doors ............................................................................................close and latch
Door pins ...............................................................................all indicators green

Exterior lighting switches ..............................................................ON and check
Pitot ................................................................................................check - warm
Stall warning horn .......................................................................................check
All lighting switches .....................................................................................OFF
Pitot heat switch ............................................................................................OFF
Battery switch ...............................................................................................OFF
Passengers ...................................................................................................board
Doors ............................................................................................close and latch
Door pins ...............................................................................all indicators green

WARNING

Do not initiate any flight if all four door pin
indicators are not green and/or the DOOR
AJAR annunciator is lit.

Seat belts and harness ......................................................................fasten/adjust
check inertia reel

REPORT: VB-1300
4-6

ISSUED: JULY 1, 1986
REVISED: NOVEMBER 22, 1989

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

BEFORE STARTING ENGINE

Parking brake ....................................................................................................set

WARNING

No braking will occur if aircraft brakes are
applied while parking brake handle is pulled
and held.

Prop control.................................................................................full INCREASE
Fuel selector.......................................................................................desired tank
Radios ............................................................................................................OFF
Alternator(s) ....................................................................................................ON
Cabin altitude selector ......................................................................................set
Cabin altitude rate control ................................................................................set
Cabin pressurization control .............................................................................set
Cabin dump switch ...........................................................................................set
Induction air.................................................................................................check

Y
L
N
O
E T
STARTING ENGINE
C
H
Mixture..................................................................................................full
RICH
N
G
E
I
Throttle ........................................................................................full
FORWARD
R FL
Prop control.................................................................................full
INCREASE
E
F
Battery switch..................................................................................................ON
R
E FO
Mag switches...................................................................................................ON
R
Aux. fuel pump
..............................................................................................OFF
R
T
Primer ..............................................................................................................ON
O
O
F N
NOTE

STARTING ENGINE
Mixture..................................................................................................full RICH
Throttle ........................................................................................full FORWARD
Prop control.................................................................................full INCREASE
Battery switch..................................................................................................ON
Mag switches...................................................................................................ON
Aux. fuel pump ..............................................................................................OFF
Primer ..............................................................................................................ON
NOTE

The amount of prime required depends on
engine temperature. Familiarity and practice
will enable the operator to estimate accurately
the amount of prime to use. If the engine is hot,
use prime pump only long enough to purge fuel
system of accumulative vapor.

CAUTION

The STARTER ENGAGED annunciator will
illuminate during engine cranking. If the
annunciator remains lit after the engine is
running, stop the engine and determine the
cause.

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

REPORT: VB-1300
4-7

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

REPORT: VB-1300
4-7

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Throttle ...................................................................................1/2” to 3/4” OPEN
Starter....................................................................................engage immediately
At temperatures below +20°F continue priming while cranking until engine
starts.

When engine starts firing, open throttle very slowly to raise engine speed to
1000 RPM. As engine speed accelerates through 500 RPM, release starter.

Aux. fuel pump...................................................................low only as necessary
to obtain smooth engine
operation (1-3 minutes
will be required when
temp. is below 20°F)
Oil press .......................................................................................................check
Alternator(s).................................................................................................check
Gyro suction.................................................................................................check

Y
L
N
STARTING ENGINE WHEN FLOODED
O
E T cut-off
Mixture ................................................................................................idle
C
Throttle ........................................................................................full
FORWARD
N IGH INCREASE
E
Prop control.................................................................................full
R FL
Battery switch..................................................................................................ON
E
F OR
Aux. fuel pump ..............................................................................................OFF
E
Propeller ........................................................................................................clear
R F
Starter.........................................................................................................engage
R
O NOT
When engineF
fires:
Throttle ........................................................................................................retard

STARTING ENGINE WHEN FLOODED
Mixture ................................................................................................idle cut-off
Throttle ........................................................................................full FORWARD
Prop control.................................................................................full INCREASE
Battery switch..................................................................................................ON
Aux. fuel pump ..............................................................................................OFF
Propeller ........................................................................................................clear
Starter.........................................................................................................engage

Mixture .........................................................................................advance slowly
Oil pressure ..................................................................................................check

When engine fires:
Throttle ........................................................................................................retard
Mixture .........................................................................................advance slowly
Oil pressure ..................................................................................................check

STARTING WITH EXTERNAL POWER SOURCE

Battery switch ................................................................................................OFF
Alternator(s)...................................................................................................OFF
All electrical equipment.................................................................................OFF
Terminals ..................................................................................................connect
External power plug ................................................................insert in receptacle

Proceed with normal start

REPORT: VB-1300
4-8

ISSUED: JULY 1, 1986

REPORT: VB-1300
4-8

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

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
battery 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.

Throttle ................................................................................lowest possible RPM
External power plug ...................................................disconnect from receptacle
Baggage door ............................................................................closed and secure
Battery switch..................................................................................................ON
Alternator(s).........................................................................ON - check ammeter
Oil pressure ..................................................................................................check

Y
L
N
O
E T
WARM-UP
C
H
N
G
E
I
CAUTION L
R
F
E
Do not operate
engine above 1200 RPM with
F
R
E open.FO
cabin doors
R
Throttle ...................................................................................1000
to 1200 RPM
R OT
O
F N
TAXIING

WARM-UP
CAUTION
Do not operate engine above 1200 RPM with
cabin doors open.
Throttle ...................................................................................1000 to 1200 RPM
TAXIING

Chocks.....................................................................................................removed
Parking brake ...........................................................................................released
Taxi area ........................................................................................................clear
Prop control.................................................................................full INCREASE
Throttle .............................................................................................apply slowly
Brakes ..........................................................................................................check
Steering ........................................................................................................check

ISSUED: JULY 1, 1986

REPORT: VB-1300
4-9

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

GROUND CHECK

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

GROUND CHECK
CAUTION

CAUTION

Alternate air is unfiltered. Use of alternate air
during ground or flight operations, when dust
or other contaminants are present, may result
in engine damage from particle ingestion.

Parking brake ....................................................................................................set
Prop control.................................................................................full INCREASE
Throttle ................................................................................................2000 RPM
Magnetos ..............................................................................max. drop 150 RPM
- max. diff. 50 RPM
Gyro suction...............................................................................4.8 to 5.2 in. Hg.
Stand-by vacuum pump ...............................................................................check

Y
L
N
O
NOTE
EmoistureT
If flight into icing conditions (in visible
C
H
N aIpreflight
below +5°C) is anticipated, conduct
G
E
check of the icing systems
L No.
R per Supplement
F
E
10 - Ice Protection System.
F OR
E
Ice protection equipment..............................................CHECK
AS REQUIRED
R F
Volt/ammeter................................................................................................check
R
T
Oil temp. ......................................................................................................check
FO NO
Oil pressure ..................................................................................................check

NOTE
If flight into icing conditions (in visible moisture
below +5°C) is anticipated, conduct a preflight
check of the icing systems per Supplement No.
10 - Ice Protection System.

Propeller.........................................................................................exercise - then
full INCREASE
Throttle ........................................................................................................retard
Air conditioner.............................................................................................check
Annunciator panel..............................................................................press-to-test
Manifold pressure line ..................................................................................drain

Ice protection equipment..............................................CHECK AS REQUIRED
Volt/ammeter................................................................................................check
Oil temp. ......................................................................................................check
Oil pressure ..................................................................................................check
Propeller.........................................................................................exercise - then
full INCREASE
Throttle ........................................................................................................retard
Air conditioner.............................................................................................check
Annunciator panel..............................................................................press-to-test
Manifold pressure line ..................................................................................drain

BEFORE TAKEOFF

Battery switch..................................................................................................ON
Alternator(s) ....................................................................................................ON
Pressurization controls......................................................................................set
Flight instruments ........................................................................................check
Fuel selector........................................................................................proper tank

REPORT: VB-1300
4-10

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 1991

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

Aux. fuel pump ..............................................................................................OFF
Engine gauges ..............................................................................................check
Induction air ........................................................................................PRIMARY

NOTE
If flight into icing conditions (in visible moisture
below +5°C) is anticipated, conduct a preflight
check of the icing systems per Supplement No.
10 - Ice Protection System.

Pitot heat ....................................................................................AS REQUIRED
Stall warning heat .......................................................................AS REQUIRED
Wshld heat ..................................................................................AS REQUIRED
Prop heat .....................................................................................AS REQUIRED
Seat backs ......................................................................................................erect
Seats .......................................................................adjusted & locked in position
Mixture..................................................................................................full RICH
Prop control.................................................................................full INCREASE
Belts/harness..............................................................................fastened/adjusted
Empty seats...................................................................seat belts snugly fastened
Flaps..................................................................................................................set
Trim ..................................................................................................................set
Controls...........................................................................................................free
Door ...........................................................................................................latched
Air conditioner...............................................................................................OFF
Parking brake ...........................................................................................released

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
TAKEOFF
O
O
F N
NORMAL

TAKEOFF

Flaps..................................................................................................................set
Trim ..................................................................................................................set
Throttle .................................................................................................full power
WARNING
If flight into icing conditions (visible moisture
below +5°C) is anticipated or encountered during
climb, cruise or descent, activate the aircraft ice
protection system including the pitot heat, as
described in supplement No. 10 - Ice Protection
System.

NORMAL
Flaps..................................................................................................................set
Trim ..................................................................................................................set
Throttle .................................................................................................full power
WARNING
If flight into icing conditions (visible moisture
below +5°C) is anticipated or encountered during
climb, cruise or descent, activate the aircraft ice
protection system including the pitot heat, as
described in supplement No. 10 - Ice Protection
System.

Accelerate to 77 KIAS
Control wheel ..............................................................................back pressure to
rotate to climb attitude

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

REPORT: VB-1300
4-11

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SHORT OR SOFT FIELD, OBSTACLE CLEARANCE

Flaps ................................................................................................................20°
Trim ..................................................................................................................set
Throttle ....................................................................................full power prior to
brake release

NOTE

Takeoffs are normally made with full throttle.
However, under some off standard conditions
manifold pressure and/or fuel flow indications
can exceed their indicated limits at full throttle.
Limit manifold pressure to 38 in. Hg maximum.
(See Section 7)

Accelerate to 70 KIAS.
Control wheel ..............................................................................back pressure to
rotate to climb attitude
After breaking ground, accelerate to 74 KIAS.
Gear..................................................................................................................UP
Accelerate to climb speed
Flaps .................................................................................................................UP

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
TAKEOFF CLIMB RE
F
R
T
O NO NOTE
FPower
should be reduced to cruise climb setting
after all obstacles are cleared.

TAKEOFF CLIMB
NOTE
Power should be reduced to cruise climb setting
after all obstacles are cleared.

Mixture..................................................................................................full RICH
Prop speed............................................................................................2600 RPM
Manifold pressure .................................................................................full power
Climb speed
Best angle...........................................................................................90 KIAS
Best rate ...........................................................................................110 KIAS
Aux. fuel pump ........................................................................LOW - if required
Pressurization controls......................................................................................set

REPORT: VB-1300
4-12

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 1991

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

CRUISE CLIMB

Mixture..................................................................................................full RICH
Prop speed............................................................................................2500 RPM
Manifold pressure .................................................................................35 in. Hg.
Climb speed ................................................................125 KIAS below 22,000 ft
115 KIAS above 22,000 ft
Aux. fuel pump ........................................................................LOW - if required
Pressurization controls......................................................................................set

CRUISING

CRUISING
WARNING

WARNING

Operation above 25,000 ft is not approved.

Y
L
N
The cruise mixture must be set
in strict
O
accordance with the procedureE
outlined in the
T
C
amplified procedures of this
section. H
Failure to
N
do so will result in excess
E fuelLburn
IGand reduced
engine life.
R
E RF
F
E FONOTE
R
mum
RMTeamxpiO
Tc o n t i n u o u s T. I . T. i s 1 7 5 0 ° F.
O
orary operation up to 1800°F is
F permitted
N in order to define peak T.I.T. In no

Operation above 25,000 ft is not approved.

NOTE

NOTE
The cruise mixture must be set in strict
accordance with the procedure outlined in the
amplified procedures of this section. Failure to
do so will result in excess fuel burn and reduced
engine life.
NOTE

case should the aircraft be operated more than
30 seconds with a T.I.T. in excess of 1750°F.

M a x i m u m c o n t i n u o u s T. I . T. i s 1 7 5 0 ° F.
Te m p o r a r y o p e r a t i o n u p t o 1 8 0 0 ° F i s
permitted in order to define peak T.I.T. In no
case should the aircraft be operated more than
30 seconds with a T.I.T. in excess of 1750°F.

Reference Section 5 power setting table and performance charts.
Maximum cruise power .................................................................................75%
Power ......................................................................................set per power table
Mixture................................................................................50 lean of peak T.I.T.

Aux. fuel pump ..............................................................................................OFF
Pressurization controls.................................................................................check

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 1991

REPORT: VB-1300
4-13

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

DESCENT
NORMAL

Power ...........................................................................................................cruise
Mixture.............................................................................................cruise setting
Gear .....................................................................................................as required
Airspeed...............................................................................................as required
Pressurization controls......................................................................................set

REDUCED POWER

Mixture ............................................................................................1500°F T.I.T.
Throttle .......................................................................................above 20 in. Hg.
Prop speed........................................................................................cruise setting
Pressurization controls......................................................................................set

APPROACH AND LANDING

Y
L
N tank
Fuel selector........................................................................................proper
O
Seat backs ......................................................................................................erect
E T
Belts/harness .....................................................................................fasten/adjust
C
N IGH
Aux. fuel pump ..............................................................................................OFF
E
Cabin pressure.................................................................................depressurized
R FL
E
Mixture .............................................................................................................set
F OR
Prop control ......................................................................................................set
E
R F
Gear..................................................................................down
- 170 KIAS max.
R
Flaps..................................................................................................................set
T
Air conditioner...............................................................................................OFF
FO NO
Toe brakes ...................................................................................depress to check

Fuel selector........................................................................................proper tank
Seat backs ......................................................................................................erect
Belts/harness .....................................................................................fasten/adjust
Aux. fuel pump ..............................................................................................OFF
Cabin pressure.................................................................................depressurized
Mixture .............................................................................................................set
Prop control ......................................................................................................set
Gear..................................................................................down - 170 KIAS max.
Flaps..................................................................................................................set
Air conditioner...............................................................................................OFF
Toe brakes ...................................................................................depress to check

WARNING

After pumping several times, if one or both toe
brakes are inoperative, DO NOT attempt
landing on a short field.

NORMAL TECHNIQUE

Flaps ....................................................................................................as required
Airspeed ..................................................................................................85 KIAS
Throttle ................................................................................................as required

REPORT: VB-1300
4-14

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 1991

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

SHORT FIELD TECHNIQUE

Flaps ...................................................................................................full DOWN
Airspeed ..................................................................................................77 KIAS
Throttle........................................................................................................closed

GO-AROUND

Mixture..................................................................................................full RICH
Prop control.................................................................................full INCREASE
Throttle .................................................................................................full power
Control wheel ..............................................................................back pressure to
rotate to climb attitude
Airspeed ..................................................................................................80 KIAS
Gear..................................................................................................................UP
Flaps ................................................................................................retract slowly
Trim .....................................................................................................as required

Y
L
N
O
STOPPING ENGINE
E T
Flaps............................................................................................................retract
C
N IGH
Radios and electrical equipment ....................................................................OFF
E
Air conditioner...............................................................................................OFF
R FL
Prop control.................................................................................full
INCREASE
E
F
R
Throttle ..................................................................................................CLOSED
E FO
Mixture ................................................................................................idle
cut-off
R
Magnetos........................................................................................................OFF
R
T
Alternator(s)...................................................................................................OFF
FO NO
Battery switch ................................................................................................OFF

STOPPING ENGINE
Flaps............................................................................................................retract
Radios and electrical equipment ....................................................................OFF
Air conditioner...............................................................................................OFF
Prop control.................................................................................full INCREASE
Throttle ..................................................................................................CLOSED
Mixture ................................................................................................idle cut-off
Magnetos........................................................................................................OFF
Alternator(s)...................................................................................................OFF
Battery switch ................................................................................................OFF

PARKING

Parking brake ....................................................................................................set
Control wheel ...........................................................................secured with belts
Flaps ...........................................................................................................full up
Wheel chocks............................................................................................in place
Tie downs ....................................................................................................secure

ISSUED: OCTOBER 14, 1991

REPORT: VB-1300
4-14a

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
L BLANK
R FLEFT
E
THIS PAGE INTENTIONALLY
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
4-14b

ISSUED: OCTOBER 14, 1991

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1300
4-14b

ISSUED: OCTOBER 14, 1991

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
4.7

SECTION 4
NORMAL PROCEDURES

AMPLIFIED NORMAL PROCEDURES (GENERAL)

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
4.7

SECTION 4
NORMAL PROCEDURES

AMPLIFIED NORMAL PROCEDURES (GENERAL)

The following paragraphs are provided to supply detailed information
and explanations of the normal procedures necessary for operation of the
airplane.

4.9

PREFLIGHT CHECK

The airplane should be given a thorough preflight and walk-around check.
The preflight should include a check of the airplane’s operational status,
computation of weight and C.G. limits, takeoff distance and in-flight
performance. A weather briefing should be obtained for the intended flight
path, and any other factors relating to a safe flight should be checked before
takeoff.

COCKPIT

Y the control
L
Upon entering the cockpit, release the seat belts securing
N
wheel. Set the parking brake by first depressing O
and holding the toe brake
pedals and then pull the parking brake knob. E
T
Cis in the H
N
Check that the landing gear selector
DOWN
Ensure
IG are OFF.position.
that all electrical switches and R
the E
magnetoL
switches
Turn OFF all
avionics equipment (to save
wear on the units). The
EpowerRandONFprevent
mixture should be in E
idleF
cut-off. Turn
the battery switch, check the fuel
O and check that the annunciator panel
quantity gauges for
adequateFsupply
R
illuminates. R
If the supplemental
system is installed and its annunTcanistersoxygen
O
ciatorF
is O
lit, the expended
must be replaced if oxygen capability is
N Extend the flaps for the walk-around inspection. Turn
desired for the flight.

Upon entering the cockpit, release the seat belts securing the control
wheel. Set the parking brake by first depressing and holding the toe brake
pedals and then pull the parking brake knob.

OFF the battery switch. Check the primary flight controls and flaps for
proper operation and set the trim to neutral. Open the static system drain to
remove any moisture that has accumulated in the lines. Check that the
emergency exit is in place and securely latched. Check the windows for
cleanliness and that the required papers are on board. Properly stow any
baggage and secure.

Check that the landing gear selector is in the DOWN position. Ensure
that all electrical switches and the magneto switches are OFF. Turn OFF all
avionics equipment (to save power and prevent wear on the units). The
mixture should be in idle cut-off. Turn ON the battery switch, check the fuel
quantity gauges for adequate supply and check that the annunciator panel
illuminates. If the supplemental oxygen system is installed and its annunciator is lit, the expended canisters must be replaced if oxygen capability is
desired for the flight. Extend the flaps for the walk-around inspection. Turn
OFF the battery switch. Check the primary flight controls and flaps for
proper operation and set the trim to neutral. Open the static system drain to
remove any moisture that has accumulated in the lines. Check that the
emergency exit is in place and securely latched. Check the windows for
cleanliness and that the required papers are on board. Properly stow any
baggage and secure.

EMPENNAGE

Begin the walk-around at the left side of the aft fuselage. Check the
condition of any antennas located on the fuselage. All surfaces of the
empennage must be clear of ice, frost, snow or other extraneous substances.
Fairings and access covers should be attached properly. Ensure that the

ISSUED: JULY 1, 1986

REPORT: VB-1300
4-15

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

primary airspeed system static ports on the left and right side of the aft fuselage and the alternate static port on the underside of the aft fuselage are
clear of obstructions. The elevator and rudder should be operational and
free from damage or interference of any type. Elevator and rudder static
wicks should be firmly attached and in good condition. Check the condition
of the tab and ensure that all hinges and push rods are sound and operational. If the tail has been tied down, remove the tie down rope.

RIGHT WING

Check that the wing surface and control surfaces are clear of ice, frost,
snow or other extraneous substances. Check the flap, aileron and hinges for
damage and operational interference. Static wicks should be firmly attached
and in good condition. Check the wing tip and lights for damage.

Open the fuel cap and visually check the fuel color. The quantity should
match the indication that was on the fuel quantity gauge. Replace cap
securely. The fuel tank vent should be clear of obstructions.

Y
L
N
O
E T
C
Remove the tie down and chock.
N IGH
E
Next, complete a check of the R
landing gear.LCheck the gear strut for
F of strut exposure under a
proper inflation. There should be E
2.5 +/- .25 inches
F
R
normal static load. Check the
tire
for
cuts,
wear,
and proper inflation. Make
E
O
R
a visual check of the brake
block and
disc.
F
R
T
Drain the O
tank sump
the quick drain located on the lower
O through
F fuel
Ninboard
surface of the
wing just
of the gear well, making sure that enough

Remove the tie down and chock.
Next, complete a check of the landing gear. Check the gear strut for
proper inflation. There should be 2.5 +/- .25 inches of strut exposure under a
normal static load. Check the tire for cuts, wear, and proper inflation. Make
a visual check of the brake block and disc.

fuel has been drained to ensure that all water and sediment is removed. The
fuel system should be drained daily prior to the first flight and after each
refueling.

Drain the fuel tank sump through the quick drain located on the lower
surface of the wing just inboard of the gear well, making sure that enough
fuel has been drained to ensure that all water and sediment is removed. The
fuel system should be drained daily prior to the first flight and after each
refueling.

CAUTION

When draining any amount of fuel, care should
be taken to ensure that no fire hazard exists
before starting engine.

NOSE SECTION

Check the general condition of the nose section; look for oil or fluid
leakage and that the cowling is secure. Drain the fuel filter sump located on
the lower fuselage aft of the cowling. Check the windshield and clean if

REPORT: VB-1300
4-16

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

necessary. The propeller and spinner should be checked for detrimental
nicks, cracks, or other defects. The air inlets should be clear of obstructions.
The landing light should be clean and intact.

Remove the chock and check the nose gear strut for proper inflation.
There should be 1.5 +/- 0.25 inches of strut exposure under a normal static
load. Check the tire for cuts, wear, and proper inflation. Check the engine
baffle seals. Check the oil level; maximum endurance flights should begin
with 8 quarts of oil. Make sure that the dipstick has been properly seated and
that the oil filler cap has been properly secured. Ensure that the tow bar is
secured in the nose baggage area.

Close and secure the nose baggage door.

Y extraneous
L
The wing surface should be clear of ice, frost, snow,
or
other
N
substances. Drain the left fuel tank sump in the O
same manner as the right
wing. Remove the tie down and chock. CheckE
the mainT
gear strut for proper
C
inflation: there should be 2.5 +/- 0.25 inches
of strut H
exposure under a normal
Nblock andIGdisc.
static load. Check the tire and the brake
E
L head on the underside of the
R Fpitot
If installed, remove the E
cover from the
Fare open
R clear of obstructions.
wing. Make sure the holes
and
E
O
R
F
Open theR
fuel cap and
visually check the fuel color. The quantity should
T
match the
Othat was on the fuel quantity gauge. Replace cap
FOindication
securely. The fuelN
tank vent should be clear of obstructions.
LEFT WING

Close and secure the nose baggage door.
LEFT WING
The wing surface should be clear of ice, frost, snow, or other extraneous
substances. Drain the left fuel tank sump in the same manner as the right
wing. Remove the tie down and chock. Check the main gear strut for proper
inflation: there should be 2.5 +/- 0.25 inches of strut exposure under a normal
static load. Check the tire and the brake block and disc.
If installed, remove the cover from the pitot head on the underside of the
wing. Make sure the holes are open and clear of obstructions.
Open the fuel cap and visually check the fuel color. The quantity should
match the indication that was on the fuel quantity gauge. Replace cap
securely. The fuel tank vent should be clear of obstructions.

Check the wing tip and lights for damage. Check the aileron, flap, and
hinges for damage and operational interference and that the static wicks are
firmly attached and in good condition.

MISCELLANEOUS

Enter the cockpit and check oxygen masks and hoses if oxygen system is
installed.

Turn the battery switch ON and retract the flaps. Check the interior
lights by turning ON the necessary switches. After the interior lights are
checked, turn ON the pitot heat switch and the exterior light switches. Next,
perform a walk-around check on the exterior lights and check the heated pitot
head for proper heating.

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

REPORT: VB-1300
4-17

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

CAUTION

Check the stall warning horn by raising the lift detector slightly and
listening for the horn to sound.

Reenter the cockpit and turn all switches OFF. When all passengers are
on board, the pilot should check that the cabin door is properly closed and
latched, and visually check that all four door pin indicators are green.

WARNING

Y
L
N
Do not initiate any flight if all four door
pin
O
indicators are not green and/or the
E DOORT
AJAR annunciator is lit.
C
H
N
G
E
I
Seat belts on empty seats should be snuglyL
All passengers
R F fastened.A pull
should fasten their seat belts and
shoulder harnesses.
test of the
E
F
inertia reel locking restraint feature
shouldR
be performed.
E FO
R
4.11 BEFORE STARTING ENGINE
R OTWARNING
O
F N
No braking action will occur if aircraft brakes

Do not initiate any flight if all four door pin
indicators are not green and/or the DOOR
AJAR annunciator is lit.
Seat belts on empty seats should be snugly fastened. All passengers
should fasten their seat belts and shoulder harnesses. A pull test of the
inertia reel locking restraint feature should be performed.
4.11 BEFORE STARTING ENGINE
WARNING

are applied while parking brake handle is
pulled and held.

No braking action will occur if aircraft brakes
are applied while parking brake handle is
pulled and held.

Before starting the engine, the parking brake should be set and the prop
control moved to the full INCREASE position. The fuel selector should
then be moved to the desired tank. Check to make sure all the circuit
breakers are in and the radios are OFF. Turn the alternator switch(es) ON.

If the flight is to be made unpressurized, the cabin pressurization control
should be pulled out to dump bleed air overboard and the cabin dump switch
should be ON in order to provide maximum cabin airflow. If pressurization
is to be used during the flight, set the cabin altitude selector to 1000 feet

REPORT: VB-1300
4-18

ISSUED: JULY 1, 1986
REVISED: NOVEMBER 22, 1989

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

above the field elevation and the cabin altitude rate control to the 9 o’clock
position. The cabin pressurization control must be pushed in and the cabin
dump switch must be OFF.

Check induction air control for freedom of movement by moving lever to
ALTERNATE and back to PRIMARY.

4.13 STARTING ENGINE

Y
L
N
O
NOTE
E dependsT on
The amount of prime required
C
N
engine temperature. Familiarity
andH
practice
G
E
I
will enable the operator
to
estimate
accurately
R IfLthe engine is hot,
the amount ofE
prime to use.F
use prime F
pump only R
long enough to purge fuel
Eof accumulative
O
system
vapor.
R
F
R OT CAUTION
O
F TheNSTARTER ENGAGED annunciator will
illuminate during engine cranking. If the annunciator remains lit after the engine is running,
stop the engine and determine the cause.

(a) Normal Starting
Advance the mixture to full RICH and the throttle and prop
controls to full FORWARD. Turn the battery switch and the
magneto switches ON. The auxiliary fuel pump should be OFF.
Push primer switch and hold for the required priming time. Retard
throttle to 1/2” to 3/4” OPEN and immediately engage starter. With
ambient temperatures above +20°F, starts may be made by discontinuing priming before engaging starter.
NOTE
The amount of prime required depends on
engine temperature. Familiarity and practice
will enable the operator to estimate accurately
the amount of prime to use. If the engine is hot,
use prime pump only long enough to purge fuel
system of accumulative vapor.
CAUTION
The STARTER ENGAGED annunciator will
illuminate during engine cranking. If the annunciator remains lit after the engine is running,
stop the engine and determine the cause.

With ambient temperatures below +20°F, starts should be
made by continuing to prime during cranking period. Do not
release starter until engine accelerates through 500 RPM, then
SLOWLY advance throttle to obtain 1000 RPM. Release primer
and immediately place auxiliary fuel pump switch to LOW.
Auxiliary fuel pump operation will be required for one to three
minutes during initial engine warm-up when temperature is below
20°F.

If oil pressure is not indicated within thirty seconds, stop the
engine and determine the trouble.

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

REPORT: VB-1300
4-19

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

REPORT: VB-1300
4-19

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

NOTE

When cold weather engine starts are made
without the use of engine preheating (refer to
TCM Operator’s Manual), longer than normal
elapsed time may be required before an oil
pressure indication is observed.

Check the volt/ammeter for indication of alternator output
and the gyro suction gauge for positive indication.

(b) Starting Engine When Flooded
If an engine is flooded, move the mixture control to idle cut-off
and advance the throttle and prop controls full forward. Turn ON
the battery switch and magneto switches. The auxiliary fuel pump
should be OFF. After ensuring that the propeller is clear, engage the
starter. When the engine fires, retard the throttle and advance the
mixture slowly. Check for positive indication of oil pressure.

Y
L
N
O
CE HT
(c) Starting Engine With External PowerN
Source
Ethe operator
IGto use an external
An optional feature allows
L
R
battery to crank the engine
having to gain access to the
F
E without
F
airplane’s battery.
E FOR
R
Turn the battery and alternator switches OFF and turn all
electrical R
equipment T
OFF. Connect the RED lead of the jumper
O
O
cable
to the POSITIVE
F
N (+) terminal of an external 24-volt battery
and the BLACK lead to the NEGATIVE (-) terminal. Insert the plug

(c) Starting Engine With External Power Source
An optional feature allows the operator to use an external
battery to crank the engine without having to gain access to the
airplane’s battery.

of the jumper cable into the socket located inside the forward
baggage door. Note that when the plug is inserted, the electrical
system is ON. Proceed with the normal starting technique.

Turn the battery and alternator switches OFF and turn all
electrical equipment OFF. Connect the RED lead of the jumper
cable to the POSITIVE (+) terminal of an external 24-volt battery
and the BLACK lead to the NEGATIVE (-) terminal. Insert the plug
of the jumper cable into the socket located inside the forward
baggage door. Note that when the plug is inserted, the electrical
system is ON. Proceed with the normal starting technique.

After the engine has started, reduce power to the lowest possible
RPM to reduce sparking, disconnect the jumper cable from the
aircraft and secure the baggage door. Turn the battery and alternator
switches ON and check for an indication of output. DO NOT
ATTEMPT FLIGHT IF THERE IS NO INDICATION OF
ALTERNATOR OUTPUT.

REPORT: VB-1300
4-20

ISSUED: JULY 1, 1986

REPORT: VB-1300
4-20

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

NOTE

For all normal operations using the jumper
cables, the battery switch should be OFF, but it
is possible to use the ship’s battery in parallel by
turning the battery switch ON. This will give
longer cranking capabilities, but will not
increase the amperage.

CAUTION

Y
L
N
O
E T
C
H
N
G
E
I
When the engine is firing evenly, advance
the throttle to 1000 RPM. If
Lseconds,
R
F
oil pressure is not indicated
within thirty
stop the engine and
E
R
determine the trouble. InF
cold weather
it will take a few seconds longer to get
E FO
an oil pressure indication.
R
R OT recommend that cranking periods be limited to
Starter
manufacturers
O
thirtyF
seconds with
N a two minute rest between cranking periods. Longer
cranking periods will shorten the life of the starter.
4.15 WARM-UP

When the engine is firing evenly, advance the throttle to 1000 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.
Starter manufacturers recommend that cranking periods be limited to
thirty seconds with a two minute rest between cranking periods. Longer
cranking periods will shorten the life of the starter.
4.15 WARM-UP

CAUTION

Do not operate engine above 1200 RPM with
cabin doors open.

Warm up the engine at 1000 to 1200 RPM. Avoid prolonged idling at
low RPM, as this practice may result in fouled spark plugs.

ISSUED: JULY 1, 1986

REPORT: VB-1300
4-21

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Takeoff may be made as soon as the ground check is completed and the
engine is warm.

Do not operate the engine at high RPM when running up or taxiing over
ground containing loose stones, gravel or any loose material that may cause
damage to the propeller blades.

4.17 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.

Release the parking brake by first depressing and holding the toe brake
pedals and then push in on the parking brake knob. Power should be applied
slowly to start the taxi roll. Taxi a few feet forward and apply the brakes to
determine their effectiveness. Taxi with the prop control set to full
INCREASE. While taxiing, make slight turns to ascertain the effectiveness of
the steering.

Y
L
N
O
E T
C
H
N buildings
Observe wing clearances when taxiing near
or other stationary
G
E
I
objects. If possible, station an observer
outside
the
airplane.
R FL
E
Avoid holes and ruts whenF
taxiing over
Runeven ground.
E
O
Rengine atFhigh RPM when taxiing over ground
Do not operate the
R
containing loose
stones, gravelT
O
F blades.NO or any loose material that may cause damage
to the propeller
4.19 GROUND CHECK

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 taxiing over ground
containing loose stones, gravel or any loose material that may cause damage
to the propeller blades.
4.19 GROUND CHECK

CAUTION

Alternate air is unfiltered. Use of alternate air
during ground or flight operations when dust
or other contaminants are present may result
in damage from particle ingestion.

Set the parking brake. The magnetos should be checked at 2000 RPM
with the prop control set at full INCREASE. Drop off on either magneto
should not exceed 150 RPM and the difference between the magnetos should
not exceed 50 RPM. Operation on one magneto should not exceed 10
seconds.

REPORT: VB-1300
4-22

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

NOTE
If flight into icing conditions (in visible
moisture below +5°C) is anticipated, conduct a
preflight check of the icing systems per
Supplement No. 10 - Ice Protection System.

Check the suction gauge; the indicator should read 4.8 to 5.2 in. Hg at
2000 RPM. If the aircraft is equipped with dual vacuum pumps check that
the left side red flow button is pulled in. Turn the STANDBY VAC pump
switch ON and observe that the right side red flow button is pulled in to
verify proper operation of the standby system. Turn the STANDBY VAC
pump switch OFF for normal operations. Conduct a preflight check of the ice
protection systems for proper operation.

Check the volt/ammeter for proper voltage and alternator output(s).
Check oil temperature and oil pressure. The temperature may be low for
some time if the engine is being run for the first time of the day.

Y
L
N
O
E Tits complete range to
The propeller control should be C
moved through
H
N placed
check for proper operation and
then
in full INCREASE rpm for
G
E
I
L 500 RPM during this check. In
takeoff. Do not allow a drop
than
Rof more
F
E
cold weather, the propeller
control
should
cycled from high to low RPM at
F ORto makebe sure
least three times E
before takeoff
that warm engine oil has
R
F
circulated.
Rthe throttle
T and check the annunciator panel lights with the
O
O
Retard
F N Check the operation of the air conditioner if installed.
press-to-test button.

The propeller control should be moved through its complete range to
check for proper operation and then placed in full INCREASE rpm for
takeoff. Do not allow a drop of more than 500 RPM during this check. In
cold weather, the propeller control should be cycled from high to low RPM at
least three times before takeoff to make sure that warm engine oil has
circulated.
Retard the throttle and check the annunciator panel lights with the
press-to-test button. Check the operation of the air conditioner if installed.

Drain the manifold pressure line by running the engine at 1000 RPM
and depressing the drain valve, located on the left side of the control pedestal
under the instrument panel, for 5 seconds. Do not depress the valve when the
manifold pressure exceeds 25 inches Hg.

4.21 BEFORE TAKEOFF

WARNING
If flight into icing conditions (visible moisture
below +5°C) is anticipated or encountered during
climb, cruise or descent, activate the aircraft ice
protection system including the pitot heat, as
described in supplement No. 10 - Ice Protection
System.
ISSUED: JULY 1, 1986
REVISED: AUGUST 20, 1993

REPORT: VB-1300
4-23

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Ensure that the battery and alternator switches are ON. Check that the
cabin pressurization controls are properly set. Check and set all of the flight
instruments as required. Check the fuel selector to make sure it is on the
proper tank (fullest). Ensure auxiliary fuel pump is OFF. Check all engine
gauges. The induction air should be in the PRIMARY position. Turn pitot,
stall warning, windshield, and propeller heat ON if necessary.

All seat backs should be erect. Seats should be adjusted and locked in
position.

The mixture and propeller control levers should be set, and the seat belts
and shoulder harnesses should be fastened. Fasten the seat belts snugly
around the empty seats.

Exercise and set the flaps and trim. Ensure proper flight control movement and response. The door should be properly latched and the door ajar
annunciator light out. On air conditioned models, the air conditioner must
be OFF to ensure normal takeoff climb performance. Release the parking
brake.

Y
L
N
O
E T
4.23 TAKEOFF
C
H
N
NORMAL TECHNIQUE (See Chart, Section
5)
G
E
I
L of that required and
Ris well F
When the available runway length
in excess
Enormal
obstacle clearance is no factor,Fthe
takeoff technique may be used.
R
The flaps should be set in the
retractedO
position and the pitch trim set slightly
E
R
aft of neutral. Align the airplane F
with the runway, apply full power, and
R
accelerate to 77 KIAS.
T
FO NO NOTE

Apply back pressure to the control wheel to lift off, then control pitch
attitude as required to attain the desired climb speed. Retract the landing
gear when a straight-ahead landing on the runway is no longer possible.

NOTE

During landing gear operation it is normal for
the HYD PUMP annunciator light to
illuminate until full system pressure is restored.

REPORT: VB-1300
4-24

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

4.23 TAKEOFF
NORMAL TECHNIQUE (See Chart, Section 5)
When the available runway length is well in excess of that required and
obstacle clearance is no factor, the normal takeoff technique may be used.
The flaps should be set in the retracted position and the pitch trim set slightly
aft of neutral. Align the airplane with the runway, apply full power, and
accelerate to 77 KIAS.
NOTE

REPORT: VB-1300
4-24

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

SHORT FIELD TECHNIQUE (See Chart, Section 5)

For short or soft field takeoff, flaps should be lowered to 20° and the
pitch trim set slightly aft of neutral. Align the airplane with the runway, set
the brakes, and advance the throttle to full power.

NOTE

Release the brakes, allow the airplane to accelerate to 70 KIAS
depending on weight, and apply back pressure to rotate for lift off. After
breaking ground, accelerate to 74 KIAS and select gear UP. Continue to
climb while accelerating to the flaps up best rate-of-climb speed, 110 KIAS,
if no obstacle is present, or to the flaps up best angle-of-climb speed, 90
KIAS, if obstacle clearance is a consideration. Retract the flaps while
climbing out.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F NOTE
R
T gear operation it is normal for
During landing
O
O
F the
NHYD PUMP annunciator light to
illuminate until full system pressure is restored.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 1991

REPORT: VB-1300
4-25

NOTE
During landing gear operation it is normal for
the HYD PUMP annunciator light to
illuminate until full system pressure is restored.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 1991

REPORT: VB-1300
4-25

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

4.25 CLIMB

The best rate of climb at gross weight and maximum continuous power
will be obtained at 110 KIAS. The best angle of climb may be obtained at 90
KIAS. The recommended procedure for climb is to use maximum power
until all obstacles are cleared and then reduce to cruise climb power.
Although there is no time limit on the use of maximum power, the use of
cruise climb will result in reduced fuel burn, reduced cabin noise, increased
visibility, significantly extended engine life and provide a comfortable rate of
climb to cruise altitude.

TAKEOFF CLIMB

The power setting for takeoff climb, with the mixture full RICH, is
2600 RPM and full throttle. Under some off standard conditions manifold
pressure and/or fuel flow indications will exceed their indicated limits at full
throttle. (See Section 7) It is recommended that this power setting be used
only until all obstacles are cleared.

Y
L
N
O
E T
CRUISE CLIMB
C
H to the cruise
Nshould IbeGreduced
Once all obstacles are cleared, the power
E
L full RICH, with an
climb setting of 2500 RPM, 35 in.R
Hg. and F
mixture
E
airspeed of 125 KIAS below 22,000
ft
altitude
and
F OR 115 KIAS above 22,000 ft
E
altitude.
R F
R
Use of the auxiliary
not be required in the climb due to
Tfuelshould
OengineNfuel
Opump
the design ofFthe
driven
pump. However, if fuel flow fluctuations
are noted at high altitude or during operations at very high ambient

CRUISE CLIMB
Once all obstacles are cleared, the power should be reduced to the cruise
climb setting of 2500 RPM, 35 in. Hg. and mixture full RICH, with an
airspeed of 125 KIAS below 22,000 ft altitude and 115 KIAS above 22,000 ft
altitude.

temperatures, the auxiliary fuel pump should be set to the LO position.
Adjust the mixture to maintain the required T.I.T.

Use of the auxiliary fuel pump should not be required in the climb due to
the design of the engine driven fuel pump. However, if fuel flow fluctuations
are noted at high altitude or during operations at very high ambient
temperatures, the auxiliary fuel pump should be set to the LO position.
Adjust the mixture to maintain the required T.I.T.

Set cabin pressurization controls during the climb in accordance with
Paragraph 4.45.

4.27 CRUISING

4.27 CRUISING
NOTE

NOTE

The cruise mixture must be set in strict
accordance with the following procedure.
Failure to do so will result in excess fuel burn
and reduced engine life.

REPORT: VB-1300
4-26

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

REPORT: VB-1300
4-26

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-350P, MALIBU

SECTION 4
NORMAL PROCEDURES

NOTE

Maximum continuous T.I.T. is 1750°F.
Temporary operation up to 1800°F is
permitted in order to define peak T.I.T. In no
case should the aircraft be operated more than
30 seconds with a T.I.T. in excess of 1750°F.

The cruising speed is determined by many factors, including power
setting, altitude, temperature, loading and equipment installed in the
airplane.

The engine has been designed to attain the maximum possible fuel
efficiency while maintaining the desired cruise power. This requires
operating on the lean side of peak T.I.T. Although this procedure is different
from conventional leaning procedures, it will produce the maximum fuel
efficiency and will actually produce cooler engine temperatures than
conventional peak T.I.T. or rich of peak operation. The cruise mixture
setting is 50° lean of peak T.I.T.

Y
L
N
O
E T
C
Hand manifold pressure
Nset theIRPM
G
After leveling off at cruise altitude,
E
Lwith the power setting table.
Raccordance
for the desired cruise power in
F
E
Using the fuel flow indicator
as
lean the mixture to
Fper hourOabove
Ra reference,
E
approximately 4 gallons
the cruise fuel flow value listed in
R this point on use the T.I.T. gage as a reference.
the power setting table. FromF
R
T and continue leaning until the T.I.T. has fallen
Slowly lean
to peakO
T.I.T.
O
50°F. F
N

After leveling off at cruise altitude, set the RPM and manifold pressure
for the desired cruise power in accordance with the power setting table.
Using the fuel flow indicator as a reference, lean the mixture to
approximately 4 gallons per hour above the cruise fuel flow value listed in
the power setting table. From this point on use the T.I.T. gage as a reference.
Slowly lean to peak T.I.T. and continue leaning until the T.I.T. has fallen
50°F.

The manifold pressure may increase above cruise setting as the mixture
is leaned toward peak T.I.T., when operating at or near the altitude limits of
the lower power/rpm settings, or at or near 25,000 feet pressure altitude, if
the ambient temperature is above standard for either condition. Should this
occur, select a power setting from the power table (fig. 5-21) requiring a
higher rpm or lower manifold pressure. Manifold pressure fluctuations
during leaning may be prevented by reducing cruise altitude.

NOTE

The induction system must be properly
maintained to obtain certified engine
performance. Small leaks will significantly
reduce altitude capability.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 7, 1988

REPORT: VB-1300
4-27

ISSUED: JULY 1, 1986
REVISED: OCTOBER 7, 1988

REPORT: VB-1300
4-27

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

The engine power setting table defines the cruise power at the desired
mixture setting of 50° lean of peak. Operation at the same manifold pressure
and a richer mixture setting will produce a higher horsepower, increased
engine temperatures and in the case of 75% power will exceed the approved
horsepower for leaning the engine. Do not operate the aircraft in cruise with
a mixture setting other than 50° lean of peak T.I.T.

For maximum service life, cylinder head temperature should be
maintained below 420°F during cruise operation. If cylinder head
temperatures become too high during flight, reduce them by decreasing
power.

Following level-off for cruise, the pressurization system should be
checked.

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O
O
F N

The pilot should monitor weather conditions while flying, and be alert
for meteorological conditions which might lead to icing. Even aircraft
equipped with a complete deicing option are not approved for flight in heavy
icing, heavy snow, or freezing rain. (See Section 9.) Immediate steps shall be
taken to exit any area where such icing conditions are inadvertently
encountered. Saturated air accelerating through the induction system filter
can form ice although ambient temperatures are above freezing. If induction
system icing is suspected, place the induction air control in the
ALTERNATE position. Alternate air should also be selected before
entering clouds. Manifold pressure may decrease when alternate air is
selected depending on altitude, power setting, and other factors. If ice is
forming on the filter, manifold pressure could continue to deteriorate after
selecting alternate air. When manifold pressure stabilizes reestablish cruise
configuration. The primary filter may retain ice after leaving icing
conditions, making the selection of PRIMARY induction air impractical
until ice melts or sublimates.

During flight, keep account of time and fuel used in connection with
power settings to determine how the fuel flow and fuel quantity gauging
systems are operating.

There are no mechanical uplocks in the landing gear system. In the event
of a hydraulic system malfunction, check valves should prevent the gear from
extending. However, some hydraulic system malfunctions may cause the gear
to free-fall to the gear down position. The true airspeed with gear down is
approximately 70% of the gear retracted airspeed for any given power
setting. Allowances for the reduction in airspeed and range should be made
when planning extended flight between remote airfields or flight over water.

In order to keep the airplane in best lateral trim during cruise flight, the
fuel should be used alternately from each tank at one hour intervals or less.

REPORT: VB-1300
4-28

ISSUED: JULY 1, 1986
REVISED: AUGUST 20, 1993

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

4.29 DESCENT

The recommended procedure for descent is to leave the engine controls
at the cruise settings and increase the airspeed to give the desired rate of
descent. Monitor the manifold pressure and adjust to maintain the cruise
setting. Leave the mixture leaned to the cruise setting. This will prevent
rapid engine cooling which may damage the engine. If descending with the
gear retracted does not provide the desired rate of descent the gear may be
extended at speeds up to 170 KIAS and the aircraft operated at speeds up to
200 KIAS with the gear extended. This procedure will significantly increase
rate of descent and should provide adequate rate of descent for all normal
circumstances. Should additional rate of descent be required, power can be
reduced down to 20 in. Hg. while maintaining cabin pressurization. At
reduced power maintain at least 1500°F T.I.T. in order to keep engine
temperatures from cooling too rapidly.

Shortly after letdown is initiated, set the Cabin Altitude Controller to
1000 feet above the pressure altitude of the landing field. Adjust the rate
control high enough to allow the cabin to descend to the landing setting
before the aircraft descends to that altitude. For normal letdown the rate
knob should be at the nine o’clock position. A higher setting should be
selected for rapid descents so that the aircraft altitude does not catch up with
cabin altitude.

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RAND LANDING
4.31 APPROACH
F
R
T
Accomplish
the
Landing
O NO Checklist early in the landing approach.
F
The fuel selector should be on the fullest tank. Seat backs must be fully

4.31 APPROACH AND LANDING
Accomplish the Landing Checklist early in the landing approach.

erect and seat belts and shoulder harnesses fastened and properly adjusted.
The auxiliary fuel pump should be OFF. Check to ensure that the cabin is
fully depressurized. The mixture and prop controls should be set. The
landing gear may be lowered at speeds up to 170 KIAS and the flaps at
speeds as follows:

The fuel selector should be on the fullest tank. Seat backs must be fully
erect and seat belts and shoulder harnesses fastened and properly adjusted.
The auxiliary fuel pump should be OFF. Check to ensure that the cabin is
fully depressurized. The mixture and prop controls should be set. The
landing gear may be lowered at speeds up to 170 KIAS and the flaps at
speeds as follows:

10° 170 KIAS maximum
20° 135 KIAS maximum
36° 120 KIAS maximum

NOTE

During landing gear operation it is normal for the
HYD PUMP annunciator light to illuminate until
full system pressure is restored.

ISSUED: JULY 1, 1986

REPORT: VB-1300
4-29

ISSUED: JULY 1, 1986

REPORT: VB-1300
4-29

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

NOTE

Pump toe brakes to ensure that the system is
positioned for maximum and uniform braking
during landing rollout.

WARNING

After pumping several times, if one or both toe
brakes are inoperative, DO NOT attempt
landing on a short field.

The air conditioner should be OFF to ensure maximum rate of climb in
the event of a go-around.

Depending on the field length and other factors the following procedures are appropriate:

Y
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NORMAL TECHNIQUE (No Performance Chart Furnished)
E T
C
Hrunway length, a
When available runway length is in excess
of
required
Nbe utilized.
G
E
I
normal approach and landing technique may
The aircraft should
L with power required to
R at 85 FKIAS
be flown down the final approach E
course
F angle.OThe
maintain the desired approach
R amount of flap used during
approach and landing R
andE
the speed
of the aircraft at contact with the
F
runway should beR
varied according to the landing surface, conditions of
T
wind and aircraft
loading. O
It is generally good practice to contact the ground
FOpossible
Nsafe
at the minimum
speed consistent with existing conditions. As

NORMAL TECHNIQUE (No Performance Chart Furnished)

landing distances with this technique will vary, performance charts are not
furnished.

When available runway length is in excess of required runway length, a
normal approach and landing technique may be utilized. The aircraft should
be flown down the final approach course at 85 KIAS with power required to
maintain the desired approach angle. The amount of flap used during
approach and landing and the speed of the aircraft at contact with the
runway should be varied according to the landing surface, conditions of
wind and aircraft loading. It is generally good practice to contact the ground
at the minimum possible safe speed consistent with existing conditions. As
landing distances with this technique will vary, performance charts are not
furnished.

SHORT FIELD LANDING APPROACH POWER OFF (See Chart,
Section 5)

When available runway length is minimal or obstacle clearance to
landing is of major concern, this approach/landing technique may be
employed. The aircraft should be flown on the final approach at 77 KIAS
with full flaps, gear down and idle power. The glide path should be stabilized
as early as possible. Reduce the speed slightly during landing flareout and
contact the ground close to stall speed. After ground contact, retract the
flaps and apply full aft travel on the control wheel and maximum braking
consistent with existing conditions.

REPORT: VB-1300
4-30

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

4.33 GO-AROUND

To initiate a go-around from a landing approach, the mixture should be
set to full RICH, the prop control should be at full INCREASE, and the
throttle should be advanced to full power while the pitch attitude is in- creased
to obtain the balked landing climb speed of 80 KIAS. Retract the landing gear
and slowly retract the flaps when a positive climb is established. Allow the
airplane to accelerate to the best angle of climb speed (90 KIAS) for obstacle
clearance or to the best rate of climb speed (110 KIAS) if obstacles are not a
factor. Reset the longitudinal trim as required.

4.35 STOPPING ENGINE

Prior to shutdown the flaps should be raised and all radio and electrical
equipment should be turned OFF.

The air conditioner should be turned OFF, the prop control set in the
full INCREASE position, and the engine stopped by pulling the mixture
control back to idle cut-off. The throttle should be CLOSED to avoid
engine vibration while stopping. Then the magneto, alternator, and battery
switches must be turned OFF.

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4.37 PARKING
E
F should
Rbe moved on the ground with the aid of
If necessary, the airplane
E
O
R
the nose wheel tow bar provided
F with each airplane and secured in the forward baggageR
area. The T
aileron and elevator controls should be secured by
OsafetyNbeltOthrough the control wheel and pulling it snug. The
looping
the
F
flaps should be fully retracted.

4.37 PARKING
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 in the forward baggage area. The aileron and elevator controls should be secured by
looping the safety belt through the control wheel and pulling it snug. The
flaps should be fully retracted.

Tie downs can be secured to the main gear and to the tail skid. The
rudder is held in position by its connections to the nose wheel steering and
normally does not have to be secured.

4.39 STALLS

The stall characteristics of the Malibu are conventional. An
approaching stall is indicated by a stall warning horn which is activated
between five and ten knots above stall speed. Mild airframe buffeting and
pitching may also precede the stall.

The gross weight stalling speed with power off and full flaps is 58 KIAS.
With the flaps up this speed is increased to 69 KIAS. Loss of altitude during

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

REPORT: VB-1300
4-31

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

stalls can be as great as 550 feet, depending on configuration and power.

NOTE

The stall warning system is inoperative with the
battery and alternator switches OFF.

During preflight, the stall warning system should be checked by turning
the battery switch on and raising the lift detector to determine if the horn is
actuated.

4.41 TURBULENT AIR OPERATION

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

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4.43 LANDING GEAR
N IGandHsignificance of
E
The pilot should become familiar with
the function
L
the landing gear position indicators E
andR
warning F
lights.
Fannunciator
R and gear warning horn will
E
The red GEAR WARNING
O
R
F conditions:
operate simultaneously under the following
R
T
O
(a) In flight
throttle is reduced to the point at which maniFOwhen theapproximately
fold pressure isN
14 inches of mercury or below and

4.43 LANDING GEAR
The pilot should become familiar with the function and significance of
the landing gear position indicators and warning lights.
The red GEAR WARNING annunciator and gear warning horn will
operate simultaneously under the following conditions:

the landing gear selector is not in the DOWN position.
(b) In flight when the flaps are extended more than 10° and the
landing gear selector is in the UP position.
(c) On the ground when the landing gear selector is in the UP
position. The landing gear squat switch activates to prevent
operation of the retract side of the hydraulic pump on the ground.

(a) In flight when the throttle is reduced to the point at which manifold pressure is approximately 14 inches of mercury or below and
the landing gear selector is not in the DOWN position.
(b) In flight when the flaps are extended more than 10° and the
landing gear selector is in the UP position.
(c) On the ground when the landing gear selector is in the UP
position. The landing gear squat switch activates to prevent
operation of the retract side of the hydraulic pump on the ground.

The three green lights on the instrument panel operate individually as
each associated gear is locked in the extended position.

REPORT: VB-1300
4-32

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

NOTE

Day/night dimmer switch must be in the DAY
position to obtain full intensity of the gear
position indicator lights during daytime flying.
When aircraft is operated at night the switch
should be in the NIGHT position to dim the
gear lights.

4.45 CABIN PRESSURIZATION SYSTEM

Cabin pressurization system controls, gauges and switches are located in
the lower left instrument panel. (Refer to Section 7, Figure 7-21.)

The cabin pressurization system controls, gauges and switches are as
follows:
(a) Cabin Altitude Controller with Rate of Change Control
(b) Cabin Pressure Altitude/Differential Pressure/Rate of Climb
Gauge
(c) Cabin Dump Switch
(d) Cabin Pressurization Control

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R FL of the cabin pressurization
Prior to starting engines,
check the operation
E
R to move the lever out of either the
control. Note that a firm F
required
E effortairisOposition.
outside air or the R
pressurizedF
If little effort is required to move
the lever, be R
suspicious of
a broken control cable. If a cable is broken, the air
T
control valve
have
failed in either the open or closed position. If failed
Owill
FO mayflight
open, pressurizedN
not be possible, but unpressurized flight will be

possible. If failed closed, pressurized flight would be possible but should not
be attempted, as it would not be possible to bring in fresh air should
contamination occur.

Prior to starting engines, check the operation of the cabin pressurization
control. Note that a firm effort is required to move the lever out of either the
outside air or the pressurized air position. If little effort is required to move
the lever, be suspicious of a broken control cable. If a cable is broken, the air
control valve may have failed in either the open or closed position. If failed
open, pressurized flight will not be possible, but unpressurized flight will be
possible. If failed closed, pressurized flight would be possible but should not
be attempted, as it would not be possible to bring in fresh air should
contamination occur.

Set cabin altitude on the cabin altitude controller to 1000 feet above the
field pressure altitude before takeoff. (Cabin pressurization will begin as the
cabin passes through the altitude selected.) Cabin altitude will remain at the
selected altitude until maximum cabin differential (5.5 PSI) is reached, at
which time the cabin altitude will begin to climb until at 25000 feet aircraft
pressure altitude the cabin pressure altitude will be approximately 8000 feet.

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
4-33

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

For flight below an airplane altitude of 12500 feet, the cabin altitude control
should be left at the takeoff setting. For flight above 12500 feet, at which
point maximum differential will be achieved, set the cabin altitude on the
cabin altitude controller to 1000 feet above field elevation for takeoff. Once
the cabin has begun to pressurize and the controller has captured isobaric
control, reset the aircraft altitude on the cabin altitude controller to 1000 feet
above the cruise altitude and adjust the cabin rate of climb as desired. The
normal 9 o’clock position should provide a cabin rate of climb of
approximately 500 feet per minute. No additional adjustment should be
required prior to descent unless cruise altitude is changed, at which point the
aircraft altitude should be reset to 1000 feet above the new cruise altitude.

To descend for landing be certain that the selected cabin altitude is
higher than the pressure altitude of the landing field. Shortly after letdown is
initiated, set the cabin altitude to 1000 feet above the pressure altitude of the
landing field and adjust the rate control high enough to allow the cabin to
descend to the landing setting before the aircraft descends to that altitude.
For normal letdown the rate knob should be at the normal 9 o’clock
position. A higher setting should be selected for rapid descents so that the
aircraft altitude does not catch up with the cabin altitude.

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E
FWARNING
R
E
O
R
Faircraft pressurized.
Do not land with
R
T
To repressurize
in flight push the pressurization control in and
FO while
NO
turn the dump switch OFF.

4.47 WEIGHT AND BALANCE

It is the responsibility of the owner and pilot to determine that the
airplane remains within the allowable weight vs. center of gravity envelope
while in flight.

For weight and balance data, refer to Section 6 (Weight and Balance).

REPORT: VB-1300
4-34

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

WARNING
Do not land with aircraft pressurized.
To repressurize while in flight push the pressurization control in and
turn the dump switch OFF.

REPORT: VB-1300
4-34

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

4.49 ICING INFORMATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4
NORMAL PROCEDURES

4.49 ICING INFORMATION

"THE FOLLOWING WEATHER CONDITIONS MAY BE
CONDUCIVE TO SEVERE IN-FLIGHT ICING"

Visible rain at temperatures below 0 degrees Celsius ambient air
temperature.

Droplets that splash or splatter on impact at temperature below 0 degrees
Celsius ambient air temperature.

"PROCEDURES FOR EXITING THE SEVERE ICING
ENVIRONMENT"

These procedures are applicable to all flight phases from takeoff to
landing. Monitor the ambient air temperature. While severe icing may form at
temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at
temperatures around freezing with visible moisture present. If the visual cues
specified in the Limitations Section of the AFM for identifying severe icing
conditions are observed, accomplish the following:

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H Control to facilitate
Nfrom IAirGTraffic
Immediately request priority handling
E
a route or an altitude change toR
exit the severe
conditions in order to
Lmoreicing
F
avoid extended exposure to flight
conditions
severe than those for which
E
F OR
the airplane has been certificated.
E
R F maneuvering that may exacerbate control
Avoid abrupt and excessive
R
T
difficulties.
O
O
F
Do not engageN
the autopilot.

Immediately request priority handling from Air Traffic Control to facilitate
a route or an altitude change to exit the severe icing conditions in order to
avoid extended exposure to flight conditions more severe than those for which
the airplane has been certificated.
Avoid abrupt and excessive maneuvering that may exacerbate control
difficulties.
Do not engage the autopilot.

If the autopilot is engaged, hold the control wheel firmly and disengage the
autopilot.

If an unusual roll response or uncommanded roll control movement is
observed, reduce the angle-of-attack.

Do not extend flaps when holding in icing conditions. Operation with flaps
extended can result in a reduced wing angle-of-attack, with the possibility of
ice forming on the upper surface further aft on the wing than normal, possibly
aft of the protected area.

If the flaps are extended, do not retract them until the airframe is clear of ice.

Report these weather conditions to Air Traffic Control.

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

REPORT: VB-1300
4-35

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

REPORT: VB-1300
4-35

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

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THIS PAGE INTENTIONALLY
F OR
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F N

REPORT: VB-1300
4-36

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

SECTION 4
NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1300
4-36

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

TABLE OF CONTENTS

SECTION 5

PERFORMANCE

Paragraph
No.
5.1
5.3
5.5
5.7

Page
No.

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General .....................................................................................
Introduction - Performance and Flight Planning......................
Flight Planning Example ..........................................................
Performance Graphs .................................................................
List of Figures......................................................................

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

5-1
5-1
5-3
5-9
5-9

REPORT: VB-1300
5-i

SECTION 5
PERFORMANCE

Paragraph
No.
5.1
5.3
5.5
5.7

Page
No.

ISSUED: JULY 1, 1986

5-1
5-1
5-3
5-9
5-9

REPORT: VB-1300
5-i

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THIS PAGE INTENTIONALLY
F OR
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THIS PAGE INTENTIONALLY LEFT BLANK

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

5.1

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5

PERFORMANCE

GENERAL

5.1

SECTION 5
PERFORMANCE

GENERAL

All of the required (FAA regulations) and complementary performance
information is provided by this section.

Performance information associated with those optional systems and
equipment which require handbook supplements is provided by Section 9
(Supplements).

Y
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5.3 INTRODUCTION - PERFORMANCE AND
FLIGHT PLANNING
O
The performance information presented
based on
CEin thisHTsectiondayisconditions
measured Flight Test Data correctedN
to I.C.A.O. standard
IG of weight, altitude,
and analytically expanded for theE
various parameters
L
R
temperature, etc.
E RF
F
The performanceE
charts areO
unfactored and do not make any allowance
R
for varying degrees
of pilot F
proficiency or mechanical deterioration of the
T however, can be duplicated by following the
aircraft. O
ThisR
performance,
O
statedF
proceduresN
in a properly maintained airplane.

Performance information associated with those optional systems and
equipment which require handbook supplements is provided by Section 9
(Supplements).

Effects of conditions not considered on the charts must be evaluated by
the pilot, such as the effect of soft or grass runway surface on takeoff and
landing performance, or the effect of winds aloft on cruise and range
performance. Endurance can be grossly affected by improper leaning
procedures, and inflight fuel flow quantity checks are recommended.

REMEMBER! To get chart performance, follow the chart procedures.

ISSUED: JULY 1, 1986

REPORT: VB-1300
5-1

5.3

INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING

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

REMEMBER! To get chart performance, follow the chart procedures.

ISSUED: JULY 1, 1986

REPORT: VB-1300
5-1

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

The information provided by paragraph 5.5 (Flight Planning Example)
outlines a detailed flight plan using performance charts in this section. Each
chart includes its own example to show how it is used.

WARNING

Performance information derived by
extrapolation beyond the limits shown on the
charts should not be used for flight planning
purposes.

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O
O
F N

REPORT: VB-1300
5-2

ISSUED: JULY 1, 1986

REPORT: VB-1300
5-2

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
5.5

SECTION 5
PERFORMANCE

FLIGHT PLANNING EXAMPLE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
5.5

(a) Aircraft Loading

SECTION 5
PERFORMANCE

FLIGHT PLANNING EXAMPLE
(a) Aircraft Loading

The first step in planning the flight is to calculate the airplane
weight and center of gravity by utilizing the information provided
by Section 6 (Weight and Balance) of this handbook.

The basic empty weight for the airplane as licensed at the
factory has been entered in Figure 6-5. If any alterations to the
airplane have been made affecting weight and balance, reference to
the aircraft logbook and Weight and Balance Record (Figure 6-7)
should be made to determine the current basic empty weight of the
airplane.

Make use of the Weight and Balance Loading Form (Figure 611) and the C.G. Range and Weight graph (Figure 6-15) to
determine the total weight of the airplane and the center of gravity
position.

Y
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H provided, the
After proper utilizationN
of the information
G
E
I
following weights have
L for consideration in the
Rbeen determined
F
flight planning example.
E
R
EFweight
O
The R
landing
cannot be determined until the weight of
F
the fuel
to be used has been established (refer to item (g) (1).
R
T
O
Basic Empty Weight
2625 lbs.
FO (1)(2) N
Occupants (4 x 170 lbs.)
680 lbs.
(3)
(4)
(5)
(6)

Baggage and Cargo
Fuel (6 lb./gal. x 60)
Takeoff Weight
Landing Weight
(a)(5) minus (g)(1),
(3765 lbs. minus 230 lbs.)

100 lbs.
360 lbs.
3765 lbs.

3535 lbs.

The takeoff weight is below the maximum of 4100 lbs. and the
weight and balance calculations have determined the C.G.
position within the approved limits.

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
5-3

After proper utilization of the information provided, the
following weights have been determined for consideration in the
flight planning example.
The landing weight cannot be determined until the weight of
the fuel to be used has been established (refer to item (g) (1).
(1)
(2)
(3)
(4)
(5)
(6)

Basic Empty Weight
Occupants (4 x 170 lbs.)
Baggage and Cargo
Fuel (6 lb./gal. x 60)
Takeoff Weight
Landing Weight
(a)(5) minus (g)(1),
(3765 lbs. minus 230 lbs.)

2625 lbs.
680 lbs.
100 lbs.
360 lbs.
3765 lbs.

3535 lbs.

The takeoff weight is below the maximum of 4100 lbs. and the
weight and balance calculations have determined the C.G.
position within the approved limits.

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
5-3

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(b) Takeoff and Landing

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(b) Takeoff and Landing

Now that the aircraft loading has been determined, all aspects
of the takeoff and landing must be considered.

All of the existing conditions at the departure and destination
airport must be acquired, evaluated and maintained throughout
the flight.

Apply the departure airport conditions and takeoff weight to
the appropriate Takeoff Ground Roll and Takeoff Distance
(Figures 5-9, 5-11, 5-13 and 5-15) to determine the length of runway
necessary for the takeoff and/or the obstacle clearance.

The landing distance calculations are performed in the same
manner using the existing conditions at the destination airport
and, when established, the landing weight.

N
O
The conditions and calculations forE
the example flight are
T
listed below. The takeoff and landingC
distancesH
required for the
N
flight have fallen well below theE
available runway
IG lengths.
L
R
Destination
E R F Departure
F
Airport
Airport
E FO
R
(1) Pressure
500 ft.
2000 ft.
R Altitude
T
(2)O
Temperature
15°C
12°C
O
F(3) Wind N
Component (Headwind)
10 KTS
0 KTS
(4) Runway Length Available
(5) Takeoff and Landing
Distance Required

3400 ft.

5000 ft.

1750 ft.*

1770 ft.**

*reference Figures 5-9, 5-11, 5-13, 5-15
**reference Figures 5-33, 5-35

REPORT: VB-1300
5-4

The landing distance calculations are performed in the same
manner using the existing conditions at the destination airport
and, when established, the landing weight.
The conditions and calculations for the example flight are
listed below. The takeoff and landing distances required for the
flight have fallen well below the available runway lengths.

(1)
(2)
(3)
(4)
(5)

Pressure Altitude
Temperature
Wind Component (Headwind)
Runway Length Available
Takeoff and Landing
Distance Required

Departure
Airport

Destination
Airport

500 ft.
15°C
10 KTS
3400 ft.

2000 ft.
12°C
0 KTS
5000 ft.

1750 ft.*

1770 ft.**

*reference Figures 5-9, 5-11, 5-13, 5-15
**reference Figures 5-33, 5-35

ISSUED: JULY 1, 1986

REPORT: VB-1300
5-4

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

NOTE

The remainder of the performance charts used
in this flight plan example assume a no wind
condition. The effect of winds aloft must be
considered by the pilot when computing climb,
cruise and descent performance.

The next step in the flight plan is to determine the necessary
climb segment components.

The desired cruise pressure altitude and corresponding cruise
outside air temperature values are the first variables to be
considered in determining the climb components from the Time,
Distance, and Fuel to Climb graph (Figure 5-19). After the fuel,
distance and time for the cruise pressure altitude and outside air
temperature values have been established, apply the existing
conditions at the departure field to graph (Figure 5-19). Now,
subtract the values obtained from the graph for the field of
departure conditions from those for the cruise pressure altitude.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F values
Rare the true fuel, distance and time
The remaining
E
O
R
components for the F
climb segment of the flight plan corrected for
T
fieldR
pressure altitude
temperature.
O and
FO TheNfollowing
values were determined from the above
instructions in the flight planning example.
(1) Cruise Pressure Altitude
(2) Cruise OAT
(3) Time to Climb
(19 min. minus 1 min.)
(4) Distance to Climb (39
nautical miles minus
1 nautical mile)
(5) Fuel to Climb (11 gal
minus 1 gal.)

20000 ft.
-15° C
18 min.*

38 nautical miles*
10 gal.*

*reference Figure 5-19
ISSUED: JULY 1, 1986

The remaining values are the true fuel, distance and time
components for the climb segment of the flight plan corrected for
field pressure altitude and temperature.
The following values were determined from the above
instructions in the flight planning example.
(1) Cruise Pressure Altitude
20000 ft.
(2) Cruise OAT
-15° C
(3) Time to Climb
(19 min. minus 1 min.)
18 min.*
(4) Distance to Climb (39
nautical miles minus
1 nautical mile)
38 nautical miles*
(5) Fuel to Climb (11 gal
minus 1 gal.)
10 gal.*

*reference Figure 5-19
REPORT: VB-1300
5-5

ISSUED: JULY 1, 1986

REPORT: VB-1300
5-5

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(d) Descent

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(d) Descent

The descent data will be determined prior to the cruise data to
provide the descent distance for establishing the total cruise
distance.

Utilizing the cruise pressure altitude and OAT, determine
the basic time, distance and fuel for descent (Figure 5-27). These
figures must be adjusted for the field pressure altitude and
temperature at the destination airport. To find the necessary
adjustment values, use the existing pressure altitude and
temperature conditions at the destination airport as variables to
find the fuel, distance and time values from the graph (Figure 527). Now, subtract the values obtained from the field conditions
from the values obtained from the cruise conditions to find the true
fuel, distance and time values needed for the descent segment of the
flight plan.

Y
L
N
O
Eof the graphs
T for the
The values obtained by proper utilization
C
H
descent segment of the example areN
shown below.
E LIG
R
(1) Time to Descend E
F
(18 min. minusF
3 min.) R
15 min*
(2) DistanceR
toE
Descend O
F
(60R
nautical miles minus
T
7 nautical miles)
53 nautical miles*
O
F(3)OFuel
toN
Descend
(3.5 gal. minus 1.0 gal.)

2.5 gal*

(e) Cruise

(1) Time to Descend
(18 min. minus 3 min.)
(2) Distance to Descend
(60 nautical miles minus
7 nautical miles)
(3) Fuel to Descend
(3.5 gal. minus 1.0 gal.)

15 min*

53 nautical miles*
2.5 gal*

(e) Cruise

Using the total distance to be traveled during the flight,
subtract the previously calculated distance to climb and distance to
descend to establish the total cruise distance. Refer to the appropriate Teledyne Continental Operator’s Manual and the Power
Setting Table (refer to page 5-22) when selecting the cruise power
setting. The established pressure altitude and temperature values
and the selected cruise power should not be utilized to determine
the true airspeed from the Cruise Speed Vs. Altitude (Figure 5-21).

*reference Figure 5-27
REPORT: VB-1300
5-6

The values obtained by proper utilization of the graphs for the
descent segment of the example are shown below.

*reference Figure 5-27
ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
5-6

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

Calculate the cruise fuel consumption for the cruise power
setting from the information provided by the Teledyne Continental
Operator’s Manual and the Power Setting Table (refer to page 522).

The cruise time is found by dividing the cruise distance by the
cruise speed and the cruise fuel is found by multiplying the cruise
fuel consumption by the cruise time.

The cruise calculations established for the cruise segment of the
flight planning example are as follows:
(1) Total Distance
400 nautical miles
(2) Cruise Distance
(e)(1) minus (c)(4) minus
(d)(2), (400 nautical
miles minus 38 nautical
miles minus 53 nautical
miles)
309 nautical miles
(3) Cruise Power
(50° lean of peak T.I.T.)
75% rated power
(4) Cruise Speed
206 KTS TAS*
(5) Cruise Fuel Consumption
15.5 GPH*
(6) Cruise Time
(e)(2) divided by (e)(4),
309 nautical miles divided
by 206 KTS
1.5 hrs. (90 min.)
(7) Cruise Fuel
(e)(5) multiplied by (e)(6),
(15.5 GPH multiplied
by 1.5 hrs.)
23.2 gal.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N
(f) Total Flight Time

(f) Total Flight Time

The total flight time is determined by adding the time to climb,
the time to descend and the cruise time. Remember! The time
values taken from the climb and descent graphs are in minutes and
must be converted to hours before adding them to the cruise time.

*reference Figure 5-21 and Page 5-22
ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

*reference Figure 5-21 and Page 5-22
REPORT: VB-1300
5-7

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
5-7

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

The following flight time is required for the flight planning
example:
(1) Total Flight Time
(c)(3) plus (d)(1) plus (e)(6),
(.30 hrs. plus .25 hrs. plus 1.50 hrs.)
2.05 hrs.
(18 min. plus 15 min. plus 90 min.)
123 min.
(g) Total Fuel Required

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
The total fuel calculations for the exampleN
flight plan are
O
shown below.
E T
(1) Total Fuel Required
C
H
Fuel for Start, Taxi and Takeoff
plus
N
G
E
I
(c)(5) plus (d)(3) plus (e)(7), (2.7 L
R Fgal.gal.)
plus 10 gal. plusE
2.5 gal. plus 23.2
38.4 gal.
F
R
(38.4 gal. multiplied
by
6
lb/gal.)
230 lbs.
E FO
R
R OT
O
F N

REPORT: VB-1300
5-8

SECTION 5
PERFORMANCE

ISSUED: JULY 1, 1986

Determine the total fuel required by adding the fuel for start,
taxi, and takeoff (2.7 gal., calculated by allowing 5 minutes of fuel
flow at takeoff power), the fuel to climb, the fuel to descend, and
the cruise fuel. When the total fuel (in gallons) is determined,
multiply this value by 6 lb/gal to determine the total fuel weight
used for the flight.
The total fuel calculations for the example flight plan are
shown below.
(1) Total Fuel Required
Fuel for Start, Taxi and Takeoff plus
(c)(5) plus (d)(3) plus (e)(7), (2.7 gal.
plus 10 gal. plus 2.5 gal. plus 23.2 gal.)
38.4 gal.
(38.4 gal. multiplied by 6 lb/gal.)
230 lbs.

REPORT: VB-1300
5-8

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
5.7

SECTION 5
PERFORMANCE

PERFORMANCE GRAPHS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
5.7

PERFORMANCE GRAPHS

LIST OF FIGURES

Figure
No.
5-1
5-3
5-5
5-7
5-9
5-11
5-13
5-15
5-17
5-19

Page
No.
Airspeed Calibration ................................................................
Angle of Bank Vs. Stall Speed.................................................
Temperature Conversion...........................................................
Wind Components ....................................................................
Takeoff Ground Roll, 0° Flaps .................................................
Takeoff Ground Roll, 20° Flaps ...............................................
Takeoff Distance Over 50 Ft. Obstacle, 0° Flaps .....................
Takeoff Distance Over 50 Ft. Obstacle, 20° Flaps ...................
Rate of Climb ...........................................................................
Maximum Continuous Power Time, ........................................
Distance and Fuel to Climb
Cruise Climb Time, Distance and ............................................
Fuel to Climb
Cruise Speed Vs. Altitude ........................................................
Range........................................................................................
Endurance.................................................................................
Time, Distance and Fuel to Descend........................................
Glide Time and Distance ..........................................................
Balked Landing Climb .............................................................
Landing Distance Over 50 Ft. Obstacle ...................................
Landing Ground Roll ...............................................................

Y
L
N
O
E T
5-20
C
N IGH
E
5-21
R FL
5-23
E
F OR
5-25
E
5-27
R F
5-29
R
T
5-31
O
O
N
5-33 F
5-35

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

SECTION 5
PERFORMANCE

Figure
No.

5-11
5-12
5-13
5-14
5-15
5-16
5-17
5-18
5-19
5-20

5-1
5-3
5-5
5-7
5-9
5-11
5-13
5-15
5-17
5-19

5-21

5-20

5-23
5-24
5-25
5-26
5-27
5-28
5-29
5-30

5-21
5-23
5-25
5-27
5-29
5-31
5-33
5-35

REPORT: VB-1300
5-9

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

5-11
5-12
5-13
5-14
5-15
5-16
5-17
5-18
5-19
5-20
5-21
5-23
5-24
5-25
5-26
5-27
5-28
5-29
5-30

REPORT: VB-1300
5-9

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
L BLANK
R FLEFT
E
THIS PAGE INTENTIONALLY
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
5-10

ISSUED: JULY 1, 1986

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1300
5-10

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

AIRSPEED CALIBRATION
Figure 5-1
ISSUED: JULY 1, 1986

AIRSPEED CALIBRATION
Figure 5-1
REPORT: VB-1300
5-11

ISSUED: JULY 1, 1986

REPORT: VB-1300
5-11

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

ANGLE OF BANK VS. STALL SPEED
Figure 5-3

REPORT: VB-1300
5-12

ISSUED: JULY 1, 1986

ANGLE OF BANK VS. STALL SPEED
Figure 5-3

REPORT: VB-1300
5-12

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

TEMPERATURE CONVERSION
Figure 5-5

ISSUED: JULY 1, 1986

REPORT: VB-1300
5-13

TEMPERATURE CONVERSION
Figure 5-5

ISSUED: JULY 1, 1986

REPORT: VB-1300
5-13

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

WIND COMPONENTS
Figure 5-7

REPORT: VB-1300
5-14

ISSUED: JULY 1, 1986

REPORT: VB-1300
5-14

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

TAKEOFF GROUND ROLL, 0° FLAPS
Figure 5-9
ISSUED: JULY 1, 1986

REPORT: VB-1300
5-15

TAKEOFF GROUND ROLL, 0° FLAPS
Figure 5-9
ISSUED: JULY 1, 1986

REPORT: VB-1300
5-15

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

TAKEOFF GROUND ROLL, 20° FLAPS
Figure 5-11
REPORT: VB-1300
5-16

ISSUED: JULY 1, 1986

TAKEOFF GROUND ROLL, 20° FLAPS
Figure 5-11
REPORT: VB-1300
5-16

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

TAKEOFF DISTANCE OVER 50 FT. OBSTACLE, 0° FLAPS
Figure 5-13
ISSUED: JULY 1, 1986

REPORT: VB-1300
5-17

TAKEOFF DISTANCE OVER 50 FT. OBSTACLE, 0° FLAPS
Figure 5-13
ISSUED: JULY 1, 1986

REPORT: VB-1300
5-17

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

TAKEOFF DISTANCE OVER 50 FT. OBSTACLE, 20° FLAPS
Figure 5-15
REPORT: VB-1300
5-18

ISSUED: JULY 1, 1986
REVISED: NOVEMBER 22, 1989

TAKEOFF DISTANCE OVER 50 FT. OBSTACLE, 20° FLAPS
Figure 5-15
REPORT: VB-1300
5-18

ISSUED: JULY 1, 1986
REVISED: NOVEMBER 22, 1989

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

RATE OF CLIMB
Figure 5-17
ISSUED: JULY 1, 1986

RATE OF CLIMB
Figure 5-17
REPORT: VB-1300
5-19

ISSUED: JULY 1, 1986

REPORT: VB-1300
5-19

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

TIME, DISTANCE AND FUEL TO CLIMB
Figure 5-19
REPORT: VB-1300
5-20

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

TIME, DISTANCE AND FUEL TO CLIMB
Figure 5-19
REPORT: VB-1300
5-20

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

CRUISE CLIMB
TIME, DISTANCE AND FUEL TO CLIMB
Figure 5-20
ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

REPORT: VB-1300
5-21

CRUISE CLIMB
TIME, DISTANCE AND FUEL TO CLIMB
Figure 5-20
ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

REPORT: VB-1300
5-21

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

POWER SETTING TABLE
REFERENCE FIG. 5-21

ASSOCIATED CONDITIONS
RPM

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

ASSOCIATED CONDITIONS
Man.
Press.

Approx.
Fuel
Flow

TIT

RPM

Man.
Press.

Approx.
Fuel
Flow

TIT

High Speed Cruise (75%) 2400
2500

31’’ Hg.
16 GPH
29.5’’ Hg.

50° Lean of Peak

High Speed Cruise (75%) 2400
2500

31’’ Hg.
16 GPH
29.5’’ Hg.

50° Lean of Peak

Economy Cruise (65%)

28’’ Hg.
14 GPH
26.5’’ Hg.
25’’ Hg.

50° Lean of Peak

Economy Cruise (65%)

28’’ Hg.
14 GPH
26.5’’ Hg.
25’’ Hg.

50° Lean of Peak

25’’ Hg.
24’’ Hg.
23’’ Hg.

50° Lean of Peak

Long Range Cruise (55%) 2200
2300
2400

25’’ Hg.
24’’ Hg.
23’’ Hg.

12 GPH

50° Lean of Peak

Holding

21’’ Hg.

10 GPH

50° Lean of Peak

2300
2400
2500

Y
L
N
O
E 50° Lean
Holding
2200
21’’ Hg.
10
GPH
T of Peak
C
H
N
G 20,000 ft. (see
The higher rpm settings should be used E
at altitudesIabove
L
R
Section 4.27). Holding power is not attainableF
E R or intended for use at high
altitude.
F
Eone GPH
Ofor each 20° C below standard
Cruise fuel flow increases
R
F
temperature and decreases
R Oone
T GPH for each 20° C above standard
temperature. O
F N
The cruise speeds shown are at mid-cruise weight, 3740 pounds. The speed
Long Range Cruise (55%) 2200
2300
2400

12 GPH

2300
2400
2500

2200

The higher rpm settings should be used at altitudes above 20,000 ft. (see
Section 4.27). Holding power is not attainable or intended for use at high
altitude.
Cruise fuel flow increases one GPH for each 20° C below standard
temperature and decreases one GPH for each 20° C above standard
temperature.

differential for weight is 0.8 knots per 100 pounds, faster at lesser weights
and slower at heavier weights.

The cruise speeds shown are at mid-cruise weight, 3740 pounds. The speed
differential for weight is 0.8 knots per 100 pounds, faster at lesser weights
and slower at heavier weights.

The leaning procedure to establish 50° lean of peak T.I.T. is discussed in
Section 4.

*Example:
Cruise altitude: 20, ft.
Cruise power: High speed cruise (75%)
Cruise O.A.T.: -15° C (10° C above std.)
Cruise weight: 3650 lbs. (90 lbs. below mid-cruise weight)
Cruise fuel flow: 15.5 gph (16.0 - 0.5 gph for non std. temp.)
Cruise speed: 206 KTAS (205 + 1 KTAS for weight below mid-cruise)

*reference Figure 5-21

REPORT: VB-1300
5-22

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

REPORT: VB-1300
5-22

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

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E
F OR
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F N

CRUISE SPEED VS. ALTITUDE
Figure 5-21
ISSUED: JULY 1, 1986

CRUISE SPEED VS. ALTITUDE
Figure 5-21
REPORT: VB-1300
5-23

ISSUED: JULY 1, 1986

REPORT: VB-1300
5-23

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
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E
F OR
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R F
R
T
O
O
F N

RANGE
Figure 5-23
REPORT: VB-1300
5-24

RANGE
Figure 5-23
ISSUED: JULY 1, 1986

REPORT: VB-1300
5-24

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

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ENDURANCE
Figure 5-25
ISSUED: JULY 1, 1986

ENDURANCE
Figure 5-25
REPORT: VB-1300
5-25

ISSUED: JULY 1, 1986

REPORT: VB-1300
5-25

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
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F OR
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R
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O
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TIME, DISTANCE AND FUEL TO DESCEND
Figure 5-27

REPORT: VB-1300
5-26

ISSUED: JULY 1, 1986

TIME, DISTANCE AND FUEL TO DESCEND
Figure 5-27

REPORT: VB-1300
5-26

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

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GLIDE TIME AND DISTANCE
Figure 5-29
ISSUED: JULY 1, 1986

GLIDE TIME AND DISTANCE
Figure 5-29
REPORT: VB-1300
5-27

ISSUED: JULY 1, 1986

REPORT: VB-1300
5-27

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
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N IGH
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E
F OR
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BALKED LANDING CLIMB
Figure 5-31
REPORT: VB-1300
5-28

ISSUED: JULY 1, 1986

BALKED LANDING CLIMB
Figure 5-31
REPORT: VB-1300
5-28

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

Y
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LANDING DISTANCE OVER 50 FT. OBSTACLE
Figure 5-33
ISSUED: JULY 1, 1986
REVISED: APRIL 27, 1990

REPORT: VB-1300
5-29

LANDING DISTANCE OVER 50 FT. OBSTACLE
Figure 5-33
ISSUED: JULY 1, 1986
REVISED: APRIL 27, 1990

REPORT: VB-1300
5-29

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 5
PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
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E
F OR
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LANDING GROUND ROLL
Figure 5-35

REPORT: VB-1300
5-30

ISSUED: JULY 1, 1986

LANDING GROUND ROLL
Figure 5-35

REPORT: VB-1300
5-30

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

TABLE OF CONTENTS

SECTION 6

WEIGHT AND BALANCE

Paragraph
No.
6.1
6.3
6.5
6.7
6.9
6.11

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Page
No.

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General ..................................................................................... 6-1
Airplane Weighing Procedure ................................................. 6-2
Weight and Balance Data and Record ..................................... 6-5
General Loading Recommendations ....................................... 6-9
Weight and Balance Determination for Flight ........................ 6-10
Instructions for Using the Weight and Balance Plotter ............ 6-15
Equipment List (Form 240-0026)
Supplied with
aircraft
paperwork

ISSUED: JULY 1, 1986
REVISED: APRIL 27, 1990

REPORT: VB-1300
6-i

Paragraph
No.
6.1
6.3
6.5
6.7
6.9
6.11

Page
No.

ISSUED: JULY 1, 1986
REVISED: APRIL 27, 1990

REPORT: VB-1300
6-i

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THIS PAGE INTENTIONALLY LEFT BLANK

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

6.1

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

SECTION 6

WEIGHT AND BALANCE

GENERAL

6.1

In order to achieve the performance and flying characteristics which are
designed into the airplane, it must be flown with the weight and center of
gravity (C.G.) position within the approved operating range (envelope).
Although the airplane offers flexibility of loading, it cannot be flown with
the maximum number of adult passengers, full fuel tanks and maximum
baggage. With the flexibility comes responsibility. The pilot must insure
that the airplane is loaded within the loading envelope before he makes a
takeoff.

Y
L
N
O
E T
C
H An overloaded
Misloading carries consequences
for
N anyIGaircraft.
airplane will not take off, climb orE
cruise as well
as a properly loaded one.
L performance it will have.
Rthe lessFclimb
The heavier the airplane is loaded,
E
F ORfactor in flight characteristics. If the
Center of gravityE
is a determining
R in any
F airplane, it may be difficult to rotate for
C.G. is too far forward
R
T
takeoff or
landing.
If
the
C.G.
is too far aft, the airplane may rotate
O
FO on N
prematurely
takeoff or tend to pitch up during climb. Longitudinal
stability will be reduced. This can lead to inadvertent stalls and even spins;

GENERAL

and spin recovery becomes more difficult as the center of gravity moves aft
of the approved limit.

Center of gravity is a determining factor in flight characteristics. If the
C.G. is too far forward in any airplane, it may be difficult to rotate for
takeoff or landing. If the C.G. is too far aft, the airplane may rotate
prematurely on takeoff or tend to pitch up during climb. Longitudinal
stability will be reduced. This can lead to inadvertent stalls and even spins;
and spin recovery becomes more difficult as the center of gravity moves aft
of the approved limit.

A properly loaded airplane, however, will perform as intended. Before
the airplane is licensed, a basic empty weight and C.G. location is computed
(basic empty weight consists of the standard empty weight of the airplane
plus the optional equipment). Using the basic empty weight and C.G.
location, the pilot can determine the weight and C.G. position for the loaded
airplane by computing the total weight and moment and then determining
whether they are within the approved envelope.

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-1

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

The basic empty weight and C.G. location are recorded in the Weight
and Balance Data Form (Figure 6-5) and the Weight and Balance Record
(Figure 6-7). The current values should always be used. Whenever new
equipment is added or any modification work is done, the mechanic
responsible for the work is required to compute a new basic empty weight
and C.G. position and to write these in the Aircraft Log Book and the
Weight and Balance Record. The owner should make sure that it is done.

A weight and balance calculation is necessary in determining how much
fuel or baggage can be boarded so as to keep within allowable limits. Check
calculations prior to adding fuel to insure against improper loading.

The following pages are forms used in weighing an airplane in
production and in computing basic empty weight, C.G. position, and useful
load. Note that the useful load includes usable fuel, baggage, cargo and
passengers. Following this is the method for computing takeoff weight and
C.G.

Y
L
N
O
E T
6.3 AIRPLANE WEIGHING PROCEDUREC
H provides each
N Corporation
G
At the time of licensing, Piper Aircraft
E
I
Lof gravity location. This
Rand center
airplane with the basic empty weight
F
E
data is supplied by Figure 6-5. F
R
E
O
R
The removal or addition of equipment
F or airplane modifications can
R
T
affect the basic empty
weight
and center of gravity. The following is a
O toNdetermine
O this basic empty weight and center of
weighing procedure
F
gravity location:
(a) Preparation

AIRPLANE WEIGHING PROCEDURE

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

(1) Be certain that all items checked in the airplane equipment
list are installed in the proper location in the airplane.
(2) Remove excessive dirt, grease, moisture, and foreign items
such as rags and tools, from the airplane before weighing.
(3) Defuel airplane. Then open all fuel drains until all
remaining fuel is drained. Operate engine on each tank
until all undrainable fuel is used and engine stops. Then
add the unusable fuel (2 gallons total, 1 gallon each
wing).

REPORT: VB-1300
6-2

6.3

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-2

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

CAUTION

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

(4) Fill with oil to full capacity.

(5) Place pilot and copilot seats in fifth (5th) notch, aft of
forward position. Put flaps in the fully retracted position
and all control surfaces in the neutral position . Tow bar
should be in the proper location and all entrance and
baggage doors closed.

(6) Weigh the airplane inside a closed building to prevent
errors in scale readings due to wind.

Y
L
N
O
E T
(b) Leveling
C
H
N insert
(1) With the airplane E
on scales,
a 3.4-inch spacer on each
G
I
of the main gear
R struts FandLa 3.0-inch spacer on the nose
E
gear strut.
F OR
E
(2) Level
to Figure 6-3) deflating (or inflating,
R airplaneFnose(refer
as required)
wheel tire, to center bubble on level.
R
T
O - Airplane
O Basic Empty Weight
(c)FWeighingN
(1) With the airplane level and brakes released, record the
weight shown on each scale. Deduct the tare, if any, from
each reading.

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-3

(b) Leveling
(1) With the airplane on scales, insert a 3.4-inch spacer on each
of the main gear struts and a 3.0-inch spacer on the nose
gear strut.
(2) Level airplane (refer to Figure 6-3) deflating (or inflating,
as required) nose wheel tire, to center bubble on level.
(c) Weighing - Airplane Basic Empty Weight
(1) With the airplane level and brakes released, record the
weight shown on each scale. Deduct the tare, if any, from
each reading.

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-3

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Scale
Reading

Scale Position and Symbol

Tare

Net
Weight

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Scale
Reading

Scale Position and Symbol

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, as Weighed

(T)

Basic Empty Weight, as Weighed

(T)

WEIGHING FORM
Figure 6-1

Net
Weight

WEIGHING FORM
Figure 6-1

(d) Basic Empty Weight Center of Gravity
(1) The following geometry applies to the airplane when it is
level. Refer to Leveling paragraph 6.3 (b).

Y
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E
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E
F OR
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(d) Basic Empty Weight Center of Gravity
(1) The following geometry applies to the airplane when it is
level. Refer to Leveling paragraph 6.3 (b).

LEVELING DIAGRAM
Figure 6-3
REPORT: VB-1300
6-4

Tare

LEVELING DIAGRAM
Figure 6-3
ISSUED: JULY 1, 1986

REPORT: VB-1300
6-4

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(2) The basic empty weight center of gravity (as weighed
including optional equipment, full oil and unusable fuel)
can be determined by the following formula:

C.G. Arm = N (A) + (R + L) (B) inches
T

Where: T = N + R + L
6.5

Where: T = N + R + L

WEIGHT AND BALANCE DATA AND RECORD

Y
L
N at the factory has
The basic empty weight of the airplane as licensed
O
been entered in the Weight and Balance Record
E (Figure
T6-7). This form is
C
provided to present the current status of the
airplaneH
basic empty weight and
N IG Any change to the
a complete history of previousEmodifications.
L which affects weight or
permanently installed equipment
or modification
F
ER
moment must be entered F
in the
Weight and Balance Record.
E FOR
R
R OT
O
F N

ISSUED: JULY 1, 1986

SECTION 6
WEIGHT AND BALANCE

REPORT: VB-1300
6-5

6.5

WEIGHT AND BALANCE DATA AND RECORD

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

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-5

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

MODEL PA-46-310P MALIBU

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

MODEL PA-46-310P MALIBU

Airplane Serial Number _________________________________________

Registration Number______________________________________________

Date ___________________________________________________________________

AIRPLANE BASIC EMPTY WEIGHT
C.G. Arm
Weight x (Inches Aft = Moment
(Lbs)
of Datum)
(In-Lbs)

Item

Y
L
N
O
Optional Equipment
E T
C
Basic Empty Weight
N IGH
E
R FL
E
*The standard empty weight includes
F OfullRoil capacity and 2.0 gallons of
E
unusable fuel.
R F
R
T- NORMAL CATEGORY OPERATION
AIRPLANE USEFUL
LOAD
O
O
F N
(Ramp Weight) - (Basic Empty Weight) + Useful Load
Actual
Standard Empty Weight* Computed

(4118 lbs) - (

AIRPLANE BASIC EMPTY WEIGHT

lbs) =

lbs.

C.G. Arm
Weight x (Inches Aft = Moment
(Lbs)
of Datum)
(In-Lbs)

Item
Actual
Standard Empty Weight* Computed
Optional Equipment
Basic Empty Weight

*The standard empty weight includes full oil capacity and 2.0 gallons of
unusable fuel.
AIRPLANE USEFUL LOAD - NORMAL CATEGORY OPERATION
(Ramp Weight) - (Basic Empty Weight) + Useful Load
(4118 lbs) - (

lbs) =

lbs.

THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE
FOR THE AIRPLANE AS LICENSED AT THE FACTORY. REFER
TO APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS
HAVE BEEN MADE.

WEIGHT AND BALANCE DATA FORM
Figure 6-5

REPORT: VB-1300
6-6

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-6

ISSUED: JULY 1, 1986

WEIGHT AND BALANCE RECORD
Figure 6-7

REPORT: VB-1300
6-7

Date

PA-46-310P

Date

Item No.

PA-46-310P
Serial Number
Weight Change

Registration Number
Added (+)
Removed (-)

Description of Article
or Modification

Serial Number

Description of Article
or Modification
Moment
/100

Wt. Arm
(Lb.) (In.)

Moment
/100

Weight Change

Registration Number

Wt. Arm
(Lb.) (In.)

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

Item No.

ISSUED: JULY 1, 1986

Moment
/100

Wt.
(Lb.)

Moment
/100

Running Basic
Empty Weight

Page Number

Wt.
(Lb.)

Running Basic
Empty Weight

Page Number

SECTION 6
WEIGHT AND BALANCE

Added (+)
Removed (-)

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

ISSUED: JULY 1, 1986

SECTION 6
WEIGHT AND BALANCE

WEIGHT AND BALANCE RECORD
Figure 6-7

REPORT: VB-1300
6-7

WEIGHT AND BALANCE RECORD (cont)
Figure 6-7 (cont)

ISSUED: JULY 1, 1986

Date

PA-46-310P

Date

Item No.

PA-46-310P

Description of Article
or Modification

Serial Number

Description of Article
or Modification

Serial Number

Moment
/100

Wt. Arm
(Lb.) (In.)

Moment
/100

Weight Change

Registration Number

Wt. Arm
(Lb.) (In.)

Weight Change

Registration Number
Added (+)
Removed (-)

Y
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N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

Item No.

REPORT: VB-1300
6-8

Moment
/100

Wt.
(Lb.)

Moment
/100

Running Basic
Empty Weight

Page Number

Wt.
(Lb.)

Running Basic
Empty Weight

Page Number

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Added (+)
Removed (-)

SECTION 6
WEIGHT AND BALANCE
SECTION 6
WEIGHT AND BALANCE

REPORT: VB-1300
6-8

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

WEIGHT AND BALANCE RECORD (cont)
Figure 6-7 (cont)

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
6.7

SECTION 6
WEIGHT AND BALANCE

GENERAL LOADING RECOMMENDATIONS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
6.7

SECTION 6
WEIGHT AND BALANCE

GENERAL LOADING RECOMMENDATIONS

For all airplane configurations, it is the responsibility of the pilot in
command to make sure that the airplane always remains within the allowable weight vs. center of gravity while in flight.

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

(a) Pilot Only
Load rear baggage compartment first.

Y
L
N
O
(c) 3 Occupants - 2 in front, 1 in rear CE
T
H
Baggage in nose may be limited
by forward envelope.
N
E IG
(d) 4 Occupants - 2 in front,R
2 in rear L
F of optional equipment.
Efor someRcombinations
Fuel may be limited
F
E FO
(e) 5 Occupants
- 2 in front,
1 in middle, 2 in rear
R
Investigation
is required
to determine optimum baggage load.
R
T
O NO
(f)F6 Occupants
- 2 in front, 2 in middle, 2 in rear
With six occupants fuel and/or baggage may be limited by envelope.

(b) 2 Occupants - Pilot and Passenger in Front
Load rear baggage compartment first. Without aft baggage, fuel
load may be limited by forward envelope for some combinations of
optional equipment.

Load forward baggage compartment first.

(c) 3 Occupants - 2 in front, 1 in rear
Baggage in nose may be limited by forward envelope.
(d) 4 Occupants - 2 in front, 2 in rear
Fuel may be limited for some combinations of optional equipment.
(e) 5 Occupants - 2 in front, 1 in middle, 2 in rear
Investigation is required to determine optimum baggage load.
(f) 6 Occupants - 2 in front, 2 in middle, 2 in rear
With six occupants fuel and/or baggage may be limited by envelope.
Load forward baggage compartment first.

For all airplane configurations, it is the responsibility of the pilot in
command to make sure that the airplane always remains within the allow- able
weight vs. center of gravity while in flight.

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-9

SECTION 6
WEIGHT AND BALANCE
6.9

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

WEIGHT AND BALANCE DETERMINATION FOR FLIGHT

SECTION 6
WEIGHT AND BALANCE
6.9

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

WEIGHT AND BALANCE DETERMINATION FOR FLIGHT

(a) Add the weight of all items to be loaded to the basic empty weight.

(b) Use the Loading Graph (Figure 6-13) to determine the moment of
all items to be carried in the airplane.

(d) Divide the total moment by the total weight to determine the C.G.
location.

(e) By using the figures of item (a) and item (d) (above), locate a point
on the C.G. range and weight graph (Figure 6-15). If the point falls
within the C.G. envelope, the loading meets the weight and balance
requirements.

(f)

(f) Add the fuel allowance (18 lbs.) for engine start, taxi and runup to
the airplane takeoff weight determined in part (a).

Y
L
N and runup to
Add the fuel allowance (18 lbs.) for engine start, taxi
O
the airplane takeoff weight determined in part (a).
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
6-10

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-10

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Basic Empty Weight
Pilot and Front Passenger
Passengers (Center Seats)
Passengers (Rear Seats)
Fuel (120 Gallon Maximum Usable)
Baggage (Forward) (100 Lb. Limit)
Baggage (Aft) (100 Lb. Limit)
Ramp Weight (4118 Lbs. Max.)
Fuel Allowance for Engine
Start, Taxi & Runup
Takeoff Weight (4100 Lbs. Max.)

SECTION 6
WEIGHT AND BALANCE

Weight
(Lbs)
2645
340
340
693
100
4118

Arm Aft
Datum
(Inches)
133.70
135.50
177.0
218.75
150.31
88.60
248.23
146.45

Moment
(In-Lbs)
353637
46070
74375
104165
24823
603070

-2706
Y 600364
L
N
O
The center of gravity (C.G.) for the takeoff weight
of this sample loading
E LocateTthis point (146.43)
problem is at 146.43 inches aft of the datum line.
C
H this point falls withon the C.G. range and weight graph (Figure
6-15).
N IGSince
in the weight - C.G. envelope, thisE
loading meets
the weight and balance
L
R
requirements.
E RF
F
Takeoff Weight
E O 4100 146.43 600364
R
Minus Estimated Fuel
Burn-offF
R @ 6.0OLbs/Gal.
T
(climb & cruise)
-350
150.31
-52609
O
F Weight N
Landing
3750
146.07
547755
-18
4100

150.31
146.43

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

100
4118

Arm Aft
Datum
(Inches)
133.70
135.50
177.0
218.75
150.31
88.60
248.23
146.45

24823
603070

-18
4100

150.31
146.43

-2706
600364

Weight
(Lbs)
2645
340
340
693

Moment
(In-Lbs)
353637
46070
74375
104165

The center of gravity (C.G.) for the takeoff weight of this sample loading
problem is at 146.43 inches aft of the datum line. Locate this point (146.43)
on the C.G. range and weight graph (Figure 6-15). Since this point falls within the weight - C.G. envelope, this loading meets the weight and balance
requirements.
Takeoff Weight
Minus Estimated Fuel Burn-off
(climb & cruise) @ 6.0 Lbs/Gal.
Landing Weight

4100

146.43

600364

-350
3750

150.31
146.07

-52609
547755

Locate the center of gravity of the landing weight on the C.G. range and
weight graph (Figure 6-15). Since this point falls within the weight - C.G.
envelope, the loading is acceptable for landing.

IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER
TO INSURE THAT THE AIRPLANE IS LOADED PROPERLY AT ALL
TIMES.

SAMPLE LOADING PROBLEM
(NORMAL CATEGORY)
Figure 6-9

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-11

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-11

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Weight
(Lbs)
Basic Empty Weight
Pilot and Front Passenger
Passengers (Center Seats)
Passengers (Rear Seats)
Fuel (120 Gallon Maximum Usable)
Baggage (Forward) (100 Lb. Limit)
Baggage (Aft) (100 Lb. Limit)
Ramp Weight (4118 Lbs. Max.)
Fuel Allowance for Engine
Start, Taxi & Runup
Takeoff Weight (4100 Lbs. Max.)

Arm Aft
Datum
(Inches)

Moment
(In-Lbs)

135.50
177.0
218.75\
150.31\
88.60
248.23

Y-2706
L
N
The center of gravity (C.G.) for the takeoff weight ofO
this sample loading
problem is at 146.43 inches aft of the datum line. Locate
thisT
point (146.43)
CE H
on the C.G. range and weight graph (Figure N
6-15). Since this
point falls withE meetsLItheGweight and balance
in the weight - C.G. envelope, this loading
R
requirements.
E RF
F
Takeoff Weight
E FO
R
Minus Estimated Fuel Burn-off
R6.0 Lbs/Gal.
T
(climb & cruise) @
150.31
O
O
F N
Landing Weight
-18

SECTION 6
WEIGHT AND BALANCE

150.31
146.43

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Arm Aft
Datum
(Inches)

Moment
(In-Lbs)

135.50
177.0
218.75\
150.31\
88.60
248.23

-18

150.31
146.43

-2706

150.31

Locate the center of gravity of the landing weight on the C.G. range and
weight graph (Figure 6-15). Since this point falls within the weight - C.G.
envelope, the loading is acceptable for landing.

IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER
TO INSURE THAT THE AIRPLANE IS LOADED PROPERLY AT ALL
TIMES.

WEIGHT AND BALANCE LOADING FORM
(NORMAL CATEGORY)
Figure 6-11

REPORT: VB-1300
6-12

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-12

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

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LOADING GRAPH
Figure 6-13

ISSUED: JULY 1, 1986

LOADING GRAPH
Figure 6-13

REPORT: VB-1300
6-13

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-13

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

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C. G. RANGE AND WEIGHT GRAPH
Figure 6-15
REPORT: VB-1300
6-14

ISSUED: JULY 1, 1986

C. G. RANGE AND WEIGHT GRAPH
Figure 6-15
REPORT: VB-1300
6-14

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

6.11 INSTRUCTIONS FOR USING THE WEIGHT AND BALANCE
PLOTTER

This plotter is provided to enable the pilot quickly and conveniently to:
(a) Determine the total weight and C.G. position.
(b) Decide how to change his load if his first loading is not within the
allowable envelope.

Heat can warp or ruin the plotter if it is left in the sunlight. Replacement
plotters may be purchased from Piper dealers and distributors.

The “Basic Empty Weight and Center of Gravity” location is taken from
the Weight and Balance Form (Figure 6-5), the Weight and Balance Record
(Figure 6-7) or the latest FAA major repair or alteration form.

The plotter enables the user to add weights and corresponding
moments graphically. The effect of adding or disposing of useful load can
easily be seen. The plotter does not cover the situation where cargo is loaded
in locations other than on the seats or in the baggage compartments.

been drawn in this manner, the final end of the segmented line locates the
total load and the C.G. position of the airplane for takeoff. If this point is
not within the allowable envelope it will be necessary to remove fuel,
baggage, or passengers and/or to rearrange baggage and passengers to get
the final point to fall within the envelope.

Brief instructions are given on the plotter itself. To use it, first plot a
point on the grid to locate the basic weight and C.G. location. This can be
put on more or less permanently because it will not change until the airplane
is modified. Next, position the zero weight end of any one of the loading
slots over this point. Using a pencil, draw a line along the slot to the weight
which will be carried in that location. Then position the zero weight end of
the next slot over the end of this line and draw another line representing the
weight which will be located in this second position. When all the loads have
been drawn in this manner, the final end of the segmented line locates the
total load and the C.G. position of the airplane for takeoff. If this point is
not within the allowable envelope it will be necessary to remove fuel,
baggage, or passengers and/or to rearrange baggage and passengers to get
the final point to fall within the envelope.

Y
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E T
C
H
NplotterIG
Brief instructions are given on the
itself. To use it, first plot a
E
point on the grid to locate theR
basic weightLand C.G. location. This can be
E
put on more or less permanently
becauseF
it will not change until the airplane
F
R
is modified. Next, position
the zero
weight end of any one of the loading
E
O
R
slots over this point.
Using aF
pencil, draw a line along the slot to the weight
RcarriedOinTthat location. Then position the zero weight end of
which will be
O
the next
F slot overNthe end of this line and draw another line representing the
weight which will be located in this second position. When all the loads have

Gear movement does not significantly affect the center of gravity.

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-15

Gear movement does not significantly affect the center of gravity.

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-15

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SAMPLE PROBLEM

A sample problem will demonstrate the use of the weight and balance
plotter. Assume a basic weight and C.G. location of 2645 pounds at 133.70
inches respectively. We wish to carry a pilot and three passengers: the pilot
and one passenger will occupy the front seats, and the other two passengers
will occupy the rear seats. Each occupant weighs 170 pounds. We wish to
carry 100 pounds of baggage in the rear baggage compartment and 75
gallons of fuel. Will we be within the safe envelope?

(1) Place a dot on the plotter grid at 2645 pounds and 133.70 inches to
represent the basic airplane (see illustration).

Y
L
N+ 170) and put
(3) Draw a line up the slot to the 340 pound position (170
O
a dot.
E theTrear seat slot
(4) Move the slotted plastic again to get theC
zero end of
N IGH
over this dot.
E
R FLposition (170 + 170) and
E
(5) Draw a line up this slot to
the 340 pound
F OR
place the third dot. E
R plastic
F and plotting points to account for
(6) Continue R
moving theT
weightO
Obaggage compartment (100 pounds) and in the
F in the rear
fuel tanks (450N
pounds; 75 gallons).

(2) Slide the slotted plastic into position so that the dot is under the slot
for the forward seats, at zero weight.

(7) As can be seen from the illustration, the final dot shows the total
weight to be 3875 pounds with the C.G. at 146.2. This is well within
the envelope.

(8) Fuel allowance for engine start, taxi and runup is 18 pounds.

(2) Slide the slotted plastic into position so that the dot is under the slot
for the forward seats, at zero weight.

(3) Draw a line up the slot to the 340 pound position (170 + 170) and put
a dot.
(4) Move the slotted plastic again to get the zero end of the rear seat slot
over this dot.
(5) Draw a line up this slot to the 340 pound position (170 + 170) and
place the third dot.
(6) Continue moving the plastic and plotting points to account for
weight in the rear baggage compartment (100 pounds) and in the
fuel tanks (450 pounds; 75 gallons).

As fuel is burned off, the weight and C.G. will follow down the fuel line
and stay within the envelope for landing.

REPORT: VB-1300
6-16

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

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SAMPLE PROBLEM
Figure 6-17

SAMPLE PROBLEM
Figure 6-17
ISSUED: JULY 1, 1986

REPORT: VB-1300
6-17

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-17

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

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WEIGHT AND BALANCE PLOTTER
Figure 6-19

REPORT: VB-1300
6-18

ISSUED: JULY 1, 1986

WEIGHT AND BALANCE PLOTTER
Figure 6-19

REPORT: VB-1300
6-18

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6
WEIGHT AND BALANCE

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LOADING ARRANGEMENTS
Figure 6-21

ISSUED: JULY 1, 1986

LOADING ARRANGEMENTS
Figure 6-21

REPORT: VB-1300
6-19

ISSUED: JULY 1, 1986

REPORT: VB-1300
6-19

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F OR LEFT BLANK
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THIS PAGE INTENTIONALLY LEFT BLANK

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR / OPERATION

TABLE OF CONTENTS

SECTION 7

DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS

Paragraph
No.
7.1
7.3
7.5
7.6
7.7
7.9
7.11
7.13
7.15
7.17
7.19
7.21
7.23
7.25
7.27
7.29
7.31
7.33
7.35
7.37
7.39
7.41
7.43

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Page
No.

The Airplane.............................................................................
The Airframe ............................................................................
Engine and Propeller ................................................................
Air Induction System ...............................................................
Engine Controls........................................................................
Hydraulic System .....................................................................
Landing Gear............................................................................
Brake System............................................................................
Flight Control System ..............................................................
Fuel System ..............................................................................
Electrical System......................................................................
Instrument Panel.......................................................................
Pitot Static System ...................................................................
Environmental System..............................................................
Bleed Air, Conditioning & Pressurization System...................
Vacuum System (Standard) ......................................................
Cabin Features..........................................................................
Baggage Area ...........................................................................
Finish........................................................................................
Stall Warning............................................................................
Emergency Locator Transmitter...............................................
External Power .........................................................................
Radar ........................................................................................

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ISSUED: JULY 1, 1986
REVISED: AUGUST 20, 1993

7-1
7-1
7-2
7-6
7-6
7-9
7-11
7-14
7-14
7-15
7-20
7-26
7-30
7-32
7-34
7-37
7-41
7-43
7-43
7-43
7-44
7-45
7-45

REPORT: VB-1300
7-i

Paragraph
No.
7.1
7.3
7.5
7.6
7.7
7.9
7.11
7.13
7.15
7.17
7.19
7.21
7.23
7.25
7.27
7.29
7.31
7.33
7.35
7.37
7.39
7.41
7.43

Page
No.

ISSUED: JULY 1, 1986
REVISED: AUGUST 20, 1993

7-1
7-1
7-2
7-6
7-6
7-9
7-11
7-14
7-14
7-15
7-20
7-26
7-30
7-32
7-34
7-37
7-41
7-43
7-43
7-43
7-44
7-45
7-45

REPORT: VB-1300
7-i

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THIS PAGE INTENTIONALLY LEFT BLANK

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

7.1

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

SECTION 7

DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS

THE AIRPLANE

7.1

The PA-46-310P Malibu is a single engine, all metal, retractable landing
gear, low wing, turbocharged airplane. It has a pressurized cabin with
seating for six occupants and two separate luggage compartments.

Y
L
N
7.3 THE AIRFRAME
O
The primary airframe is of aluminum alloy
TThe nosewithcowla steel
CE construction,
H
combination engine mount - nose gearN
support structure.
and
rear section of the dorsal fairing areE
fiberglass. IG
R FL
The fuselage is an F
allE
metal, R
semi-monocoque structure with flush
riveted skin. The skinE
has internally
bonded doublers and is butt jointed at
O There
R
F
all seams not in the
airflow direction.
are three basic fuselage sections:
R
T
the forward
baggage
section,
the
pressurized
section, and the tail cone
OcabinNsection
O is sealed to maintaincabin
FThe
section.
pressurization.

THE AIRPLANE

THE AIRFRAME

The primary airframe is of aluminum alloy construction, with a steel
combination engine mount - nose gear support structure. The nose cowl and
rear section of the dorsal fairing are fiberglass.
The fuselage is an all metal, semi-monocoque structure with flush
riveted skin. The skin has internally bonded doublers and is butt jointed at
all seams not in the airflow direction. There are three basic fuselage sections:
the forward baggage section, the pressurized cabin section, and the tail cone
section. The cabin section is sealed to maintain pressurization.

The seating arrangement includes two crew seats and four passenger
seats. The forward passenger seats face aft, and all passenger seats have
adjustable backs with built-in headrests. An inside baggage area is provided
aft of the rear passenger seats.

Cabin access is through the main cabin door, located on the left side, aft
of the wing. The main door is a horizontally split door with retractable steps
in the lower half. The upper half is held open by a gas spring. A plug type,
inward releasing, emergency egress door is located on the right side adjacent
to the aft facing seat.

Windows include a two-piece windshield, pilot and copilot windows, a
storm window in the pilot’s window, and three passenger windows on each
side.

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-1

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

The forward baggage compartment is unpressurized and has a locking
door on the left side, forward of the wing.

The wing is in effect a three section structure. The center section built-up
main spar extends through the lower fuselage and outboard of each main
landing gear. This section has a forward spar and a rear spar which are pin
jointed at the fuselage sides. The main landing gear retracts inward into
recesses located aft of the main spar. The outboard section of each wing, to
within approximately 18 inches of the tip, is a sealed integral fuel cell.
Portions of the wing structure are adhesively bonded, and skins are butt
jointed and flush riveted for a smooth airfoil surface.

The all-metal flaps are electrically actuated through a mechanical
linkage. The flaps extend aft and down on three tracks and have four
preselect positions.

Y
L
Na cable system
The all-metal ailerons are mass balanced and operated
by
O
mounted on the aft wing spar.
E T
C
H and elevator
The empennage is of conventional fin and
rudder, stabilizer
N
G
E
I
design with aerodynamic and mass balanced control
Surfaces are
L surfaces.
R elevator
of all-metal construction and theE
single-pieceF
assembly carries a
center-mounted trim tab. This F
E tab Foperates
ORto combine anti-servo and trim
functions.
R
RpanelsOonTthe fuselage, wings and empennage are
Various access
O
Fservice orNinspection purposes.
removable for

The all-metal ailerons are mass balanced and operated by a cable system
mounted on the aft wing spar.
The empennage is of conventional fin and rudder, stabilizer and elevator
design with aerodynamic and mass balanced control surfaces. Surfaces are
of all-metal construction and the single-piece elevator assembly carries a
center-mounted trim tab. This tab operates to combine anti-servo and trim
functions.
Various access panels on the fuselage, wings and empennage are
removable for service or inspection purposes.

Electrical bonding is provided to ensure good electrical continuity
between components. Lightning strike protection is provided in accordance
with presently accepted practices. Anti-static wicks are provided on trailing
edges of ailerons, elevator and rudder to discharge static electricity that
might cause avionics interference.

7.5

ENGINE AND PROPELLER

ENGINE

The Malibu is powered by a Teledyne Continental TSIO-520-BE
engine. It is a direct drive, horizontally opposed, overhead valve, fuel
injected, air cooled, turbocharged-aftercooled with variable waste gate,
sloped control system. Maximum rated power is 310 HP 2600 RPM and
38 in. Hg.

REPORT: VB-1300
7-2

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

manifold pressure. Accessories normally installed include one gear-driven
alternator, a propeller governor, two magnetos, an oil filter, an air/oil
separator, a starter and one gear-driven vacuum pump. Optional accessories
include a second belt-driven alternator, a second gear-driven vacuum pump,
and a belt-driven air conditioning compressor.

Turbocharging is accomplished by two Garrett - A.I.D. turbocompressors, one located on each side of the engine. Turbochargers extract
energy from engine cylinder exhaust gases and use this energy to compress
engine induction air. This allows the engine to maintain rated power at
altitude. When engine induction air is compressed by the turbocharger, the
air temperature is increased. The elevated air temperature is reduced by air
aftercoolers located on each side of the engine. This aids in engine cooling
and improves engine power and efficiency.

Each turbocharger extracts exhaust energy from its respective bank of
cylinders to pressurize the induction air. Air flows through the induction
inlet louvers into the induction air box, where it is filtered and divided for
distribution to the left and right turbo compressors. At the compressor, air
pressure and temperature are increased. Pressure increases air density
making a greater mass of air available to the engine cylinders on each intake
stroke. Air then flows through an aftercooler where air temperature is
reduced, further increasing the density of air available to each cylinder.
Downstream the aftercoolers, air flow joins at the ``Y’’ junction of intake
tubes on the top front of the engine, then passes the throttle butterfly valve
and is divided to individual intake pipes flowing to each cylinder. Metered
fuel is injected into the cylinder head, upstream of the intake valve. After the
fuel burns in the cylinder, exhaust gases flow into the exhaust manifold and
then to turbocharger turbines where exhaust energy is extracted to drive the
compressor.

Turbo compressed air is throttled across the throttle butterfly valve as
set by the throttle lever. A sloped control system monitors pressure differential and uses engine oil pressure to automatically position the waste gate
valve. The waste gate bleeds excess exhaust gas from the exhaust manifold
crossover pipe and out the left exhaust stack, bypassing the turbocharger.
Thus the controller automatically maintains manifold pressure.

The engine is well protected against overboost damage from excessive
manifold pressure. The waste gate controller senses manifold pressure and
will continually adjust turbocharger output, maintaining the manifold
pressure set by the throttle. The controller automatically protects the engine

ISSUED: JULY 1, 1986

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REPORT: VB-1300
7-3

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

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TURBO-INDUCTION SYSTEM
Figure 7-1
REPORT: VB-1300
7-4

ISSUED: JULY 1, 1986

TURBO-INDUCTION SYSTEM
Figure 7-1
REPORT: VB-1300
7-4

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

from overboost damage by limiting manifold pressure to 38 in. Hg. In the event
of a controller malfunction, there is a pressure relief valve on the induction
manifold which will relieve manifold pressure at 42 in. Hg.

Manifold pressure limits can be exceeded with full throttle operation
during certain off standard ambient conditions and low engine oil temperature. During such conditions limit manifold pressure to 38 in. Hg maximum.

When descending from altitude, care should be exercised to maintain
engine power and temperatures (oil, CHT). Turbocharger compressors
supply air for cabin pressurization and power reduction below that recommended could cause a decrease in cabin pressure. Sudden cooling or gradual
extreme cooling of engine cylinders will accelerate engine wear. Follow
normal descent procedures described in Section 4.

The fuel injection system has four basic components and one continually
moving part in the fuel pump. The primary functions of the engine driven
pump include supplying fuel under pressure to the injection system and
performing certain metering functions. The metering unit controls the
proportioning of fuel to air. The manifold valve divides metered fuel flow
equally between the six nozzles in the system. The nozzles continuously
spray and atomize metered fuel into the intake valve port of the engine
cylinder head.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F ORdriven pump at a greater rate than
E
Fuel is supplied
to the engine
R F to the wing tank selected.
required. The excess is returned
R
T
O
To assist
engineO
starting, an injection primer button can be found to the
F Nbutton, just left of the pilot’s control column. The primer
right of the starter

Fuel is supplied to the engine driven pump at a greater rate than
required. The excess is returned to the wing tank selected.

system diverts a large percentage of fuel intended for injection nozzles into
the intake manifold pipes through a single primer nozzle, just aft and downstream of the throttle valve.

To assist engine starting, an injection primer button can be found to the
right of the starter button, just left of the pilot’s control column. The primer
system diverts a large percentage of fuel intended for injection nozzles into
the intake manifold pipes through a single primer nozzle, just aft and downstream of the throttle valve.

Engine oil sump capacity is 8 quarts. Maximum endurance flights
should begin with 8 quarts of oil. Oil is drawn from the sump through a
suction tube to the intake side of the engine driven oil pump. Outlet oil is
directed to a full-flow, replaceable-element oil filter. A bypass valve
incorporated in the filter opens in the event it becomes clogged. The oil
pump has an oil pressure relief valve in the housing. A second gear-driven
pump, located below the starter, scavenges oil from the turbochargers.
Engine oil is cooled by ram air passing through the oil cooler on the left rear
of the engine. Oil is distributed throughout the engine, providing lubrication,
cooling, and oil to the propeller governor and turbocharger waste gate. Oil

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-5

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

temperature and pressure information is available from the combination
gauge on the lower right of the pilot’s instrument panel. Engine crankcase
gases are discharged to an air/oil separator behind the oil cooler and then
vented out the left exhaust stack.

PROPELLER

The propeller is a Hartzell, all metal, two blade, constant speed unit with
an 80-inch diameter. Constant propeller rotational speed (RPM) is maintained by a balance of air load and engine rotational forces. The Hartzell
propeller governor, mounted on the left front of the engine, pressurizes and
regulates the flow of engine oil to a piston in the propeller dome. The piston
is linked by a sliding rod and fork arrangement to propeller blades. Governor
oil pressure against the piston works to increase propeller blade pitch, thus
decreasing propeller and engine RPM. Centrifugal twisting moments on the
propeller blades work to decrease propeller blade pitch and increase RPM.
Simple control of the interaction of these and other forces to maintain a
constant RPM is provided by the propeller control lever in the cockpit.

Y
L
N
O
E T
C
H governor,
The propeller control lever, linked by N
cable to the propeller
G
E
I
determines a wide range of in-flight RPM. Governor
is more limited
R FL range
during ground operation. Pushing
the lever forward
selects increased or
E
R
higher RPM. Pulling the lever F
decreased or lower RPM. When in
E aft selects
O
flight the RPM should R
not fluctuate
significantly
from that set, regardless
F
of throttle setting. R
T
FOmayNbeO
The propeller
operated within the full range of RPM indicated
by the tachometer, up to the red radial line. In cruise, always use the power

The propeller control lever, linked by cable to the propeller governor,
determines a wide range of in-flight RPM. Governor range is more limited
during ground operation. Pushing the lever forward selects increased or
higher RPM. Pulling the lever aft selects decreased or lower RPM. When in
flight the RPM should not fluctuate significantly from that set, regardless
of throttle setting.

setting charts provided. Avoid exceeding maximum RPM and excessive
engine stress by moving propeller and throttle levers in smooth deliberate
motions. On cold days during run-up, exercise the propeller several times to
flow warm oil into the propeller hub. This assures propeller governing for
takeoff.

The propeller may be operated within the full range of RPM indicated
by the tachometer, up to the red radial line. In cruise, always use the power
setting charts provided. Avoid exceeding maximum RPM and excessive
engine stress by moving propeller and throttle levers in smooth deliberate
motions. On cold days during run-up, exercise the propeller several times to
flow warm oil into the propeller hub. This assures propeller governing for
takeoff.

7.6

AIR INDUCTION SYSTEM

CAUTION

Alternate air is unfiltered. Use of alternate air
during ground or flight operations when dust or
other contaminants are present may result in
engine damage from particle injestion.

REPORT: VB-1300
7-6

ISSUED: JULY 1, 1986
REVISED: AUGUST 20, 1993

REPORT: VB-1300
7-6

ISSUED: JULY 1, 1986
REVISED: AUGUST 20, 1993

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

Y
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N IGH
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R FL
E
F OR
E
R F
R
T
O
O
F N

CONTROL PEDESTAL
Figure 7-3
ISSUED: JULY 1, 1986

CONTROL PEDESTAL
Figure 7-3
REPORT: VB-1300
7-7

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-7

SECTION 7
DESCR/OPERATION
7.6

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

AIR INDUCTION SYSTEM (Continued)

The engine air induction system receives ram air through forward facing
ram air louvers located on the lower cowl below the propeller. Air enters
these louvers and flows through a removable air filter mounted adjacent to
the louvers. The filter removes dust and other foreign matter from the
induction air. However, in the event the ram air louvers or the filter should
become obstructed by ice or other causes, the pilot must manually select
alternate air to provide air to the engine. This alternate air control is located
on the center console just below engine control quadrant. When the
induction air lever is up, or on primary air, the engine is operating on filtered
air drawn through the forward facing ram air louvers. When the lever is
down, or on alternate air, the engine is operating on unfiltered air, drawn
through the aft facing louvers immediately aft of the ram air louvers. Since
the alternate air bypasses the air filter, alternate air should never be used
during ground operations, except for checking its operation.

Y
L
N pressure
Application of alternate air will result in a loss of manifold
when operating with a combination of high altitude and O
low RPM where the
E pressure
turbocharger wastegate is closed. Loss of manifold
T of up to 8
C
inches Hg can result at maximum continious
power, withH
a possible greater
N
E SomeLofIG
reduction resulting at cruise power settings.
this manifold pressure
R
loss may be recovered with throttleE
and / or RPM
adjustment.
F
F
R
E FO
R
7.7 ENGINE CONTROLS
R OT
O
The engine
is
F controlled
N by throttle, propeller and mixture control
levers, located on the control quadrant on the lower central instrument

SECTION 7
DESCR/OPERATION
7.6

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

AIR INDUCTION SYSTEM (Continued)

7.7

ENGINE CONTROLS

panel. The controls utilize teflon-lined control cables to reduce friction and
binding.

The engine is controlled by throttle, propeller and mixture control
levers, located on the control quadrant on the lower central instrument
panel. The controls utilize teflon-lined control cables to reduce friction and
binding.

The throttle lever is used to control engine power by moving the butterfly valve in the fuel-air control unit, thus adjusting manifold pressure. The
throttle lever incorporates a gear-up warning horn switch, which is activated
during the last portion of travel of the throttle lever to the low power
position. If the landing gear is not locked down, the horn will sound until the
gear is down and locked, or until the power setting is increased. This is a
safety feature to warn the pilot of an inadvertent gear-up landing. All
throttle operations should be made with a smooth, deliberate movement to
prevent unnecessary engine wear or damage and to allow time for the
turbocharger speed to stabilize.

REPORT: VB-1300
7-8

ISSUED: JULY 1, 1986
REVISED: AUGUST 20, 1993

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

The propeller control lever is used to adjust engine speed (RPM) at the
propeller governor. Propeller speed controls power availability, which is
increased by increasing RPM when the lever is moved forward. The lever is
moved aft to reduce RPM. Propeller operations should be smooth and
deliberate to avoid unnecessary wear.

The mixture control lever is used to adjust the fuel-to-air ratio at the
fuel-air control unit. Full forward is rich mixture. Normal engine shutdown
is accomplished by placing the mixture in the idle cutoff position.

The friction adjustment lever, located on the far left of the control
quadrant, may be adjusted to increase or decrease the friction holding the
throttle, propeller and mixture controls.

Y
L
Nthe power to retract
The hydraulic system (refer to Figure 7-5) provides
O
and extend the landing gear.
E T
C
The electric motor driven hydraulic
pump
is located aft of the
H
N Iassembly
G
rear baggage compartment andE
is accessible
through the baggage
L assembly has an integral
R TheFpump
compartment aft closeout panel.
E
reservoir with filler plug,
gauge
and vent. The pump assembly
F sightObypass
R relief
incorporates pressureEswitches,
valves, and thermal relief
R
F
valves in both the UP and DOWN
sides. A shuttle valve is also incorporated
R volumes
T of hydraulic fluid displaced during UP and
to allow O
for unequalO
Fgear actuation.
DOWN
N Normal system operating pressure is controlled by
the pressure switches. Maximum system operating pressure is limited by the
7.9

HYDRAULIC SYSTEM

7.9

HYDRAULIC SYSTEM

The hydraulic system (refer to Figure 7-5) provides the power to retract
and extend the landing gear.

bypass relief valves, and maximum system holding or trapped pressure is
limited by the thermal relief valves.

The electric motor driven hydraulic pump assembly is located aft of the
rear baggage compartment and is accessible through the baggage
compartment aft closeout panel. The pump assembly has an integral
reservoir with filler plug, sight gauge and vent. The pump assembly
incorporates pressure switches, bypass relief valves, and thermal relief
valves in both the UP and DOWN sides. A shuttle valve is also incorporated
to allow for unequal volumes of hydraulic fluid displaced during UP and
DOWN gear actuation. Normal system operating pressure is controlled by
the pressure switches. Maximum system operating pressure is limited by the
bypass relief valves, and maximum system holding or trapped pressure is
limited by the thermal relief valves.

The motor which drives the hydraulic pump is reversible and runs in one
direction to supply gear UP pressure and in the opposite direction to supply
gear DOWN pressure. The direction in which the pump runs is controlled
electrically by the position of the gear selector switch on the instrument
panel.

Other major components of the hydraulic system are the three gear
actuators and the emergency gear extension valve. Operation of these
components is covered in the landing gear section.

ISSUED: JULY 1, 1986
REVISED: AUGUST 20, 1993

REPORT: VB-1300
7-9

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

HYDRAULIC SYSTEM
Figure 7-5
REPORT: VB-1300
7-10

HYDRAULIC SYSTEM
Figure 7-5
ISSUED: JULY 1, 1986

REPORT: VB-1300
7-10

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

7.11 LANDING GEAR

The aircraft is equipped with hydraulically operated, fully retractable,
tricycle landing gear.

Locking-type actuators are used for main and nose gears. The actuator
assembly provides mechanical gear-down locking at the fully extended
position and is hydraulically unlocked. The actuator also acts as the gear
brace in the extended position.

The main gear retracts inboard into the wing root area. A mechanically
linked door covers the strut assembly.

Hydraulic pressure for gear operation is furnished by an electrically
driven hydraulic pump (refer to Figures 7-5 and 7-9). Gear operation is
initiated by a two position selector with a wheel shaped knob located to the
left of the engine control quadrant (Figure 7-7). Three green lights, which are
individually activated as each gear mechanically locks into the DOWN
position are located above the landing gear selector. The landing gear
selector knob must be pulled outward to release it from a detent in the
DOWN position prior to moving it to the UP position. In addition, there is a
“squat” switch on the left main gear which prevents operation of the gear UP
electrical circuit when the aircraft weight is on the gear. If the landing gear
selector is placed in the UP position with the aircraft weight on the gear, the
gear warning horn will sound, and the red GEAR WARNING annunciator
will illuminate.

valve in the pump assembly closes to trap fluid pressure in the UP side of the
system. Emergency gear extension is accomplished by a manually actuated
valve which relieves the pressure in the UP side and bypasses fluid to the
DOWN side of the system. The additional fluid required for DOWN
operation comes directly from the reservoir.

The landing gear is held in the UP position by hydraulic pressure which
is trapped in the system UP lines by a check valve in the pump assembly.
When normal pump operation is stopped by the pressure switch, a check
valve in the pump assembly closes to trap fluid pressure in the UP side of the
system. Emergency gear extension is accomplished by a manually actuated
valve which relieves the pressure in the UP side and bypasses fluid to the
DOWN side of the system. The additional fluid required for DOWN
operation comes directly from the reservoir.

The landing gear is held in the DOWN position by spring loaded
mechanical locking mechanisms built into each of the three actuating
cylinders. The individual gear safe light switches are also mechanically
operated when each mechanism is in the LOCKED position. With the
hydraulic pump and system operating normally, hydraulic pressure is also
trapped in the DOWN side of the system. This DOWN pressure is not
required to mechanically lock the cylinders and is not available if the
hydraulic pump is inoperative.

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
The landing
gearO
is held in the UP position by hydraulic pressure which
O
F in the N
is trapped
system UP lines by a check valve in the pump assembly.
When normal pump operation is stopped by the pressure switch, a check

REPORT: VB-1300
7-11

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

The EMERGENCY GEAR extension system allows the landing gear to
free fall, with spring assist on the nose gear, into the extended position where
the mechanical locks engage. Approximately 25 pounds of force is required
to pull the EMERGENCY GEAR extension control. If a gear system
malfunction has been indicated and the EMERGENCY GEAR extension
system used, it is recommended that the EMERGENCY GEAR extension
control and the HYD PUMP circuit breaker be left in the pulled position
until the aircraft is safely on jacks. See the Service Manual for proper
landing gear system check-out procedures. If the aircraft is being used for
training purposes or a pilot check-out flight the EMERGENCY GEAR
extension control and HYD PUMP circuit breaker must be reset in order for
hydraulic pressure to be generated in the UP side of the system and the gear
retracted.

LANDING GEAR SELECTOR
Figure 7-7

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
7-12

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-12

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

Y
L
N
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E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

LANDING GEAR ELECTRICAL DIAGRAM
Figure 7-9
ISSUED: JULY 1, 1986

REPORT: VB-1300
7-13

LANDING GEAR ELECTRICAL DIAGRAM
Figure 7-9
ISSUED: JULY 1, 1986

REPORT: VB-1300
7-13

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
The brake system is designed to meet all normal brakingLneeds. Two
single-disc, double puck brake assemblies, one on eachN
main gear, are
O
actuated by toe brake pedals mounted on both the pilot’s
and copilot’s
E
rudder pedals. A brake system reservoir, independent
ofT
the hydraulic
C Hin the forward
system reservoir, is located behind the aft
access panel
N
G at the level
baggage compartment. Brake fluid should
be maintained
E
I
L
R
marked on the reservoir. For further information
E R F see ``Brake Service’’ in
Section 8 of this handbook. F
E FOjust below the left control column.
The parking brake R
knob is located
To set the parkingR
brake, firstTdepress and hold the toe brake pedals and
then pull the parking
brakeO
knob. To release the parking brake, first depress
O
and hold theF
toe brake N
pedals and then push in on the parking brake knob.
7.13 BRAKE SYSTEM

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

The annunciator panel contains two lights pertaining to landing gear
operation. A red GEAR WARNING annunciator is activated whenever all
three gears are not fully down and locked, or not fully up with the gear doors
closed. This annunciator comes on during normal gear operation to indicate
that the gear is in transit. If it does not go out within approximately 10
seconds during normal gear operation or illuminates steadily during flight
with the landing gear selector in the UP position, a system malfunction is
indicated. There is also an amber HYD PUMP annunciator which indicates
that the hydraulic pump motor is being supplied with electrical power. The
annunciator is illuminated during normal landing gear operation for
approximately the same duration as the GEAR WARNING annunciator. If
the light remains on or begins cycling intermittently after gear operation, a
system malfunction is indicated.
7.13 BRAKE SYSTEM
The brake system is designed to meet all normal braking needs. Two
single-disc, double puck brake assemblies, one on each main gear, are
actuated by toe brake pedals mounted on both the pilot’s and copilot’s
rudder pedals. A brake system reservoir, independent of the hydraulic
system reservoir, is located behind the aft access panel in the forward
baggage compartment. Brake fluid should be maintained at the level
marked on the reservoir. For further information see ``Brake Service’’ in
Section 8 of this handbook.
The parking brake knob is located just below the left control column.
To set the parking brake, first depress and hold the toe brake pedals and
then pull the parking brake knob. To release the parking brake, first depress
and hold the toe brake pedals and then push in on the parking brake knob.

WARNING

No braking will occur if aircraft brakes are
applied while parking brake handle is pulled
and held.

7.15 FLIGHT CONTROL SYSTEM

The primary flight controls are conventional and are operated by dual
control wheels and rudder pedals. The control wheel operates the ailerons
and elevator. The rudder pedals actuate the rudder and nose wheel steering.
The toe brakes, which are an integral part of the pedals, operate the wheel
brakes. The ailerons and rudder are interconnected through a spring system,
which is activated only when controls are out of harmony. In normal
coordinated flight the system is inactive. All flight control systems are
operated by closed circuit cable systems.

REPORT: VB-1300
7-14

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

Secondary control is by elevator and rudder trim. The controls are
located on the pedestal (Figure 7-3). Aileron trim is provided by a fixed,
ground-adjustable tab. The elevator trim control wheel is located on the
right side of the pedestal. The wheel is rotated forward for nose-down trim
and aft for nose-up trim. The rudder trim wheel is located on the aft face of
the pedestal. The wheel is rotated to the right (counterclockwise) for nose
right and left (clockwise) for nose left. Trim indications for the individual
systems are located on the pedestal.

The wing flaps are electrically controlled by a selector lever mounted on
the instrument panel immediately to the right of the control pedestal. The
flap position indicator is located to the left of the selector lever. The flaps
may be set to four positions; up (0°), 10°, 20°, and full down (36°). Each
position is detented on the flap selector panel. The flaps will automatically
move to the selected position, and the indicator will display the actual flap
position. The flaps may be extended to 10° at airspeeds below 170 KIAS, 20°
below 135 KIAS, and 36° flap extension is limited to airspeeds below 120
KIAS. A FLAPS annunciator light is provided as part of the annunciator
panel located in the upper portion of the pilots instrument panel. If the
annunciator light illuminates, it is indicative of a system malfunction in
which case the flap protection circuit automatically removes power from the
electric flap motor. Resetting of the FLAP WARN/RESET circuit breaker
will restore normal operating power to the flap motor. If, after resetting, and
operation of the flaps, the annunciator illuminates again then a system
malfunction is indicated and the flap motor circuit breaker should be pulled.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N
7.17 FUEL SYSTEM

7.17 FUEL SYSTEM

Fuel is stored in two main integral wing tanks (see Figure 7-11), located
outboard of the mid-wing splice. Fuel quantity held by each wing tank is 60
usable gallons with one gallon of unusable fuel, for a total of 122 gallons. The
minimum fuel grade is 100 or 100LL aviation grade. Each tank gravity feeds
fuel through finger screens into three lines leading to collector/sump tanks
located at the root of each wing, just aft of the main spar. During preflight
the collector/sump tank and one of the three lines can be inspected

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
7-15

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

in each main wheel well. Collector/sump tanks vent back to the main tanks
by a fourth line located forward of the main spar. The main tanks vent to the
atmosphere by non-icing vents installed in the most outboard forward
access panels of each wing tank. Reverse fuel flow from collector tanks to
main tanks is prevented by 2 flapper check valves installed in each collector
tank. Collector tank sumps are the lowest points in the fuel system, and each
has a drain valve for draining collector and main tanks.

WARNING

Avoid prolonged uncoordinated flight to prevent
uncovering of fuel tank outlets and subsequent
fuel starvation.

Each tank separately vents air in and fumes out to equalize pressure
with ambient conditions. This is accomplished through combination valves
in non-icing fuel tank vents located at the most outboard, forward tank
access panels.

Y
L
N
O
E T
C
N IGH
NOTEE
Rtank fillerFcap,L a rush of
E
When opening the fuel
F be heard
Rand felt. This is
air will normally
E
O
R
caused by the large F
volume of vapor space in
R
T
the wing
tank, which
is under a slight pressure
O NOThis pressure
is the minimum
Fdifferential.
required to open the combination valve in the
vent and does not represent a hazard.

NOTE
When opening the fuel tank filler cap, a rush of
air will normally be heard and felt. This is
caused by the large volume of vapor space in
the wing tank, which is under a slight pressure
differential. This pressure is the minimum
required to open the combination valve in the
vent and does not represent a hazard.

CAUTIONS

Do not insert objects into the wing vent as
damage to the combination valve could result
in fuel leakage.

A plugged vent could result in fuel starvation.
If a restricted vent is suspected, select the
opposite tank immediately. Monitor the
suspect wing and land as soon as possible.

REPORT: VB-1300
7-16

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-16

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

Fuel quantity is indicated by gauges located above the fuel selector
handle. Each tank has two sensor sending units. Gauges are electrical and
will operate when the battery switch is ON. Fuel tanks can be visually
confirmed full if fuel level is up to the filler neck.

NOTE

Removal of the fuel filler cap from a wing tank
that is sitting low or from an overfilled tank
caused by thermal expansion could result in
fuel spillage.

Quantity gauges should be monitored at regular intervals during flight.
Fuel tank selection should be alternated accordingly to maintain wing
balance.

NOTE

Y
L
Aircraft should be refueled in a wings
level
N
O
condition. At times, this will require
alternate
Euntil theTfull
filling of left and right tanks
C
condition is reached.
H
N
G
E
I
Each collector/sump tank has a submerged,
centrifugal fuel
L aelectric,
RavailableFthrough
pump having 2 speed selections
switch on the instrument
E
F forOvapor
panel. LOW speed is intended
suppression at altitude and may be
R both
E
used during normal
engine
operation
on the ground and in flight.
R
F
Unstable engine
operation
or
fluctuating
fuel
flow indications are signs of
R
T
vapor in the
fuel
lines.
FO NOspeed selection on the instrument panel should be
The HIGH pump

Aircraft should be refueled in a wings level
condition. At times, this will require alternate
filling of left and right tanks until the full
condition is reached.
Each collector/sump tank has a submerged, electric, centrifugal fuel
pump having 2 speed selections available through a switch on the instrument
panel. LOW speed is intended for vapor suppression at altitude and may be
used during normal engine operation both on the ground and in flight.
Unstable engine operation or fluctuating fuel flow indications are signs of
vapor in the fuel lines.

used only in the event of engine failure if an engine-driven pump failure is
suspected. Adequate pressure and fuel flow will be supplied for up to
approximately 75% power.

The HIGH pump speed selection on the instrument panel should be
used only in the event of engine failure if an engine-driven pump failure is
suspected. Adequate pressure and fuel flow will be supplied for up to
approximately 75% power.

NOTE

Excessive fuel pressure and very rich fuel/air
mixtures will occur if the HIGH position is
energized when the injection system is
functioning normally.

The fuel pump will run at high speed automatically when the engine
primer is being used. Selection of left or right auxiliary fuel pump is
determined at the fuel selector by moving the selector handle to the left or
right tank. Neither pump will operate if OFF or a position between detents is
selected on the fuel selector.

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-17

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

FUEL SYSTEM SCHEMATIC
Figure 7-11
REPORT: VB-1300
7-18

ISSUED: JULY 1, 1986

FUEL SYSTEM SCHEMATIC
Figure 7-11
REPORT: VB-1300
7-18

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

Fuel leaving the left or right collector/sump tank flows to a selector
valve which is located on the right fuselage side behind the co-pilot’s seat in a
non-pressurized compartment. All fuel lines passing through the pressurized
cabin are metal tubes surrounded by plastic cushion and encased by a second
metal tube. This second tube is sealed from the cabin environment to
preclude fuel from entering the cabin area or pressurized cabin air from
entering fuel lines in the event of a leak.

The selector valve is cable controlled by a thumbsized handle just below
the fuel quantity gauges. The detented selections are OFF, LEFT, RIGHT.
LEFT or RIGHT positions direct fuel flow to the engine from the tank
selected and route engine vapor return back to the same tank. To select OFF
the fuel selector must be moved to the left tank position, moved down against
spring pressure, then moved to the far left, or OFF position.

Fuel flows from the fuel selector forward to the fuel filter located below
the baggage floor on the right side. The filter drain is a nylon tube located on
the right side of the aircraft, forward of the wing. To drain fuel simply push
in the nylon tube. If contaminants clog the filter, an internal relief valve will
allow fuel to bypass the filter. This will allow unfiltered fuel to reach the
engine and could contaminate the fuel distribution system in the engine.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F ONOTE
R
E
R
Regular servicing
the filter and examination
Ffor ofcontamination
R
T
of fuel samples
is required.
O
O
F
N the filter, forward through the fire wall and into the
Fuel flows from

NOTE
Regular servicing of the filter and examination
of fuel samples for contamination is required.

engine compartment, where lines and fittings up to the engine-driven pump
are protected by shielding. One shield protecting lines and fittings attached
to the fire wall has a tube drain on the right side of the cowl between the
exhaust fairing and the nose gear door.

Fuel flows from the filter, forward through the fire wall and into the
engine compartment, where lines and fittings up to the engine-driven pump
are protected by shielding. One shield protecting lines and fittings attached
to the fire wall has a tube drain on the right side of the cowl between the
exhaust fairing and the nose gear door.

WARNING

Do not start the engine with fuel leaking from
the shielding tube drain. Fuel here indicates a
possible leak in main fuel or vapor return lines
in the engine compartment.

In the engine-driven fuel pump, vapor in the fuel is separated for return
to the selected tank. Vapor lines generally run parallel with fuel lines. A
vapor return check valve is located below the baggage compartment near the

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-19

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

fuel filter. This valve prevents reverse flow of vapor back to the engine.
Vapor is returned to the selected collector/sump tank where it flows by
buoyancy through the vent line to the selected main tank.

When established in the cruise configuration, the mixture should be
leaned. See Section 4 for proper leaning procedure. This aircraft flies most
efficiently with a balanced fuel load in the wing, requiring minimal aileron
force to keep the wing level. As the flight progresses, the pilot should
endeavor to maintain a schedule, monitoring fuel gauges and switching fuel
tanks as required. Fuel cannot be used from both tanks simultaneously.

The pilot should monitor the fuel flow as this gauge may provide the first
indication of fuel vaporization. Activation of the auxiliary fuel pump on the
LOW setting will eliminate vapor formation that is associated with high
altitude.

Y
L
Neach side. Fuel
Unusable fuel quantity for this aircraft is one gallon
O
quantity gauges are calibrated to indicate usable fuel. E
C HT
7.19 ELECTRICAL SYSTEM
N
E(refer toLFigure
IG7-13) is 28 V.D.C.,
The standard electrical power system
R
F amp/hr. lead acid battery
Ewith R
negative ground, single main bus,
a 15.5
F
located in the lower left area
compartment beneath
Eof theFisforward
Oventedbaggage
the floor. The manifold R
type battery
with an acid recovery system
R electrical
T system uses a single 60 amp self-exciting
provided. The standard
O
O
alternator with
F solid state
N alternator control unit (A.C.U.). The maximum
continuous output of a single alternator system is 60 amps.

Unusable fuel quantity for this aircraft is one gallon each side. Fuel
quantity gauges are calibrated to indicate usable fuel.
7.19 ELECTRICAL SYSTEM
The standard electrical power system (refer to Figure 7-13) is 28 V.D.C.,
negative ground, single main bus, with a 15.5 amp/hr. lead acid battery
located in the lower left area of the forward baggage compartment beneath
the floor. The manifold type battery is vented with an acid recovery system
provided. The standard electrical system uses a single 60 amp self-exciting
alternator with solid state alternator control unit (A.C.U.). The maximum
continuous output of a single alternator system is 60 amps.

The optional dual system (refer to Figure 7-15) is also 28 V.D.C.,
negative ground, and is available for use either as a dual or a single alternator
system with complete backup. This optional dual alternator system becomes
mandatory on those aircraft equipped for flight into known icing conditions
or air conditioning.

NOTE

The second alternator of the dual system is a
non-self-exciting alternator which requires
battery voltage for proper operation and stabilization. Total dual alternator system capacity
is 120 amps.

REPORT: VB-1300
7-20

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-20

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

Y
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N
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E T
C
N IGH
E
R FL
E
F OR
E
R F
R
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O
O
F N

ELECTRICAL DISTRIBUTION SYSTEM (TYPICAL)
SINGLE ALTERNATOR - STANDARD SYSTEM
Figure 7-13

ISSUED: JULY 1, 1986
REVISED: MARCH 18, 1991

REPORT: VB-1300
7-21

ELECTRICAL DISTRIBUTION SYSTEM (TYPICAL)
SINGLE ALTERNATOR - STANDARD SYSTEM
Figure 7-13

ISSUED: JULY 1, 1986
REVISED: MARCH 18, 1991

REPORT: VB-1300
7-21

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
L BLANK
R FLEFT
E
THIS PAGE INTENTIONALLY
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
7-22

ISSUED: JULY 1, 1986

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1300
7-22

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

Y
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N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
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O
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F N

ELECTRICAL POWER DISTRIBUTION SYSTEM (TYPICAL)
DUAL ALTERNATOR - OPTIONAL
Figure 7-15

ISSUED: JULY 1, 1986
REVISED: MARCH 18, 1991

REPORT: VB-1300
7-23

ELECTRICAL POWER DISTRIBUTION SYSTEM (TYPICAL)
DUAL ALTERNATOR - OPTIONAL
Figure 7-15

ISSUED: JULY 1, 1986
REVISED: MARCH 18, 1991

REPORT: VB-1300
7-23

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
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N
O
E T
C
ELECTRICAL SWITCH
PANEL
N IGH
E
Figure 7-17
FL bus is provided. This
ER anRemergency
In both the single and dualF
systems,
E acting
bus is controlled by a double
bus solenoid and by an
Oemergency
F
emergency bus switch.R
A combination
volt/ammeter is provided in both
RsystemOvoltage
T and/or alternator output current. The
systems, presenting
O
standard electrical
F powerNsystem is powered by a 28 V.D.C. negative ground,
Teledyne Critten - 60 amp alternator. The optional electrical power system

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

ELECTRICAL SWITCH PANEL
Figure 7-17

adds a Ford 60 amp alternator providing alternator paralleling.

In both the single and dual systems, an emergency bus is provided. This
bus is controlled by a double acting emergency bus solenoid and by an
emergency bus switch. A combination volt/ammeter is provided in both
systems, presenting system voltage and/or alternator output current. The
standard electrical power system is powered by a 28 V.D.C. negative ground,
Teledyne Critten - 60 amp alternator. The optional electrical power system
adds a Ford 60 amp alternator providing alternator paralleling.

The standard single alternator feeds its positive output to the single main
power distribution bus via the shunt resistor and the 80 amp main bus
current limiter. The shunt resistor taps feed the ammeter, therefore ammeter
indications represent total system current flow.

The optional electrical power system feeds its positive output to the main
power distribution bus via separate shunt resistors and 80 amp main bus
current limiters. These shunt resistors feed a single volt/amp meter through a
switching circuit, therefore meter readings represent the output from each
alternator.

REPORT: VB-1300
7-24

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

Y
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N
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N IGH
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R FL
E
F OR
E
R F
R
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O
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F N

TYPICAL C/B PANEL
Figure 7-19

TYPICAL C/B PANEL
Figure 7-19
ISSUED: JULY 1, 1986

REPORT: VB-1300
7-25

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-25

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Voltage regulation is provided by a solid state alternator control unit
(A.C.U.). The A.C.U. monitors, and automatically regulates, alternator
field current. Should an overvoltage condition occur, the A.C.U. shuts off
field winding voltage; thus, an overvoltage relay is not required. The
alternator output can be manually shut off by the alternator ON-OFF
switch, which also interrupts field winding voltage.

The optional system also feeds the main bus. Each alternator system has
its own A.C.U. and alternator ON-OFF switch. The Ford alternator No. 2 is
a paralleling alternator. In the dual alternator system, the volt/ammeter is
switchable between either alternator.

A separate avionics bus is provided in both system configurations. This
avionics bus is powered through a main bus tie or through an optional
avionics master switch.

Y
L
N
7.21 INSTRUMENT PANEL
O
The instrument panel is designed to accommodate
customary
ErequiredtheTpower
C
advanced flight instruments and the normally
plant
H
N operated
G
instruments. The artificial horizon is vacuum
and located in the
E
I
L is located on the left
RvacuumFgauge
center of the left instrument panel. The
E
side of the pilot’s instrumentF
panel. TheR
directional gyro, located in the
E
center of the left instrument
panel and
the turn and bank indicator, on the
O
R
left side, are electrically operated. F
R
T
O
O
The heat,
F defrost,Npressurization controls, and pressurization triple
indicator are located on the pilot’s left instrument panel. The instrument for

7.21 INSTRUMENT PANEL
The instrument panel is designed to accommodate the customary
advanced flight instruments and the normally required power plant
instruments. The artificial horizon is vacuum operated and located in the
center of the left instrument panel. The vacuum gauge is located on the left
side of the pilot’s instrument panel. The directional gyro, located in the
center of the left instrument panel and the turn and bank indicator, on the
left side, are electrically operated.

monitoring the pressurization system is a three-in-one gauge, providing
information on cabin rate of climb, cabin altitude, and cabin differential
pressure.

The heat, defrost, pressurization controls, and pressurization triple
indicator are located on the pilot’s left instrument panel. The instrument for
monitoring the pressurization system is a three-in-one gauge, providing
information on cabin rate of climb, cabin altitude, and cabin differential
pressure.

The radios are located in the center section of the panel, and the circuit
breakers are on the left side panel. An optional radio master switch is
located on the top of the center instrument panel. It controls the power to all
radios through the radio master contactor. An emergency bus switch, also
provides auxiliary power to the Comm #1, speaker amplifier, Nav #2,
landing gear warning, turn and bank, panel lights, stall warning and landing
light. The emergency bus switch is located on the pilot’s bottom left switch
panel.

REPORT: VB-1300
7-26

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

An annunciator panel consisting of a group of warning lights is located
across the upper left instrument panel. Monitored functions include: GEAR
WARNING, DOOR AJAR, OIL PRESSURE, VACUUM LOW, FUEL PUMP
HIGH, SURFACE DEICE, CABIN ALTITUDE, STARTER ENGAGE,
ALTERNATOR, FLAPS, OXYGEN, and HYD PUMP.

A ground clearance energy saver system is available to provide direct
power to Comm #1 and speaker amplifier without turning on the battery
switch. The ground clearance switch is located on the top center instrument
panel. When the switch is engaged, direct aircraft battery power is applied to
Comm #1 and audio amplifier (speaker). The switch must be turned OFF or
depletion of the battery could result.

The manifold pressure line has a drain valve located on the left side of
the center console, below and forward of the instrument panel, normally
above the pilot’s right knee. This allows any moisture which may have
collected from condensation to be pulled into the engine. This is
accomplished by depressing the valve for 5 seconds while operating the
engine at 1000 RPM.

N
O
E T
C
N IGH
E
R NOTEFL
E
F O valve when manifold
Do notEdepress theR
R exceedsF25 inches Hg.
pressure
R
T on the right side of the pilot’s panel are engine
The O
column of gauges
O
F N From top to bottom they are turbine inlet temperature
related instruments.

(T.I.T.), combination manifold pressure/fuel flow, tachometer (RPM), and
combination oil pressure, oil temperature, cylinder head temperature
(C.H.T.). The normal operating range for ground and flight operation is
indicated on the instruments by a green arc. Yellow arcs indicate either a
takeoff or precautionary range. Red radial lines identify the established
maximum or minimum limits. When an instrument needle point touches the
edge of the red radial nearest the yellow or green arc, the limit is met.

The column of gauges on the right side of the pilot’s panel are engine
related instruments. From top to bottom they are turbine inlet temperature
(T.I.T.), combination manifold pressure/fuel flow, tachometer (RPM), and
combination oil pressure, oil temperature, cylinder head temperature
(C.H.T.). The normal operating range for ground and flight operation is
indicated on the instruments by a green arc. Yellow arcs indicate either a
takeoff or precautionary range. Red radial lines identify the established
maximum or minimum limits. When an instrument needle point touches the
edge of the red radial nearest the yellow or green arc, the limit is met.

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-27

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

INSTRUMENT PANEL
Figure 7-21
REPORT: VB-1300
7-28

INSTRUMENT PANEL
Figure 7-21
ISSUED: JULY 1, 1986

REPORT: VB-1300
7-28

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
1.
2.
3.
4.
5.
6.
7.

8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.

SECTION 7
DESCR/OPERATION

CABIN PRESSURE CONTROL
DIMMER CONTROL
CABIN TEMP. CONTROL
DEFROST CONTROL
CABIN RATE CHANGE
CABIN PRESSURE CONTROLLER
TRIPLE INDICATOR
(a) CABIN RATE OF CLIMB
(b) CABIN ALTITUDE
(c) DIFFERENTIAL PRESSURE
GYRO SUCTION
CLOCK
VOR INDICATOR
ADF/RMI
TURN AND BANK
PILOT’S AIRSPEED
ATTITUDE INDICATOR
HSI
ANNUNCIATOR PANEL
ALTIMETER
VERTICAL SPEED INDICATOR
RADAR ALTIMETER
FUEL GAUGE
T.I.T. GAUGE
MANIFOLD PRESSURE/FUEL FLOW
RPM
OIL PRESSURE/OIL TEMP./CYLINDER HEAD TEMP.
COMPASS
AVIONICS SWITCHES
AVIONICS INSTALLATION
RADAR
COPILOT’S INSTRUMENTS
HOBBS METER
DEICE PANEL
FLAP SELECTOR
FLAP INDICATOR
VOLT/AMMETER
GEAR HANDLE
GEAR INDICATOR LIGHTS
EMERGENCY GEAR EXTENSION
FUEL SELECTOR
PARKING BRAKE
ELECTRICAL SWITCH PANEL
PHONE/MIKE JACK

Y
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N IGH
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E
F OR
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R F
R
T
O
O
F N

INSTRUMENT PANEL (cont)
Figure 7-21 (cont)
ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
1.
2.
3.
4.
5.
6.
7.

8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.

SECTION 7
DESCR/OPERATION

INSTRUMENT PANEL (cont)
Figure 7-21 (cont)
REPORT: VB-1300
7-29

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
7-29

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

7.23 PITOT STATIC SYSTEM

Pitot pressure for the airspeed indicator is sensed by a heated pitot head
installed on the bottom of the left wing and is carried through lines within
the wing and fuselage to the gauge on the instrument panel (refer to Figure 723). Static pressure for the altimeter, vertical speed and airspeed indicators
is sensed by two static source pads, one on each side of the rear fuselage
forward of the elevator. They connect to a single line leading to the
instruments. The dual pickups balance out differences in static pressure
caused by slight side slips or skids. Static pressure for the pressurization
system outflow valve is sensed by a separate static pad located on the aft
bottom of the aircraft in close proximity to the alternate static pad.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
If one or more of the
instruments malfunction, the system
R pitot orstatic
Fmoisture.
should be checked R
for dirt, leaks
The static lines may be drained
T
O
by a valve located
on the side
panel next to the pilot’s seat. The pitot system
O
F
drains through the pitotN
mast.

An alternate static source control valve is located below the instrument
panel to the left of the pilot. For normal operation, the lever remains down.
To select alternate static source, place the lever in the up position. When the
alternate static source is selected the airspeed and altimeter and vertical
speed indicator are vented to the alternate static pad on the bottom aft
fuselage. During alternate static source operation, these instruments may
give slightly different readings. The pilot can determine the effects of the
alternate static source on instrument readings by switching from standard to
alternate sources at different airspeeds.

WARNING

Do not attempt to drain static system during
pressurized flight.

The holes in the sensors for pitot and static pressure must be fully open
and free from blockage. Blocked sensor holes will give erratic or zero
readings on the instruments.

The heated pitot head, which alleviates problems with icing and heavy
rain, is standard equipment and the switch for pitot heat is located on the
lower center instrument panel. Static source pads have been demonstrated
to be non-icing; however, in the event icing does occur, selecting the
alternate static source will alleviate the problem.

REPORT: VB-1300
7-30

ISSUED: JULY 1, 1986

If one or more of the pitot static instruments malfunction, the system
should be checked for dirt, leaks or moisture. The static lines may be drained
by a valve located on the side panel next to the pilot’s seat. The pitot system
drains through the pitot mast.

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

PITOT STATIC SYSTEM
Figure 7-23
ISSUED: JULY 1, 1986
REVISED: MARCH 18, 1991

PITOT STATIC SYSTEM
Figure 7-23
REPORT: VB-1300
7-31

ISSUED: JULY 1, 1986
REVISED: MARCH 18, 1991

REPORT: VB-1300
7-31

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

7.25 ENVIRONMENTAL SYSTEM

The environmental system consists of an engine bleed air and
conditioning system, cabin air distribution system, pressurization and
control system, ventilating air system and optional air conditioning system.

The engine bleed air system provides the air supply for pressurizing the
cabin. Temperature of the bleed air is controlled using an air-to-air heat
exchanger which utilizes ambient air to cool the bleed air, hot air from an
exhaust shroud to heat the bleed air, or a mixture of ambient and hot air to
obtain the bleed air temperature necessary to maintain the desired cabin
comfort level.

The cabin air distribution system consists of left and right side panel
ducting, windshield defrost, and ventilation blowers. The side panel ducts
provide for overall air distribution throughout the length of the cabin as well
as individual controllable air outlets at each seat (eyeball outlets). The
defrost control will allow part of the bleed air to be diverted to the
windshield defrost outlet. The ventilation blowers supply airflow to the
portion of the side wall ducts containing the individual seat outlets
(eyeballs).

feet.

The cabin pressurization and control system consist of an outflow valve
(isobaric), safety valve, cabin altitude and rate selector, electrically operated
vacuum solenoid valve, surge tank and associated interconnecting plumbing
and wiring. Cabin altitude, differential pressure, and rate of change are
displayed on a single 3-inch diameter indicator. Pilot warning (displayed on
the annunciator panel) is provided to indicate a cabin altitude above 10,000
feet.

Cabin ventilating air for ground and unpressurized flight operation is
supplied from the ambient air source to the bleed air heat exchanger through
a ram air selector valve and check valve. A vane-axial blower is provided in
the left duct below the forward baggage floor. This will supplement air flow
primarily in ground operation. This air source is capable of being heated by
mixing with hot air from the exhaust shroud.

REPORT: VB-1300
7-32

Y
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R FL
E
The cabin pressurization and
system consist of an outflow valve
F controlandR
E
(isobaric), safety valve, cabin
altitude O
rate selector, electrically operated
R
vacuum solenoid valve, surge tank F
and associated interconnecting plumbing
Raltitude,Odifferential
T
and wiring. Cabin
pressure, and rate of change are
O
displayed onF
a single 3-inch
diameter indicator. Pilot warning (displayed on
N
the annunciator panel) is provided to indicate a cabin altitude above 10,000

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

Y
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N
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N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

ENVIRONMENTAL SYSTEM
Figure 7-25

ISSUED: JULY 1, 1986

ENVIRONMENTAL SYSTEM
Figure 7-25

REPORT: VB-1300
7-33

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-33

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

NOTE

During extreme cold weather conditions,
maximum cabin heat for ground operation and
low altitude flight will be obtained when
operating with the CABIN PRESS control full
out.

7.27 BLEED AIR, CONDITIONING & PRESSURIZATION SYSTEM

Air for cabin pressure is obtained from the engine turbocharger
induction air system through two sonic venturi tubes. Bleed air is routed
through the bleed air heat exchanger for the temperature conditioning to
provide the desired cabin comfort level. Ram air (ambient) is routed across
the heat exchanger to cool the bleed air, and hot ambient air from the heat
muff is routed across the heat exchanger to heat the bleed air. Mixtures of
ambient and hot ambient may also be selected.

through the check valve and into the cabin.

Cabin air is controlled by the CABIN PRESS control located on the
lower left side of the pilot’s instrument panel. Bleed air for cabin air is
provided when the control is fully in. Ambient ventilating air is provided
when the control is fully out. This control operates three valves: the fire wall
shut off valve, the bleed air dump valve, and the ram air selector valve. When
fully in, the fire wall shut off valve is open, the bleed air dump valve is closed
and the ram air selector valve is positioned to route ambient air across the
bleed air heat exchanger. When the control is fully out (pull), the fire wall shut
off valve is closed, the bleed air dump valve is open and the ram air selector
valve is positioned to route ambient air into the conditioned air ducts
through the check valve and into the cabin.

Controls needed to operate the cabin pressurization system are located
on the lower left side of the pilot’s instrument panel. They include the
CABIN PRESS and CABIN TEMP controls, cabin pressure and rate
controller, and CABIN DUMP switch.

For pressurized flight, set the cabin pressure controller at 1000 feet
above the airport pressure altitude, CABIN PRESS control full in and the
CABIN DUMP switch OFF. The rate of cabin change (ascent and descent)
is controlled with the rate knob (left lower corner of the cabin pressure
controller) and may be adjusted between approximately 200 and 2000 feet
per minute, as desired. Setting the rate knob arrow to the 9 o’clock position
provides a cabin rate of change of approximately 500 feet per minute. This
position gives a comfortable rate for normal operations.

REPORT: VB-1300
7-34

Y
L
N
O
Cabin air is controlled by the CABIN PRESS control
located on the
E
lower left side of the pilot’s instrument panel.
Bleed
air
for
air is
T
CventilatingHair cabin
provided when the control is fully in. Ambient
is provided
N
IGvalves: the fire wall
when the control is fully out. This controlE
operatesL
three
R
shut off valve, the bleed air dump E
valve, and theF
ram air selector valve. When
F
fully in, the fire wall shut off valve
is open,R
the bleed air dump valve is closed
E FO to route ambient air across the
and the ram air selectorR
valve is positioned
bleed air heat exchanger.
WhenT
the control is fully out (pull), the fire wall shut
Rthe bleed
O
off valve is closed,
air dump valve is open and the ram air selector
O
F
valve is positioned toN
route ambient air into the conditioned air ducts

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

Y
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H
N ISCHEMATIC
PRESSURIZATION E
CONTROL
G
RFigure 7-27FL
E
F controller,
R a triple indicator simplifies
E
Next to the cabin
pressureO
R
F The triple indicator displays the cabin
monitoring the system’s operation.
T
altitude, cabinR
rate of change
and the differential pressure between the cabin
O NO Maximum
and theF
outside atmosphere.
cabin differential pressure is 5.5 psi.

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PRESSURIZATION CONTROL SCHEMATIC
Figure 7-27
Next to the cabin pressure controller, a triple indicator simplifies
monitoring the system’s operation. The triple indicator displays the cabin
altitude, cabin rate of change and the differential pressure between the cabin
and the outside atmosphere. Maximum cabin differential pressure is 5.5 psi.

A CABIN ALTITUDE warning light on the annunciator display warns
the pilot when the cabin altitude is above 10,000 feet. Cabin pressure is
automatically regulated to a maximum of 5.5 psi pressure differential.
Should the cabin outflow valve malfunction, the cabin safety valve will
maintain a maximum of 5.6 cabin differential pressure. The landing gear
squat switch, on the left main landing gear, prevents the cabin from being
pressurized while the airplane is on the ground.

For complete instructions on the operation of the cabin pressurization
system, refer to Section 4 - Normal Procedures.

The CABIN DUMP switch electrically opens a solenoid valve allowing
vacuum suction pressure to open the safety valve and rapidly dump cabin
pressure to ambient pressure.

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-35

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

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F OR
E
R F
R
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CABIN ALTITUDE VS. AIRPLANE ALTITUDE
Figure 7-29
REPORT: VB-1300
7-36

ISSUED: JULY 1, 1986

CABIN ALTITUDE VS. AIRPLANE ALTITUDE
Figure 7-29
REPORT: VB-1300
7-36

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

For unpressurized flight the CABIN PRESS control should be pulled
fully out. Activating the cabin dump switch will provide maximum airflow
through the cabin. Cabin temperature will continue to be controlled by the
CABIN TEMP control.

For complete instructions on pressurization malfunctions, refer to
Section 3 - Emergency Procedures.

7.29 VACUUM SYSTEM (STANDARD)

The standard vacuum system consists of an engine driven dry air
vacuum pump, regulator, vacuum gauge, inlet filter and plumbing
connecting the autopilot, attitude indicator, cabin pressure controller and
vacuum solenoid valve. The latter two components are part of the cabin
pressurization control system.

The vacuum gauge, mounted on the left side of the pilot’s instrument
panel (refer to Figure 7-21), provides information to the pilot regarding the
operation of the vacuum system. A decrease in vacuum in a system that has
remained constant over an extended period, may indicate a dirty filter, dirty
screens, possibly a sticking vacuum regulator, or a leak in the system. Zero
gauge reading indicates either a sheared pump drive, defect in pump,
possibly a defective gauge, or a collapsed line. In the event of any gauge
variation from the norm, the pilot should have a mechanic check the system
to prevent possible damage to the system components or eventual failure of
the system.

inside the cabin, controls the system vacuum between 4.8 and 5.2 inches of
mercury (as shown on the vacuum gauge).

The vacuum regulator, mounted on the forward pressure bulkhead
inside the cabin, controls the system vacuum between 4.8 and 5.2 inches of
mercury (as shown on the vacuum gauge).

During unpressurized cabin flight mode, the vacuum pump supplies
vacuum to the system.

During pressurized cabin flight mode, the vacuum pump supplies
vacuum to the system until the cabin pressure differential increases to
approximately 2.3 PSID. Above this, cabin pressure unloads the vacuum
pump and supplies sufficient airflow to operate the gyros (4.0 inches of
vacuum). Under these operating conditions, should a vacuum pump failure
occur, no decrease in the vacuum gauge will be observed. Should the
vacuum gauge fall below 4.0 inches of mercury , a system failure must be
considered.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 1991

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F OR
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R F
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O
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The vacuum regulator, mounted on the forward pressure bulkhead

REPORT: VB-1300
7-37

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(OPTIONAL VACUUM SYSTEM WITH STAND-BY PUMP)

The optional vacuum system adds a second clutch-driven dry air
vacuum pump, a second regulator and a vacuum manifold/check valve.

The vacuum gauge provides the same information to the pilot regarding
operation of the vacuum system as the standard system and additionally
incorporates two red flow buttons which indicate when the respective
vacuum pump is operating. The left flow button indicates the primary pump
and the right flow button indicates the standby pump. If the flow button is
visible the pump is not operating.

The system incorporates two vacuum regulators mounted on the
forward pressure bulkhead in the forward baggage compartment and a
vacuum manifold/check valve mounted on the forward pressure bulkhead
inside the cabin. The vacuum in the system is regulated between 4.8 and 5.2
inches of mercury (as shown on the vacuum gauge).

Y
L
N
O
E T
H VAC PUMP
The standby vacuum pump is operated N
by C
the STANDBY
G
switch located on the main switch panel
on the I
left
side of the pilot’s
E
L pump is OFF and the
R the standby
instrument panel. For normal operations
F
E
right side red flow button willF
visible R
vacuum gauge. Should the
E betheF
O on the VAC
left side red flow buttonR
appear
STANDBY
PUMP switch should
be turned ON. TheR
vacuum gauge reading will return to normal and the right
T The standby vacuum pump has the same
side red flow button
will disappear.
O
O
F primaryNpump and all vacuum systems will function normally.
capacity as the

If a primary pump failure has occurred, the problem should be corrected
prior to any further flights.

The standby vacuum pump is operated by the STANDBY VAC PUMP
switch located on the main switch panel on the left side of the pilot’s
instrument panel. For normal operations the standby pump is OFF and the
right side red flow button will be visible on the vacuum gauge. Should the
left side red flow button appear the STANDBY VAC PUMP switch should
be turned ON. The vacuum gauge reading will return to normal and the right
side red flow button will disappear. The standby vacuum pump has the same
capacity as the primary pump and all vacuum systems will function normally.
If a primary pump failure has occurred, the problem should be corrected
prior to any further flights.

Cabin pressurization will not provide a back up vacuum supply in
aircraft equipped with the optional system.

REPORT: VB-1300
7-38

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 1991

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

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E
F OR
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R F
R
T
O
O
F N

VACUUM SYSTEM (STANDARD)
Figure 7-31
ISSUED: JULY 1, 1986

REPORT: VB-1300
7-39

VACUUM SYSTEM (STANDARD)
Figure 7-31
ISSUED: JULY 1, 1986

REPORT: VB-1300
7-39

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
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R FL
E
F OR
E
R F
R
T
O
O
F N

VACUUM SYSTEM (WITH STAND-BY PUMP)
Figure 7-33
REPORT: VB-1300
7-40

ISSUED: JULY 1, 1986

VACUUM SYSTEM (WITH STAND-BY PUMP)
Figure 7-33
REPORT: VB-1300
7-40

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

7.31 CABIN FEATURES

The front seats are adjustable fore and aft and vertically. Pivoting
armrests are provided on the inboard side of each seat.

Shoulder harnesses with inertia reels are standard equipment for all
seats. On early models shoulder harnesses were not installed on aft facing
seats.* The inertia reel should be checked by tugging sharply on the strap.
The reel will lock in place under this test and prevent the strap from
extending. Under normal movement the strap will extend and retract as
required.

The shoulder harness is routed over the shoulder adjacent to the
windows and attached to the lap belt buckle.

Shoulder harnesses shall be worn during takeoff, landing and during an
emergency situation.

Y
L
N
Standard cabin features include a pilot’s storm
window, ash trays, map
O
pockets, cup holders, a cigar lighter, sun visors,
E stowage
Tdrawers under the
aft facing seats and a baggage restraint netC
behind theH
rear seats.
N IG
E
Two combination instrument
panel
flood/map
lights are provided
L are provided
Rreading Flights
forward, and four passenger
aft. A cabin
E
F above
R
entrance flood light isE
located
the door.
O
R
F
The four passenger seats
with folding armrests and headrests are
R
T
positioned
in
a
club
seating
arrangement.
center seats face aft. The seat
O NO a button mountedThe
backs F
recline by pushing
in the outboard armrest.

Standard cabin features include a pilot’s storm window, ash trays, map
pockets, cup holders, a cigar lighter, sun visors, stowage drawers under the
aft facing seats and a baggage restraint net behind the rear seats.
Two combination instrument panel flood/map lights are provided
forward, and four passenger reading lights are provided aft. A cabin
entrance flood light is located above the door.
The four passenger seats with folding armrests and headrests are
positioned in a club seating arrangement. The center seats face aft. The seat
backs recline by pushing a button mounted in the outboard armrest.

An optional conference table located between the right passenger seats is
available. The table is extended by pulling in on the upper edge of the leaf
and then upward. The leaf is then rotated down into position and unfolded.
Reverse this procedure for stowage.

Optional cabinets located behind the pilot seats are available. The right
cabinet is designed for Jeppesen manual stowage in the bottom and contains
a drawer for general use.

The left cabinet contains a removable ice chest, a tray, space for six
canned drinks, and a fold down cup holder in the lower drawer. The upper
drawer has space for thermos containers, cups and miscellaneous items.

*On aircraft serial numbers 4608008 through 4608044, aft facing seats are
equipped with lap belts only.

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

REPORT: VB-1300
7-41

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

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E
F OREXIT
E
EMERGENCY
R Figure
F 7-35
R
T
Optional passenger oxygen
generators and masks are available and, if
O a drawer
O under the right aft facing seat.
installed, areF
located inN

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

EMERGENCY EXIT
Figure 7-35
Optional passenger oxygen generators and masks are available and, if
installed, are located in a drawer under the right aft facing seat.

Crew oxygen is located under the copilot’s seat, readily available to
either crew member. An annunciator light illuminates when any of the three
generators have been activated. The light remains illuminated with the
battery switch ON, until the system is serviced.

An optional fire extinguisher is available and, if installed, is located
either behind the spar or on top of the right cabinet.

The emergency exit is located on the right side of the fuselage, adjacent
to the aft facing seat. Instructions for opening the emergency exit are
placarded on the cover over the handle. To open, remove the cover and pull
the handle. The window releases inward. The cabin must be unpressurized to
open the exit.

REPORT: VB-1300
7-42

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

7.33 BAGGAGE AREA

The airplane has two separate baggage areas each with a 100-pound
capacity. A 14-cubic-foot forward baggage compartment, located just aft of
the fire wall, is accessible through a 19 x 23 inch door on the left side of the
fuselage. An aft baggage compartment, which is accessible from inside the
cabin, is located behind the back seats.

A forward baggage door annunciation system senses the baggage door
latch position. If the baggage door is not closed and latched, the DOOR
AJAR annunciator light will illuminate on the annunciator panel.

NOTE

It is the pilot’s responsibility to be sure when the
baggage is loaded that the airplane’s C.G. falls
within the allowable C.G. range (refer to
Section 6, Weight and Balance).

Y
L
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C
7.35 FINISH
H
N
G
E
I
All exterior surfaces are primed and L
finished with polyurethane. To
R polyurethane
F
keep the finish attractive looking,
touch-up paint is available
E
F
R
from Piper Dealers.
E FO
R
7.37 STALL WARNING
R OstallT is indicated by a stall warning horn which is
O
An approaching
F Nfive and ten knots above stall speed. Mild airframe
activated between

7.35 FINISH
All exterior surfaces are primed and finished with polyurethane. To
keep the finish attractive looking, polyurethane touch-up paint is available
from Piper Dealers.
7.37 STALL WARNING

buffeting may also precede the stall. Stall speeds are shown on a graph in the
Performance Charts Section. The stall warning indication consists of a
continuous sounding horn located behind the instrument panel. The landing
gear warning horn has a different sound from that of the stall warning horn.
The landing gear warning horn has a 90 cycles per minute beeping sound.
The stall warning horn is activated by a lift detector on the leading edge of
the left wing.

An approaching stall is indicated by a stall warning horn which is
activated between five and ten knots above stall speed. Mild airframe
buffeting may also precede the stall. Stall speeds are shown on a graph in the
Performance Charts Section. The stall warning indication consists of a
continuous sounding horn located behind the instrument panel. The landing
gear warning horn has a different sound from that of the stall warning horn.
The landing gear warning horn has a 90 cycles per minute beeping sound.
The stall warning horn is activated by a lift detector on the leading edge of
the left wing.

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-43

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

7.39 EMERGENCY LOCATOR TRANSMITTER*

The Emergency Locator Transmitter (ELT) meets the requirements of
FAR 91.52. It operates on self-contained batteries and is located in the aft
fuselage section. It is accessible through a cover on the bottom right side.

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 battery must also be replaced if the transmitter has been used in an
emergency situation, if the accumulated test time exceeds one hour, or if
the unit has been inadvertently activated for an undetermined time period.

NOTE

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NARCO ELT 10 OPERATION
E
F ORswitch placarded ON, OFF and
E
On the ELT unit itself is
a three position
Rsets theFELT so that it will transmit after impact
ARM. The ARM position
R
T its battery is drained. The ARM position
and will continue to transmit until
O
O
is selected when
F the ELTNis installed in the airplane and it should remain in
that position.

If for any reason a test transmission is
necessary, the test transmission should be
conducted only in the first five minutes of any
hour and limited to three audio sweeps. If a test
must be made at any other time, the test should
be coordinated with the nearest FAA tower or
flight service station.

NARCO ELT 10 OPERATION
On the ELT unit itself is a three position switch placarded ON, OFF and
ARM. The ARM position sets the ELT so that it will transmit after impact
and will continue to transmit until its battery is drained. The ARM position
is selected when the ELT is installed in the airplane and it should remain in
that position.

To use the ELT as a portable unit in an emergency, remove the cover and
unlatch the unit from its mounting base. The antenna cable is disconnected
by a left quarter-turn of the knurled nut and a pull. A sharp tug on the two
small wires will break them loose. Deploy the self-contained antenna by
pulling the plastic tab marked PULL FULLY TO EXTEND ANTENNA.
Move the switch to ON to activate the transmitter.

In the event the transmitter is activated by an impact, it can only be
turned off by moving the switch on the ELT unit to OFF. Normal operation
can then be restored by pressing the small clear plastic reset button located
on the top of the front face of the ELT and then moving the switch to ARM.

*Optional equipment

REPORT: VB-1300
7-44

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-44

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

A pilot’s remote switch located on the top center instrument panel is
provided to allow the transmitter to be turned on from inside the cabin. The
pilot’s remote switch is a three-position covered switch (ON, ARMED, and
OFF). The switch is normally in the center, ARMED position, with the
cover closed. Lifting the cover and moving the switch to the ON position will
activate the transmitter. Closing the cover repositions the switch to the
ARMED position. This will deactivate the ELT only if the impact switch
was not activated.

The ELT should be checked to make certain the unit has not been
activated during the ground check. Check by selecting 121.50 MHZ on an
operating receiver. If there is an oscillating chirping sound, the ELT may
have been activated and should be turned off immediately. This requires
removal of the access cover and moving the switch to OFF, then press the
reset button and return the switch to ARM. Recheck with the receiver to
ascertain the transmitter is silent.

Y
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7.41 EXTERNAL POWER*
E T
C
Hairplane engine to be
An optional external power receptacle
allows the
N
G
E
I
started from an external battery without theLnecessity of gaining access to
R F battery can be attached to a
the airplane battery. The cable
from the external
E
F aft side
Rof the forward baggage compartment.
receptacle, located on the
E
O
Instructions on a R
placard located
on
cover of the receptacle should be
Fexternal thepower.
followed when
starting with
For instructions on the use of
R
T
O
external power,
referO
to Starting Engines - Section 4.
F N
7.43 RADAR*

7.41 EXTERNAL POWER*
An optional external power receptacle allows the airplane engine to be
started from an external battery without the necessity of gaining access to
the airplane battery. The cable from the external battery can be attached to a
receptacle, located on the aft side of the forward baggage compartment.
Instructions on a placard located on the cover of the receptacle should be
followed when starting with external power. For instructions on the use of
external power, refer to Starting Engines - Section 4.
7.43 RADAR*

A weather radar system can be installed in this airplane. The basic
components of this installation are a Receiver-Transmitter Antenna and a
cockpit indicator. The function of the weather radar system is to detect
weather conditions along the flight path and to visually display a continuous
weather outline on the cockpit indicator. Through interpretation of the
advance warning given on the display, the pilot can make an early decision
on the most desirable weather avoidance course.

*Optional equipment

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-45

ISSUED: JULY 1, 1986

REPORT: VB-1300
7-45

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7
DESCR/OPERATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

NOTE

When operating weather avoidance radar
systems inside of moderate to heavy
precipitation, it is advisable to set the range
scale of the radar to its lowest scale.

For detailed information on the weather radar system and for
procedures to follow in operating and adjusting the system to its optimum
efficiency, refer to Section 9, Supplements, or the appropriate operating and
service manuals provided by the radar system manufacturer.

WARNING

Heating and radiation effects of radar can
cause serious damage to the eyes and tender
organs of the body. Personnel should not be
allowed within fifteen feet of the area being
scanned by the antenna while the system is
transmitting. Do not operate the radar during
refueling or in the vicinity of trucks or
containers accommodating explosives or
flammables. Flashbulbs can be exploded by
radar energy. Before operating the radar, direct
the nose of the airplane so that the forward 120
degree sector is free of any metal objects such as
other aircraft or hangars for a distance of at
least 100 yards, and tilt the antenna upward 12
degrees. Do not operate the radar while the
airplane is in a hangar or other enclosure.

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E
F OR
E
R F
R
T
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REPORT: VB-1300
7-46

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
7-46

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

TABLE OF CONTENTS

SECTION 8

AIRPLANE HANDLING, SERVICING AND MAINTENANCE

Paragraph
No.
8.1
8.3
8.5
8.7
8.9
8.11
8.13
8.15
8.17
8.19
8.21
8.23
8.25
8.27
8.29
8.31
8.33
8.35
8.36

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Page
No.

General .....................................................................................
Airplane Inspection Periods .....................................................
Preventive Maintenance ...........................................................
Airplane Alterations .................................................................
Ground Handling......................................................................
Engine Induction Air Filter ......................................................
Brake Service ...........................................................................
Hydraulic System Service ........................................................
Landing Gear Service...............................................................
Propeller Service ......................................................................
Oil Requirements......................................................................
Fuel System ..............................................................................
Tire Inflation.............................................................................
Battery Service .........................................................................
Emergency Oxygen System (Optional)....................................
Pressurization System ..............................................................
Lubrication ...............................................................................
Cleaning ...................................................................................
Cleaning and Maintenance of Relief Tube System ..................

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ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

8-1
8-2
8-3
8-3
8-4
8-7
8-7
8-9
8-9
8-10
8-11
8-12
8-16
8-16
8-16
8-16
8-17
8-17
8-22

REPORT: VB-1300
8-i

Paragraph
No.
8.1
8.3
8.5
8.7
8.9
8.11
8.13
8.15
8.17
8.19
8.21
8.23
8.25
8.27
8.29
8.31
8.33
8.35
8.36

Page
No.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

8-1
8-2
8-3
8-3
8-4
8-7
8-7
8-9
8-9
8-10
8-11
8-12
8-16
8-16
8-16
8-16
8-17
8-17
8-22

REPORT: VB-1300
8-i

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

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THIS PAGE INTENTIONALLY
F OR
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REPORT: VB-1300
8-ii

REVISED: OCTOBER 31, 1997

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1300
8-ii

REVISED: OCTOBER 31, 1997

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

SECTION 8

AIRPLANE HANDLING, SERVICING, AND MAINTENANCE

8.1 GENERAL

This section provides guidelines relating to the handling, servicing, and
maintenance of the Malibu. For complete maintenance instructions, refer to
the PA-46 Maintenance Manual.

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Inspection, maintenance and parts requirements
for all nonE
T
PIPER approved STC installations
are
not
included
in this
C STC
H
handbook. When a non-PIPERN
approved
installation
is
G
E
I
incorporated on the airplane,
those
portions
of
the
airplane
R mustFbeLinspected in accordance
affected by the installation
E
Fprogram
Rpublished by the owner of the
with the inspection
E
O
STC. SinceR
non-PIPER
approved
STC installations may
F
changeR
systems T
interface, operating characteristics and
O Nloads
O or stresses on adjacent structures, PIPER
component
F
provided inspection
criteria may not be valid for airplanes with
WARNING

non-PIPER approved STC installations.

WARNING
Inspection, maintenance and parts requirements for all nonPIPER approved STC installations are not included in this
handbook. When a non-PIPER approved STC installation is
incorporated on the airplane, those portions of the airplane
affected by the installation must be inspected in accordance
with the inspection program published by the owner of the
STC. Since non-PIPER approved STC installations may
change systems interface, operating characteristics and
component loads or stresses on adjacent structures, PIPER
provided inspection criteria may not be valid for airplanes with
non-PIPER approved STC installations.

WARNING

Modifications must be approved in writing by PIPER prior to
installation. Any and all other installations, whatsoever, of any
kind will void this warranty in it’s entirety.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 2002

REPORT: VB-1300
8-1

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 2002

REPORT: VB-1300
8-1

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

8.1 GENERAL (CONTINUED)

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

8.1 GENERAL (CONTINUED)

WARNING

Use only genuine PIPER parts or PIPER approved parts
obtained from PIPER approved sources, in connection with
the maintenance and repair of PIPER airplanes.

Genuine PIPER parts are produced and inspected under
rigorous procedures to insure airworthiness and suitability for
use in PIPER airplane applications. Parts purchased from
sources other than PIPER, even though identical in
appearance, may not have had the required tests and
inspections performed, may be different in fabrication
techniques and materials, and may be dangerous when
installed in an airplane.

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Additionally, reworked or salvaged partsEor thoseTparts
C may have
H service
obtained from non-PIPER approved sources,
N
G
E
histories which are unknown or cannot
be authenticated,
may
I
L
R
have been subjected to unacceptable
stresses
or
temperatures
EdamageRnotFdiscernible through
F
or may have other hidden
E FOtesting. This may render the
routine visual or nondestructive
R
part, component
even though
R orOstructural
Tby PIPER, assembly,
originallyO
manufactured
unsuitable and unsafe for
Fuse. N
airplane
PIPER expressly disclaims any responsibility for malfunctions,
failures, damage or injury caused by use of non-PIPER
approved parts.

REPORT: VB-1300
8-1A

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 2002

Additionally, reworked or salvaged parts or those parts
obtained from non-PIPER approved sources, may have service
histories which are unknown or cannot be authenticated, may
have been subjected to unacceptable stresses or temperatures
or may have other hidden damage not discernible through
routine visual or nondestructive testing. This may render the
part, component or structural assembly, even though
originally manufactured by PIPER, unsuitable and unsafe for
airplane use.
PIPER expressly disclaims any responsibility for malfunctions,
failures, damage or injury caused by use of non-PIPER
approved parts.

REPORT: VB-1300
8-1A

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 2002

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

8.1 GENERAL (CONTINUED)

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 Aircraft’s support
systems.

Piper Aircraft Corporation 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 Aircraft, from time to time, issues service
releases including Service Bulletins, Service Letters, Service Spares Letters,
and others relating to the airplane.

Piper Service Bulletins are of special importance and Piper considers
compliance mandatory. These are sent to the latest FAA-registered owners in
the United States (U.S.) and Piper Service Centers worldwide. Depending on
the nature of the release, material and labor allowances may apply. This
information is provided to all authorized Piper Service Centers.

Y
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E andTservicing techniques
C
Service Letters deal with product improvements
HService Centers and, if
N
G
pertaining to the airplane. They are
sent to Piper
E
I
Lin the U.S. Owners should give
R owners
necessary, to the latest FAA-registered
F
E
careful attention to Service
Letter
information.
F OR
E
R LettersFoffer improved parts, kits, and optional
Service Spares
R
equipment which
O NwereOnotTavailable originally, and which may be of interest
to the F
owner.

Piper Aircraft Corporation offers a subscription service for Service
Bulletins, Service Letters, and Service Spares Letters. This service is available
to interested persons such as owners, pilots, and mechanics at a nominal fee,
and may be obtained through an authorized Piper Service Center or Piper’s
Customer Services Department.

Maintenance manuals, parts catalogs, and revisions to both, are available
from Piper Service Centers or Piper’s Customer Services Department.

Any correspondence regarding the airplane should include the airplane
model and serial number to ensure proper response.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 2002

REPORT: VB-1300
8-1B

Service Letters deal with product improvements and servicing techniques
pertaining to the airplane. They are sent to Piper Service Centers and, if
necessary, to the latest FAA-registered owners in the U.S. Owners should give
careful attention to Service Letter information.
Service Spares Letters offer improved parts, kits, and optional
equipment which were not available originally, and which may be of interest
to the owner.

REPORT: VB-1300
8-1B

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

8.3 AIRPLANE INSPECTION PERIODS

WARNING

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

engine, propeller, or accessory manufacturers, or Airworthiness Directives
issued by the FAA.

Piper Aircraft Corporation has developed inspection items and required
inspection intervals (i.e. 50, 100, 500, and 1000 hours) for the specific model
aircraft. Appropriate forms are contained in the applicable Piper
Service/Maintenance Manual, and 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 Federal Aviation
Administration (FAA), is also available to the owner. This involves routine and
detailed inspections to allow maximum utilization of the airplane. Maintenance
inspection costs are reduced, and the maximum standard of continued
airworthiness is maintained. Complete details are available from Piper 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.

REPORT: VB-1300
8-2

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E itemsTand required
Piper Aircraft Corporation has developed inspection
C
inspection intervals (i.e. 50, 100, 500, and 1000
hours) for H
the specific model
N
G
E
I
aircraft. Appropriate forms are contained in
the
applicable
Piper
R FL with by a properly
Service/Maintenance Manual, andE
should be complied
F mechanic
trained, knowledgeable, and qualified
a Piper authorized Service
R at Corporation
E
OAircraft
Center or a reputable repair
shop. F
Piper
cannot accept
R
responsibility for theR
continued T
airworthiness of any aircraft not maintained to
these standards,O
notO
brought into compliance with applicable Service
F and/or
N
Bulletins issued
by Piper
Aircraft Corporation, instructions issued by the

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 2002

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

8.3 AIRPLANE INSPECTION PERIODS (CONTINUED)

A spectrographic analysis of the engine oil is available from several
sources. This inspection, performed properly, provides a good check of the
internal condition of the engine. To be accurate, induction air filters must be
cleaned or changed regularly, and oil samples must be taken and sent in at
regular intervals.

8.5

PREVENTIVE MAINTENANCE

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All other aircraft maintenance must beE
T by a person or
C accomplished
H
facility appropriately certificated by theN
Federal Aviation
Administration (FAA)
E LIG
to perform that work.
R
F an entry must be made in the
E
Anytime maintenance
is accomplished,
F
R
E FO
appropriate aircraft maintenance
records. The entry shall include:
R
(a) The date the
work was
accomplished.
R O
Twork.
(b) Description
of the
O
FNumber N
(c)
of hours on the aircraft.
(d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work.
8.7

AIRPLANE ALTERATIONS

PREVENTIVE MAINTENANCE

The holder of a pilot certificate issued under Federal Aviation Regulations
(FAR) Part 61 may perform certain preventive maintenance as defined in the
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
operations service.
All other aircraft maintenance must be accomplished by a person or
facility appropriately certificated by the Federal Aviation Administration (FAA)
to perform that work.
Anytime maintenance is accomplished, an entry must be made in the
appropriate aircraft maintenance records. The entry shall include:
(a) The date the work was accomplished.
(b) Description of the work.
(c) Number of hours on the aircraft.
(d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work.
8.7

AIRPLANE ALTERATIONS

If the owner desires to have his aircraft modified, he must obtain FAA
approval for the alteration. Major alterations accomplished in accordance
with advisory Circular 43.13-2, when performed by an A & P mechanic, may
be approved by the local FAA office. Major alterations to the basic airframe
or systems not covered by AC 43.13-2 require a Supplemental Type
Certificate.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 2002

REPORT: VB-1300
8-3

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

The owner or pilot is required to ascertain that the following Aircraft
Papers are in order and in the aircraft.

(a) To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate Form FAA-8100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3.
(3) A i r c r a f t R a d i o S t a t i o n L i c e n s e i f t r a n s m i t t e r s a r e
installed.

(b) To be carried in the aircraft at all times:
(1) Pilot’s Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair
and Alteration Form FAA-337, if applicable.
(3) Aircraft equipment list.

Although the aircraft and engine logbooks are not required to be in the
aircraft, they should be made available upon request. Logbooks should be
complete and up to date. Good records will reduce maintenance cost by
giving the mechanic information about what has or has not been
accomplished.

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8.9 GROUND HANDLING
E
F OR
(a) Towing
E
Rmay be moved
F on the ground by the use of the
The airplane
R
T
nose wheel
steering
bar
that
is stowed in the forward baggage
O
FO N
compartment
or by power equipment that will not damage or
excessively strain the nose gear steering assembly.

8.9

GROUND HANDLING
(a) Towing
The airplane may be moved on the ground by the use of the
nose wheel steering bar that is stowed in the forward baggage
compartment or by power equipment that will not damage or
excessively strain the nose gear steering assembly.

CAUTIONS

When towing with power equipment, do not
turn the nose gear beyond its steering radius in
either direction, as this will result in damage to
the nose gear and steering mechanism.

Do not tow the airplane when the controls are
secured.

In the event towing lines are necessary, ropes should be
attached to both main gear struts as high up on the tubes as
possible. Lines should be long enough to clear the nose and/or tail

REPORT: VB-1300
8-4

ISSUED: JULY 1, 1986

In the event towing lines are necessary, ropes should be
attached to both main gear struts as high up on the tubes as
possible. Lines should be long enough to clear the nose and/or tail

REPORT: VB-1300
8-4

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

by not less than fifteen feet, and a qualified person should ride in the
pilot’s seat to maintain control by use of the brakes.
(b) Taxiing

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

by not less than fifteen feet, and a qualified person should ride in the
pilot’s seat to maintain control by use of the brakes.
(b) Taxiing

CAUTION

Do not operate engine above 1200 RPM with
cabin doors open.

Before attempting to taxi the airplane, ground personnel
should be instructed and approved by a qualified person
authorized by the owner. Engine starting and shut-down
procedures as well as taxi techniques should be covered. When it is
ascertained that the propeller back blast and taxi areas are clear,
power should be applied to start the taxi roll, and the following
checks should be performed:
(1) Ta x i a f ew f e e t f o r wa r d a n d a p p l y t h e b r a ke s t o
determine their effectiveness.
(2) Taxi with the propeller set in low pitch, high RPM setting.
(3) While taxiing, make slight turns to ascertain the effectiveness
of the steering.
(4) Observe wing clearance when taxiing near buildings or
other stationary objects. If possible, station an observer
outside the airplane.
(5) When taxiing over uneven ground, avoid holes and ruts.
(6) Do not operate the engine at high RPM when running up
or taxiing over ground containing loose stones, gravel, or
any loose material that may cause damage to the
propeller blades.

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E
F OR
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(c) Parking

When parking the airplane, be sure that it is sufficiently
protected from adverse weather conditions and that it presents no
danger to other aircraft. When parking the airplane for any length
of time or overnight, it is suggested that it be moored securely.
(1) To park the airplane, head it into the wind if possible.
(2) The parking brake knob is located just below the left
control column. To set the parking brake, first depress and
hold the toe brakes and then pull out on the parking brake
knob. To release the parking brake, first depress the brake
pedals and then push in on the parking brake knob.

ISSUED: JULY 1, 1986

REPORT: VB-1300
8-5

ISSUED: JULY 1, 1986

REPORT: VB-1300
8-5

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

WARNING

No braking will occur if aircraft brakes are
applied while parking brake handle is pulled
and held.

CAUTION

Care should be taken when setting brakes that
are overheated or during cold weather when
accumulated moisture may freeze a brake.

(3) Aileron and elevator controls should be secured with the
front seat belt and chocks used to properly block the wheels.

Y
L
N security and
The airplane should be moored for immovability,
O
protection. The following procedures should be used for the
E T
proper mooring of the airplane:
C
H
N if possible.
(1) Head the airplane into the wind
G
E
I
(2) Retract the flaps. R
L
(3) Immobilize the E
ailerons and F
elevator by looping the seat
FcontrolOwheel
R and pulling it snug.
belt through
the
E
(4) Block R
the wheels. F
(5) Secure
ropes to the main gear assemblies and to
Rtailtie-down
Tat approximately
O
O
the
ring
45 degree angles to the
F ground.
N When using rope of non-synthetic
material,

(d) Mooring

leave sufficient slack to avoid damage to the airplane
should the ropes contract.

(3) Aileron and elevator controls should be secured with the
front seat belt and chocks used to properly block the wheels.
(d) Mooring
The airplane should be moored for immovability, security and
protection. The following procedures should be used for the
proper mooring of the airplane:
(1) Head the airplane into the wind if possible.
(2) Retract the flaps.
(3) Immobilize the ailerons and elevator by looping the seat
belt through the control wheel and pulling it snug.
(4) Block the wheels.
(5) Secure tie-down ropes to the main gear assemblies and to
the tail ring at approximately 45 degree angles to the
ground. When using rope of non-synthetic material,
leave sufficient slack to avoid damage to the airplane
should the ropes contract.

CAUTION

Use bowline knots, square knots or locked slip
knots. Do not use plain slip knots.

NOTE

Additional preparations for high winds include
using tie-down ropes from the nose landing gear
and securing the rudder.

REPORT: VB-1300
8-6

ISSUED: JULY 1, 1986

REPORT: VB-1300
8-6

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

(6) Install a pitot head cover if available. Be sure to remove
the pitot head cover before flight.
(7) Cabin and baggage door should be locked when the airplane is unattended.
8.11 ENGINE INDUCTION AIR FILTER

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

(a) Removing Induction Air Filter

(1) Remove louvered induction air panel assembly at nose of
aircraft by removing screws.
(2) Remove screws around perimeter of filter on induction air
inlet to withdraw inlet and filter.

Y
L
N
O
E T
C
N IGH
To clean the filter:
E
L dirt particles. Do not use
(1) Tap filter gently
to remove
Ror cleaning
F
E
compressed
air
solvents.
Ffilter. IfOpaper
R element is torn or ruptured or gasket
E
(2) Inspect
R
is damaged,F
the filter should be replaced. The usable life of
R
T
the filter
should be restricted to one year or 500 hours,
O
whichever comes first.
FO(3) N
After cleaning check all components for dirt and damage.

(b) Cleaning Induction Air Filter

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

Wipe the filter and inlet clean. Do not oil the filter.
(c) Installation of Induction Air Filter
Replace filter, inlet and screws. Reinstall induction air panel
assembly.

(1) Remove louvered induction air panel assembly at nose of
aircraft by removing screws.
(2) Remove screws around perimeter of filter on induction air
inlet to withdraw inlet and filter.
(b) Cleaning Induction Air Filter
The induction air filter must be cleaned at least once every 50
hours, and more often, even daily, when operating in dusty
conditions. Extra filters are inexpensive, and a spare should be kept
on hand for use as a rapid replacement.
To clean the filter:
(1) Tap filter gently to remove dirt particles. Do not use
compressed air or cleaning solvents.
(2) Inspect filter. If paper element is torn or ruptured or gasket
is damaged, the filter should be replaced. The usable life of
the filter should be restricted to one year or 500 hours,
whichever comes first.
(3) After cleaning check all components for dirt and damage.
Wipe the filter and inlet clean. Do not oil the filter.
(c) Installation of Induction Air Filter
Replace filter, inlet and screws. Reinstall induction air panel
assembly.

8.13 BRAKE SERVICE

The brake system is filled with MIL-H-5606 (petroleum base) hydraulic
fluid. The fluid level should be checked periodically or at every 100 hour
inspection and replenished when necessary. The brake fluid reservoir is

ISSUED: JULY 1, 1986

REPORT: VB-1300
8-7

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
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E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

BRAKE SYSTEM
Figure 8-1

REPORT: VB-1300
8-8

ISSUED: JULY 1, 1986

REPORT: VB-1300
8-8

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

located behind the aft access panel in the forward baggage compartment. If
the entire system must be refilled, fill with fluid under pressure from the
brake end of the system. This will eliminate air from the system.

No adjustment of the brake clearances is necessary. If, after extended
service, brake blocks become excessively worn they should be replaced with
new segments.

8.15 HYDRAULIC SYSTEM SERVICE

The hydraulic system reservoir is an integral part of the electric
hydraulic pump assembly. It is located aft of the aft cabin baggage
compartment and is accessible through the baggage compartment aft
closeout panel. Fill the reservoir with MIL-H-5606 hydraulic fluid. The fluid
level should be checked periodically or every 100 hour inspection and
replenished when necessary. With the landing gear down and the system up
to pressure, fill to the FULL line on the sight gauge.

Y
L
N
O
8.17 LANDING GEAR SERVICE
E T
C
H 6.00 x 6 wheels
The main landing gear uses Cleveland
Aircraft Products
N
G
E
I
with 6.00 x 6, eight-ply rating tires and L
tubes. The nose wheel uses a
R Products
F
McCauley or a Cleveland Aircraft
5.00 x 5 wheel with a 5.00 x 5
E
six-ply rating, type III tireF
and tube. R
(Refer to paragraph 8.25.)
E FO
R
Wheels are removed by taking off the hub cap, cotter pin, axle nut, and
RholdingOtheTbrake segment in place. Mark tire and wheel for
the two bolts
O
F then
reinstallation;
N dismount by deflating the tire, removing the three
through-bolts from the wheel and separating the wheel halves.

8.17 LANDING GEAR SERVICE
The main landing gear uses Cleveland Aircraft Products 6.00 x 6 wheels
with 6.00 x 6, eight-ply rating tires and tubes. The nose wheel uses a
McCauley or a Cleveland Aircraft Products 5.00 x 5 wheel with a 5.00 x 5
six-ply rating, type III tire and tube. (Refer to paragraph 8.25.)
Wheels are removed by taking off the hub cap, cotter pin, axle nut, and
the two bolts holding the brake segment in place. Mark tire and wheel for
reinstallation; then dismount by deflating the tire, removing the three
through-bolts from the wheel and separating the wheel halves.

Landing gear oleos should be serviced according to the instructions on
the units. The main oleos should be extended under normal static load until
2.5 +/- 0.25 inches of oleo piston tube is exposed, and the nose gear should
show 1.5 +/- 0.25 inches. To add air to the oleo struts, attach a strut pump to
the valve assembly near the top of the oleo strut housing and pump the oleo
to the desired position. To add oil, jack the aircraft, release the air pressure in
the strut, remove the valve core and add oil through this opening with the
strut extended. After the strut is full, compress it slowly and fully to allow
excess air and oil to escape. With the strut still compressed reinsert the valve
core and pump up the strut as above.

ISSUED: JULY 1, 1986

REPORT: VB-1300
8-9

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

In jacking the aircraft for landing gear or other service, two hydraulic
jacks and a tail stand should be used. At least 400 pounds of ballast should be
placed on the base of the tail stand before the airplane is jacked up. The
hydraulic jacks should be placed under the jack points on the bottom of the
wing and the airplane jacked up until the tail skid is at the right height to
attach the tail stand. After the tail stand is attached and the ballast added,
jacking may be continued until the airplane is at the height desired.

The steering rods from the rudder pedals to the transverse bellcrank in
the nose wheel tunnel are factory adjusted and should be readjusted only in
accordance with the applicable rigging specification. Nose wheel alignment
is accomplished by adjusting the rod end(s) on the steering bungee assembly
in such a way that the nose wheel is in line with the fore and aft axis of the
plane when the rudder pedals are centered. Alignment of the nose wheel can
be checked by pushing the airplane back and forth with the rudder two
degrees to the right to determine that the plane follows a straight line. The
turning arc of the nose wheel is 30† +/- 1† in either direction and is limited by
stops at the trunnion forging or the forward steering contact arm mounted
on the engine mount.

Y
L
N
O
E T
C
N IGH
E
R FL
NOTE
E
F right
R with the rudder
E
The rudder is
set to 2°O
R
Fthe nose wheel centered.
pedals neutralized and
R
T
O
8.19 PROPELLER
FO SERVICE
N
The spinner and backing plate should be cleaned and inspected for

NOTE
The rudder is set to 2° right with the rudder
pedals neutralized and the nose wheel centered.
8.19 PROPELLER SERVICE

cracks frequently. Before each flight the propeller should be inspected for
nicks, scratches, and corrosion. Significant damage must be repaired by a
qualified mechanic prior to flight. Nicks or scratches cause an area of
increased stress which can lead to serious cracks or the loss of a propeller tip.
The back face of the blades should be painted when necessary with flat black
paint to retard glare. To prevent corrosion, the surface should be cleaned
and waxed periodically.

The spinner and backing plate should be cleaned and inspected for
cracks frequently. Before each flight the propeller should be inspected for
nicks, scratches, and corrosion. Significant damage must be repaired by a
qualified mechanic prior to flight. Nicks or scratches cause an area of
increased stress which can lead to serious cracks or the loss of a propeller tip.
The back face of the blades should be painted when necessary with flat black
paint to retard glare. To prevent corrosion, the surface should be cleaned
and waxed periodically.

REPORT: VB-1300
8-10

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

8.21 OIL REQUIREMENTS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

8.21 OIL REQUIREMENTS
NOTE

NOTE

Refer to current Continental Service Bulletin
(Recommended Fuel and Oil Grades) for
further information.

The oil capacity of the Teledyne Continental engine is 8 quarts with an
inflight minimum quantity of approximately 3.5 quarts. Maximum
endurance flights should begin with 8 quarts of oil. For all shorter flights, it is
recommended that oil be added if the quantity falls to 7 quarts. It is
recommended that engine oil be drained and renewed every 100 hours, or
sooner under unfavorable conditions. Full flow cartridge type oil filters
should be replaced each 50 hours of operation. Teledyne Continental
recommends that only the larger (approximately 5.8 inch high) full flow oil
filter be used on the TSIO520BE engine. The following grades are required
for temperatures:

Y
L
N
O
E T
C
OIL VISCOSITY
N IGH
E
R FL
E
Multi-Viscosity
F R
Aviation O
Grade
E
R
GradeF
SAE #
SAE #
R OT65
BelowO
40°F
30
15W - 50
F N
20W - 50
Above 40°F

100

ISSUED: JULY 1, 1986
REVISED: DECEMBER 1, 1988

15W - 50
20W - 50
25W - 60

REPORT: VB-1300
8-11

OIL VISCOSITY
Multi-Viscosity
Grade
SAE #

Aviation
Grade

SAE #

Below 40°F

15W - 50
20W - 50

Above 40°F

100

15W - 50
20W - 50
25W - 60

ISSUED: JULY 1, 1986
REVISED: DECEMBER 1, 1988

REPORT: VB-1300
8-11

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

8.23 FUEL SYSTEM

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

8.23 FUEL SYSTEM

(a) Servicing Fuel System

At every 100 hour inspection or after an extended downtime, the
fuel filter strainer must be cleaned. The fuel filter strainer is located
below the floor on the lower right side of the forward baggage
compartment.
(b) Fuel Requirements (AVGAS ONLY)

The minimum aviation grade fuel is for the PA-46-310P is 100.
Since the use of lower grades can cause serious engine damage in a
short period of time, the engine warranty is invalidated by the use
of lower octanes.

Whenever 100 or 100LL grade fuel is not available, commercial
grade 100/130 should be used. (See Fuel Grade Comparison Chart.)
Refer to the latest issue of Continental Service Bulletin
(Recommended Fuel and Oil Grades).

Y
L
N
O
E T
C
A summary of the current grades
as
well
Nchart: IGasHthe previous fuel
designation is shown in the following
E
R FL
E
F OR
E
R F
R
T
O
O
F N

A summary of the current grades as well as the previous fuel
designation is shown in the following chart:

FUEL GRADE COMPARISON CHART

Previous Commercial
Fuel Grades (ASTM-D910)

Current Military
Current Commercial
Fuel Grades (MIL-G-5572E)
Fuel Grades (ASTM-D910-75)
Amendment No. 3

Grade

Max. TEL
Color ml/U.S. Gal. Grade

Color

Max. TEL
ml/U.S. Gal.

Grade

Color

80/87
91/98
100/130
115/145

red
blue
green
purple

red
blue
green
none

0.5
2.0
**3.0
none

80/87
none
100/130
115/145

red
none
green
purple

0.5
2.0
3.0
4.6

80
*100LL
100
none

Max. TEL
ml/U.S. Gal.
0.5
none
**3.0
4.6

FUEL GRADE COMPARISON CHART

Previous Commercial
Fuel Grades (ASTM-D910)

Current Military
Current Commercial
Fuel Grades (MIL-G-5572E)
Fuel Grades (ASTM-D910-75)
Amendment No. 3

Grade

Max. TEL
Color ml/U.S. Gal. Grade

Color

Max. TEL
ml/U.S. Gal.

Grade

Color

80/87
91/98
100/130
115/145

red
blue
green
purple

red
blue
green
none

0.5
2.0
**3.0
none

80/87
none
100/130
115/145

red
none
green
purple

0.5
2.0
3.0
4.6

80
*100LL
100
none

Max. TEL
ml/U.S. Gal.
0.5
none
**3.0
4.6

* -Grade 100LL fuel in some overseas countries is currently colored green and designated as "100L."
** -Commercial fuel grade 100 and grade 100/130 (both of which are colored green) having TEL
content of up to 4 ml/U.S. gallon are approved for use in all engines certificated for use with grade
100/130 fuel.

REPORT: VB-1300
8-12

ISSUED: JULY 1, 1986
REVISED: NOVEMBER 22, 1989

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

The operation of the aircraft is approved with an anti-icing
additive in the fuel. When an anti-icing additive is used it must
meet the specification MIL-1-27686, must be uniformly blended
with the fuel while refueling, must not exceed .15% by volume of
the refueled quantity, and to ensure its effectiveness should be
blended at not less than .10% by volume. One and one half liquid
ounces per ten gallons of fuel would fall within this range. A blender
supplied by the additive manufacturer should be used. Except for
the information contained in this section, the manufacturer’s mixing
or blending instructions should be carefully followed.

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

CAUTIONS

Assure that the additive is directed into the
flowing fuel stream. The additive flow should
start after and stop before the fuel flow. Do not
permit the concentrated additive to come in
contact with the aircraft painted surfaces or the
interior surfaces of the fuel tanks.

Y
L
N
O
E T
C
N IGH
E
L pre- blended
R additives
Some fuels have anti-icing
F
E
in the fuel F
at the refinery,
R so no further blending
E
should be
performed.
O
R F
R
T can not be used as a substitute
Fuel additive
O
O
F forNpreflight draining of the fuel system drains.
(c) Filling Fuel Tanks

Some fuels have anti-icing additives pre- blended
in the fuel at the refinery, so no further blending
should be performed.
Fuel additive can not be used as a substitute
for preflight draining of the fuel system drains.
(c) Filling Fuel Tanks

WARNINGS

Do not operate any avionics or electrical equipment on the airplane during refueling. Do not
allow open flame or smoking in the vicinity of
the airplane while refueling.

During all refueling operations, fire fighting
equipment must be available. Two ground
wires from different points on the airplane to
separate approved grounding stakes shall be
used.

ISSUED: JULY 1, 1986

REPORT: VB-1300
8-13

ISSUED: JULY 1, 1986

REPORT: VB-1300
8-13

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Observe all safety precautions required when handling
gasoline. Fill the fuel tanks through the filler located on the
forward slope of the wing. Each wing holds a maximum of 60
U.S. gallons. When using less than the standard 120 gallon
capacity, fuel should be distributed equally between each side.

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

NOTE

Aircraft should be refueled in a wing level
condition. At times this will require alternate
filling of left and right tanks until the full
condition is reached.

(d) Draining Fuel Strainer, Sumps and Lines
The fuel tank sumps and filter should be drained before the first
flight of the day and after refueling. Set fuel selector on left or right
tank before draining. The fuel collector/sump tanks, located at the
root of each wing, are the lowest points in the system. Each tank
drain is accessible through a hole in the bottom wing skin adjacent
to the wheel well. The fuel filter drain is located on the right hand
side of the fuselage several feet forward of the wing. Sumps and
filter should be drained until sufficient fuel has flowed to ensure the
removal of any contaminants. When draining sumps, use the end on
sampler cup to push in valve, catching fuel in the cup. (Refer to
Figure 8-3) To drain filter, hold sampler cup under nylon tube and
push in tube. Always inspect fuel for contaminants, water and fuel
grade (color). Assure that valves have sealed after draining.

N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

NOTE

Sump drains will lock open if valve is pushed in
and turned. Continue turning to release lock.

REPORT: VB-1300
8-14

ISSUED: JULY 1, 1986

REPORT: VB-1300
8-14

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

Y
L
N
O
E T
C
NDRAINIGH
FUEL TANK
E
RFigure 8-3FL
E
F R
E
(e) Emptying Fuel
System O
R
Drain the bulk ofFfuel at sump tanks. Set fuel selector on left or
R
Tin sump drain valves and twist 1/4 turn to lock open.
right
tank. Push
O
O
FRemainingNfuel may be drained through the filter drain. Close sump
drain valves before refueling.

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

FUEL TANK DRAIN
Figure 8-3
(e) Emptying Fuel System
Drain the bulk of fuel at sump tanks. Set fuel selector on left or
right tank. Push in sump drain valves and twist 1/4 turn to lock open.
Remaining fuel may be drained through the filter drain. Close sump
drain valves before refueling.

CAUTION

ISSUED: JULY 1, 1986

REPORT: VB-1300
8-15

ISSUED: JULY 1, 1986

REPORT: VB-1300
8-15

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

8.25 TIRE INFLATION

For maximum service from the tires, keep them inflated to the proper
pressures - 45 psi for the nose and 40 psi for the main tires. All wheels and
tires are balanced before original installation, and the relationship of tire,
tube, and wheel should be maintained upon reinstallation. Unbalanced
wheels can cause extreme vibration in the landing gear; therefore, in the
installation of new components, it may be necessary to rebalance the wheels
with the tires mounted. When checking tire pressure, examine the tires for
wear, cuts, bruises, and slippage.

8.27 BATTERY SERVICE

Access to the 24-volt battery is gained by opening the forward baggage
door and removing the left floor of the forward baggage compartment. The
battery should be checked for proper fluid level. DO NOT fill the battery above
the baffle plates. DO NOT fill the battery with acid - use water only. A
hydrometer check will determine the percent of charge in the battery.

Y
L
N
O
E in the sump is
Inspect overflow sump for presence of battery
fluid. FluidT
C
H
Na battery
not a normal condition and indicates either
or charging system
G
E
I
problem. If fluid is present, the electrical
L must be serviced to
R system
eliminate cause and the neutralizerE
media in theF
sump jar replaced.
F OR
E
If the battery is notR
up to charge,
recharge starting at a 3 amp rate and
Fcharges
finishing with a 1.5R
amp rate. Quick
are not recommended.
T
O
O
F OXYGEN
8.29 EMERGENCY
N SYSTEM (OPTIONAL)

Inspect overflow sump for presence of battery fluid. Fluid in the sump is
not a normal condition and indicates either a battery or charging system
problem. If fluid is present, the electrical system must be serviced to
eliminate cause and the neutralizer media in the sump jar replaced.
If the battery is not up to charge, recharge starting at a 3 amp rate and
finishing with a 1.5 amp rate. Quick charges are not recommended.
8.29 EMERGENCY OXYGEN SYSTEM (OPTIONAL)

The optional emergency oxygen system must be serviced if used. The
canister generators must be replaced with new units to restore the emergency
system to a useable condition.

8.31 PRESSURIZATION SYSTEM

The system should be given an operational check before each flight.
Should the operational check show any malfunction of the pressurization
system, refer to the PA-46-310P Service Manual.

REPORT: VB-1300
8-16

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

8.33 LUBRICATION

For lubricating instructions, a chart showing lubrication points and
types of lubricants to be used, and lubrication methods, refer to the PA-46310P Service Manual.

8.35 CLEANING

Y
L
N
Do not spray solvent into the alternator,
vacuum
O
pump, starter, or air intakes.
E
T
C
H
N
(3) Allow the solvent to remain onG
engine from five to ten
E engine
I the clean
minutes. Then
rinse the L
with additional
R
F
solvent andE
allow it to dry.
F OR
E
CAUTION
R
F
RDo notOoperate
T the engine until excess solvent
O
F hasNevaporated or otherwise been removed.
CAUTION

(4) Lubricate the controls, bearing surfaces, etc., in
accordance with the Lubrication Chart in the applicable
Service Manual.
(5) Assure that all engine exhaust deposits and stains are
removed frequently from bottom of aircraft around exhaust
outlets. Accumulation of exhaust deposits left even over
short periods of time will cause corrosion.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

REPORT: VB-1300
8-17

(a) Cleaning Engine Compartment
(1) Place a large pan under the engine to catch waste.
(2) With the engine cowling removed, spray or brush the
engine with solvent or a mixture of solvent and degreaser.
In order to remove especially heavy dirt and grease
deposits, it may be necessary to brush areas that were
sprayed.
CAUTION
Do not spray solvent into the alternator, vacuum
pump, starter, or air intakes.
(3) Allow the solvent to remain on the engine from five to ten
minutes. Then rinse the engine clean with additional
solvent and allow it to dry.
CAUTION
Do not operate the engine until excess solvent
has evaporated or otherwise been removed.
(4) Lubricate the controls, bearing surfaces, etc., in
accordance with the Lubrication Chart in the applicable
Service Manual.
(5) Assure that all engine exhaust deposits and stains are
removed frequently from bottom of aircraft around exhaust
outlets. Accumulation of exhaust deposits left even over
short periods of time will cause corrosion.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

REPORT: VB-1300
8-17

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(b) Cleaning Landing Gear
Before cleaning the landing gear, place a plastic cover or similar
material over the wheel and brake assembly.

SECTION 8
HAND/SERV/MAINT

(b) Cleaning Landing Gear
Before cleaning the landing gear, place a plastic cover or similar
material over the wheel and brake assembly.

Y
L
N
O
(c) Cleaning Exterior Surfaces
Ea mild soap
The airplane should be washed with
water.
Tmakeandscratches
C
H
Harsh abrasives or alkaline soaps orN
detergents could
Ecould Lcause
IGcorrosion of metal.
on painted or plastic surfaces or
R
F could cause damage. To
Cover areas where cleaning
E solutions
R
wash the airplane, use F
the following
procedure:
E FO
R
CAUTION
R
T
Do not direct
O any stream of water or cleaning
FO
solutions
at the openings in the pitot head, static
N
ports, alternate static ports or fuselage belly drains.

(1) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or a
soft bristle brush.
(3) To remove exhaust stains, allow the solution to remain
on the surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened
with naphtha.
(5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve
painted surfaces. Soft cleaning cloths or a chamois
should be used to prevent scratches when cleaning or
polishing. A heavier coating of wax on the leading
surfaces will reduce the abrasion problems in these areas.
REPORT: VB-1300
8-18

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

CAUTION
Do not brush the micro switches.
(1) Place a pan under the gear to catch waste.
(2) Spray or brush the gear area with solvent or a mixture of
solvent and degreaser, as desired. Where heavy grease
and dirt deposits have collected, it may be necessary to
brush areas that were sprayed, in order to clean them.
(3) Allow the solvent to remain on the gear from five to ten minutes.
Then rinse the gear with additional solvent and allow to dry.
(4) Remove the cover from the wheel and remove the catch pan.
(5) Lubricate the gear in accordance with the Lubrication Chart.
(c) Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water.
Harsh abrasives or alkaline soaps or detergents could make scratches
on painted or plastic surfaces or could cause corrosion of metal.
Cover areas where cleaning solutions could cause damage. To
wash the airplane, use the following procedure:
CAUTION
Do not direct any stream of water or cleaning
solutions at the openings in the pitot head, static
ports, alternate static ports or fuselage belly drains.
(1) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or a
soft bristle brush.
(3) To remove exhaust stains, allow the solution to remain
on the surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened
with naphtha.
(5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve
painted surfaces. Soft cleaning cloths or a chamois
should be used to prevent scratches when cleaning or
polishing. A heavier coating of wax on the leading
surfaces will reduce the abrasion problems in these areas.
REPORT: VB-1300
8-18

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

(d) Cleaning Windshield and Windows

CAUTION

Use only mild soap and water when cleaning
the heated windshield. Use of ANY other
cleaning agent or material may cause distortion
or damage to windshield coatings.

Y
L
N
O
Do not use gasoline, alcohol, benzene,
carbon
E
tetrachloride, thinner, acetone,
or
window
C HT
cleaning sprays.
N
G
E
I
L
R
(4) After cleaning plastic surfaces,
a thin coat of hard
F with aapply
E RubRlightly
polishing
wax.
soft cloth. Do not use a
F
E motion.
circular
O or mar in plastic can be removed by
F
(5) AR
minor scratch
R rubbing
Tout the scratch with jeweler’s rouge. Smooth
O
O
both sides and apply wax. Deep scratches may lead to
F N
failure when pressurized.
CAUTION

(6) If a deep scratch or crack is found in any of the windshields
or windows, do not pressurize cabin until serviced at
authorized repair station.
(e) Cleaning Headliner, Side Panels and Seats

(1) Remove dirt, mud and other loose particles from exterior
surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft
plastic cleaner. Use a soft cloth or sponge in a straight
back and forth motion. Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with
kerosene.
CAUTION
Do not use gasoline, alcohol, benzene, carbon
tetrachloride, thinner, acetone, or window
cleaning sprays.
(4) After cleaning plastic surfaces, apply a thin coat of hard
polishing wax. Rub lightly with a soft cloth. Do not use a
circular motion.
(5) A minor scratch or mar in plastic can be removed by
rubbing out the scratch with jeweler’s rouge. Smooth
both sides and apply wax. Deep scratches may lead to
failure when pressurized.
(6) If a deep scratch or crack is found in any of the windshields
or windows, do not pressurize cabin until serviced at
authorized repair station.
(e) Cleaning Headliner, Side Panels and Seats

(1) For normal soiling and smudges, simply use the dry
cleaning pad provided. This pad contains an exclusive gritfree powder with unusual power to absorb dirt.

Squeeze and twist the pad so the powder sifts through the
meshes and adheres to the cloth. Then rub the soiled part
in any direction, as hard as necessary to clean.

Even though the pad eventually becomes soiled, this soil
will not transfer back to the headliner.

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
8-19

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
8-19

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(2) For simple stains (e.g. coffee, cola) clean headliner with a
sponge and a common household suds detergent (e.g.
Tide). Dirty grease stains should be first spot cleaned with
a lighter fluid containing Naphtha to remove the solvent
soluble matter. Any stain residue should then be shampooed
with a household upholstery cleaner (e.g. Carbona
upholstery and rug shampoo).

With proper care, your Malibu headliner will provide
years of excellent appearance and durability.

CAUTION

Solvent cleaners require adequate ventilation.

Y
L
N
O
(f) Cleaning Carpets
E
To clean carpets, first remove loose
dirt with aT
whisk broom
C
H
or vacuum. For soiled spots N
and stubborn
stains use a
E FloorLcarpets
IG may be cleaned
noninflammable dry cleaning fluid.
R
like any household carpet.
E RF
F
E FO
(g) Cleaning Oxygen Equipment
R
(1) Clean
R theOmask
T assemblies with a suitable oil-free
O
disinfectant.
F(2) Wipe N
dirt and foreign particles from the unit with a clean,
(3) Leather should be cleaned with saddle soap or a mild
hand soap and water.

dry, lint-free cloth.
(h) Cleaning Surface Deicing Equipment*

Solvent cleaners require adequate ventilation.
(3) Leather should be cleaned with saddle soap or a mild
hand soap and water.
(f) Cleaning Carpets
To clean carpets, first remove loose dirt with a whisk broom
or vacuum. For soiled spots and stubborn stains use a
noninflammable dry cleaning fluid. Floor carpets may be cleaned
like any household carpet.
(g) Cleaning Oxygen Equipment
(1) Clean the mask assemblies with a suitable oil-free
disinfectant.
(2) Wipe dirt and foreign particles from the unit with a clean,
dry, lint-free cloth.
(h) Cleaning Surface Deicing Equipment*

The deicers should be cleaned when the aircraft is washed
using a mild soap and water solution.

In cold weather, wash the boots with the airplane inside a
warm hangar if possible. If the cleaning is to be done outdoors,
heat the soap and water solution before taking it out to the

*Optional equipment

REPORT: VB-1300
8-20

*Optional equipment

ISSUED: JULY 1, 1986

REPORT: VB-1300
8-20

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

airplane. If difficulty is encountered with the water freezing on
boots, direct a blast of warm air along the region being cleaned
using a portable ground heater.

As an alternate cleaning solvent, use benzol or nonleaded
gasoline. Moisten the cleaning cloth in the solvent, scrub lightly,
and then, with a clean, dry cloth, wipe dry so that the cleaner does
not have time to soak into the rubber. Petroleum products such as
these are injurious to rubber, and therefore should be used
sparingly if at all.

With the deicer boots properly cleaned, a coating of Agemaster
No. 1 should be applied as described in the PA-46-310P Service
Manual. This treatment helps protect the boot rubber from ozone
attack, aging and weathering.

Y
L
N of B.F. Goodrich
After the Agemaster coating is dry, aO
coating
Icex may be applied to the boots if icing
are anticipated.
E conditions
For specific instructions refer to theC
PA-46-310P T
Service Manual.
N IGH
E
R FL
E
F OR
E
R F
R
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O
O
F N

ISSUED: JULY 1, 1986

REPORT: VB-1300
8-21

After the Agemaster coating is dry, a coating of B.F. Goodrich
Icex may be applied to the boots if icing conditions are anticipated.
For specific instructions refer to the PA-46-310P Service Manual.

ISSUED: JULY 1, 1986

REPORT: VB-1300
8-21

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

8.36 CLEANING AND MAINTENANCE OF RELIEF TUBE SYSTEM

When the aircraft is equipped with a relief tube system, the
corrosive effects of urine or other liquids poured through the system
are extreme and require much attention to the cleanliness of this
system both inside and outside of the aircraft. From the interior
standpoint, the funnel tube assembly, rubber hose and surrounding
sheet metal should be cleaned at termination of flight when the system
has been used. Likewise, attention to the exterior of the aircraft is
equally as important and must be cleaned as described below.
The corrosive affects of urine on painted and unpainted surfaces
cannot be understated. Corrosion may appear in surrounding areas if
allowed to go uncleaned for even one day!

Y
L
N the relief
After each use of the relief tube, the area surrounding
O
tube should be examined for spillage and cleaned according to the
E Tabove. Clean
cleaning procedures listed in paragraphsC
8.35(e) and (f)
Husing mild soap
area inside the box and access door,N
funnel and
tube
G
E
I
and water. After cleaning, assure
R thatFnoLsoapy residue remains by
flushing with clean water. E
Dry system thoroughly.
F OR
E
R FCAUTION
R
T extending into the fuselage be
Should spillage
O
O
F evident,
N maintenance actions must occur which
include removing panels to access the floor

(a) Interior

(a) Interior
After each use of the relief tube, the area surrounding the relief
tube should be examined for spillage and cleaned according to the
cleaning procedures listed in paragraphs 8.35(e) and (f) above. Clean
area inside the box and access door, funnel and tube using mild soap
and water. After cleaning, assure that no soapy residue remains by
flushing with clean water. Dry system thoroughly.

structure to neutralize urine spillage in the
aircraft structure.

CAUTION
Should spillage extending into the fuselage be
evident, maintenance actions must occur which
include removing panels to access the floor
structure to neutralize urine spillage in the
aircraft structure.

Prepare to flush the relief tube assembly by placing a catch can
underneath the relief tube outlet. Flush tube by pouring a solution of
baking soda (10%) and water through the tube, flushing out the entire
system. Flush again with at least 1/2 gallon of clear water. (Shop air,
at low pressure, may be blown through the relief tube system to dry
the system.)

REPORT: VB-1300
8-22

REVISED: OCTOBER 31, 1997

REPORT: VB-1300
8-22

REVISED: OCTOBER 31, 1997

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 8
HAND/SERV/MAINT

(b) Exterior

SECTION 8
HAND/SERV/MAINT

(b) Exterior

Exterior bottom painted surfaces of the aircraft must be cleaned
from the firewall to the tip of the tail including the bottom of the tail
surfaces, at termination of each flight when the relief tube
system has been used. Cleaning should occur in accordance
with paragraph 8.35(c) with the following exception: After
completion of washing, a solution of baking soda (10%) and
water should be applied to the entire area and allowed to
remain for a few minutes. The area then must be thoroughly
rinsed with clean water. The area should be thoroughly dried
and observed for paint chips and corrosion, with touch up as
necessary.

Y
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C
N IGH
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E
F OR
E
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O
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F N

REVISED: OCTOBER 31, 1997

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

REPORT: VB-1300
8-23

REVISED: OCTOBER 31, 1997

REPORT: VB-1300
8-23

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
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NLEFTIBLANK
G
THIS PAGE INTENTIONALLY
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REPORT: VB-1300
8-24

REVISED: OCTOBER 31, 1997

SECTION 8
HAND/SERV/MAINT

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1300
8-24

REVISED: OCTOBER 31, 1997

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENTS

TABLE OF CONTENTS

SECTION 9

SUPPLEMENTS

Paragraph/Supplement
No.
9.1
1

2
3
4
5
6
7
8
9
10
11
12

13
14
15

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Page
No.

General ....................................................................................
King 150 Series Flight Control System
and KAS 297B Vertical Speed And
Altitude Selector DELETED.................................(1 Page)
King KNS-80 Area Navigation System ..................(14 Pages)
King KNS-81 Area Navigation System ..................(12 Pages)
Minneapolis Honeywell (Sperry)
WeatherScout Radar System.................................(6 Pages)
Emergency Oxygen ...................................................(6 Pages)
Air Conditioning System...........................................(4 Pages)
3M (Ryan) Stormscope, WX-10A.............................(6 Pages)
Prop Heat, Heated Windshield Panel
and Wing Ice Detection Light...............................(6 Pages)
TI 9000 Loran C Navigator With
KAP/KFC 150 Autopilot System .........................(6 Pages)
Ice Protection System..............................................(16 Pages)
3M (Ryan) Stormscope, WX-11 ...............................(6 Pages)
ARNAV R-30 Loran C Navigator and
RS08 Series Remote Switch with
KAP/KFC 150 Autopilot System .........................(6 Pages)
Northstar M1 Loran C Navigator
with KAP/KFC 150 Autopilot System .................(4 Pages)
Supplemental Electric Heater....................................(6 Pages)
II Morrow, Inc., Apollo II, Model 612,
Loran C Navigation System with
KAP/KFC 150 Autopilot System .........................(6 Pages)
Bendix/King RDS 81/82/82VP
Digital Weather Radar ........................................(10 Pages)

Y
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F OR
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ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

9-1

9-3
9-37
9-51
9-63
9-69
9-75
9-79

Paragraph/Supplement
No.
9.1
1

2
3
4
5
6
7
8

9-85
9
9-91
9-97
9-113

10
11
12

9-119
13
9-125
9-129

14
15

9-135
16
9-141

REPORT: VB-1300
9-i

SECTION 9
SUPPLEMENTS

Page
No.

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

9-1

9-3
9-37
9-51
9-63
9-69
9-75
9-79
9-85
9-91
9-97
9-113

9-119
9-125
9-129

9-135
9-141

REPORT: VB-1300
9-i

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F OR
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RINTENTIONALLY
THIS PAGE
LEFT BLANK
F
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FO NO

THIS PAGE INTENTIONALLY LEFT BLANK

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

9.1

SECTION 9
SUPPLEMENTS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9

SUPPLEMENTS

GENERAL

9.1

SECTION 9
SUPPLEMENTS

GENERAL

This section provides information in the form of supplements which are
necessary for efficient operation of the airplane when it is equipped with one
or more of the various optional systems and equipment not approved with
the standard airplane.

All of the supplements provided in this section are FAA Approved and
consecutively numbered as a permanent part of this handbook. The
information contained in each supplement applies only when the related
equipment is installed in the airplane.

ISSUED: JULY 1, 1986

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E
F OR
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O
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REPORT: VB-1300
9-1

SECTION 9
SUPPLEMENTS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
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N IGH
E
L BLANK
R FLEFT
E
THIS PAGE INTENTIONALLY
F OR
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REPORT: VB-1300
9-2

ISSUED: JULY 1, 1986

SECTION 9
SUPPLEMENTS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1300
9-2

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 1

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 1

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 1
FOR
KING 150 SERIES FLIGHT CONTROL SYSTEM
AND
KING KAS 297B VERTICAL SPEED AND ALTITUDE SELECTOR

This supplement has been DELETED as the FAA Approved Operational
Supplement to the Bendix/King 150 Series Flight Control System as
installed per STC SA1778CE-D. Effective this revision Bendix/King will be
responsible to supply and revise the operational supplement. It is permitted
to include the Bendix/King supplement in this location of the Pilots
Operating Handbook unless otherwise stated by Bendix/King.

(pages 9-4 through 9-36 DELETED)

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ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

REPORT: VB-1300
1 of 1, 9-3

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

REPORT: VB-1300
1 of 1, 9-3

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ERINTENTIONALLY
PAGES 9-4 THROUGHF9-28
DELETED
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PAGES 9-4 THROUGH 9-28 INTENTIONALLY DELETED

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 2
FOR
KING KNS-80 AREA NAVIGATION SYSTEM

This supplement must be attached to the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual when the King KNS-80 Area
Navigation System is installed per Piper Drawing No. 84376-3. The
information contained herein supplements or supersedes the information in
the basic Pilot’s Operating Handbook and FAA Approved Airplane Flight
Manual only in those areas listed herein. For limitations, procedures and
performance information not contained in this supplement, consult the
basic Pilot’s Operating Handbook and FAA Approved Airplane Flight
Manual.

FAA APPROVED

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D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL

ISSUED: JULY 1, 1986

D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

AUGUST 6, 1986

DATE OF APPROVAL

REPORT: VB-1300
1 of 14, 9-37

ISSUED: JULY 1, 1986

AUGUST 6, 1986

REPORT: VB-1300
1 of 14, 9-37

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional King KNS-80 Area Navigation System is
installed in accordance with FAA Approved Piper data.

SECTION 2 - LIMITATIONS

(a) The Area Navigation or VOR PAR mode can only be used with
co-located facilities (VOR and DME signals originating from the
same geographical location).
SECTION 3 - EMERGENCY PROCEDURES

No change.

Y
L
GROUND TEST PROCEDURES
N
The following test can be used to determine if theO
system is operating
E T
properly.
C
H 25 NM of the
N IGwithin
(a) Tune the KNS 80 to a VORTACE
(VOR/DME)
R FL
airplane.
E
F mode
R rotate the OBS until the course
(b) Place the KNS 80 in
VOR
and
E
O
deviation needle
centers with
the
R
F TO/FROM flag giving a FROM
indication.R
T
O controls, select a value for the waypoint
FO
(c) Using
the appropriate
N
radial equal to the OBS value determined in Step (b). In addition,
SECTION 4 - NORMAL PROCEDURES

No change.
SECTION 4 - NORMAL PROCEDURES
GROUND TEST PROCEDURES
The following test can be used to determine if the system is operating
properly.
(a) Tune the KNS 80 to a VORTAC (VOR/DME) within 25 NM of the
airplane.
(b) Place the KNS 80 in VOR mode and rotate the OBS until the course
deviation needle centers with the TO/FROM flag giving a FROM
indication.

select a value for the waypoint distance equal to the indicated
DME value in Step (b).

(c) Using the appropriate controls, select a value for the waypoint
radial equal to the OBS value determined in Step (b). In addition,
select a value for the waypoint distance equal to the indicated
DME value in Step (b).

(d) Place the KNS 80 in RNAV ENR mode. The system is operating
properly if the distance to station is ± 1.0 NM and the course deviation needle is within a dot of being centered.

REPORT: VB-1300
9-38 2 of 14,

ISSUED: JULY 1, 1986

REPORT: VB-1300
9-38 2 of 14,

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

ENROUTE NAVIGATION

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

ENROUTE NAVIGATION

(a) Load Waypoint 1 Data

(1) Put waypoint 1 in the DSP window by depressing the DSP
button. (If there is a 2 in the DSP window initially, push the
DSP button three times to go through the 2-3-4-1 sequence
to reach 1.)

The previously selected frequency (stored in memory) for
waypoint 1 will be displayed and “1” will be flashing unless USE
and DSP are the same.

(2) Select a waypoint 1 frequency using the data input controls
which are the two concentric knobs on the right. The smaller
of the 2 knobs controls the .1 MHz and .05 MHz digits. The
outer knob changes the 1 MHz and 10MHz displays. The
selected frequency will appear in the display and be placed in
memory.

Y
L
N
O
E T the DATA button.
(3) Select a waypoint 1 radial byC
first depressing
Hwaypoint 1 to appear
Nfor the previous
G
This will cause the radial
E
I
Rover theFLannunciation RAD. Select the
in the data display
E
radial with the
F dataOinput
Rcontrols. The outer knob controls the
10° and E
100° digits;
the center knob IN position controls the
R Fknob OUT position controls the 0.1° digit.
1° and the center
R
Tradial will appear in the display and be placed in
The selected
O
O
F memory.
N
(4) Select a waypoint 1 distance by again depressing the DATA
button, causing display of the previous waypoint 1 distance in
the data display over the annunciation DST. Select the distance
with the data input controls. The outer knob controls the
10 NM digit, the center knob IN position controls the 1 NM
digit, and the center knob OUT position controls the 0.1 NM
digit. The selected distance will appear in the display and be
placed in memory.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3 of 14, 9-39

(3) Select a waypoint 1 radial by first depressing the DATA button.
This will cause the radial for the previous waypoint 1 to appear
in the data display over the annunciation RAD. Select the
radial with the data input controls. The outer knob controls the
10° and 100° digits; the center knob IN position controls the
1° and the center knob OUT position controls the 0.1° digit.
The selected radial will appear in the display and be placed in
memory.
(4) Select a waypoint 1 distance by again depressing the DATA
button, causing display of the previous waypoint 1 distance in
the data display over the annunciation DST. Select the distance
with the data input controls. The outer knob controls the
10 NM digit, the center knob IN position controls the 1 NM
digit, and the center knob OUT position controls the 0.1 NM
digit. The selected distance will appear in the display and be
placed in memory.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3 of 14, 9-39

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

NOTE

Throughout this sequence, the number 1 over
DSP annunciation will blink. It will stop blinking
and remain steady only when the waypoint
number in DSP is the same as the waypoint
number in USE. This is a safety feature.

(b) Load Remaining Waypoint Data

Y
L
N
(2) The remaining waypoints may be loaded in a O
similar manner.
E T
(c) Takeoff and Fly to Waypoint 1
C
His still the active
NRNV/ENR
Before takeoff, check to be sureE
that
G
I
mode, then depress the DSP R
1 in the DSP
FplaceL waypoint
E buttonR1 tofrequency
position. The selectedF
waypoint
will automatically
E FO
appear in the data display.
R
Depress theR
DATA button
T to check the radial, and again to check
distanceO
in the data O
display.
F N
Now depress the USE button to place waypoint 1 in the USE

(1) Put waypoint 2 in the DSP window by depressing DSP button. The
data display will automatically display the frequency of the last
selected number 2 waypoint and FRQ will be annunciated. All
other displays will remain as before. Waypoint 2 may now be
loaded the same as waypoint 1 was previously.
(2) The remaining waypoints may be loaded in a similar manner.
(c) Takeoff and Fly to Waypoint 1
Before takeoff, check to be sure that RNV/ENR is still the active
mode, then depress the DSP button to place waypoint 1 in the DSP
position. The selected waypoint 1 frequency will automatically
appear in the data display.
Depress the DATA button to check the radial, and again to check
distance in the data display.

position. The number 1 in the DSP position will stop blinking, indicating that the displayed data and “in use” data are the same.

Now depress the USE button to place waypoint 1 in the USE
position. The number 1 in the DSP position will stop blinking, indicating that the displayed data and “in use” data are the same.

After takeoff, and line of sight altitude is reached, the DME will
lock on. The dashes that were present in the distance display of the
KNS 80 will disappear and display distance to waypoint 1. CDI or
HSI will also be flagged until both VOR and DME are valid.

Ground speed and time-to-station information will not be accurate
unless flying directly to or from the VORTAC or waypoint.

REPORT: VB-1300
9-40, 4 of 14

ISSUED: JULY 1, 1986

REPORT: VB-1300
9-40, 4 of 14

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

CAUTION

When installed, an RMI will continue to display the bearing to the VOR station; it will not
display bearing to the RNAV waypoint.

Soon after being on course direct to waypoint 1, ground speed and
TTS will become accurate.

At this point you may also want to check the ident of the VOR by
pulling the ON/OFF/Volume switch to place it in the OUT position. When satisfied, return the switch to the IN position to mute
the ident tones.

Y
L
N
O
E T
C
N IGH
E
FLbutton to put waypoint 2 data
ER theRUSE
When satisfied,F
depress
“in use”. TheE
number 2O
will appear in the USE annunciated space;
R
F
the number
2 in the
DSP space will stop blinking. Waypoint 2
R will
T
frequency
automatically appear.
O
O
FFollowingNVOR/DME receiver acquisition of the new VORTAC

(d) Change Over to Waypoint 2

frequency, distance display will begin reading distance (NM),
ground speed (KT) and TTS (MIN) to waypoint 2. The CDI
TO/FROM flag will move to the TO position and continue flying
course directly to waypoint 2.

(e) Flying Direct to a VOR/DME Facility

Depress the DSP button and the number 2 will appear (blinking)
over the DSP annunciation and the waypoint 2 frequency will appear
in the data display. The DME display will not change because
waypoint 1 data is still “in use’’. At this point, if desired, waypoint 2
radial and distance data may be rechecked by depressing the DSP
button for each.
When satisfied, depress the USE button to put waypoint 2 data
“in use”. The number 2 will appear in the USE annunciated space;
the number 2 in the DSP space will stop blinking. Waypoint 2
frequency will automatically appear.
Following VOR/DME receiver acquisition of the new VORTAC
frequency, distance display will begin reading distance (NM),
ground speed (KT) and TTS (MIN) to waypoint 2. The CDI
TO/FROM flag will move to the TO position and continue flying
course directly to waypoint 2.
(e) Flying Direct to a VOR/DME Facility

(1) Depress the VOR button and RNV/ENR will disappear from
the mode annunciator and VOR will appear. The distance
display will change to show distance to the VORTAC instead of
to the waypoint. Ground speed (KTS) and time-to-station
(MIN) displays will also change accordingly.

ISSUED: JULY 1, 1986

(d) Change Over to Waypoint 2

REPORT: VB-1300
5 of 14, 9-41

ISSUED: JULY 1, 1986

REPORT: VB-1300
5 of 14, 9-41

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Center the needle to the CDI and you will be on a course direct
to the VORTAC. However, the CDI will display conventional
(angular) crosstrack deviation of ± 10 full scale.

(2) Push the VOR button again and VOR/PAR mode will appear
with linear crosstrack deviation displayed on the CDI as ± 5
NM full scale (as in RNV/ENR). This permits flying accurately
direct to the station or on a parallel course up to 5 NM either
side of the direct course.

CAUTION

Whenever flying directly to or from a VORTAC
facility, always select either the VOR or
VOR/PAR mode.

Y
L
N
O
To retain DME, depress the HOLD button. Now
select the ILS
E
T it in the
frequency using the data input controls
and
checking
CThe distance
H
data display. HLD will now annunciate.
will continue
N
G
I
to read to the VORTAC and E
VOR/PAR
function
will remain
L
R function.
annunciated along with the
active ILSF
E
FVOR O
R
E
Now reselect the same
and the ILS annunciation will cancel
R
and it will revert back to F
VOR/PAR mode. HLD will cancel since
T
VOR and R
DME frequency
are again the same. The DME HOLD
O
O
button
will remain
depressed
(it is a two position button). Thus the
F
N
HOLD button functions as a Hold ARM when in the IN position

(f) Tune an ILS Frequency Without Losing DME

(f) Tune an ILS Frequency Without Losing DME
To retain DME, depress the HOLD button. Now select the ILS
frequency using the data input controls and checking it in the
data display. HLD will now annunciate. The distance will continue
to read to the VORTAC and VOR/PAR function will remain
annunciated along with the active ILS function.

and actual Hold (HLD) annunciation occurs only when VOR/ILS
and DME frequencies are different.

Now reselect the same VOR and the ILS annunciation will cancel
and it will revert back to VOR/PAR mode. HLD will cancel since
VOR and DME frequency are again the same. The DME HOLD
button will remain depressed (it is a two position button). Thus the
HOLD button functions as a Hold ARM when in the IN position
and actual Hold (HLD) annunciation occurs only when VOR/ILS
and DME frequencies are different.

If the HOLD function is mistakenly used in the RNAV modes, as
soon as the frequency is changed, the HLD function will annunciate, DME displays (NM, KT, and MIN) will flag (display dashes)
and the CDI or HSI will flag since this is not a valid RNAV signal.
Use of HOLD in VOR PAR mode will result in a CDI or HSI flag
and the DME displays will be to the VORTAC on HOLD.

(g) RNAV Approach

The RNV APR mode may be used for runway location (by placing
a waypoint at the approach end of the runway) during an approach
to an airport.
REPORT: VB-1300
9-42, 6 of 14

ISSUED: JULY 1, 1986

The RNV APR mode may be used for runway location (by placing
a waypoint at the approach end of the runway) during an approach
to an airport.
REPORT: VB-1300
9-42, 6 of 14

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

If in the RNV ENR mode, depress the RNAV pushbutton and
RNV APR mode is immediately activated. In RNV APR the
deviation needle on the CDI will display crosstrack deviation as ±
1 1/4 NM full scale, or NM (1519 ft.) per dot. All other aspects
of the RNV APR mode are identical with the RNV ENR mode.

Prior to beginning the approach, it is recommended that the waypoints and corresponding waypoint numbers be assigned as follows
to reduce pilot workload during the final approach segment:

Prior to beginning the approach, it is recommended that the waypoints and corresponding waypoint numbers be assigned as follows
to reduce pilot workload during the final approach segment:
Waypoint Number

Waypoint Number
1

Use repetitively for initial and intermediate fixes. See note
below.

Y
L
3
Missed Approach Point (MAP) Coordinates.
N
O
4
Missed Approach Fix (MAF) Coordinates.
E T
C
NOTE
N IGH
E
L approach, the
If flying an autopilot
coupled
R to HEADING
F
E
pilot should
revert
mode at the
Fto make
R
waypoint
the
required
course
corE
O
R
rections
whileF
revising the KNS 80 waypoint 1.
RDo notOadjust
T the controls for setting waypoint
O
F when
N in RNAV mode or the VOR frequency
2

Final Approach Fix (FAF) Coordinates.

when USE and DSP are showing the same
number and the autopilot is coupled to the
KNS 80 system.

ISSUED: JULY 1, 1986

REPORT: VB-1300
7 of 14, 9-43

Use repetitively for initial and intermediate fixes. See note
below.

Final Approach Fix (FAF) Coordinates.

Missed Approach Point (MAP) Coordinates.

Missed Approach Fix (MAF) Coordinates.
NOTE
If flying an autopilot coupled approach, the
pilot should revert to HEADING mode at the
waypoint to make the required course corrections while revising the KNS 80 waypoint 1.
Do not adjust the controls for setting waypoint
when in RNAV mode or the VOR frequency
when USE and DSP are showing the same
number and the autopilot is coupled to the
KNS 80 system.

ISSUED: JULY 1, 1986

REPORT: VB-1300
7 of 14, 9-43

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

FINAL APPROACH PLANNING

If the length of the final approach segment for a given angle of intercept
is less than the figures given below, a satisfactory approach will not be
obtainable. The figures are in accordance with FAA Advisory Circular
90-45A, Appendix D, guidelines for establishment of IFR approaches.

MINIMUM LENGTH OF FINAL APPROACH SEGMENT
IN NAUTICAL MILES

Approach
Category

Category Approach
Magnitude of Turn Over Final
Speed Requirements Approach Waypoint (Intercept Angle)
10°

20°

30°

40°

50°

Less than 91 knots

REPORT: VB-1300
9-44, 8 of 14

1.0

1.5

2.0

3.0

Category Approach
Magnitude of Turn Over Final
Speed Requirements Approach Waypoint (Intercept Angle)

60°

5.0
Y
B
91 to 120 knots
1.5 2.0 2.5 3.5 4.5L 5.5
N
C
121 to 140 knots
2.0 2.5 3.0 4.0O 5.0 6.0
E T
C
N IGH
SECTION 5 - PERFORMANCE
E
R FL
No change.
E
F OR
E
SECTION 6 - WEIGHTR
AND BALANCE
F
R
T
Factory installed
optional
equipment is included in the licensed weight
FOin Section
and balance data
6 of the basic Pilot’s Operating Handbook.
NO
A

Approach
Category

4.0

ISSUED: JULY 1, 1986

10°

20°

30°

40°

50°

60°

Less than 91 knots

1.0

1.5

2.0

3.0

4.0

5.0

91 to 120 knots

1.5

2.0

2.5

3.5

4.5

5.5

121 to 140 knots

2.0

2.5

3.0

4.0

5.0

6.0

SECTION 5 - PERFORMANCE
No change.
SECTION 6 - WEIGHT AND BALANCE
Factory installed optional equipment is included in the licensed weight
and balance data in Section 6 of the basic Pilot’s Operating Handbook.

REPORT: VB-1300
9-44, 8 of 14

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

SECTION 7 - DESCRIPTION AND OPERATION

The KNS 80 is a panel mounted navigation system consisting of a
VOR/Localizer Receiver, DME Interrogator, RNAV Computer, and Glide
Slope Receiver in a single unit. When combined with an appropriate CDI
Indicator, the unit becomes a complete navigation system featuring two
modes of VOR, two modes of RNAV, and ILS. The unit also simultaneously
displays distance to station (waypoint), velocity to station (waypoint), time
to station (waypoint), and chosen parameter (frequency, radial or distance)
of one of the four waypoints. Separate system flexibility is maintained with a
DME HOLD button which allows ``freezing’’ the DME frequency while
tuning to a different ILS or VOR frequency. The various modes, (VOR,
VOR PAR, RNV ENR, and RNV APR), are selected by pressing the
appropriate VOR or RNAV pushbutton. If an ILS frequency is placed in the
active data, the system will automatically go to the ILS mode. When
switched out of an ILS frequency the system will revert back to the mode in
which it was at the time the ILS frequency was selected.

Y
L
N
O
When energized, the system will go to E
the mode in
it was when
Twhich
C
H
switched off. In addition, it will retain
all
waypoint
data
through
a power
N IG
E
shutdown.
R FL
E
Additional features
include
an automatic dimming circuit to
F in ambient
R
E
compensate for changes
light level, and a CMOS memory
Owatch cells
F
powered by twoR
silver-oxide
enabling long term waypoint
R
T
storage (2 years
typical
cell life). If the batteries should become weak,
OstorageNwill
O be lost and the radio will tune to 110.00 MHz,
waypoint
F
waypoint 1 in USE and DSP, VOR mode, and dashes in the DME display.

When energized, the system will go to the mode in which it was when
switched off. In addition, it will retain all waypoint data through a power
shutdown.

The unit may then be operated normally during the flight, but no memory
will be retained after turning the radio master switch OFF.

Additional features include an automatic dimming circuit to
compensate for changes in ambient light level, and a CMOS memory
powered by two silver-oxide watch cells enabling long term waypoint
storage (2 years typical cell life). If the batteries should become weak,
waypoint storage will be lost and the radio will tune to 110.00 MHz,
waypoint 1 in USE and DSP, VOR mode, and dashes in the DME display.
The unit may then be operated normally during the flight, but no memory
will be retained after turning the radio master switch OFF.

The KNS 80 Digital Area Navigation System consists of the following
controls and displays:

DISPLAYS

(a) NM Display
(1) VOR and VOR PAR (VOR Parallel) Modes
Displays DME distance.
0 to 99.9 NM in 0.1 NM steps, 100 to 200 NM in 1 NM steps.
Most significant digit is zero blanked.
Displays dashes whenever DME goes into search.

ISSUED: JULY 1, 1986

REPORT: VB-1300
9 of 14, 9-45

ISSUED: JULY 1, 1986

REPORT: VB-1300
9 of 14, 9-45

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
(c) ILS Display
R ILSLfrequency.
E
Indicates that the frequency
in use is anF
F OR
(d) MIN Display RE
F
(1) VOR R
and VOR PAR Modes
T
to DME ground station.
O time
FDisplays
NO
0 to 99 minutes
in 1 minute steps.

Most significant digit is zero blanked.
Displays dashes whenever DME goes into search or when
calculated value exceeds 99 minutes.
(2) RNV APR and RNV ENR Modes
Displays time to the active waypoint.
0 to 99 minutes in 1 minute steps.
Most significant digit is zero blanked.
Displays dashes if DME is in search, if VOR flags, if DME and
VOR are tuned to different frequencies, or if calculated
value exceeds 99 minutes.

REPORT: VB-1300
9-46, 10 of 14

ISSUED: JULY 1, 1986

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(2) RNV APR and RNV ENR Modes
Displays RNAV distance to waypoint.
0 to 99.9 NM in 0.1 NM steps, 100 to 400 NM in 1 NM steps.
Displays dashes if DME is in search, if VOR flags, if DME and
VOR are tuned to different frequencies.
(b) KT Display
(1) VOR and VOR PAR Modes
Displays ground speed to the DME ground station.
0 to 999 knots in 1 knot steps.
Update rate is once per second.
Most significant digit is zero blanked.
Displays dashes whenever DME goes into search.
(2) RNV APR and RNV ENR Modes
Displays ground speed to the active waypoint.
0 to 999 knots in 1 knot steps.
Update rate is once per second.
Most significant digit is zero blanked.
Displays dashes whenever DME goes into search.
(c) ILS Display
Indicates that the frequency in use is an ILS frequency.
(d) MIN Display
(1) VOR and VOR PAR Modes
Displays time to DME ground station.
0 to 99 minutes in 1 minute steps.
Most significant digit is zero blanked.
Displays dashes whenever DME goes into search or when
calculated value exceeds 99 minutes.
(2) RNV APR and RNV ENR Modes
Displays time to the active waypoint.
0 to 99 minutes in 1 minute steps.
Most significant digit is zero blanked.
Displays dashes if DME is in search, if VOR flags, if DME and
VOR are tuned to different frequencies, or if calculated
value exceeds 99 minutes.

REPORT: VB-1300
9-46, 10 of 14

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

Y
L
N
O
E T
C
H
N
G
E
I
(f) USE Display
L being used by system.
R of dataFactually
Displays waypoint number
E
In VOR Modes only
frequency
R has meaning.
EF theFO
Range 1 toR
4.
When
changed always
takes on new value equal to DSP value.
R
T
O Display
O
(g)FDSP
N
Displays waypoint number of data being displayed.
Range 1 to 4.
When changed increments by 1.
Rolls over at 4 and blinks when not equal to USE value.

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

(e) FRQ, RAD, DST Display
(1) FRQ Mode
Displays frequency from 108.00 to 117. 95 MHz.
1 MHz digit overflows into (or underflows from) 10 MHz digit.
Rolls over from 118 to 108 or vice versa.
Least significant digit displays only zero or five.
(2) RAD Mode
Displays ground station radial on which the waypoint is located
from 0.0 to 359.9 degrees.
The two most significant digits are zero blanked.
10 degree digit overflows into (or underflows from) 100 degree
digit.
(3) DST Mode
Displays the distance offset of the waypoint from the ground
station over range of 0.0 to 199.9 NM.
The two most significant digits are zero blanked.
10 NM digit overflows into (or underflows from) 100 NM digit.
The two most significant digits roll over from 190 to 0 NM and
vice versa.
(f) USE Display
Displays waypoint number of data actually being used by system.
In VOR Modes only the frequency has meaning.
Range 1 to 4.
When changed always takes on new value equal to DSP value.
(g) DSP Display
Displays waypoint number of data being displayed.
Range 1 to 4.
When changed increments by 1.
Rolls over at 4 and blinks when not equal to USE value.

(h) PAR, VOR, ENR, APR, RNV Displays
System status lights.

(i) HLD Display
Indicates when the frequency to which the DME is actually tuned is
different from the frequency to which the VOR is tuned.

(j) Course Deviation
Located on remote indicator. When flagged, the needle centers.
(1) VOR Mode
Full scale sensitivity equals ± 10°.

ISSUED: JULY 1, 1986

REPORT: VB-1300
11 of 14, 9-47

ISSUED: JULY 1, 1986

REPORT: VB-1300
11 of 14, 9-47

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(2) VOR PAR Mode
Full scale sensitivity equals 5 NM.
Flagged if VOR or DME data is invalid, or if the VOR and
DME are tuned to different channels.
(3) RNV ENR Mode
Full scale sensitivity equals 5 NM.
Flagged if VOR or DME data is invalid, or if the VOR and
DME are tuned to different channels.
(4) RNV APR Mode
Full scale sensitivity equals 1.25 NM.
Flagged if the VOR or DME data is invalid, or if the VOR
and DME are tuned to different channels.
(5) ILS Mode
Full scale sensitivity equals 3 to 6 degrees (depending upon
ground facility).
Flagged if localizer data is invalid.

Y
L
N
O
E T
CONTROLS
C
N IGH
(a) VOR Button
E
Momentary pushbutton.
L
R
F
E
When pushed while system
is in either
RNV mode causes system
F OR
to go to VOR mode.E
R systemFis in either VOR mode causes system
When pushed while
R
to toggle between
VORT
and VOR PAR modes.
O
O
F Button N
(b) RNAV
Momentary pushbutton.

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

When pushed while system is in either VOR mode causes system to
go to RNV ENR mode.
When pushed while system is in either RNV mode causes system to
toggle between RNV ENR and RNV APR modes.

(b) RNAV Button
Momentary pushbutton.
When pushed while system is in either VOR mode causes system to
go to RNV ENR mode.
When pushed while system is in either RNV mode causes system to
toggle between RNV ENR and RNV APR modes.

(d) USE Button
Momentary pushbutton.
Causes active waypoint to take on same value as displayed waypoint
and data display to go to FRQ mode.

REPORT: VB-1300
9-48, 12 of 14

ISSUED: JULY 1, 1986

REPORT: VB-1300
9-48, 12 of 14

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 2

(e) DSP Button
Momentary pushbutton.
Causes displayed waypoint to increment by 1 and data display to go
to FRQ mode.

(f) DATA Button
Momentary pushbutton.
Causes waypoint data display to change from FRQ to RAD to DST
and back to FRQ.

(g) OFF/ON/Ident Control
(1) Power OFF-ON/Volume Function
Rotate clockwise for power ON.
(2) VOR Audio Level Control
Rotate clockwise for increased audio level.
(3) VOR IDENT Mute Function
Push-Pull switch.
Enables the VOR Ident tone to be heard in OUT position.

Y
L
N
O
E T
(h) Data Input Control
C
HOUT positions.
Dual concentric knobs. Center N
knob has IN and
G
E
I
(1) Frequency Data
L
Outer knob varies
1R
MHz digit.
F
E
FfromO
A carry occurs
units
tens position.
Rtoto 108.
E
Rollover
occurs
from
117
R Ffrequency in 50 KHz steps.
Center knob varies
R
T
(2)
Radial Data
O
O
F OuterNknob varies 10 degrees digit.
A carry occurs from the tens to hundreds position.
Rollover to zero occurs at 200 NM.
Center knob IN position varies 1 NM digit.
Center knob OUT position varies 0.1 NM digit.
(3) Distance Data
Outer knob varies 10 NM digits.
A carry occurs from the tens to hundreds place.
A rollover to zero occurs at 200 NM.
Center knob IN position varies 1 NM digit.
Center knob OUT position varies 0.1 NM digit.
(i) Course Select Knob
Located in remote unit.
Selects desired course through the VOR ground station or waypoint.
ISSUED: JULY 1, 1986

REPORT: VB-1300
13 of 14, 9-49

(h) Data Input Control
Dual concentric knobs. Center knob has IN and OUT positions.
(1) Frequency Data
Outer knob varies 1 MHz digit.
A carry occurs from units to tens position.
Rollover occurs from 117 to 108.
Center knob varies frequency in 50 KHz steps.
(2) Radial Data
Outer knob varies 10 degrees digit.
A carry occurs from the tens to hundreds position.
Rollover to zero occurs at 200 NM.
Center knob IN position varies 1 NM digit.
Center knob OUT position varies 0.1 NM digit.
(3) Distance Data
Outer knob varies 10 NM digits.
A carry occurs from the tens to hundreds place.
A rollover to zero occurs at 200 NM.
Center knob IN position varies 1 NM digit.
Center knob OUT position varies 0.1 NM digit.
(i) Course Select Knob
Located in remote unit.
Selects desired course through the VOR ground station or waypoint.
ISSUED: JULY 1, 1986

REPORT: VB-1300
13 of 14, 9-49

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

For additional information consult the King KNS-80 Pilot’s Guide.

SECTION 9
SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

For additional information consult the King KNS-80 Pilot’s Guide.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
9-50, 14 of 14

ISSUED: JULY 1, 1986

REPORT: VB-1300
9-50, 14 of 14

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 3

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 3
FOR
KING KNS-81 AREA NAVIGATION SYSTEM

This supplement must be attached to the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual when the King KNS-81 Area
Navigation System is installed per Piper Drawing No. 84388-2. The information contained herein supplements or supersedes the information in the
basic Pilot’s Operating Handbook and FAA Approved Airplane Flight
Manual only in those areas listed herein. For limitations, procedures and
performance information not contained in this supplement, consult the basic
Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual.

FAA APPROVED

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N
D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL

ISSUED: JULY 1, 1986

D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

AUGUST 6, 1986

DATE OF APPROVAL

REPORT: VB-1300
1 of 12, 9-51

ISSUED: JULY 1, 1986

AUGUST 6, 1986

REPORT: VB-1300
1 of 12, 9-51

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional King KNS-81 Area Navigation System is
installed in accordance with FAA Approved Piper data.

SECTION 2 - LIMITATIONS

Y
L
N
O
SECTION 3 - EMERGENCY PROCEDURES E
C HT
No change.
N
E LIG
R
E RF
SECTION 4 - NORMAL PROCEDURES
F
E FO
AREA NAVIGATION FUNCTIONAL
TEST
R
The followingR
procedure T
applies only to airports equipped with, or in
O
range of, a co-located
VOR/DME
O
F 81 in VORstation.
(a) Place the KNSN
mode.

(b) Find and record the angle from the VOR station by centering the
course deviation needle and the TO/FROM flag giving a FROM
indication.
(c) Program a waypoint radial angle equal to the OBS value deter- mined
in Step (b).
(d) Program a waypoint distance equal to the indicated DME value.
(e) Place the KNS 81 in RNV.
The KNS 81 is operating properly if the distance to waypoint is 0
± 1.0 NM and the course deviation needle is within a dot of being
centered.

REPORT: VB-1300
9-52, 2 of 12

ISSUED: JULY 1, 1986

(a) The Area Navigation may be used as the primary navigation system
under IFR conditions on approved approach procedures, approved
airways, or random area navigation routes only when approved by
Air Traffic Control.
(b) The Area Navigation (RNAV) modes and the VOR PAR mode may
only be used with co-located facilities (VOR and DME signals
originate from the same geographical location).
SECTION 3 - EMERGENCY PROCEDURES
No change.
SECTION 4 - NORMAL PROCEDURES
AREA NAVIGATION FUNCTIONAL TEST
The following procedure applies only to airports equipped with, or in
range of, a co-located VOR/DME station.
(a) Place the KNS 81 in VOR mode.
(b) Find and record the angle from the VOR station by centering the
course deviation needle and the TO/FROM flag giving a FROM
indication.
(c) Program a waypoint radial angle equal to the OBS value deter- mined
in Step (b).
(d) Program a waypoint distance equal to the indicated DME value.
(e) Place the KNS 81 in RNV.
The KNS 81 is operating properly if the distance to waypoint is 0
± 1.0 NM and the course deviation needle is within a dot of being
centered.

REPORT: VB-1300
9-52, 2 of 12

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 3

PROGRAMMING
Pertinent information (waypoint number, station frequency, waypoint
radial, and waypoint distance) for up to nine waypoints is entered into the
memory. Programming may be completed prior to takeoff or during the
flight. Any combination of navigational facilities (RNAV waypoint,
VOR/DME, ILS) may be loaded into the computer; however, it is desirable
that each facility be numbered and loaded into the computer in the sequence
it will be used.

(a) RNAV WAYPOINTS
(1) Turn the system on by rotating the ON/OFF switch clockwise.
(2) Put waypoint 1 in the WPT window by turning the WPT knob.
Turn the knob in either direction to get “1”.
(3) Select the waypoint 1 frequency using the data input controls.
(4) Select the waypoint 1 radial by depressing the DATA button.
This will move the
(caret) from FRQ to RAD. Select
the new radial with the data input controls.
(5) Select the waypoint 1 distance by again depressing the DATA
button. This will move the
from RAD to DST. Select
the new distance with the data input controls.
(6) This completes the programming for the first waypoint. Follow
these procedures for all selected waypoints up to a maximum
of nine.

Inputting the waypoint number and frequency into the
memory is accomplished in the same manner. The RAD and
DST displays will display dashes during VOR and VOR
PAR operation.

(b) CONVENTIONAL VOR
(1) The programming technique for conventional navigation
directly toward or away from a VOR facility without a
colocated DME is similar to that for RNAV waypoints.
Inputting the waypoint number and frequency into the
memory is accomplished in the same manner. The RAD and
DST displays will display dashes during VOR and VOR
PAR operation.

(c) ILS APPROACH (Front course and Back course)
(1) Programming an ILS approach is accomplished in the same
manner as programming conventional VOR.

(d) MISSED APPROACH
(1) If the published missed approach utilizes an RNAV waypoint
or VOR facility, it may be entered into the memory any time
prior to the approach. This is accomplished in the same
manner set forth in CONVENTIONAL VOR and RNAV
WAYPOINTS in this section.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R VOR
F technique for conventional navigation
(b) CONVENTIONAL
R
T
(1) The programming
FOdirectly
NOtoward or away from a VOR facility without a
colocated DME is similar to that for RNAV waypoints.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3 of 12, 9-53

ISSUED: JULY 1, 1986

REPORT: VB-1300
3 of 12, 9-53

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(e) INFLIGHT
(1) Preset waypoints may be recalled from memory and put into
active use as required.
Turn the WPT knob as required to select the desired waypoint.
The preset waypoint number, frequency, radial and distance
will appear in their respective displays. The WPT display
will blink to indicate that the waypoint displayed is other
than the active waypoint.
(2) Verify that the data is correct.

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

NOTE

Revisions to the waypoint data can be programmed at this time by entering the new
waypoint parameters.

Y
L
Npress the RTN
(3) When return to the active waypoint is desired
O
button. The active waypoint, alongE
with its data, will be
T
C
displayed.
H
N
(4) When navigation to the displayed
E (blinking
IGWPT) waypoint is
desired, press the USER
button. TheL
WPT display will cease
F becomes the active
E Rwaypoint
blinking and theF
displayed
E FO
waypoint.
R
RNAV OPERATION
R OT
O
If the system
F is receiving
N valid signals from a co-located VOR-DME
facility, it will supply linear deviation information to the Horizontal

(3) When return to the active waypoint is desired press the RTN
button. The active waypoint, along with its data, will be
displayed.
(4) When navigation to the displayed (blinking WPT) waypoint is
desired, press the USE button. The WPT display will cease
blinking and the displayed waypoint becomes the active
waypoint.
RNAV OPERATION

Situation Indicator (or Course Deviation Indicator). Enroute (RNV)
sensitivity, available by turning the MODE selector knob until RNV is
displayed, provides a constant course width of +/- 5 NM full scale.

If the system is receiving valid signals from a co-located VOR-DME
facility, it will supply linear deviation information to the Horizontal
Situation Indicator (or Course Deviation Indicator). Enroute (RNV)
sensitivity, available by turning the MODE selector knob until RNV is
displayed, provides a constant course width of +/- 5 NM full scale.

Approach (RNV APR) sensitivity, available by turning the MODE
selector knob until RNV APR is displayed, provides a constant course width
of +/- 1 1/4NM full scale. Approach sensitivity should be selected just prior to
final approach course interception. Time and distance to the station, and
computed ground speed are displayed on the DME display.

REPORT: VB-1300
9-54, 4 of 12

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 3

CONVENTIONAL VOR OPERATION

VOR or VOR-PAR modes are selected by turning the MODE selector
knob until VOR or VOR PAR is displayed. In VOR mode the remote DME
is automatically tuned when the KNS 81 is selected as the tuning source.
Upon Lock-on, distance, ground speed and time to the VORTAC station
will be displayed on the DME display. The HSI (CDI) will display
conventional angular crosstrack deviation from the selected course (+/- 10°
full scale). In VOR-PAR mode, operation is identical to VOR except the
HSI (CDI) will display crosstrack deviation of +/- 5 NM full scale from the
selected course. Course width will be constant irrespective of distance from
the VORTAC.

Anytime the RAD button is engaged, the radial from the station will be
displayed on the DME knots display along with an “F” on the DME time to
station display.

Y
L
N
NOTE
O
E Ttype,
The RAD switch is not the
momentary
C
therefore, the switch must
be pressedH
again for
N
G
E
I
the normal DME information to be
displayed.
R FL
E
F O
R
CAUTION
E
R
Fdirectly to or from a VORTAC
Whenever flying
R
T
facility, always
O select either the VOR or VOR
FO PARNmode.

NOTE
The RAD switch is not the momentary type,
therefore, the switch must be pressed again for
the normal DME information to be displayed.
CAUTION
Whenever flying directly to or from a VORTAC
facility, always select either the VOR or VOR
PAR mode.

ILS OPERATION

Whenever an ILS Frequency is put “IN USE” the mode display will
remain the same (either VOR, VOR PAR, RNAV, RNAV APR displayed) but
the RAD and DST displays will be blanked. Absence of the LOC/GS
functions is annunciated by the NAV and GS flags in the HSI (CDI). Only
angular deviation is provided in the ILS mode.

RNAV APPROACH

The RNAV Approach (RNV APR) mode may be used for runway
location (by placing a waypoint at the approach end of the runway) during
an approach to an airport. Turn the MODE selector knob to select RNV
APR. In RNV APR the deviation needle on the HSI (CDI) will display
crosstrack deviation of +/- 1 1\4 NM full scale or 1/4 NM (1519 ft) per dot. All
other aspects of the RNV APR mode are identical to the RNV mode.

ISSUED: JULY 1, 1986

REPORT: VB-1300
5 of 12, 9-55

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

NOTE

Prior to beginning an approach (ILS, RNAV,
VOR, etc.), it is recommended that the missed
approach navigation fixes be programmed into
the KNS 81. This will reduce pilot workload
during the final approach segment and subsequent missed approach should this become
necessary.

FINAL APPROACH PLANNING

Y
L
N
MINIMUM LENGTH OF FINAL APPROACH SEGMENT
O
IN NAUTICAL MILES E
TFinal
Cof Turn Over
H
Approach Category Approach
Magnitude
N
E Waypoint
IG(Intercept Angle)
Category
Speed Requirements Approach
L
R
F
E10° R
20° 30° 40° 50° 60°
F
E F1.0O1.5 2.0 3.0 4.0 5.0
A
Less than 91
knots
R
R knotsOT 1.5 2.0 2.5 3.5 4.5 5.5
B
91 to 120
O
F121 to 140Nknots 2.0 2.5 3.0 4.0 5.0 6.0
C
SECTION 5 - PERFORMANCE

MINIMUM LENGTH OF FINAL APPROACH SEGMENT
IN NAUTICAL MILES
Approach
Category

Category Approach
Magnitude of Turn Over Final
Speed Requirements Approach Waypoint (Intercept Angle)
10°

20°

30°

40°

50°

60°

Less than 91 knots

1.0

1.5

2.0

3.0

4.0

5.0

91 to 120 knots

1.5

2.0

2.5

3.5

4.5

5.5

121 to 140 knots

2.0

2.5

3.0

4.0

5.0

6.0

SECTION 5 - PERFORMANCE

No change.

SECTION 6 - WEIGHT AND BALANCE

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

REPORT: VB-1300
9-56, 6 of 12

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 3

SECTION 7 - DESCRIPTION AND OPERATION
The King KNS 81 is a navigation system combining a 200 channel
VOR/Localizer receiver, a 40 channel glide slope receiver and a digital
RNAV computer with a capability of preselection and storage of 9 VOR/
LOC frequencies and 9 sets of RNAV waypoint parameters. A DME
System must be used in conjunction with the KNS 81.

The KNS 81 can be operated in any one of three basic modes: VOR,
RNAV, or ILS. To change from one mode to another, the rotary MODE
selector knob on the left side of panel is used. The ILS Mode is entered
automatically whenever an ILS frequency is channeled as the ACTIVE
frequency. The display will annunciate the mode by lighting a message
beside the WPT display, except in the ILS mode. In this case, the RAD and
DST displays are blanked to denote the ILS mode. In addition to the standard VOR and RNAV enroute (RNV) modes, the KNS 81 has a constant
course width, or parallel, VOR mode (VOR PAR) and an RNAV approach
mode (RNV APR). The same rotary MODE selector knob is used to place
the unit in either of these secondary modes.

push button. The increment/decrement switch changes only the information being displayed with the carets.

All waypoint information, station frequency, waypoint distance, and
waypoint radial are entered with the increment/decrement rotary switch
on the right side of the panel and displayed in their respective displays. The
small knob affects the least significant digits while the large knob changes
the most significant digits. The tenth’s position of waypoint radial and
distance can be changed by pulling the small knob to the OUT position. The
type of data being selected is indicated by the illuminated carets (
)
located by either FRQ, RAD, or DST. Frequency, radial or distance information for a waypoint can be selected sequentially by pressing the DATA
push button. The increment/decrement switch changes only the information being displayed with the carets.

The KNS 81 can store frequency, radial, and distance information for
up to nine waypoints. The waypoint number of the data being displayed
is located above the message WPT. The waypoint number is changed by
rotating the WPT selector knob (small center knob) on the left side of the
panel. If the waypoint in use is different than the displayed waypoint (WPT
blinking), pressing the USE button will cause the displayed WPT to become
the waypoint in use. Additional features include an automatic dimming
circuit to compensate for changes in ambient light level and a non-volatile
memory. When energized, the system will go to the mode in which it was
when switched off. In addition, it will retain all waypoint data through a
power shutdown. A non-volatile memory enables indefinite waypoint
storage with no batteries required.

ISSUED: JULY 1, 1986

Y
L
N
O
E waypoint
T distance, and
C
All waypoint information, station frequency,
H
N
waypoint radial are entered with E
the increment/decrement
rotary switch
IG
on the right side of the panel and
displayed L
in their respective displays. The
R
F while the large knob changes
small knob affects the leastE
digits
F significant
R
the most significant E
digits. The tenth’s
position of waypoint radial and
O
distance can be changed
by pulling
the
small
to the OUT position. The
R
Fis indicated by knob
type of data R
being selected
the illuminated carets (
)
T
O
located by
either FRQ,
RAD, or DST. Frequency, radial or distance inforO
N can be selected sequentially by pressing the DATA
mationF
for a waypoint

REPORT: VB-1300
7 of 12, 9-57

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

The KNS 81 Digital Area Navigation System consists of the following
displays and controls (Figure 7-1):
MODE SELECTOR KNOB
MODEı
ANNUNCIATOR

NAV FREQ DISPLAY

WAYPOINT DISTANCE
WAYPOINT RADIAL

SECTION 9
SUPPLEMENT 3

The KNS 81 Digital Area Navigation System consists of the following
displays and controls (Figure 7-1):
MODE SELECTOR KNOB
MODEı
ANNUNCIATOR

DATA BUTTON

USE BUTTON
RETURN BUTTON

RADIAL BUTTON

CHECK BUTTON

DATAı
INPUT CONTROL

WAYPOINTı
SELECTOR KNOB

ON / OFFı
IDENT CONTROL

Least significant digit displays only zero or five.
Rolls over from 117 to 108 or vice versa.
1 MHz digit overflows into (or underflows from) 10 MHz digit.
(2) RAD Display
Displays ground station radial on which the waypoint is located
from 0.0 to 359.9 degrees.
The two most significant digits are zero blanked.
Displays radial from VOR station when CHK button is depressed.
10 degree digit overflows into (or underflows from) 100 degree
digit.
Display is dashed in VOR modes and blanked if an ILS frequency is selected.

REPORT: VB-1300
9-58, 8 of 12

NAV FREQ DISPLAY

WAYPOINT DISTANCE
WAYPOINT RADIAL

DATA BUTTON

Y
L
N
O
ESYSTEM
T
C
KNS 81 DIGITAL AREA NAVIGATION
H
N
FigureE
7-1
IG
L
R
E RF
F
DISPLAY
E O
R
(a) FRQ, RAD, DST
Display F
R OT
(1) FRQ Display
O
frequency from 108.00 to 117.95 MHz in increments
FDisplays
N
of .05 MHz.
WAYPOINTı
SELECTOR KNOB

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

USE BUTTON
RETURN BUTTON

RADIAL BUTTON
CHECK BUTTON

DATAı
INPUT CONTROL
ON / OFFı
IDENT CONTROL

KNS 81 DIGITAL AREA NAVIGATION SYSTEM
Figure 7-1
DISPLAY
(a) FRQ, RAD, DST Display
(1) FRQ Display
Displays frequency from 108.00 to 117.95 MHz in increments
of .05 MHz.
Least significant digit displays only zero or five.
Rolls over from 117 to 108 or vice versa.
1 MHz digit overflows into (or underflows from) 10 MHz digit.
(2) RAD Display
Displays ground station radial on which the waypoint is located
from 0.0 to 359.9 degrees.
The two most significant digits are zero blanked.
Displays radial from VOR station when CHK button is depressed.
10 degree digit overflows into (or underflows from) 100 degree
digit.
Display is dashed in VOR modes and blanked if an ILS frequency is selected.
REPORT: VB-1300
9-58, 8 of 12

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 3

(3) DST Display
Displays the offset distance of the waypoint from the ground
station over a range of 0.0 to 199.9 NM.
The two most significant digits are zero blanked.
The two most significant digits roll over from 190 to 0 NM and
vice versa.
Displays distance from the VORTAC (blanked if VOR) station
when CHK button is depressed.
Display is dashed in VOR modes and blanked if an ILS frequency is selected.

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 3

(b) VOR, PAR, RNAV, RNV APR Displays
System mode lights.

(c) WPT Display
Displays waypoint number (1 to 9) of data being displayed.
WPT display blinks when waypoint number displayed is not the
same as that being used.

Y
L
N
O
E T
C
(d) Carets (
) Display
H or DST) the increN (FRQ,IGRAD,
Indicates which waypoint
data
E
L
ment/decrement rotary R
switch will change.
F
Display is cycledF
byE
depressing the DATA button.
R
E(Remote)
O
(e) DME Display
R
Fthe waypoint/station, KT ground speed and
Displays
NM to/from
R
T
MIN time toO
the waypoint/station.
FO
Nbearing
Displays
from the waypoint/station instead of ground
speed when the KNS 81 RAD button is depressed.
Displays F (for FROM) instead of MIN when the KNS 81 RAD
button is depressed.

(d) Carets (
) Display
Indicates which waypoint data (FRQ, RAD, or DST) the increment/decrement rotary switch will change.
Display is cycled by depressing the DATA button.
(e) DME Display (Remote)
Displays NM to/from the waypoint/station, KT ground speed and
MIN time to the waypoint/station.
Displays bearing from the waypoint/station instead of ground
speed when the KNS 81 RAD button is depressed.
Displays F (for FROM) instead of MIN when the KNS 81 RAD
button is depressed.

(f) RMI Display (Optional)
Displays the bearing to the waypoint/station.

(g) Course Deviation Display
Located on remote indicator. When flagged, the needle centers.
(1) VOR Mode
Full scale sensitivity equals +/- 10°.
(2) VOR PAR and RNV Modes
Full scale sensitivity equals +/- 5 NM.
Flagged if VOR or DME data is invalid or if VOR and DME
are tuned to different frequencies.

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
9 of 12, 9-59

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
9 of 12, 9-59

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(3) RNV APR Mode
Full scale sensitivity equals ± 1.25 NM.
Flagged if VOR or DME data is invalid or if VOR and DME
or tuned to different frequencies.
(4) ILS Mode
Full scale sensitivity equals ± 3 to 6 degrees (depending upon
ground facility).
Flagged if Localizer data is invalid.
Glide Slope only flagged if GS data is invalid.
CONTROLS

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
Edisplayed.T Turning the
(2) The center knob selects the WPT C
to be
H by one
knob causes the displayed waypoint
to increment
N IG
E
through the waypoint sequence
of 1,2,8,9,1.
R FL
E
(b) USE Button
F which,
R
Momentary pushbutton
when pressed, causes the active
E
O
R
waypoint to take on the same
value as the displayed waypoint.
F
R OT
(c) RTN Button
O
F pushbutton
Momentary
N which, when pressed, causes the active
waypoint to return to the display.

(a) WPT/Mode Control
Dual concentric knobs.
(1) The outer knob selects the MODE of unit operation. Turning
the knob clockwise causes the mode to sequence through VOR,
VOR PAR, RNV, RNV APR and then back to the VOR
mode.
(2) The center knob selects the WPT to be displayed. Turning the
knob causes the displayed waypoint to increment by one
through the waypoint sequence of 1,2,8,9,1.
(b) USE Button
Momentary pushbutton which, when pressed, causes the active
waypoint to take on the same value as the displayed waypoint.
(c) RTN Button
Momentary pushbutton which, when pressed, causes the active
waypoint to return to the display.

(d) RAD Button
The KNS 81 is normally operated with the RAD button not depressed. Push on, push off button which, when pushed on,
causes the radial from the waypoint/station to be displayed
instead of ground speed and F to be displayed instead of time
on the remote DME display.

(e) CHK Button
Momentary pushbutton which, when pressed, causes the raw radio
data from the NAV Receiver and DME to be displayed. The
radial from the VOR Ground Station will be displayed on the
RAD display and the distance from the station will be displayed
on the DST display. There is no effect on any other data output.

REPORT: VB-1300
9-60, 10 of 12

ISSUED: JULY 1, 1986
REVISED: MARCH 18, 1991

REPORT: VB-1300
9-60, 10 of 12

ISSUED: JULY 1, 1986
REVISED: MARCH 18, 1991

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 3

(f) DATA Button
Momentary pushbutton which, when pressed, causes the caret (
display to change from FRQ to RAD to DST and back to FRQ.

)

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 3

(f) DATA Button
Momentary pushbutton which, when pressed, causes the caret (
display to change from FRQ to RAD to DST and back to FRQ.

)

(g) OFF/PULL ID Control
Rotary switch/potentiometer which, when turned clockwise, applies
power to the KNS 81 and increases NAV audio level. The switch may
be pulled out to hear VOR ident.

(h) DATA INPUT Control
Dual concentric knobs with the center knob having an IN and OUT
position.
(1) Frequency Data
The outer knob varies the 1 MHz and 10 MHz digits and the
center knob varies the frequency in .05 MHz increments with
carry to/from the .1 MHz digit regardless of whether the
switch is in its IN or OUT position.

Y
L
N
O
E T
(2) Distance Data
The outer knob varies theN
10C
NM digitH
with a carry over occurG
ring from the tens toE
hundreds place.
The center knob in the
I
L
R
IN position varies
the 1 NM
digit
and
in the OUT position
F
E
varies to 0.1F
NM digit.R
E FO
R
(3) Radial
Data
R
The outer knob
the 10 degree digit with a carry over
T thevaries
O
O
occurring
from
tens
position. The center knob
F in theNIN position variesto hundreds
the 1° digit and in the OUT position varies the 0.1 degree digit.

For additional information consult the King KNS-81 Pilot’s Guide.

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
11 of 12, 9-61

(2) Distance Data
The outer knob varies the 10 NM digit with a carry over occurring from the tens to hundreds place. The center knob in the
IN position varies the 1 NM digit and in the OUT position
varies to 0.1 NM digit.
(3) Radial Data
The outer knob varies the 10 degree digit with a carry over
occurring from the tens to hundreds position. The center knob
in the IN position varies the 1° digit and in the OUT position varies the 0.1 degree digit.
For additional information consult the King KNS-81 Pilot’s Guide.

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
11 of 12, 9-61

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
L BLANK
R FLEFT
E
THIS PAGE INTENTIONALLY
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
9-62, 12 of 12

ISSUED: JULY 1, 1986

SECTION 9
SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1300
9-62, 12 of 12

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 4

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 4

PILOT'S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 4
FOR
MINNEAPOLIS HONEYWELL(SPERRY)
WEATHERSCOUT WEATHER RADAR SYSTEM

This supplement must be attached to the Pilot's Operating Handbook
and FAA Approved Airplane Flight Manual when the Minneapolis
Honeywell (Sperry) WeatherScout Weather Radar System is installed per
Piper Drawing 84398-2. The information contained herein supplements or
supersedes the information in the basic Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual only in those areas listed herein. For
limitations, procedures, and performance information not contained in this
supplement, consult the basic Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual.

FAA APPROVED:

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N
D. H. TROMPLER
D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL:

August 1, 1986

ISSUED: JULY 1, 1986
REVISED: NOVEMBER 22, 1989

D. H. TROMPLER
D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA
DATE OF APPROVAL:

REPORT: VB-1300
1 of 6,
9-63

August 1, 1986

ISSUED: JULY 1, 1986
REVISED: NOVEMBER 22, 1989

REPORT: VB-1300
1 of 6,
9-63

SECTION 9
SUPPLEMENT 4

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 4

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional Minneapolis Honeywell (Sperry) WeatherScout
Weather Radar System is installed.

SECTION 2 - LIMITATIONS

Do not operate the radar during refueling operation or in the vicinity of
trucks or containers accomodating flammables or explosives. Do not allow
personnel within 15 feet of area being scanned by antenna when system is
transmitting.

Y
L
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No change.
O
E T
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N IGH
E
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E
F OR
E
R F
R
T
O
O
F N

SECTION 3 - EMERGENCY PROCEDURES

REPORT: VB-1300
9-64,
2 of 6

ISSUED: JULY 1, 1986
REVISED: MARCH 18, 1991

SECTION 3 - EMERGENCY PROCEDURES
No change.

REPORT: VB-1300
9-64,
2 of 6

ISSUED: JULY 1, 1986
REVISED: MARCH 18, 1991

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 4

Y
L
N
O
E T
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N IGH
E
R FL
E
FCONTROLS
RAND DISPLAY FEATURES
INDICATOR
E
O
R
F
R
T
(1) MODEO
Selector
FO
a. NOFF
All power is off.

*Honeywell now owners of Sperry

SBY

TEST

d.
e.

WX
CYC

MAP

(2) INT

Standby mode is used for system warmup.
The antenna is not radiating energy in SBY.
Weather colors are displayed for preflight
test.
Normal weather detection mode.
Cyclic contour mode activates alternate
flashing of red, intense storm cells, with a
black background color for added warning
emphasis.
Activates ground mapping for identification
of prominent terrain features.
Rotary control used to regulate brightness
(INTensity) of display.

ISSUED: JULY 1, 1986
REVISED: NOVEMBER 22, 1989

REPORT: VB-1300
3 of 6,
9-65

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 4

*Honeywell now owners of Sperry

INDICATOR CONTROLS AND DISPLAY FEATURES

(1) MODE Selector
a. OFF
b. SBY
c.

TEST

d.
e.

WX
CYC

MAP

(2) INT

All power is off.
Standby mode is used for system warmup.
The antenna is not radiating energy in SBY.
Weather colors are displayed for preflight
test.
Normal weather detection mode.
Cyclic contour mode activates alternate
flashing of red, intense storm cells, with a
black background color for added warning
emphasis.
Activates ground mapping for identification
of prominent terrain features.
Rotary control used to regulate brightness
(INTensity) of display.

ISSUED: JULY 1, 1986
REVISED: NOVEMBER 22, 1989

REPORT: VB-1300
3 of 6,
9-65

SECTION 9
SUPPLEMENT 4

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 4

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(3) TILT

Rotary control used to adjust antenna
elevation position. Control indexes increments of tilt from 0 to 12 degrees up or
down.

(3) TILT

Rotary control used to adjust antenna
elevation position. Control indexes increments of tilt from 0 to 12 degrees up or
down.

(4) RANGE
12/30/60/90

Rotary switch used to select one of four
ranges.

(4) RANGE
12/30/60/90

Rotary switch used to select one of four
ranges.

(5) Range Field

Maximum selected range is displayed.
Maximum range is always displayed
when indicator is in on-condition.

(5) Range Field

Maximum selected range is displayed.
Maximum range is always displayed
when indicator is in on-condition.

(6) Test Field

Test block displays three illumination
levels.

(6) Test Field

Test block displays three illumination
levels.

Individual label displayed for each range
mark.

(7) Range Mark
Identifier

Individual label displayed for each range
mark.

(8) Mode Field

Operating mode is displayed as WX or
CYC.

Y
L
N
O
(8) Mode Field
Operating mode is displayed
as WX or
E
T
CYC.
H on, WAIT is
NC IGturned
WhenE
system is first
Lsystem times out (30-40
R until
displayed
F
E
seconds).
F OR
E
RCONTROLFSETTINGS
(b) PRELIMINARY
R
T
O
O
Place the
Indicator
controls in the following positions before
F
applying powerN
from the aircraft electrical system:

(b) PRELIMINARY CONTROL SETTINGS
Place the Indicator controls in the following positions before
applying power from the aircraft electrical system:

MODE selector................................................................................OFF
INTensity control...............................................Fully counterclockwise
TILT control ......................................................................Fully upward
RANGE switch............................................................12 nautical miles

(c) OPERATIONAL CONTROL SETTINGS
(1) Rotate MODE selector clockwise to SBY to bring system into
ON condition.
(2) Note that WAIT is displayed during warm-up period of
30-40 seconds.
(3) Rotate MODE selector to desired operating mode.
(4) Set RANGE switch to desired range.
(5) Adjust TILT control for desired forward scan area.

(7) Range Mark
Identifier

REPORT: VB-1300
9-66,
4 of 6

ISSUED: JULY 1, 1986

When system is first turned on, WAIT is
displayed until system times out (30-40
seconds).

REPORT: VB-1300
9-66,
4 of 6

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 4

(d) PRECAUTIONS
(1) If the radar is to be operated while the aircraft is on the ground,
direct nose of aircraft such that antenna scan sector is free of
large metallic objects (hangars, other aircraft) for a distance of
100 yards (90 meters), and tilt antenna fully upward.

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 4

WARNING

Do not operate the radar during refueling
operations or in the vicinity of trucks or
containers accommodating flammables or
explosives; do not allow personnel within 15
feet of area being scanned by antenna when
system is transmitting.

Y
L
N
O
E T
C
N IGH
E
R FL
SECTION 5 - PERFORMANCE
E
F OR
E
No change.
R F
R
TAND BALANCE
O
O
SECTION
6
WEIGHT
F N
Factory installed optional equipment is included in the licensed weight
(2) Flash bulbs can be exploded by radar energy.
(3) Since storm patterns are never stationary, the display is
constantly changing. Continued observation is always advisable in stormy areas.

(2) Flash bulbs can be exploded by radar energy.
(3) Since storm patterns are never stationary, the display is
constantly changing. Continued observation is always advisable in stormy areas.
SECTION 5 - PERFORMANCE
No change.
SECTION 6 - WEIGHT AND BALANCE

and balance data in Section 6 of the basic Pilot’s Operating Handbook.

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

ISSUED: JULY 1, 1986

REPORT: VB-1300
5 of 6,
9-67

SECTION 9
SUPPLEMENT 4

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
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N IGH
E
L BLANK
R LEFT
F
E
THIS PAGE INTENTIONALLY
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
9-68,
6 of 6

ISSUED: JULY 1, 1986

SECTION 9
SUPPLEMENT 4

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1300
9-68,
6 of 6

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 5

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 5

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 5
FOR
EMERGENCY OXYGEN SYSTEM

This supplement must be attached to the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual when the Emergency Oxygen
System is installed per Piper Drawing No. 83985-2. The information contained herein supplements or supersedes the information in the basic Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual only in
those areas listed herein. For limitations, procedures and performance
information not contained in this supplement, consult the basic Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual.

FAA APPROVED

Y
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N IGH
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F OR
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F N
D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL

ISSUED: JULY 1, 1986

D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

AUGUST 6, 1986

DATE OF APPROVAL

REPORT: VB-1300
1 of 6,
9-69

ISSUED: JULY 1, 1986

AUGUST 6, 1986

REPORT: VB-1300
1 of 6,
9-69

SECTION 9
SUPPLEMENT 5

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 5

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional Emergency Oxygen System is installed in
accordance with FAA Approved Piper Data.

SECTION 2 - LIMITATIONS

The following placard is installed on the right cabin side panel,
immediately forward of the copilot’s air vent, and the right aft facing seat, aft
of the air vent.

EMERGENCY OXYGEN

N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N
IN DRAWER UNDER SEAT PULL MASK
O U T O F D R AW E R F U L LY AT F U L L
EXTENSION GIVE CORD A TUG
M A X I M U M D U R AT I O N – 1 5 M I N S
SEE POH
NO SMOKING WHILE IN USE

REPORT: VB-1300
9-70,
2 of 6

ISSUED: JULY 1, 1986

EMERGENCY OXYGEN
IN DRAWER UNDER SEAT PULL MASK
O U T O F D R AW E R F U L LY AT F U L L
EXTENSION GIVE CORD A TUG
M A X I M U M D U R AT I O N – 1 5 M I N S
SEE POH
NO SMOKING WHILE IN USE

REPORT: VB-1300
9-70,
2 of 6

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 5

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 5

SECTION 3 - EMERGENCY PROCEDURES

In the event that the emergency oxygen system is needed, proceed as
follows:

Mask compartment(s) .................................................................................OPEN
Masks ....................................................................REMOVE and extend lanyard
to full length; tug to activate
generator. Unfold and don
mask(s).
Flow Indicator(s) ..................................................................green area in bottom
of accumulator INFLATES,
indicating oxygen flow.
Cabin Altitude .......................................................................REDUCE to 12,500
or lower before the 15 minute
oxygen supply is fully depleted.

Y
L
N
O
NOTE
E T
C
Descent should be started
as
soon
possible
N GasHremains
in order to assureE
that flowIrate
L Refer to
R theFdescent.
adequate throughout
E
F3 ofOtheRbasic POH and FAA
SECTION
E
Approved
AFM for emergency descent
R
F
procedures.
This system, once activated,
R
T
cannot
be
turned
FO NO off.

NOTE
Descent should be started as soon as possible
in order to assure that flow rate remains
adequate throughout the descent. Refer to
SECTION 3 of the basic POH and FAA
Approved AFM for emergency descent
procedures. This system, once activated,
cannot be turned off.

WARNING

No smoking while oxygen is in use. Remove oil
and grease (including lipstick, chapstick,
makeup, etc.) before using oxygen.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3 of 6,
9-71

ISSUED: JULY 1, 1986

REPORT: VB-1300
3 of 6,
9-71

SECTION 9
SUPPLEMENT 5

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 5

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4 - NORMAL PROCEDURES

Prior to each flight, turn on the master switch and check that the amber
OXYGEN annunciator light is not illuminated. If the annunciator is
illuminated, one or more of the oxygen generators should be replaced. In
addition, check the oxygen masks and hoses for accessibility and condition.

SECTION 5 - PERFORMANCE

No change.

SECTION 6 - WEIGHT AND BALANCE

Y
L
N
O
SECTION 7 - DESCRIPTION AND OPERATION OF THE
E T
EMERGENCY OXYGEN SYSTEM
C
H
NconsistsIG
The optional emergency oxygen system
of three ``two-man’’
E
L oxygen flow for six
R sufficient
chemical oxygen generators, which provide
F
E
people, during a descent from 25,000
feet
to
12,000
feet or below, for a 15
F OR is activated,
minute time period. Once anE
oxygen generator
it will continue
F
to produce oxygen until R
depleted; no
shut-off provisions are provided. Each
R O
T connected, either of which is capable of
generator has two
oxygen
masks
O
Fgenerator.NThe masks are accessible from each crew/pasactivating the
senger seat.

Factory installed optional equipment is included in the licensed weight
and balance data in Section 6 of the Airplane Flight Manual.

The system consists of two major assemblies, the crew assembly and the
passenger assembly.

REPORT: VB-1300
9-72,
4 of 6

Factory installed optional equipment is included in the licensed weight
and balance data in Section 6 of the Airplane Flight Manual.

ISSUED: JULY 1, 1986

SECTION 7 - DESCRIPTION AND OPERATION OF THE
EMERGENCY OXYGEN SYSTEM
The optional emergency oxygen system consists of three ``two-man’’
chemical oxygen generators, which provide sufficient oxygen flow for six
people, during a descent from 25,000 feet to 12,000 feet or below, for a 15
minute time period. Once an oxygen generator is activated, it will continue
to produce oxygen until depleted; no shut-off provisions are provided. Each
generator has two oxygen masks connected, either of which is capable of
activating the generator. The masks are accessible from each crew/passenger seat.

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 5

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 5

The crew assembly is located under the copilot’s seat and contains one
two-man oxygen generator and two masks mounted on a sliding tray. The
tray is accessible from the aisle between the pilot’s and copilot’s seats and is
pulled out from under the seat to expose the two masks. Each mask is
connected to the generator with a clear plastic tube and lanyard. The tube
delivers oxygen to the mask when the lanyard is pulled out, releasing the
firing mechanism, which activates a chemical reaction within the oxygen
generator. Each generator has two over-pressure relief valves to prevent
excessive pressure in the generator, in the event of a malfunction or delivery
tube restriction. When activated, the generator delivers oxygen to both
attached masks simultaneously.

The passenger assembly is located in the drawer in the right aft facing
passenger seat base. The drawer is accessible from the aft side of the base,
under the seat bottom and is pulled aft to expose the four masks. The two
inboard masks are attached to one generator, while the two outboard masks
are attached to the second generator. Either of the four masks will reach any
of the four passenger seat locations. Activation of the generators is the same
as the crew installation; pulling out the lanyard attached to the mask.
Operation of the passenger provisions are identical to that of the crew.

Y
L
N
O
E T
C
N IGH
E
R FL
E
Placards are provided
panel outboard of the copilot’s seat
Fon theOside
R
E
and the right aft facing
seat, stating
the location and operation of the oxygen
R F while oxygen is in use.
system, and that smoking is prohibited
R
T
O
O
An
Famber OXYGEN
N annunciator is provided to inform the crew
whenever either of the three oxygen generators has been activated. The

Placards are provided on the side panel outboard of the copilot’s seat
and the right aft facing seat, stating the location and operation of the oxygen
system, and that smoking is prohibited while oxygen is in use.

annunciator light is operated by a micro switch adjacent to each generator
firing mechanism. The light will continue to be illuminated until the
generator is replaced with a full one with an untripped firing mechanism.

An amber OXYGEN annunciator is provided to inform the crew
whenever either of the three oxygen generators has been activated. The
annunciator light is operated by a micro switch adjacent to each generator
firing mechanism. The light will continue to be illuminated until the
generator is replaced with a full one with an untripped firing mechanism.

ISSUED: JULY 1, 1986

REPORT: VB-1300
5 of 6,
9-73

SECTION 9
SUPPLEMENT 5

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 5

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
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N
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N IGH
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E
F OR
E
R F
R
T
O
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F N

OXYGEN SYSTEM INSTALLATION
Figure 7-1
REPORT: VB-1300
9-74,
6 of 6

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

OXYGEN SYSTEM INSTALLATION
Figure 7-1
REPORT: VB-1300
9-74,
6 of 6

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 6

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 6
FOR
AIR CONDITIONING SYSTEM

This supplement must be attached to the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual when the Air Conditioner
System is installed per Piper Drawing No. 83870-2. The information contained herein supplements or supersedes the information in the basic Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual only in
those areas listed herein. For limitations, procedures and performance
information not contained in this supplement, consult the basic Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual.

FAA APPROVED

Y
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N IGH
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E
F OR
E
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R
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O
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F N
D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL

ISSUED: JULY 1, 1986

D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

AUGUST 6, 1986

DATE OF APPROVAL

REPORT: VB-1300
1 of 4,
9-75

ISSUED: JULY 1, 1986

AUGUST 6, 1986

REPORT: VB-1300
1 of 4,
9-75

SECTION 9
SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional Air Conditioning System is installed in
accordance with FAA Approved Piper Data.

SECTION 2 - LIMITATIONS

AIR COND/BLWR switch in OFF or BLWR position for takeoffs and
landings.

NOTE

Y
L
N
O
Alternator failure (ALTERNATOR annunciator light illuminated.)
E T
C
AIR COND/BLWR switch ............................................................................OFF
N IGH
E
R FL
Freon compressor failure.
E
F OR
AIR COND/BLWR switch............................................................OFF
or BLWR
E
R
F
R
T
SECTION 4 - NORMAL
O NPROCEDURE
O
F
AIR CONDITIONING SYSTEM OPERATION.

REC BLWR switch may be in HIGH or LOW position.

SECTION 3 - EMERGENCY PROCEDURES

To turn air conditioning ON:

SECTION 3 - EMERGENCY PROCEDURES
Alternator failure (ALTERNATOR annunciator light illuminated.)
AIR COND/BLWR switch ............................................................................OFF
Freon compressor failure.
AIR COND/BLWR switch............................................................OFF or BLWR
SECTION 4 - NORMAL PROCEDURE
AIR CONDITIONING SYSTEM OPERATION.
To turn air conditioning ON:

AIR COND/BLWR switch ................................................................AIR COND
REC BLWR switch ......................................................HIGH or LOW as desired
To turn air conditioning OFF:

AIR COND/BLWR switch............................................................OFF or BLWR

REPORT: VB-1300
9-76,
2 of 4

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 6

SECTION 5 - PERFORMANCE

Operation of the air conditioner will cause slight decreases in cruise
speed and range. Power from the engine is required to run the compressor.
Although the cruise speed and range are only slightly affected by the air
conditioner operation, these changes should be considered in preflight
planning. To be conservative, decrease the true airspeed 1 knot while
operating the air conditioner.

NOTE

To insure maximum climb performance the air
conditioner must be turned off manually before
takeoff and landing.

Y
L
N
SECTION 6 - WEIGHT AND BALANCE
O
Factory installed optional equipment is included
in the licensed weight
EOperating
THandbook.
and balance data in Section 6 of the basic Pilot’s
C
H
N
E LIG
R
E RF
F
E FO
R
R OT
O
F N

ISSUED: JULY 1, 1986

REPORT: VB-1300
3 of 4,
9-77

SECTION 6 - WEIGHT AND BALANCE
Factory installed optional equipment is included in the licensed weight
and balance data in Section 6 of the basic Pilot’s Operating Handbook.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3 of 4,
9-77

SECTION 9
SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7 - DESCRIPTION AND OPERATION

The cabin air conditioning system is a vapor cycle system using refrigerant
R-12. The freon compressor is engine driven and the condenser cooling airflow
is provided by a continuous duty motor and fan. Cabin air (regardless of
source) is recirculated across the evaporators to provide cool air at each seat
outlet.

The system controls are located on the pilot’s instrument panel, to the
left of the pilot’s control wheel, together with other system switches. They
consist of two switches; AIR COND/OFF/BLWR and REC BLWR
HIGH/LOW. It is possible to operate the cabin fan, without the air
conditioning system on, for the recirculation air flow only. The air
conditioning system must be OFF to insure normal takeoff climb
performance.

The condenser and cooling air supply fan are located in the tailcone,
immediately aft of the rear pressure bulkhead. Cooling air is pulled into the
cooling air duct, from the outside of the tailcone, thru a flush opening in the
skin, routed across the condenser coil and discharged into the tailcone. The
tailcone exit opening provides a path for discharging the air overboard.

Y
L
N
O
E T
C
N IGH
E
R FL
E
The evaporator assemblies (two)
are
each rear seat, below
F Oislocated
Rdrawnaftintoof each
E
the rear baggage compartment
floor. Air
evaporator from
R
F
grills in the floor structure
behind each
seat, thru each evaporator coil using
Rand discharged
T into ducts connected to each cabin side
squirrel cage blowers,
O
O
F are located
wall duct. Outlets
N at each seat in the airplane.

The evaporator assemblies (two) are located aft of each rear seat, below
the rear baggage compartment floor. Air is drawn into each evaporator from
grills in the floor structure behind each seat, thru each evaporator coil using
squirrel cage blowers, and discharged into ducts connected to each cabin side
wall duct. Outlets are located at each seat in the airplane.

The freon portion of the system also incorporates a receiver dryer, with
sight gauge, suction and discharge service valves, and high pressure (265 psi)
and low pressure (40 psi) switches. Should the compressor discharge
pressure increase above 265 psi, or decrease below 40 psi, the clutch will
disengage the freon compressor.

REPORT: VB-1300
9-78,
4 of 4

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 7

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 7
FOR
3M (RYAN) STORMSCOPE, WX-10A

This supplement must be attached to the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual when the optional WX-10A
Stormscope system is installed per Piper Dwg. 84634-2. The information
contained herein supplements or supersedes the information in the basic
Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual
only in those areas listed herein. For limitations, procedures and performance
information not contained in this supplement, consult the basic Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual.

FAA APPROVED

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N
D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL

ISSUED: JULY 1, 1986

D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

AUGUST 6, 1986

DATE OF APPROVAL

REPORT: VB-1300
1 of 6,
9-79

ISSUED: JULY 1, 1986

AUGUST 6, 1986

REPORT: VB-1300
1 of 6,
9-79

SECTION 9
SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional WX-10A Stormscope system is installed in
accordance with FAA Approved Piper data.

SECTION 2 - LIMITATIONS

(a) The WX-10A Stormscope system signal displays are not intended for
the purpose of penetrating thunderstorm areas or areas of severe
turbulence; such intentional use is prohibited.

NOTE

Range selector determines receiver sensitivity
and therefore relative range. Displayed range is
based on signal strength and is not to be used
for accurate determination of thunderstorm
location.

Y
L
N
O
E T
C
N IGHtest functions.
E
(b) Allow 30 seconds warm-up time
before activating
R FL
E
(c) Placards
F OR
E
Ron the top
Located
F of the throttle quadrant near the
R
Stormscope:
T
FOSTORMSCOPE
NO NOT TO BE USED FOR

(b) Allow 30 seconds warm-up time before activating test functions.
(c) Placards
Located on the top of the throttle quadrant near the
Stormscope:
STORMSCOPE NOT TO BE USED FOR
THUNDERSTORM AREA PENETRATION

THUNDERSTORM AREA PENETRATION

SECTION 3 - EMERGENCY PROCEDURES

No change.

REPORT: VB-1300
9-80,
2 of 6

No change.

ISSUED: JULY 1, 1986

REPORT: VB-1300
9-80,
2 of 6

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 7

SECTION 4 - NORMAL PROCEDURES

The 3M (Ryan) Stormscope, WX-10A Owners Manual, should be read
thoroughly by the operator before using the displayed data to interpret
thunderstorm activities.

(a) Operation (Pre-Flight)

Y
L
N
O
E T
C
N IGH
E
R NOTEFL
E
FshouldObeRaware that occasional
E
Operator
R F system (pitot heat, radio
aircraft electrical
R
T etc.) activations or noisy
transmissions,
O
O
F external
N electrical devices in close ground
proximity may cause signal patterns to be
displayed. Such signals should be disregarded
and cleared by the CLR button.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3 of 6,
9-81

(1) Turn power/mode switch to ON.
(2) Turn WX-10A to FWD, if desired, to concentrate system
memory to forward 180° reception.
(3) Push test button, TST. Check for proper signal reception on the
45° bearing. Check that signal reception occurs at both 100 NM
range and 200 NM scale selections. No signal will normally be
seen on the 50/25 NM scales.
(4) Push clear button, CLR, to clear dots from screen so new
thunderstorm data can be displayed.
(5) Turn Range-Selection switch to desired range in nautical miles.
(6) For night operation, the brightness control, BRT, controls
intensity of dots for comfortable viewing.
NOTE
Operator should be aware that occasional
aircraft electrical system (pitot heat, radio
transmissions, etc.) activations or noisy
external electrical devices in close ground
proximity may cause signal patterns to be
displayed. Such signals should be disregarded
and cleared by the CLR button.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3 of 6,
9-81

SECTION 9
SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

WX-10A STORMSCOPE
Figure 4-1
REPORT: VB-1300
9-82, 4 of 6

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

WX-10A STORMSCOPE
Figure 4-1
REPORT: VB-1300
9-82, 4 of 6

ISSUED: JULY 1, 1986
REVISED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 7

(b) IN-FLIGHT FUNCTIONS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 7

(b) IN-FLIGHT FUNCTIONS

(1) The WX-10A has the capacity to show up to 256 dots on the
display screen. When in FWD mode all dots will be concentrated
on the upper half of the screen to give greater definition of
thunderstorm activity ahead of the airplane. No warnings will
be received from the rear half of the display.

(2 )The size and shape of the cluster of dots will indicate how
concentrated or sparse the electrical discharges are at the
thunderstorm location.

The rapidity at which the individual dots appear indicate the
rate of occurrence of the electrical discharges and generally the
thunderstorm severity.

Y
L
N anywhere from
The dot patterns will update automatically
O
approximately 10 seconds to 5 minutes
depending upon the
E
nature and severity of the detected
disturbances
by automatic
T
C newly detected
erasure of oldest signals N
and display ofH
signals.
G
A random, scatteredE
displayL
ofI signals may only indicate
R Finstability rather than significant
possible areas E
of atmospheric
Factivity.OR
thunderstorm
E
R Fmanual for complete explanation and interRead the owners
R
pretationO
of T
dots.
O
F(3) The N
push test button, TST, may be used in-flight to verify proper
operation of the system.
SECTION 5 - PERFORMANCE

The dot patterns will update automatically anywhere from
approximately 10 seconds to 5 minutes depending upon the
nature and severity of the detected disturbances by automatic
erasure of oldest signals and display of newly detected signals.
A random, scattered display of signals may only indicate
possible areas of atmospheric instability rather than significant
thunderstorm activity.
Read the owners manual for complete explanation and interpretation of dots.
(3) The push test button, TST, may be used in-flight to verify proper
operation of the system.
SECTION 5 - PERFORMANCE

No change.

SECTION 6 - WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight
and balance data in the Equipment List attached to the Pilot’s Operating
Handbook.

ISSUED: JULY 1, 1986

REPORT: VB-1300
5 of 6,
9-83

SECTION 9
SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7 - DESCRIPTION AND OPERATION

The 3M (Ryan) Stormscope, WX-10A, weather mapping system
provides a visual screen readout of the electrical discharges associated with
thunderstorms. This information with proper interpretation, will allow the
pilot to detect severe thunderstorm activity. A series of green dots will be
displayed on the screen to indicate the electrical discharge areas. The display
scope provides full scale selectable ranges of 200, 100, 50 and 25 nautical
miles along with 30 azimuth sectors.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
9-84,
6 of 6

ISSUED: JULY 1, 1986

REPORT: VB-1300
9-84,
6 of 6

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 8

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 8

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 8
FOR
PROP HEAT, HEATED WINDSHIELD PANEL AND
WING ICE DETECTION LIGHT

This supplement must be attached to the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual when any or all of the following
equipment is installed per the appropriate Piper Drawing: Prop Heat - Dwg.
No. 83980, Heated Windshield Panel - Dwg. No. 83981 and Wing Ice
Detection Light - Dwg. No. 83978.

Y
L
N
O
E Tor supersedes the
The information contained herein supplements
C
H and FAA Approved
information in the basic Pilot’s Operating
Handbook
Nareas listed
G
E
I
Airplane Flight Manual only in those
herein. For limitations,
R FnotLcontained
procedures and performanceE
information
in this supplement,
consult the basic Pilot’s F
Operating R
Handbook and FAA Approved Airplane
O
Flight Manual. RE
F
R OT
O
F N
FAA APPROVED

The information contained herein supplements or supersedes the
information in the basic Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual only in those areas listed herein. For limitations,
procedures and performance information not contained in this supplement,
consult the basic Pilot’s Operating Handbook and FAA Approved Airplane
Flight Manual.

FAA APPROVED
D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL

ISSUED: JULY 1, 1986

D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

AUGUST 6, 1986

DATE OF APPROVAL

REPORT: VB-1300
1 of 6,
9-85

ISSUED: JULY 1, 1986

AUGUST 6, 1986

REPORT: VB-1300
1 of 6,
9-85

SECTION 9
SUPPLEMENT 8

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 8

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional prop heat, heated windshield panel, and wing ice
detection light are installed in accordance with FAA Approved Piper data.

SECTION 2 - LIMITATIONS

Y
L
No change.
N
O
E T
SECTION 4 - NORMAL PROCEDURES
C
H for proper
N IGchecked
Prior to flight, the equipment should E
be functionally
R FL
operation.
E
F OR panel is accomplished by
An operational check ofE
the heated windshield
R switchF ON for a period not exceeding 30
turning the W SHLD HEAT
R
seconds. Proper operation
is indicated
T by the heated panel being warm to the
O
O
touch.
F N
SECTION 3 - EMERGENCY PROCEDURES

(a) This aircraft is not approved for flight in icing conditions.
(b) Under no circumstances should the heated windshield panel be
turned on for a period exceeding 30 seconds unless the aircraft is in
flight.
SECTION 3 - EMERGENCY PROCEDURES
No change.
SECTION 4 - NORMAL PROCEDURES
Prior to flight, the equipment should be functionally checked for proper
operation.
An operational check of the heated windshield panel is accomplished by
turning the W SHLD HEAT switch ON for a period not exceeding 30
seconds. Proper operation is indicated by the heated panel being warm to the
touch.

NOTE

A safety feature prevents activation of the panel
at ambient temperatures above approximately
75°F. In this case an operational check must be
performed in flight by turning the W SHLD
HEAT switch ON and observing the ammeter
for an increase in load.

A check of the heated propeller can be performed by turning the PROP
HEAT switch ON and feeling the de-ice pads. The pads should become
warm to the touch.

REPORT: VB-1300
9-86,
2 of 6

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 8

SECTION 5 - PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 8

SECTION 5 - PERFORMANCE

No change.

SECTION 6 - WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight
and balance data in Section 6 of the Airplane Flight Manual.

SECTION 7 - DESCRIPTION AND OPERATION OF PROP HEAT,
HEATED WINDSHIELD PANEL AND WING ICE
DETECTION LIGHT

N
O
Eto the Tright of the control
Controls for the components are located
C
H
N 7-1).
quadrant on the auxiliary switch panel (Figure
G
E
I
R FL
WING ICE DETECTION LIGHT
E
Fmay O
R during night flight by use of an
Wing icing conditions
be detected
E
R
ice detection light installed onFthe left side of the forward fuselage. The light
is controlledR
by an ICET
LIGHT switch (Figure 7-1) located on the de-ice
O
O
switchFpanel. Circuit
protection is provided by an ICE circuit breaker
N

The presence of one or more items of de-icing equipment does not imply
the capability to fly into forecast or known icing. The equipment is provided
to enlarge the options available to the pilot as he takes appropriate action to
avoid icing that is inadvertently encountered.
Controls for the components are located to the right of the control
quadrant on the auxiliary switch panel (Figure 7-1).
WING ICE DETECTION LIGHT

located in the LIGHT section of the circuit breaker panel.

Wing icing conditions may be detected during night flight by use of an
ice detection light installed on the left side of the forward fuselage. The light
is controlled by an ICE LIGHT switch (Figure 7-1) located on the de-ice
switch panel. Circuit protection is provided by an ICE circuit breaker
located in the LIGHT section of the circuit breaker panel.

PROP HEAT

Electrothermal propeller heat pads are bonded to a portion of the
leading edges of the propeller blades. The system is controlled by an ONOFF type PROP HEAT switch (Figure 7-1) located on the auxiliary switch
panel. Power for the prop heat is supplied by the aircraft electrical system
through a PROP HEAT circuit breaker on the circuit breaker panel. When
the PROP HEAT switch is actuated, power is applied to a timer through the
PROP HEAT ammeter which monitors the current through the prop heat
system.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3 of 6,
9-87

SECTION 9
SUPPLEMENT 8

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 8

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Power from the timer is cycled to brush assemblies which distribute
power to slip rings. The current is then supplied from the slip rings directly to
the electrothermal propeller heat pads.

The Hartzell propeller is heated in a cycle which applies power to the
heat pads for approximately 90 seconds and then shuts off for
approximately 90 seconds. Once begun, cycling will proceed in the above
sequence and will continue until the system is turned off. The PROP HEAT
ammeter should indicate within the green shaded area during the portion of
the cycle when power is being applied. This indicates proper operation of the
system.

The propeller designation is: BHC-C2YF-1BF/F8052( )

LY of the
An electrically heated windshield panel is installed on theN
exterior
pilot’s windshield. The panel is heated by current from the
aircraft electrical
O
system and controlled by an ON-OFF type W SHLD
HEAT
located
E switch
T
C
on the auxiliary switch panel.
N IGH
E
The panel is equipped with a R
temperatureLsensing device which
Foperation to maintain the
E
automatically turns the panel on and
off during
F
R
desired operating characteristics.
This
feature
also
prevents activation of the
E above
O
R
panel at ambient temperatures
approximately
With ambient
F check must be75°F.
temperatures above R
75°F an operational
performed in flight
T
O
after the temperature
FO hasNdecreased.
ELECTRIC WINDSHIELD PANEL

The propeller designation is: BHC-C2YF-1BF/F8052( )
ELECTRIC WINDSHIELD PANEL
An electrically heated windshield panel is installed on the exterior of the
pilot’s windshield. The panel is heated by current from the aircraft electrical
system and controlled by an ON-OFF type W SHLD HEAT switch located
on the auxiliary switch panel.
The panel is equipped with a temperature sensing device which
automatically turns the panel on and off during operation to maintain the
desired operating characteristics. This feature also prevents activation of the
panel at ambient temperatures above approximately 75°F. With ambient
temperatures above 75°F an operational check must be performed in flight
after the temperature has decreased.

The ammeter must be observed for an increase in load when the W
SHLD HEAT switch is activated to indicate proper operation of the panel.

WARNING

Flight into known or forecast icing is not
approved. If icing is encountered, take
avoidance action immediately.

REPORT: VB-1300
9-88, 4 of 6

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
9-88, 4 of 6

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 8

Y
L
N
O
E T
C
H
N IPANEL
AUXILIARYE
SWITCH
G
RFigure 7-1FL
E
F OR
E
R F
R
T
O
O
F N

ISSUED: JULY 1, 1986

REPORT: VB-1300
5 of 6,
9-89

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 8

AUXILIARY SWITCH PANEL
Figure 7-1

ISSUED: JULY 1, 1986

REPORT: VB-1300
5 of 6,
9-89

SECTION 9
SUPPLEMENT 8

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
L BLANK
R LEFT
F
E
THIS PAGE INTENTIONALLY
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
9-90,
6 of 6

ISSUED: JULY 1, 1986

SECTION 9
SUPPLEMENT 8

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1300
9-90,
6 of 6

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 9

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 9

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 9
FOR
TI 9100 LORAN C NAVIGATOR
WITH KAP/KFC 150 AUTOPILOT SYSTEM

This supplement must be attached to the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual when the optional TI 9100
Loran C Navigator is installed per the Equipment List. The information
contained herein supplements or supersedes the basic Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual only in those areas
listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the basic Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual.

FAA APPROVED

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N
D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL AUGUST 6, 1986

ISSUED: JULY 1, 1986

DATE OF APPROVAL AUGUST 6, 1986

REPORT: VB-1300
1 of 6,
9-91

ISSUED: JULY 1, 1986

REPORT: VB-1300
1 of 6,
9-91

SECTION 9
SUPPLEMENT 9

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 9

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional TI 9100 Loran C Navigator System is installed.
The navigator system must be operated within the limitations herein
specified. The information contained within this supplement is to be used in
conjunction with the complete handbook.

This supplement has been FAA Approved as a permanent part of this
handbook and must remain in this handbook at all times when the TI 9100
Loran C Navigator System is installed.

SECTION 2 - LIMITATIONS

Y
L
N
O
CE the T48 contiguous
(b) VFR RNAV operation of the TI 9100N
is limited to H
E LIG
states, and the District of Columbia.
R
F
IFR RNAV operation F
is E
limited R
to the 48 contiguous states, the
District of ColumbiaE
and offshore
with the following exclusions:
Oareasmanual.
R
F
See chart, page A1,
in the operator’s
R OT
O
(c) During
RNAV
F Noperation of the TI 9100 additional navigation
equipment required for the specific type of operation must be
(a) The TI 9100 Loran C Navigator Operator’s Manual (P/N 2584485-1
dated 1981, Revision A, dated October 1, 1982) must be immediately
available to the flight crew whenever navigation is predicated on the
use of the TI 9100.

installed and operable.

(a) The TI 9100 Loran C Navigator Operator’s Manual (P/N 2584485-1
dated 1981, Revision A, dated October 1, 1982) must be immediately
available to the flight crew whenever navigation is predicated on the
use of the TI 9100.
(b) VFR RNAV operation of the TI 9100 is limited to the 48 contiguous
states, and the District of Columbia.
IFR RNAV operation is limited to the 48 contiguous states, the
District of Columbia and offshore areas with the following exclusions:
See chart, page A1, in the operator’s manual.
(c) During RNAV operation of the TI 9100 additional navigation
equipment required for the specific type of operation must be
installed and operable.

(d) The TI 9100 Loran C Navigator is not approved for IFR
approaches.

(e) During operation no flight operation shall be predicated upon the
TI 9100 Loran C Navigator whenever a NAV flag is displayed by the
CDI or when in automatic operation whenever a set status of 2 or
lower or in manual operation whenever the CYC indicator is ON or
the degrees and minutes annunciator is flashing on the TI 9100
Loran C Navigator display.

REPORT: VB-1300
9-92,
2 of 6

ISSUED: JULY 1, 1986

REPORT: VB-1300
9-92,
2 of 6

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
f)

SECTION 9
SUPPLEMENT 9

If a GRI change is required while in flight, the following Caution
should be noted:

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
f)

SECTION 9
SUPPLEMENT 9

If a GRI change is required while in flight, the following Caution
should be noted:

CAUTION

When changing GRI in flight, expect to
navigate DR for approximately 2 minutes
waiting for acquisition of new GRI.

SECTION 3 - EMERGENCY PROCEDURES

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

SECTION 4 - NORMAL PROCEDURES

Y
L
N
O
(a) OPERATION
E in theT TI 9100 Loran C
Normal operating procedures areC
outlined
H dated 1981,
Navigator Operator’s Manual
(P/N 2584485-1
N
G
E
I
Revision A, dated October 1, 1982).
R FL
E
(b) NAV-COUPLEDF
MODE R
E
O
R
When operating
theF
KAP/KFC 150 flight control system in either
the R
navigation T
(NAV) or approach (APR) mode and the NAV/
O
O
switch
has been set to the TI 9100 as the navigation source,
FLORAN
N
all operational procedures which are applicable to these two modes,
as described in the KAP/KFC 150 Operator’s Manual and Flight
Manual Supplement, still apply, with the following notations or
exceptions:
(1) TI 9100 is not approved for IFR approaches.
(2) Course deviation data for the autopilot is derived from the
TI 9100.
(3) For course intercept or course tracking, set the HSI course
needle to the Loran C course to be flown. This setting provides
course datum to the autopilot.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3 of 6, 9-93

(a) OPERATION
Normal operating procedures are outlined in the TI 9100 Loran C
Navigator Operator’s Manual (P/N 2584485-1 dated 1981,
Revision A, dated October 1, 1982).
(b) NAV-COUPLED MODE
When operating the KAP/KFC 150 flight control system in either
the navigation (NAV) or approach (APR) mode and the NAV/
LORAN switch has been set to the TI 9100 as the navigation source,
all operational procedures which are applicable to these two modes,
as described in the KAP/KFC 150 Operator’s Manual and Flight
Manual Supplement, still apply, with the following notations or
exceptions:
(1) TI 9100 is not approved for IFR approaches.
(2) Course deviation data for the autopilot is derived from the
TI 9100.
(3) For course intercept or course tracking, set the HSI course
needle to the Loran C course to be flown. This setting provides
course datum to the autopilot.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3 of 6, 9-93

SECTION 9
SUPPLEMENT 9

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(4) Autopilot Nav Select Switch Positions

NAV/LORAN
SW

A/P NAV 1
NAV 2 A/P
SW

NAV.

A/P NAV 1

NAV.
LORAN

SECTION 9
SUPPLEMENT 9

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(4) Autopilot Nav Select Switch Positions

NAV/LORAN
SW

A/P NAV 1
NAV 2 A/P
SW

NAV 1 coupled to A/P
Displayed on H.S.I.

NAV.

A/P NAV 1

NAV 1 coupled to A/P
Displayed on H.S.I.

A/P NAV 2

NAV 2 coupled to A/P
displayed on NAV 2 indicator

NAV.

A/P NAV 2

NAV 2 coupled to A/P
displayed on NAV 2 indicator

LORAN coupled to A/P displayed
on H.S.I. (Blue Indicator light)

LORAN

LORAN coupled to A/P displayed
on H.S.I. (Blue Indicator light)

Selections

Y
L
N
O
* When the NAV/LORAN switch is in the Loran mode
the A/P NAV 1/
E T
NAV 2 A/P autopilot coupling switch is inactive.
C
N IGH
E
R FL
E
F OR
(c) NAVIGATION DISPLAYS
E
R Fthe pilot’s HSI display when manually
The Loran R
C System drives
T
O
O
selected
by the NAV/LORAN
switch. This configuration is
F
annunciated by N
a mode light adjacent to the HSI. The HSI will only

Selections

* When the NAV/LORAN switch is in the Loran mode the A/P NAV 1/
NAV 2 A/P autopilot coupling switch is inactive.

display left or right course information, to/from flags and a Off/
Warning flag indication from the TI 9100. The course selector
pointer must be manually set to the Loran C course. (Actual course
cannot be determined on the HSI by rotating the course selector
pointer).

The Loran C System drives the pilot’s HSI display when manually
selected by the NAV/LORAN switch. This configuration is
annunciated by a mode light adjacent to the HSI. The HSI will only
display left or right course information, to/from flags and a Off/
Warning flag indication from the TI 9100. The course selector
pointer must be manually set to the Loran C course. (Actual course
cannot be determined on the HSI by rotating the course selector
pointer).

When Loran has been selected for display on the HSI, the bearing
pointer will continue displaying the bearing to a previous selected
VOR or RNAV waypoint or NDB. Caution must be used in noting
that the pointer will not indicate the bearing to the Loran waypoint.

REPORT: VB-1300
9-94, 4 of 6

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
9-94, 4 of 6

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 9

(d) COMPUTER PROGRAM IDENTIFICATION

SECTION 9
SUPPLEMENT 9

(d) COMPUTER PROGRAM IDENTIFICATION

The TI 9100 Loran C Navigator Computer Program identification
number is displayed by the key sequence listed below. The displayed
number should represent the computer program version shown in the
TI 9100 Loran C Navigator Operator’s Manual.
KEY
2ND
MON
5

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

DISPLAY

A371

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

DISPLAY

A371

SECTION 5 - PERFORMANCE

Installation of the TI 9100 Loran C Navigator does not affect the basic
performance information presented in Section 5 of this Pilot’s Operating
Handbook.

ISSUED: JULY 1, 1986
REVISED: DECEMBER 16, 1987

REPORT: VB-1300
5 of 6, 9-95

SECTION 9
SUPPLEMENT 9

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
L BLANK
R LEFT
F
E
THIS PAGE INTENTIONALLY
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
9-96,
6 of 6

ISSUED: JULY 1, 1986

SECTION 9
SUPPLEMENT 9

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1300
9-96,
6 of 6

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 10
FOR
ICE PROTECTION SYSTEM
(APPROVED FOR FLIGHT INTO KNOWN ICING CONDITIONS)

This supplement must be attached to the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual when Ice Protection System, per
Piper Drawing No. 83965-2, is installed. The information contained herein
supplements or supersedes the information in the basic Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual only in those areas
listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the basic Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

FAA APPROVED

FAA APPROVED
D. H. TROMPLER
D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

D. H. TROMPLER
D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL AUGUST 6, 1986

ISSUED: JULY 1, 1986

DATE OF APPROVAL AUGUST 6, 1986

REPORT: VB-1300
1 of 16, 9-97

ISSUED: JULY 1, 1986

REPORT: VB-1300
1 of 16, 9-97

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional Ice Protection System is installed in accordance
with FAA Approved Piper data.

SECTION 2 - LIMITATIONS

Y
L
N
O
(b) Equipment required for flight into known or forecast icing:
E T
(1) Pneumatic wing and empennage boots.
C
N IGH
(2) Wing ice detection light.
E
(3) Electrothermal propeller deice
Rpanel.pads Fon Lthe propeller blades.
E
(4) Electrothermal windshield
F OR
(5) Heated lift detector.
E
(6) Heated pitotR
head.
F
R
(7) Dual alternators.
T
OvacuumNpumps.
O
(8) F
Dual
(9) Alternate static source.
(10) All equipment required for night IFR flight.

(c) If all the equipment listed is not installed and operative, the following placard must be installed in full view of the pilot.

(a) The ice protection system was designed and tested for operation
in the meteorological conditions of FAR 25, Appendix C, for
continuous maximum and intermittent maximum icing conditions.
The ice protection system was not designed or tested for flight
in freezing rain and/or mixed conditions or for icing
conditions more severe than those of FAR 25, Appendix C.
Therefore, flight in those conditions may exceed the capabilities
of the ice protection system.
(b) Equipment required for flight into known or forecast icing:
(1) Pneumatic wing and empennage boots.
(2) Wing ice detection light.
(3) Electrothermal propeller deice pads on the propeller blades.
(4) Electrothermal windshield panel.
(5) Heated lift detector.
(6) Heated pitot head.
(7) Dual alternators.
(8) Dual vacuum pumps.
(9) Alternate static source.
(10) All equipment required for night IFR flight.
(c) If all the equipment listed is not installed and operative, the following placard must be installed in full view of the pilot.

WARNING

This aircraft is not approved for flight in icing
conditions.

REPORT: VB-1300
9-98, 2 of 16

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

REPORT: VB-1300
9-98, 2 of 16

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

SECTION 3 - EMERGENCY PROCEDURES

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

SECTION 3 - EMERGENCY PROCEDURES

WARNING

The malfunction of any required deice
equipment requires immediate action to exit
icing conditions. Depending on the severity of
the icing encounter, failure to take immediate
positive action can lead to performance losses
severe enough to make level flight impossible.
Therefore, upon verification of a system
malfunction or failure, climb or descend out of
icing conditions if this provides the shortest
route. If exit must be made in level flight,
consider the use of maximum power and exit by
the most direct route. The effect of the
additional fuel burned at higher power settings
on aircraft range must be considered and an
alternate airport chosen if necessary.

Y
L
N
O
E T
C
H (ALTERNATOR
NCONDITIONS
ALTERNATOR FAILURE IN ICING
G
E
I
annunciator light illuminated) R
L
F
E
Verify failure ........................................................................observe
ammeter for
F OR
E
both alternators
R F
Electrical loads ..................................................................reduce
below 60 amps
R
T
A/V (volt/ammeter)
switch
................................................cycle
while
observing
ammeter to determine
FO NO
affected alternator

ALTERNATOR FAILURE IN ICING CONDITIONS (ALTERNATOR
annunciator light illuminated)

ALTNR circuit breaker
(affected alternator) ..............................................................................check
ALTR switch (affected alternator).........................................OFF (for 1 second),
then ON

If unable to restore alternator:
ALTR switch (affected alternator) .................................................................OFF

Either alternator will supply sufficient current for all required deice
equipment and avionics. Other equipment may be turned on but in no case
may the total load exceed 60 amps. The cabin recycle blowers and the strobe
position and landing lights draw considerable current and should be turned
off unless required. Immediate action should be taken to exit icing
conditions.

ISSUED: JULY 1, 1986

REPORT: VB-1300
3 of 16, 9-99

Verify failure ........................................................................observe ammeter for
both alternators
Electrical loads ..................................................................reduce below 60 amps
A/V (volt/ammeter) switch ................................................cycle while observing
ammeter to determine
affected alternator

REPORT: VB-1300
3 of 16, 9-99

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

VACUUM PUMP FAILURE IN ICING CONDITIONS (Suction below
4.8 in. Hg.)

Verify failure ...................................................................left side red flow button
on suction gauge visible

STANDBY VAC PUMP switch ......................................................................ON

The standby vacuum pump has sufficient capacity to operate the deice boots
and flight instruments in a normal manner. Immediate action should be taken
to exit icing conditions.

PROP HEAT SYSTEM MALFUNCTION

Excessive vibration may be an indication that the propeller heat is not
functioning properly.
Prop control..............................................................................................exercise
Prop heat ammeter ..................................................check for proper indications:
(a) ON (needle in green arc)
for approx. 90 seconds)
(b) OFF for approx. 90 seconds
A reading below the green arc during the ON cycle is an indication that the
propeller blades may not be deicing properly.
PROP HEAT switch.....................................................OFF if failure is indicated

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R WARNING
F
R
T
Ois imperative
Othat the PROP HEAT switch be
FItturned
OFF
if vibration persists. This can be a
N
symptom of uneven blade deicing which can
lead to propeller unbalance and engine failure.

WARNING
It is imperative that the PROP HEAT switch be
turned OFF if vibration persists. This can be a
symptom of uneven blade deicing which can
lead to propeller unbalance and engine failure.

Immediate action should be taken to exit icing conditions.

SURFACE DEICE MALFUNCTION

If surface deice annunciator light remains illuminated more than 30 seconds,
pull the surface deice circuit breaker. Immediate action should be taken to
exit icing conditions.

REPORT: VB-1300
9-100, 4 of 16

ISSUED: JULY 1, 1986
REVISED: AUGUST 20, 1993

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

SECTION 4 - NORMAL PROCEDURES

The Piper Malibu is approved for flight into known icing conditions
when equipped with the complete Piper Ice Protection System. Operating in
icing conditions of Continuous Maximum and Intermittent Maximum as
defined in FAR 25, Appendix C has been substantiated; however, there is no
correlation between these conditions and forecasts of reported “Light,
Moderate and Severe” conditions. Flight into severe icing is not approved.

Icing conditions can exist in any clouds when the temperature is below
freezing; therefore it is necessary to closely monitor outside air temperature
when flying in clouds or precipitation. Clouds which are dark and have
sharply defined edges usually have high water content and should be avoided
whenever possible. Freezing rain must always be avoided.

Pneumatic boots must be cleaned regularly for proper operation in
icing. The exterior surfaces of the aircraft should be checked prior to flight.
Do not attempt flight with frost, ice or snow adhering to the exterior
surfaces of the aircraft or landing gear.

Y
L
N
O
E T
C
H all ice protection
Nicing conditions
G
Prior to dispatch into forecast
E
I
RcheckedFforLproper operation.
equipment should be functionally
E
F OR
PREFLIGHT
E
R F of the heated windshield panel is accom(a) An operational check
R
T the W SHLD HEAT switch ON for a period not
plished
by turning
O
O
FexceedingN30 seconds. Proper operation is indicated by the heated
panel being warm to the touch.

Prior to dispatch into forecast icing conditions all ice protection
equipment should be functionally checked for proper operation.
PREFLIGHT
(a) An operational check of the heated windshield panel is accomplished by turning the W SHLD HEAT switch ON for a period not
exceeding 30 seconds. Proper operation is indicated by the heated
panel being warm to the touch.

NOTE

(b) A check of the heated propeller should be performed by turning the
PROP HEAT switch ON and feeling the deice pads. The pads
should become warm to the touch.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

REPORT: VB-1300
5 of 16, 9-101

(b) A check of the heated propeller should be performed by turning the
PROP HEAT switch ON and feeling the deice pads. The pads
should become warm to the touch.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

REPORT: VB-1300
5 of 16, 9-101

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

CAUTION
Care should be taken when an operational check
of the heated pitot head and heated lift detector
is being performed. The units become very hot.

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

CAUTION
Care should be taken when an operational check
of the heated pitot head and heated lift detector
is being performed. The units become very hot.

(c) A check of the heated pitot head and lift detector should be performed by turning the S. WRN HEAT and PITOT HEAT switches
ON and touching the units.

(d) The surface boots should be checked prior to flight for damage and
cleanliness. If necessary, damage should be repaired and boots
cleaned prior to flight. An operational check of the boot system
should be performed during engine run-up at 2000 RPM as follows:
(1) Actuate the momentary SURF DEICE switch - the boots will
inflate through three phases: empennage, lower wing and upper
wing with a duration of approximately six seconds per phase.
The surface boot system then remains off until the switch is
activated again. A green SURFACE DEICE annunciator light
will remain on for approximately eighteen seconds.
(2) Visually check to insure that the boots have fully deflated to
indicate proper operation of the vacuum portion of the
pneumatic boot pump system.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
(e) The dual alternators
R should
Fbe checked by cycling the A/V (volt/
ammeter) R
switch and T
observing for indication of output from both
O
alternators
FO on theNammeter.
(f) The standby vacuum pump should be checked during engine run-up

by turning the STANDBY VAC PUMP switch ON and observing
that the right side red flow button on the gyro suction gauge
disappears.

(e) The dual alternators should be checked by cycling the A/V (volt/
ammeter) switch and observing for indication of output from both
alternators on the ammeter.
(f) The standby vacuum pump should be checked during engine run-up
by turning the STANDBY VAC PUMP switch ON and observing
that the right side red flow button on the gyro suction gauge
disappears.

INFLIGHT

Icing conditions of any kind should be avoided whenever possible, since
any minor malfunction which may occur is potentially more serious in icing
conditions. Continuous attention of the pilot is required to monitor the rate
of ice build-up in order to effect the boot cycle at the optimum time. Boots
should be cycled when ice has built to between 1/4 and 1/2 inch thickness
on the leading edge to assure proper ice removal. Repeated boot cycles at less

REPORT: VB-1300
9-102, 6 of 16

ISSUED: JULY 1, 1986
REVISED: FEBRUARY 25, 1999

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

than 1/4 inch can cause a cavity to form under the ice and prevent removal;
boot cycles at thicknesses greater than 1/2 inch may also fail to remove ice.

Before entering probable icing conditions use the following procedures:
(a) INDUCTION AIR............................................................ALTERNATE
(b) PITOT HEAT switch.........................................................................ON
(c) S. WRN HEAT switch ......................................................................ON
(d) WSHLD HEAT switch......................................................................ON
(e) PROP HEAT switch ..........................................................................ON
(f) DEFROST knob .............................................................................OUT
(g) VENT/DEFOG switch.................................................ON, if additional
defrost is desired
(h) SURF DEICE switch .........................................activate after 1/4 to 1/2
inch accumulation
(i) Relieve propeller unbalance (if required) by exercising propeller
control briefly. Repeat as required.

Y
L
N
O
For accurate magnetic compass readings,
turn
E
the WSHLD HEAT, PROP HEAT
and PITOT
T
C H
HEAT switches OFF momentarily.
N
E LIG
WARNINGS
R
EsurfaceRbootsFwith less than 1/4
Do not cycle
F
inch ofE
ice accumulation.
O Operation of boots
withR
less than F
1/4 inch of ice accumulation can
in failure
remove ice. Do not hold the
Rresult
TSURFtoDEICE
O
momentary
switch on.
O
F Elevator
N movement should
be periodically
NOTE

NOTE
For accurate magnetic compass readings, turn
the WSHLD HEAT, PROP HEAT and PITOT
HEAT switches OFF momentarily.
WARNINGS
Do not cycle surface boots with less than 1/4
inch of ice accumulation. Operation of boots
with less than 1/4 inch of ice accumulation can
result in failure to remove ice. Do not hold the
momentary SURF DEICE switch on.

checked prior to the first surface boot inflation
in order to prevent an ice cap from forming
between the elevator and stabilizer.

Elevator movement should be periodically
checked prior to the first surface boot inflation
in order to prevent an ice cap from forming
between the elevator and stabilizer.

CAUTION

Operation of the pneumatic deice system is not
recommended in temperatures below -40°C. Such
operation may result in damage to the deicer
boots.

The aircraft ammeter should be monitored whenever the deice equip-ment
is in use. Excessive ammeter indications show excessive electrical load, which
may cause a battery discharging condition that could eventually lead to battery
depletion. Non-essential electrical equipment should be turned off to correct
or prevent this condition.

ISSUED: JULY 1, 1986
REVISED: OCTOBER 14, 1991

REPORT: VB-1300
7 of 16, 9-103

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

When ice has accumulated on the unprotected surfaces of the airplane,
aerodynamic buffet commences 5 to 10 knots before the stall. A substantial
margin of airspeed should be maintained above the normal stall speed, since
the stall speed will increase in prolonged icing encounters. For the same
reason stall warning devices are not accurate and should not be relied upon.

If ice is remaining on the unprotected surfaces of the airplane at the
termination of the flight, the landing can be made using full flaps and carrying
a slight amount of power whenever practical. If ice removal from the
protected surfaces cannot be accomplished (ie. due to a failure of the surface
deice system) prior to the approach, the flaps must be left in the full up
position. Approach speeds should be increased by 10 to 15 knots. Allow for
increased landing distance due to the higher approach speeds.

CAUTION
If cruise airspeed drops below 130 knots in icing
conditions increase power to maintain 130
knots. If maximum continuous power is required to maintain 130 knots immediate action
should be taken to exit icing conditions.

antennas.

NOTE
An icing encounter can render the aircraft
radar unreliable due to beam reflection off of
the ice layer on the radome. Also there may be a
degradation of communication and navigation
equipment due to ice accumulation on
antennas.

Y
L
N
O
E T
C
N IGH
E
R FL
NOTE
E
F can
R
An icing encounter
render the aircraft
E
radar unreliable
dueF
toO
beam reflection off of
R
the ice
on T
the radome. Also there may be a
RlayerO
O
degradation
of communication and navigation
Fequipment
N due to ice accumulation on

SECTION 5 - PERFORMANCE

Climb speed should be increased to 130 knots when icing conditions are
encountered during climb.

Cruise speeds are reduced approximately 5 knots when the surface boots
are installed.

CAUTION

Ice accumulation on the unprotected surfaces
can result in significant performance loss.
During cruise, loss of airspeed can be as much
as 30 knots or more.

REPORT: VB-1300
9-104, 8 of 16

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

REPORT: VB-1300
9-104, 8 of 16

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

NOTE

When icing conditions are encountered, loss of
cruise airspeed and increased fuel flow resulting
from higher than normal power settings to
maintain altitude will reduce the aircraft range
significantly. The use of an alternate airport
should be considered if fuel quantity appears
marginal.

CAUTION

If cruise airspeed drops below 130 knots in icing
conditions increase power to maintain 130
knots. If maximum continuous power is
required to maintain 130 knots immediate
action should be taken to exit icing conditions.

Y
L
N
O
E T
NOTE C
N IGH
E
For additional general
on inflight
LCircular
R information
F
icing refer toE
FAA Advisory
91-51,
F
R
Airplane
Deice
and
Anti-ice
Systems.
E FO
R
R OTAND BALANCE
SECTION
6 - WEIGHT
O
F N optional equipment is included in the licensed weight
Factory installed

NOTE
For additional general information on inflight
icing refer to FAA Advisory Circular 91-51,
Airplane Deice and Anti-ice Systems.
SECTION 6 - WEIGHT AND BALANCE

and balance data in Section 6 of the Airplane Flight Manual.

Factory installed optional equipment is included in the licensed weight
and balance data in Section 6 of the Airplane Flight Manual.

ISSUED: JULY 1, 1986

REPORT: VB-1300
9 of 16, 9-105

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 7 - DESCRIPTION AND OPERATION OF THE ICE
PROTECTION SYSTEM AND EQUIPMENT

For flight into known icing conditions (FIKI), a complete ice protection
system is required on the Malibu.

The complete ice protection system consists of the following
components: Pneumatic wing and empennage boots, wing ice detection
light, electrothermal propeller deice pads, electrothermal windshield panel,
heated lift detector(s), heated pitot head, dual alternators, dual vacuum
pumps and the alternate static source. Alternator and vacuum pump
controls are located on the main switch panel on the left side of the
instrument panel. Controls for the ice protection components are located to
the right of the control quadrant on the deice switch panel (Figure 7-1).

A single component or a combination of components may be installed.
However, the warning placard specified in Section 2 of this supplement is
required when the complete system is not installed. Such a placard is also
required if any component is inoperative.

Y
L
N
O
Ein the meteorological
T
C
The aircraft is designed to allow operation
H
N
conditions of the FAR 25 envelopesE
for continuous
IG maximum and
R
intermittent maximum icing. The airplane
is notLdesigned to operate for
F
an indefinite period of timeF
inE
every icing condition encountered in
R
nature. Activation of theE
ice protection
system prior to entering icing
Othe length
R
conditions and attempting
to minimize
of the icing encounter will
F
R
T
contribute significantly
to the ice
flying capabilities of the airplane.
O NOBOOTS
WING ANDF
EMPENNAGE

The aircraft is designed to allow operation in the meteorological
conditions of the FAR 25 envelopes for continuous maximum and
intermittent maximum icing. The airplane is not designed to operate for
an indefinite period of time in every icing condition encountered in
nature. Activation of the ice protection system prior to entering icing
conditions and attempting to minimize the length of the icing encounter will
contribute significantly to the ice flying capabilities of the airplane.
WING AND EMPENNAGE BOOTS

Pneumatic deice boots are installed on the leading edges of the wing, the
vertical stabilizer and the horizontal stabilizer. During normal operation,
when the surface deice system is turned off, the engine driven vacuum pump
applies a constant suction to the boots to provide smooth, streamlined
leading edges. The boots are inflated by a momentary ON type SURF
DEICE switch (Figure 7-1) located on the deice switch panel. Actuation of
the SURF DEICE switch activates a pressure regulator valve which
energizes three (tail, lower wing & upper wing) deice flow valves for
approximately six seconds. The boot solenoid valves are activated and air
pressure is released to the boots, sequentially inflating the surface deicers. A
SURFACE DEICE indicator light, located on the annunciator panel
illuminates when the boots inflate. When the cycle is complete, the deicer
solenoid valves permit automatic overboard exhaustion of pressurized air.
Suction is then reapplied to the boots.

REPORT: VB-1300
9-106, 10 of 16

ISSUED: JULY 1, 1986
REVISED: OCTOBER 31, 1997

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

Circuit protection for the surface deice system is provided by a SURF
DEICE circuit breaker located on the circuit breaker panel.

WING ICE DETECTION LIGHT

Wing icing conditions may be detected during night flight by use of an
ice detection light installed on the left side of the forward fuselage. The light
is controlled by an ICE LIGHT switch (Figure 7-1) located on the deice
switch panel. Circuit protection is provided by an ICE circuit breaker
located in the LIGHT section of the circuit breaker panel.

ELECTRIC PROPELLER DEICE

Electrothermal propeller deice pads are bonded to a portion of the
leading edges of the propeller blades. The system is controlled by an ONOFF type PROP HEAT switch (Figure 7-1) located on the deice switch
panel. Power for the propeller deicers is supplied by the aircraft electrical
system through a PROP HEAT circuit breaker on the circuit breaker panel.
When the PROP HEAT switch is actuated, power is applied to a timer
through the PROP HEAT ammeter which monitors the current through the
propeller deice system.

Y
L
N
O
E T
C
N IGH
E
R brushL assemblies which distribute
Power from the timer E
is cycled to F
F isOthenRsupplied from the slip rings directly to
power to slip rings. The current
E
the electrothermalR
propeller deice
F pads.
R
T
The O
Hartzell propeller
O is deiced in a cycle which applies power to the
deiceF
pads forN
approximately 90 seconds and then shuts off for
approximately 90 seconds. Once begun, cycling will proceed in the above
sequence and will continue until the system is turned off. The PROP HEAT
ammeter should indicate within the green shaded area during the portion of
the cycle when power is being applied. This indicates proper operation of the
system.
The propeller designation is: BHC-C2YF-1BF/F8052-0.

Power from the timer is cycled to brush assemblies which distribute
power to slip rings. The current is then supplied from the slip rings directly to
the electrothermal propeller deice pads.
The Hartzell propeller is deiced in a cycle which applies power to the
deice pads for approximately 90 seconds and then shuts off for
approximately 90 seconds. Once begun, cycling will proceed in the above
sequence and will continue until the system is turned off. The PROP HEAT
ammeter should indicate within the green shaded area during the portion of
the cycle when power is being applied. This indicates proper operation of the
system.
The propeller designation is: BHC-C2YF-1BF/F8052-0.

The heat provided by the deice pads reduces the adhesion between the
ice and the propeller so that centrifugal force and the blast of the airstream
cause the ice to be thrown off the propeller blades in small pieces.

ISSUED: JULY 1, 1986

REPORT: VB-1300
11 of 16, 9-107

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

ELECTRIC WINDSHIELD PANEL

An electrically heated windshield panel is installed on the exterior of the
pilot’s windshield. The panel is heated by current from the aircraft electrical
system and controlled by an ON-OFF type W SHLD HEAT switch located
on the deice switch panel.

The panel is equipped with a temperature sensing device which
automatically turns the panel on and off during operation to maintain the
desired operating characteristics. This feature also prevents activation of the
panel at ambient temperatures above approximately 75°F. With ambient
temperatures above 75°F an operational check must be performed in flight
after the temperature has decreased. The ammeter must be observed for an
increase in load when the W SHLD HEAT switch is activated to indicate
proper operation of the panel.

Y
L
N
HEATED LIFT DETECTOR
O
A heated lift detector is installed on the left wing.
by a S.
EIt is controlled
WRN HEAT switch located on the deice switchC
panel and is T
protected by a
H
S. WARN HEAT circuit breaker locatedN
on the ice
protection circuit
G
E
I
breaker panel. The lift detector has an
resistor
by the main
Lloadactivated
Rin-line F
gear squat switch which limits theE
ground electrical
to approximately 33
F O lift detector to be ground checked
percent of the inflight load. E
This allows theR
R withoutFdamaging the unit.
and activated prior to flight
R
T
O
HEATED PITOT
HEAD O
F N
A heated AN type head is installed under the left wing. It is controlled by

HEATED LIFT DETECTOR
A heated lift detector is installed on the left wing. It is controlled by a S.
WRN HEAT switch located on the deice switch panel and is protected by a
S. WARN HEAT circuit breaker located on the ice protection circuit
breaker panel. The lift detector has an in-line resistor activated by the main
gear squat switch which limits the ground electrical load to approximately 33
percent of the inflight load. This allows the lift detector to be ground checked
and activated prior to flight without damaging the unit.
HEATED PITOT HEAD

an ON-OFF type PITOT HEAT switch located on the deice switch panel
and is protected by a PITOT HEAT circuit breaker located on the ice
protection circuit breaker panel.

A heated AN type head is installed under the left wing. It is controlled by
an ON-OFF type PITOT HEAT switch located on the deice switch panel
and is protected by a PITOT HEAT circuit breaker located on the ice
protection circuit breaker panel.

CAUTION

Care should be taken when an operational check
of the heated pitot head is being performed on
the ground. The unit becomes very hot.

REPORT: VB-1300
9-108, 12 of 16

ISSUED: JULY 1, 1986

REPORT: VB-1300
9-108, 12 of 16

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

DUAL ALTERNATORS

Dual 28 volt, 60 amp alternators are installed as part of the complete
icing package. Both alternators must be operational for flight in icing
conditions. They are controlled by ON-OFF type switches labeled ALTR
NO 1 and ALTR NO 2 located on the main switch panel (Figure 7-2). Circuit
protection is provided by similarly labeled circuit breakers located on the
circuit breaker panel. During normal operation both alternators must be
turned ON and the system is designed so that the alternators will share the
total load equally. If either ALTR switch is turned OFF the
ALTERNATOR annunciator light will remain lit.

DUAL VACUUM PUMPS

Dual vacuum pumps are installed as part of the complete icing package.
The primary pump is engine driven and operates continuously when the
engine is running. The standby pump is engine driven through an electrically
actuated clutch and is activated either by turning ON the STANDBY VAC
PUMP switch located on the main switch panel (Figure 7-2) or by depressing
the SURF DEICE switch to activate the deice boots, in which case the standby
pump is automatically actuated to increase the efficiency of the surface deice
system. Either pump is capable of operating the surface deice system with the
other pump inoperative. Therefore, the STANDBY VAC PUMP switch should
only be actuated when a primary pump failure is indicated by illumination of
the VACUUM LOW annunciator light and the appearance of the left side red
flow button on the gyro suction gauge.

N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N
ALTERNATE STATIC SOURCE

An alternate static source control valve is located below the instrument
panel to the left of the pilot. For normal operation, the lever remains down.
To select alternate static source, place the lever in the up position. When the
alternate static source is selected the airspeed and altimeter and vertical
speed indicator are vented to the alternate static pad on the bottom aft
fuselage. During alternate static source operation, these instruments may
give slightly different readings. The pilot can determine the effects of the
alternate sources at different airspeeds. Static source pads have been
demonstrated to be non-icing; however, in the event icing does occur,
selecting the alternate static source will alleviate the problem.

ISSUED: JULY 1, 1986

REPORT: VB-1300
13 of 16, 9-109

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

DEICE SWITCH PANEL
Figure 7-1
REPORT: VB-1300
9-110, 14 of 16

DEICE SWITCH PANEL
Figure 7-1
ISSUED: JULY 1, 1986

REPORT: VB-1300
9-110, 14 of 16

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 10

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

MAIN SWITCH PANEL
Figure 7-2
ISSUED: JULY 1, 1986

MAIN SWITCH PANEL
Figure 7-2
REPORT: VB-1300
15 of 16, 9-111

ISSUED: JULY 1, 1986

REPORT: VB-1300
15 of 16, 9-111

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
L BLANK
R FLEFT
E
THIS PAGE INTENTIONALLY
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
9-112, 16 of 16

ISSUED: JULY 1, 1986

SECTION 9
SUPPLEMENT 10

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1300
9-112, 16 of 16

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 11

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 11

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 11
FOR
3M (RYAN) STORMSCOPE, WX-11

This supplement must be attached to the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual when the optional WX-11
Stormscope system is installed per Piper Dwg. 84634-3. The information
contained herein supplements or supersedes the information in the basic
Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual
only in those areas listed herein. For limitations, procedures and
performance information not contained in this supplement, consult the basic
Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual.

FAA APPROVED

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N
D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL June 5, 1987

ISSUED: APRIL 10, 1987
REVISED: OCTOBER 7, 1988

DATE OF APPROVAL June 5, 1987

REPORT: VB-1300
1 of 6, 9-113

ISSUED: APRIL 10, 1987
REVISED: OCTOBER 7, 1988

REPORT: VB-1300
1 of 6, 9-113

SECTION 9
SUPPLEMENT 11

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 11

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional WX-11 Stormscope system is installed in
accordance with FAA Approved Piper data.

SECTION 2 - LIMITATIONS

(a) The WX-11 Stormscope system signal displays are not intended
for the purpose of penetrating thunderstorm areas or areas of severe
turbulence; such intentional use is not approved.

NOTE

Range selector determines receiver sensitivity
and therefore relative range. Displayed range is
based on signal strength and is not to be used
for accurate determination of thunderstorm
location.

N
O
E T
C
H
Nactivating
(b) Allow 30 seconds warm-up time before
test functions.
G
E
I
R FL
(c) Placards
E
F OR throttle quadrant near the
Located on E
the top of the
Stormscope: R
F
R
T
STORMSCOPE
TO BE USED FOR
FOTHUNDERSTORM
NO NOTAREA
PENETRATION
SECTION 3 - EMERGENCY PROCEDURES

No change.

REPORT: VB-1300
9-114, 2 of 6

Range selector determines receiver sensitivity
and therefore relative range. Displayed range is
based on signal strength and is not to be used
for accurate determination of thunderstorm
location.

No change.

ISSUED: APRIL 10, 1987

REPORT: VB-1300
9-114, 2 of 6

ISSUED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 11

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 11

SECTION 4 - NORMAL PROCEDURES

The 3M (Ryan) Stormscope, WX-11 Owners Manual, should be read
thoroughly by the operator before using the displayed data to interpret
thunderstorm activities.

(a) Operation (Pre-Flight)

(1) Turn power/mode switch to ON.
(2) Turn WX-11 to FWD, if desired, to concentrate system
memory to forward 180° reception.
(3) Push test button (TST). Check for proper signal reception on
the 45° bearing. Check that signal reception occurs at both 100
NM range and 200 NM scale selections. No signal will normally
be seen on the 50/25 NM scales.
(4) Push clear button (CLR) to clear dots from screen so new
thunderstorm data can be displayed.
(5) Turn Range-Selection switch to desired range in nautical miles.
(6) For night operation, the brightness control (BRT) controls
intensity of dots for comfortable viewing.
(7) Gyro Status. Depress TST and CLR. Hold both down to ensure
gyro inputs are being used for stabilization.

Y
L
N
O
E T
C
N IGH
E
R FLModel WX-11 Display, the dot
If GYRO ON E
appears on the
F thunderstorm
R activity will automatically turn
pattern indicating
E
O
R
relative
to the aircraft
heading
as the aircraft turns.
F
R
T
GYRO
appears on the display, the dot pattern will remain
OOFF
FO Ifstationary
as the aircraft heading changes. In this case, it will be
N
necessary to clear the display manually by pushing the CLR

button each time the heading is changed.

If GYRO OFF appears on the display, the dot pattern will remain
stationary as the aircraft heading changes. In this case, it will be
necessary to clear the display manually by pushing the CLR
button each time the heading is changed.

Gyro status can be changed from GYRO ON to GYRO OFF or
vice versa by simply holding down both the TST and CLR
buttons for three seconds or more.

NOTE

Operator should be aware that occasional
aircraft electrical system (pitot heat, radio
transmissions, etc.) activations or noisy
external electrical devices in close ground
proximity may cause signal patterns to be
displayed. Such signals should be disregarded
and cleared by the CLR button.

ISSUED: APRIL 10, 1987

REPORT: VB-1300
3 of 6, 9-115

ISSUED: APRIL 10, 1987

REPORT: VB-1300
3 of 6, 9-115

SECTION 9
SUPPLEMENT 11

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 11

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

WX-11 STORMSCOPE
Figure 4-1
REPORT: VB-1300
9-116, 4 of 6

ISSUED: APRIL 10, 1987

WX-11 STORMSCOPE
Figure 4-1
REPORT: VB-1300
9-116, 4 of 6

ISSUED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-350P, MALIBU

SECTION 9
SUPPLEMENT 11

(b) IN-FLIGHT FUNCTIONS

PIPER AIRCRAFT CORPORATION
PA-46-350P, MALIBU

SECTION 9
SUPPLEMENT 11

(b) IN-FLIGHT FUNCTIONS

(1) The WX-11 has the capacity to show up to 256 dots on the
display screen. When in FWD mode all dots will be concentrated
on the upper half of the screen to give greater definition of
thunderstorm activity ahead of the airplane. No warnings will
be received from the rear half of the display.

(2) The size and shape of the cluster of dots will indicate how
concentrated or sparse the electrical discharges are at the
thunderstorm location.

The rapidity at which the individual dots appear indicate the
rate of occurrence of the electrical discharges and generally the
thunderstorm severity.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
ReadR
theE
owners manual
for complete explanation and interF
pretation
of
dots.
R OT
O
F(3) The
Npush test button, TST, may be used in-flight to verify
proper operation of the system.
SECTION 5 - PERFORMANCE

Read the owners manual for complete explanation and interpretation of dots.
(3) The push test button, TST, may be used in-flight to verify
proper operation of the system.
SECTION 5 - PERFORMANCE

No change.

SECTION 6 - WEIGHT AND BALANCE

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

ISSUED: APRIL 10, 1987

REPORT: VB-1300
5 of 6, 9-117

SECTION 9
SUPPLEMENT 11

PIPER AIRCRAFT CORPORATION
PA-46-350P, MALIBU

SECTION 9
SUPPLEMENT 11

PIPER AIRCRAFT CORPORATION
PA-46-350P, MALIBU

SECTION 7 - DESCRIPTION AND OPERATION

The 3M (Ryan) Stormscope, WX-11, weather mapping system provides
a visual screen readout of the electrical discharges associated with
thunderstorms. This information with proper interpretation, will allow the
pilot to detect severe thunderstorm activity. A series of green dots will be
displayed on the screen to indicate the electrical discharge areas. The display
scope provides full scale selectable ranges of 200, 100, 50 and 25 nautical
miles along with 30° azimuth sectors.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
9-118, 6 of 6

ISSUED: APRIL 10, 1987

REPORT: VB-1300
9-118, 6 of 6

ISSUED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-350P, MALIBU

SECTION 9
SUPPLEMENT 12

PIPER AIRCRAFT CORPORATION
PA-46-350P, MALIBU

SECTION 9
SUPPLEMENT 12

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 12
FOR
ARNAV R-30 LORAN C NAVIGATOR &
RS08 SERIES REMOTE SWITCH
WITH KAP/KFC 150 AUTOPILOT SYSTEM

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

This supplement must be attached to the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual when the optional ARNAV R30 Loran C Navigator is installed per the Equipment List. The information
contained herein supplements or supersedes the basic Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual only in those areas
listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the basic Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual.

FAA APPROVED

FAA APPROVED
D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL June 5, 1987

ISSUED: APRIL 10, 1987
REVISED: MARCH 18, 1991

DATE OF APPROVAL June 5, 1987

REPORT: VB-1300
1 of 6, 9-119

ISSUED: APRIL 10, 1987
REVISED: MARCH 18, 1991

REPORT: VB-1300
1 of 6, 9-119

SECTION 9
SUPPLEMENT 12

PIPER AIRCRAFT CORPORATION
PA-46-350P, MALIBU

SECTION 9
SUPPLEMENT 12

PIPER AIRCRAFT CORPORATION
PA-46-350P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional ARNAV R-30 Loran C Navigator System and
RS08 Series Remote Switch are installed. The navigator system must be
operated within the limitations herein specified. The information contained
within this supplement is to be used in conjunction with the complete
handbook.

This supplement has been FAA Approved as a permanent part of this
handbook and must remain in this handbook at all times when the ARNAV
R-30 Loran C Navigator System is installed.

Y (P/N
L
(a) The ARNAV R-30 Loran C Navigator Operation Manual
Navailable to
570-0093, latest revision) must be immediately
O
the flight crew whenever navigation isEpredicted on the use
of the ARNAV R-30.
C HT
N
Gnot approved for
(b) The ARNAV R-30 Loran C E
NavigatorIis
L
R
IFR approaches.
E R F shall be predicted upon
(c) During operation noF
flight operation
ELoranFC O
the ARNAV R-30
Navigator whenever a NAV flag is
R
displayedR
by the CDI or ARNAV R-30 Display.
T
O
O
F N
SECTION 3 - EMERGENCY PROCEDURES
SECTION 2 - LIMITATIONS

SECTION 2 - LIMITATIONS
(a) The ARNAV R-30 Loran C Navigator Operation Manual (P/N
570-0093, latest revision) must be immediately available to
the flight crew whenever navigation is predicted on the use
of the ARNAV R-30.
(b) The ARNAV R-30 Loran C Navigator is not approved for
IFR approaches.
(c) During operation no flight operation shall be predicted upon
the ARNAV R-30 Loran C Navigator whenever a NAV flag is
displayed by the CDI or ARNAV R-30 Display.
SECTION 3 - EMERGENCY PROCEDURES

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

SECTION 4 - NORMAL PROCEDURES

(a) OPERATION

Normal operating procedures are outlined in the ARNAV R-30
Loran C Navigator Operation Manual (P/N 570-0093, latest
revision).

REPORT: VB-1300
9-120, 2 of 6

ISSUED: APRIL 10, 1987

Normal operating procedures are outlined in the ARNAV R-30
Loran C Navigator Operation Manual (P/N 570-0093, latest
revision).

REPORT: VB-1300
9-120, 2 of 6

ISSUED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 12

(b) NAV-COUPLED MODE

Y
L
N
O
E TVHF/LORAN
C
NAV/LORAN A/P NAV 1
H ANNUNCIATOR
N
SW
NAV 2 A/P
SelectionsIG
E
R FL
SW
E
F OR
VHF
E
NAV.
A/P
NAV 1 FNAV 1 coupled to A/P
ANNUNCIATOR
R
R OT Displayed on H.S.I. ON
O
F N
VHF
NAV.
A/P NAV 2
NAV 2 coupled to A/P
ANNUNCIATOR
LORAN

LORAN coupled to A/P
displayed on H.S.I.

When operating the KAP/KFC 150 flight control system in either
the navigation (NAV) or approach (APR) mode and the NAV/
LORAN switch has been set to the ARNAV R-30 as the navigation
source, all operational procedures which are applicable to these
two modes, as described in the KAP/KFC 150 Operator’s Manual
and Flight Manual Supplement, still apply, with the following
notations or exceptions:
(1) ARNAV R-30 is not approved for IFR approaches.
(2) Course deviation data for the autopilot is derived from the
ARNAV R-30.
(3) For course intercept or course tracking, set the HSI course
needle to the Loran C course to be flown. This setting provides
course datum to the autopilot.
(4) Autopilot Nav Select Switch Positions:
NAV/LORAN A/P NAV 1
SW
NAV 2 A/P
SW

LORAN
ANNUNCIATOR
ON

REPORT: VB-1300
3 of 6, 9-121

Selections

VHF/LORAN
ANNUNCIATOR
VHF
ANNUNCIATOR
ON

NAV.

A/P NAV 1

NAV 1 coupled to A/P
Displayed on H.S.I.

NAV.

A/P NAV 2

NAV 2 coupled to A/P
displayed on NAV 2
indicator

LORAN

LORAN coupled to A/P
displayed on H.S.I.

*When the NAV/LORAN switch is in the Loran mode the
A/P NAV 1/NAV 2 A/P autopilot coupling switch is inactive.

ISSUED: APRIL 10, 1987
REVISED: OCTOBER 7, 1988

SECTION 9
SUPPLEMENT 12

(b) NAV-COUPLED MODE

displayed on NAV 2
indicator

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

VHF
ANNUNCIATOR
ON
LORAN
ANNUNCIATOR
ON

*When the NAV/LORAN switch is in the Loran mode the
A/P NAV 1/NAV 2 A/P autopilot coupling switch is inactive.

ISSUED: APRIL 10, 1987
REVISED: OCTOBER 7, 1988

REPORT: VB-1300
3 of 6, 9-121

SECTION 9
SUPPLEMENT 12

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 12

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

The Loran C System drives the pilot’s HSI display when manually
selected by the NAV/LORAN switch. This configuration is
annunciated by a VHF/LORAN mode light on the pilot’s instrument panel. The HSI will only display left or right course
information, to/from flags, and a NAV flag indication from the
ARNAV R-30. The course selector pointer must be manually set
to the Loran C course. (Actual course cannot be determined
on the HSI by rotating the course selector pointer).

Y
L
N
O
(d) RS08 REMOTE SWITCH OPERATION
E T and Loran
The RS08 provides remote switching
of navigation
C
H indicator. The
N a common
signals to allow two systems to share
G
E
I
command for this transfer R
comes fromL
the NAV/LORAN select
F
E
switch and the active system
is annunciated
by the VHF/LORAN
Fon theOpilot’s
R instrument
annunciator located
panel above the
E
R
airspeed indicator.
A bright-dim
toggle switch is provided
F
R Oof Tthe annunciation.
to allow dimming
O
F NAV receiver
N is channeled to an ILS station while in
If the

(d) RS08 REMOTE SWITCH OPERATION
The RS08 provides remote switching of navigation and Loran
signals to allow two systems to share a common indicator. The
command for this transfer comes from the NAV/LORAN select
switch and the active system is annunciated by the VHF/LORAN
annunciator located on the pilot’s instrument panel above the
airspeed indicator. A bright-dim toggle switch is provided
to allow dimming of the annunciation.

the LORAN mode, the RS08 will automatically return the system
to the VOR/ILS mode, irrespective of any other command.
Care should be taken to not preset any such station while navigating enroute by Loran, or the presentation will be switched back
to the NAV system.

If the NAV receiver is channeled to an ILS station while in
the LORAN mode, the RS08 will automatically return the system
to the VOR/ILS mode, irrespective of any other command.
Care should be taken to not preset any such station while navigating enroute by Loran, or the presentation will be switched back
to the NAV system.

If power is lost to the RS08, both annunciators will be dark,
and the system will automatically return to the VOR/ILS
display. The pilot should confirm correct data display by channeling the radio in question, or offsetting the radial, and
checking for the correct presentation.

If there is an internal failure in the RS08 which causes loss
of power to the relays, driver, or logic failure, it will appear

REPORT: VB-1300
9-122, 4 of 6

ISSUED: APRIL 10, 1987

REPORT: VB-1300
9-122, 4 of 6

ISSUED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 12

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 12

as one of three presentations:

(1) The VHF/LORAN annunciator stays lit in one mode or the
other, and will not transfer. Only one NAV source will be available until the system is repaired. This can also be caused by
external switch failure.

(2) No annunciator will light. Lamps check OK. Indicates relay
failure. Do not use any navigation data, as data is likely
faulty. Repair immediately.

(3) Unit will transfer, but only one annunciator will light.
Lamps check OK. Indicates relay or wiring failure, and will
probably give valid data only if the lamp lights in the
VOR/ILS mode. Confirm data by pilot test, and repair
immediately.

Y
L
Nthat the presentation
In general, the pilot should always confirm
O
seen is, in fact, tied to the system
been selected.
E that has
T
A simple radial offset or other
method will
greatly improve
C
H
o p e r a t i o n a l s a f e t y a n d iN
n s u r e t hG
a t a p ow e r f a i l u r e , I L S
E
I
channeled NAV, or other
L not presented false naviR fault has
gation data on the E
HSI/CDI. F
F OR
E
(e) WAYPOINT
ALERT
ANNUNCIATOR
R
F
R active
T a 2 nm radius of the selected waypoint.
Becomes
within
O
O
F N

In general, the pilot should always confirm that the presentation
seen is, in fact, tied to the system that has been selected.
A simple radial offset or other method will greatly improve
o p e r a t i o n a l s a f e t y a n d i n s u r e t h a t a p ow e r f a i l u r e , I L S
channeled NAV, or other fault has not presented false navigation data on the HSI/CDI.
(e) WAYPOINT ALERT ANNUNCIATOR
Becomes active within a 2 nm radius of the selected waypoint.

SECTION 5 - PERFORMANCE

Installation of the ARNAV R-30 Loran C Navigator with RS08 series
remote switch does not affect the basic performance information presented
in Section 5 of this Pilot’s Operating Handbook.

SECTION 6 - WEIGHT AND BALANCE

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

ISSUED: APRIL 10, 1987

REPORT: VB-1300
5 of 6, 9-123

SECTION 9
SUPPLEMENT 12

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
L BLANK
R FLEFT
E
THIS PAGE INTENTIONALLY
F OR
E
R F
R
T
O
O
F N

REPORT: VB-1300
9-124, 6 of 6

ISSUED: APRIL 10, 1987

SECTION 9
SUPPLEMENT 12

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1300
9-124, 6 of 6

ISSUED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 13

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 13

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 13
FOR
NORTHSTAR M1 LORAN C NAVIGATOR
WITH KAP/KFC 150 AUTOPILOT SYSTEM

This supplement must be attached to the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual when the optional Northstar M1
Loran C Navigator is installed per the Equipment List. The information
contained herein supplements or supersedes the basic Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual only in those areas
listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the basic Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual.

FAA APPROVED

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N
D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL June 5, 1987

ISSUED: APRIL 10, 1987
REVISED: OCTOBER 7, 1988

DATE OF APPROVAL June 5, 1987

REPORT: VB-1300
1 of 4, 9-125

ISSUED: APRIL 10, 1987
REVISED: OCTOBER 7, 1988

REPORT: VB-1300
1 of 4, 9-125

SECTION 9
SUPPLEMENT 13

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 13

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional Northstar M1 Loran C Navigator System is
installed. The navigator system must be operated within the limitations
herein specified. The information contained within this supplement is to be
used in conjunction with the complete handbook.

This supplement has been FAA Approved as a permanent part of this
handbook and must remain in this handbook at all times when the Northstar
M1 Loran C Navigator System is installed.

SECTION 2 - LIMITATIONS

Y
L
N
O
(b) The Northstar M1 Loran C Navigator is approved
E for VFRTonly.
C
H upon the
Nshall beIGpredicated
(c) During operation no flight operation
E
Northstar M1 Loran C Navigator
La NAV flag is displayed
R whenever
F
by the CDI.
E
Fis located
Ron the pilot’s instrument panel
E
(d) The following placard
O
R
F
adjacent to the HSI.
R
T
FOLORANNCOAPPROVED FOR VFR ONLY
SECTION 3 - EMERGENCY PROCEDURES

SECTION 2 - LIMITATIONS

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

SECTION 4 - NORMAL PROCEDURES

(a) Northstar M1 Loran C Navigator Reference Manual (latest
revision) must be immediately available to the flight crew whenever navigation is predicated on the use of the Northstar M1.

(a) OPERATION

(b) The Northstar M1 Loran C Navigator is approved for VFR only.
(c) During operation no flight operation shall be predicated upon the
Northstar M1 Loran C Navigator whenever a NAV flag is displayed
by the CDI.
(d) The following placard is located on the pilot’s instrument panel
adjacent to the HSI.
LORAN C APPROVED FOR VFR ONLY
SECTION 3 - EMERGENCY PROCEDURES

(a) OPERATION

Normal operating procedures are outlined in the Northstar M1
Loran C Navigator Reference Manual (latest revision).

REPORT: VB-1300
9-126, 2 of 4

(a) Northstar M1 Loran C Navigator Reference Manual (latest
revision) must be immediately available to the flight crew whenever navigation is predicated on the use of the Northstar M1.

ISSUED: APRIL 10, 1987

Normal operating procedures are outlined in the Northstar M1
Loran C Navigator Reference Manual (latest revision).

REPORT: VB-1300
9-126, 2 of 4

ISSUED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 13

(b) NAV-COUPLED MODE

Y
L
N
O
E T
C
N1 IGH
NAV/LORAN A/P NAV
E
R 2 A/PFL Selections
SW
NAV
E
F OSWR
E
RNAV FA/P NAV 1 NAV #1 coupled to A/P
R
Displayed on H.S.I.
T
O
O
F NNAV A/P NAV 2 NAV #2 coupled to A/P
displayed on NAV #2 indicator
*

LORAN coupled to A/P displayed
on H.S.I. (Blue Indicator light)

*When the NAV/LORAN switch is in the Loran mode the
A / P NAV 1 / NAV 2 A / P a u t o p i l o t c o u p l i n g s w i t c h i s
inactive.

ISSUED: APRIL 10, 1987
REVISED: OCTOBER 7, 1988

SECTION 9
SUPPLEMENT 13

(b) NAV-COUPLED MODE

When operating the KAP/KFC 150 flight control system in either
the navigation (NAV) or approach (APR) mode and the NAV/
LORAN switch has been set to the Northstar M1 as the navigation
source, all operational procedures which are applicable to these
two modes, as described in the KAP/KFC 150 Operator’s Manual
and Flight Manual Supplement, still apply, with the following
notations or exceptions:
(1) Northstar M1 is approved for VFR only.
(2) Course deviation data for the autopilot is derived from the
Northstar M1.
(3) For course intercept or course tracking, set the HSI course
needle to the Loran C course to be flown. This setting provides
course datum to the autopilot.
(4) Switch Positions:

LORAN

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

REPORT: VB-1300
3 of 4, 9-127

NAV/LORAN A/P NAV 1
SW
NAV 2 A/P
SW

Selections

NAV

A/P NAV 1

NAV #1 coupled to A/P
Displayed on H.S.I.

NAV

A/P NAV 2

NAV #2 coupled to A/P
displayed on NAV #2 indicator

LORAN

LORAN coupled to A/P displayed
on H.S.I. (Blue Indicator light)

*When the NAV/LORAN switch is in the Loran mode the
A / P NAV 1 / NAV 2 A / P a u t o p i l o t c o u p l i n g s w i t c h i s
inactive.

ISSUED: APRIL 10, 1987
REVISED: OCTOBER 7, 1988

REPORT: VB-1300
3 of 4, 9-127

SECTION 9
SUPPLEMENT 13

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 13

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

The Loran C System drives the pilot’s HSI display when manually
selected by the NAV/LORAN switch. This configuration is
annunciated by a mode light adjacent to the HSI. The HSI will only
display left or right course information and a NAV flag indication
from the Northstar M1. The course selector pointer must be
manually set to the Loran C course. (Actual course cannot be
determined on the HSI by rotating the course selector pointer).

When Loran has been selected for display on the HSI, the bearing
pointer will continue displaying the bearing to a previous selected
VOR or RNAV waypoint or NDB. Caution must be used in noting that
the pointer will not indicate the bearing to the Loran waypoint.

Y
L
N
Becomes active within a one-minute radius of a waypoint.
O
(e) PARALLEL OFFSET ANNUNCIATOR E
T
C
H
N
Becomes active whenever a parallel offset is in G
E LI effect.
R
E RF
F
SECTION 5 - PERFORMANCE
E M1FLoran
O C Navigator does not affect the
R
Installation of the Northstar
Rinformation
T presented in Section 5 of this Pilot’s
basic performance
O
O
Operating Handbook.
F N
(d) WAYPOINT ALERT ANNUNCIATOR

(d) WAYPOINT ALERT ANNUNCIATOR
Becomes active within a one-minute radius of a waypoint.
(e) PARALLEL OFFSET ANNUNCIATOR
Becomes active whenever a parallel offset is in effect.
SECTION 5 - PERFORMANCE
Installation of the Northstar M1 Loran C Navigator does not affect the
basic performance information presented in Section 5 of this Pilot’s
Operating Handbook.

SECTION 6 - WEIGHT AND BALANCE

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

REPORT: VB-1300
9-128, 4 of 4

ISSUED: APRIL 10, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 14

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 14

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 14
FOR
SUPPLEMENTAL ELECTRIC HEATER

This supplement must be attached to the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual when the Supplemental
Electrical Heater is installed per Piper Drawing 89124-2 or Piper Kit 765348. The information contained herein supplements or supersedes the
information in the basic Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual only in those areas listed herein. For limitations,
procedures, and performance information not contained in this supplement,
consult the basic Pilot’s Operating Handbook and FAA Approved Airplane
Flight Manual.

FAA APPROVED

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N
D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL November 2, 1987

ISSUED: OCTOBER 27, 1987

DATE OF APPROVAL November 2, 1987

REPORT: VB-1300
1 of 6, 9-129

ISSUED: OCTOBER 27, 1987

REPORT: VB-1300
1 of 6, 9-129

SECTION 9
SUPPLEMENT 14

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 14

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional Supplemental Electric Heater is installed in
accordance with FAA Approved Piper data.

SECTION 2 - LIMITATIONS

Y
L
ALTERNATOR annunciator light illuminated:
N
O
AUX CABIN HEAT Switch ..........................................................................OFF
E T
LO BUS annunciator light illuminated:
C
N IGHLOW VOLTAGE
Volt/Ammeter.............................................................VERIFY
E
R FL
AUX CABIN HEAT Switch ..........................................................................OFF
E
Electrical Load...............................................................REDUCE
until LO BUS
F OR
E
light EXTINGUISHES
R FNOTE
R
T
O
O
FIf the LONBUS annunciator light does not
extinguish after the electrical load has been
SECTION 3 - EMERGENCY PROCEDURES

(a) Dual functioning alternators are required.
(b) A low voltage monitor system and annunciator must be installed and
functional.
(c) The Vent/Defog Fan must be operational for heater ground operation.
(d) Maximum ambient temperature for heater operation is 20°C (68°F).
SECTION 3 - EMERGENCY PROCEDURES
ALTERNATOR annunciator light illuminated:
AUX CABIN HEAT Switch ..........................................................................OFF
LO BUS annunciator light illuminated:
Volt/Ammeter.............................................................VERIFY LOW VOLTAGE
AUX CABIN HEAT Switch ..........................................................................OFF
Electrical Load...............................................................REDUCE until LO BUS
light EXTINGUISHES
NOTE

reduced, and low voltage is verified, an
electrical failure is indicated. Refer to Electrical
Failures procedure in the basic Pilot’s Operating
Handbook.

If the LO BUS annunciator light does not
extinguish after the electrical load has been
reduced, and low voltage is verified, an
electrical failure is indicated. Refer to Electrical
Failures procedure in the basic Pilot’s Operating
Handbook.

Heater Control Circuit Failure (Heater Continues to Operate With
AUX CABIN and VENT/DEFOG FAN switches OFF):

VNT-DFG Circuit Breaker..........................................................................PULL

If the heater still operates:

BATT MASTER Switch ................................................................................OFF
EMER BUS Switch .........................................................................................ON
Land as soon as practical.

REPORT: VB-1300
9-130, 2 of 6

ISSUED: OCTOBER 27, 1987
REVISED: DECEMBER 16, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 14

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 14

SECTION 4 - NORMAL PROCEDURES

AFTER ENGINE START

BATT MASTER Switch..................................................................................ON
Alternator Switches .......................................................................................OFF
VENT/DEFOG FAN Switch ...........................................................................ON
Airflow.....................................................................................................CHECK
Volt/Ammeter ..........................................................................LESS than 25 Vdc
(increase electrical load as
necessary to lower voltage)
LO BUS Annunciator.................................................................ILLUMINATED
Electrical Switches.........................................................................................OFF
VENT/DEFOG FAN Switch .........................................................................OFF
Alternator Switches .........................................................................................ON

NOTE

Y
L
N
O
Low voltage monitor system and annunciator
must be checked operationalE
before heater
T
C
H
operation. VENT/DEFOG
FAN
must be
N
G ground
E
checked operational
before heater
I
L
R
operation.
E RF
F
HEATER OPERATION
E FO
R
VENT/DEFOG FAN .......................................................................................ON
RHEAT Switch............................................................................ON
T
AUX CABIN
O
O
F N
For maximum heat:

Low voltage monitor system and annunciator
must be checked operational before heater
operation. VENT/DEFOG FAN must be
checked operational before heater ground
operation.
HEATER OPERATION
VENT/DEFOG FAN .......................................................................................ON
AUX CABIN HEAT Switch............................................................................ON
For maximum heat:

REC BLWR Switch .......................................................................................OFF
CABIN TEMP Control ......................................................................FULL OUT
DEFROST Control ...................................................AS REQUIRED to CLEAR
WINDSHIELD: then FULL IN

NOTE

This unit should be considered primarily as an
auxiliary backup to the standard heating
system. There is no external control over the
heat produced by the unit.

SECTION 5 - PERFORMANCE

No change.
ISSUED: OCTOBER 27, 1987

No change.
REPORT: VB-1300
3 of 6, 9-131

ISSUED: OCTOBER 27, 1987

REPORT: VB-1300
3 of 6, 9-131

SECTION 9
SUPPLEMENT 14

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 14

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 6 - WEIGHT AND BALANCE

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

For field installation of the Supplemental Electric Heater add 1.10
pounds at 120.5 inches aft of datum. Increase moment 133 inch-pounds.

SECTION 7 - DESCRIPTION AND OPERATION

The Supplemental Electric Heater (Heater) consists of a resistance type
heat element, dual hermetically sealed bimetallic type overtemperature
protection, power relay, fuse, and lighted on-off switch. The element is
installed in the left bleed air duct forward of the pressure bulkhead
downstream from the vent/defog fan. Both the heater switch and the
vent/defog switch must be engaged to supply power to the heater element.
The vent/defog fan can be operated independent of the heater by engaging
just the vent/defog switch.

Y
L
N
O
Efan circuit
Both the heater control circuit and the vent/defog
T utilize the
H
10 amp VNT-DFG circuit breaker locatedN
onC
the ENVIRONMENTAL
G from the battery
circuit breaker panel. Heater element power
is supplied
E
I
L
R
master solenoid through the 35 amp heater fuseF
heater power relay.
E to theandpilot.the The
The 35 amp heater fuse is notF
accessibleR
electrical load
E
imposed by the heater and the
vent/defog
fan is 40.35 amps. Installation is
O
R F alternators. Emergency interruption
limited to aircraft equipped with dual
R
T by disengaging the battery master switch
of the circuit can
be accomplished
O
O
and engagingF
the emergency
N bus switch.

Both the heater control circuit and the vent/defog fan circuit utilize the
10 amp VNT-DFG circuit breaker located on the ENVIRONMENTAL
circuit breaker panel. Heater element power is supplied from the battery
master solenoid through the 35 amp heater fuse and the heater power relay.
The 35 amp heater fuse is not accessible to the pilot. The electrical load
imposed by the heater and the vent/defog fan is 40.35 amps. Installation is
limited to aircraft equipped with dual alternators. Emergency interruption
of the circuit can be accomplished by disengaging the battery master switch
and engaging the emergency bus switch.

A low voltage monitor system is included with the Heater. This system
alerts the pilot to a low bus voltage condition before the battery is
discharged. The system consists of a low voltage monitor module located
behind the instrument panel, and an annunciator light mounted above the
clock on the pilot’s instrument panel (refer to Figure 7-1).

The annunciator is the press to test type. The light lens is red with the
words LO BUS marked on it in black. Power is supplied to the low voltage
monitor system from the emergency bus through a 5 amp fuse. The LO BUS
annunciator is activated when the bus voltage drops below 25.0 +/- 0.3 volts.
When the bus voltage goes above the warning light activation point the LO
BUS annunciator is extinguished. The annunciator is tested by pressing on
the LO BUS warning light causing it to illuminate. LO BUS annunciator
dimming is controlled by the day/night switch.

REPORT: VB-1300
9-132, 4 of 6

ISSUED: OCTOBER 27, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 14

Y
L
N
LOW VOLTAGE MONITOR
O
WARNING LIGHT INSTALLATION
E T
C
Figure 7-1
H
N
G
E
I
The electrical switch panel has been L
to accommodate the
R F modified
addition of the AUX CABIN
HEAT switch
(refer to Figure 7-2). Refer to
E
F of O
Figure 7-3 for a schematic
the R
Electrical Heater and Voltage Monitor
E
circuits.
R
F
R
T
FO NO

ELECTRICAL SWITCH PANEL MODIFICATION
Figure 7-2
ISSUED: OCTOBER 27, 1987

REPORT: VB-1300
5 of 6, 9-133

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 14

LOW VOLTAGE MONITOR
WARNING LIGHT INSTALLATION
Figure 7-1
The electrical switch panel has been modified to accommodate the
addition of the AUX CABIN HEAT switch (refer to Figure 7-2). Refer to
Figure 7-3 for a schematic of the Electrical Heater and Voltage Monitor
circuits.

ELECTRICAL SWITCH PANEL MODIFICATION
Figure 7-2
ISSUED: OCTOBER 27, 1987

REPORT: VB-1300
5 of 6, 9-133

SECTION 9
SUPPLEMENT 14

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 14

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

ELECTRIC HEAT AND LOW VOLTAGE MONITOR SCHEMATIC
Figure 7-3
REPORT: VB-1300
9-134, 6 of 6

ISSUED: OCTOBER 27, 1987
REVISED: DECEMBER 16, 1987

ELECTRIC HEAT AND LOW VOLTAGE MONITOR SCHEMATIC
Figure 7-3
REPORT: VB-1300
9-134, 6 of 6

ISSUED: OCTOBER 27, 1987
REVISED: DECEMBER 16, 1987

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 15

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 15

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 15
FOR
II MORROW, INC.,
APOLLO II, MODEL 612, LORAN C
NAVIGATION SYSTEM
WITH KAP/KFC 150 AUTOPILOT SYSTEM

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

This supplement must be attached to the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual when the optional II Morrow,
Inc., Apollo II, Model 612, Loran C Navigator is installed per the
Equipment List. The information contained herein supplements or
supersedes the basic Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual only in those areas listed herein. For limitations,
procedures and performance information not contained in this supplement,
consult the basic Pilot’s Operating Handbook and FAA Approved Airplane
Flight Manual.

FAA APPROVED

FAA APPROVED
D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

D. H. TROMPLER
D.O.A. NO. SO.-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL October 7, 1988

ISSUED: OCTOBER 7, 1988

DATE OF APPROVAL October 7, 1988

REPORT: VB-1300
1 of 6, 9-135

ISSUED: OCTOBER 7, 1988

REPORT: VB-1300
1 of 6, 9-135

SECTION 9
SUPPLEMENT 15

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 15

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional II Morrow, Inc., Apollo II, Model 612, Loran C
Navigation System is installed. The navigation system must be operated
within the limitations herein specified. The information contained within
this supplement is to be used in conjunction with the complete handbook.

This supplement has been FAA Approved as a permanent part of this
handbook and must remain in this handbook at all times when the Apollo II,
Model 612, Loran C Navigation System is installed.

SECTION 2 - LIMITATIONS

Y
L
N
O
E T
C
(b) The Apollo II, Loran C Navigation
System
N IGisHnot approved for
E
IFR approaches.
R F48L contiguous states, and
(c) IFR RNAV operation isE
limited to the
F OSeeRPilot’s Operating Handbook
the District of Columbia.
E
Rlatest revision).
P/N 560-0022B
F
R
T
(d) DuringO
of the Apollo II, Model 612 additional
O required
F RNAV
Noperation
navigation
equipment
for the specific type of operation

must be installed and operable.

(a) II Morrow, Inc., Apollo II, Model 612, Loran C Navigation
System, Pilot’s Operating Handbook (P/N 560-0022B latest
revision) must be immediately available to the flight crew whenever navigation is predicated on the use of the Apollo II.
(b) The Apollo II, Loran C Navigation System is not approved for
IFR approaches.
(c) IFR RNAV operation is limited to the 48 contiguous states, and
the District of Columbia. See Pilot’s Operating Handbook
P/N 560-0022B latest revision).
(d) During RNAV operation of the Apollo II, Model 612 additional
navigation equipment required for the specific type of operation
must be installed and operable.

(e) The Apollo II, Model 612 Loran C Navigation System must
be checked for accuracy (reasonableness) prior to use as a
means of navigation after acquisition of a new GRI, or reacquisition of the same GRI.

(f) During the Apollo II, Model 612 system start-up test the pilot
must check the following items for proper operation prior to each
IFR flight: External LORAN WARN annunciator, external
LORAN VFR annunciator, CDI needle, and CDI flag. The pilot
shall verify that all of the dots in the alpha-numeric displays are
functioning. The pilot shall verify that both lamps are operational in
the LORAN VFR and LORAN WARN external annunciators.

REPORT: VB-1300
9-136, 2 of 6

ISSUED: OCTOBER 7, 1988

REPORT: VB-1300
9-136, 2 of 6

ISSUED: OCTOBER 7, 1988

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 15

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 15

(g) No flight operation shall be predicated on the use of the Apollo II,
Model 612, Loran C Navigation System whenever a NAV OFF flag
is displayed by the CDI. In addition, no IFR flight shall be predicated on the use of the Apollo II, Model 612, Loran C Navigation
System whenever the external LORAN WARN or LORAN VFR
annunciators are lighted, or the accuracy reasonableness check
has a consistently greater position error than 3.0 nautical
miles or any failure observed during the system start-up test.

(h) The pilot must verify the coordinates of each waypoint to be used
during an IFR flight, including those waypoints used from the
FLYBRARY data base.

(i) The Apollo II, Model 612 Loran C Navigation System may not be
used for IFR flight, during icing conditions.

Y
L
N
O
E T
C
N IGH
E
Ris locatedFLon the pilot’s instrument panel
E
(k) The following placard
F OR
adjacent to the
HSI:
E
R F
LORAN C NOT APPROVED FOR APPROACH
R
T
O
O
(l)FIf a GRI change is required while in flight, the following Caution
N
should be noted:

(i) The Apollo II, Model 612 Loran C Navigation System may not be
used for IFR flight, during icing conditions.

(j) IFR operation is permitted only if, in the Software Version
pages of the SETUP Mode, the following Operating System and
Front Panel software versions appear:
(1) OP 2.6 or 2.7
(2) FP 1.5

(j) IFR operation is permitted only if, in the Software Version
pages of the SETUP Mode, the following Operating System and
Front Panel software versions appear:
(1) OP 2.6 or 2.7
(2) FP 1.5
(k) The following placard is located on the pilot’s instrument panel
adjacent to the HSI:
LORAN C NOT APPROVED FOR APPROACH
(l) If a GRI change is required while in flight, the following Caution
should be noted:

CAUTION

When changing GRI in flight, expect to
navigate DR for approximately 2 minutes
waiting for acquisition of new GRI.

SECTION 3 - EMERGENCY PROCEDURES

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

ISSUED: OCTOBER 7, 1988

REPORT: VB-1300
3 of 6, 9-137

SECTION 9
SUPPLEMENT 15

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4 - NORMAL PROCEDURES

SECTION 9
SUPPLEMENT 15

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 4 - NORMAL PROCEDURES

(a) OPERATION

Normal operating procedures are outlined in the II Morrow Inc.,
Apollo II, Loran C Pilot’s Operating Handbook (P/N 560-0022B,
latest revision.
(b) NAV-COUPLED MODE

When operating the KAP/KFC 150 Flight Control System in either
the Navigation (NAV) or Approach (APR) Mode and the NAV/
LORAN switch has been set to the Apollo II as the navigation
source, all operational procedures which are applicable to these
two modes, as described in the KAP/KFC 150 Operators Manual
and Flight Manual Supplement, still apply, with the following
notations or exceptions:
(1) Apollo II, Model 612, Loran C is not approved for IFR
approaches.
(2) Course deviation data for the autopilot is derived from the
Apollo II.
(3) For course intercept or course tracking, set the HSI course
needle to the Loran C course to be flown. This setting provides
course datum to the autopilot.
(4) Autopilot Nav Select Switch Positions:

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
FNAV/LORAN
NAV 1
N A/P
SW
NAV 2 A/P
Selections
SW

Selections

NAV

A/P NAV 1

NAV #1 coupled to A/P
Displayed on H.S.I.

NAV

A/P NAV 1

NAV #1 coupled to A/P
Displayed on H.S.I.

NAV

A/P NAV 2

NAV #2 coupled to A/P
displayed on NAV #2 indicator

NAV

A/P NAV 2

NAV #2 coupled to A/P
displayed on NAV #2 indicator

LORAN

LORAN coupled to A/P displayed
on H.S.I. (Blue Indicator light)

LORAN

LORAN coupled to A/P displayed
on H.S.I. (Blue Indicator light)

*When the NAV/LORAN switch is in the Loran mode the
A / P NAV 1 / NAV 2 A / P a u t o p i l o t c o u p l i n g s w i t c h i s
inactive.

REPORT: VB-1300
9-138, 4 of 6

ISSUED: OCTOBER 7, 1988

*When the NAV/LORAN switch is in the Loran mode the
A / P NAV 1 / NAV 2 A / P a u t o p i l o t c o u p l i n g s w i t c h i s
inactive.

REPORT: VB-1300
9-138, 4 of 6

ISSUED: OCTOBER 7, 1988

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 15

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 15

The Loran C System drives the pilot’s HSI display when manually
selected by the NAV/LORAN switch. This configuration is
annunciated by a mode light adjacent to the HSI. The HSI will only
display left or right course information, to/from flags and a Off/
Warning flag indication from the Apollo II. The course selector
pointer must be manually set to the Loran C course. (Actual course
cannot be determined on the HSI by rotating the course selector
pointer).

When Loran has been selected for display on the HSI, the bearing
pointer will continue displaying the bearing to a previous selected
VOR or RNAV waypoint or NDB. Caution must be used in noting that
the pointer will not indicate the bearing to the Loran waypoint.

Y
L
N
O
E T
C
N IGH
E
LORAN WARN
L ALERT
R WAYPT
F
E
F OR
E
RLORAN VFR
F
APPROACH
R
T
FO NO

(d) External Annunciators

LORAN WARN

WAYPT ALERT

LORAN VFR

APPROACH

The Apollo II also provides status information to four externally
mounted annunciators: LORAN WARN, WAYPT ALERT,
LORAN VFR, and APPROACH.

LORAN WARN

The LORAN WARN annunciator will light
whenever the internal WARN annunciator
lights. The LORAN is not usable for navigation.

LORAN WARN

The LORAN WARN annunciator will light
whenever the internal WARN annunciator
lights. The LORAN is not usable for navigation.

WAYPT ALERT

The WAYPT ALERT annunciator will light
whenever the internal ARIV annunciator
lights. You are nearing your destination.

WAYPT ALERT

The WAYPT ALERT annunciator will light
whenever the internal ARIV annunciator
lights. You are nearing your destination.

ISSUED: OCTOBER 7, 1988

REPORT: VB-1300
5 of 6, 9-139

ISSUED: OCTOBER 7, 1988

REPORT: VB-1300
5 of 6, 9-139

SECTION 9
SUPPLEMENT 15
LORAN VFR

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU
When the LORAN VFR annunciator lights
you may not use the APOLLO II for IFR
navigation. This annunciator will light when
the criteria for IFR navigation is not met.

SECTION 9
SUPPLEMENT 15
LORAN VFR

The LORAN VFR annunciator may light
while the LORAN WARN annunciator is not
lighted. VFR navigation is still permitted.

The LORAN VFR annunciator will light due
to the following reasons:

You have selected a course offset, ASF
factors, Approach CDI resolution.

You have manually selected the triad or
magnetic variation.

Accuracy does not meet IFR standards due
to poor geometry, low signal, or high
noise.

Y
L
N
O
3. Accuracy does not meet
IFR standards due
to poor geometry,
T or high
CE lowHsignal,
noise. N
E n nIG
APPROACH
T h e A PR
P ROAC H aL
unciator will light
whenE
the internal F
APP annunciator is lighted.
F ORresolution (1.25 nm full scale)
Approach CDI
E
R has beenF selected.
R
T
SECTION 5 - PERFORMANCE
O
O
F NApollo II Loran C does not affect the basic
Installation of the
2.

APPROACH

T h e A P P ROAC H a n n u n c i a t o r w i l l l i g h t
when the internal APP annunciator is lighted.
Approach CDI resolution (1.25 nm full scale)
has been selected.

SECTION 5 - PERFORMANCE

performance information in Section 5 of this Pilot’s Operating Handbook.

Installation of the Apollo II Loran C does not affect the basic
performance information in Section 5 of this Pilot’s Operating Handbook.

SECTION 6 - WEIGHT AND BALANCE

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

REPORT: VB-1300
9-140 6 of 6

ISSUED: OCTOBER 7, 1988

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 16

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 16

PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 16
FOR
BENDIX/KING RDS 81/82/82VP
DIGITAL WEATHER RADAR

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

This supplement must be attached to the Pilot’s Operating Handbook
a n d FA A A p p r ove d A i r p l a n e F l i g h t M a n u a l w h e n t h e o p t i o n a l
Bendix/King RDS 81/82/82VP Digital Weather Radar is installed per the
Equipment List. The information contained herein supplements or
supersedes the information in the basic Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual only in those areas listed herein.
For limitations, procedures, and performance information not contained
in this supplement, consult the basic Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual.

FAA APPROVED

FAA APPROVED
D. H. TROMPLER
D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

D. H. TROMPLER
D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA

DATE OF APPROVAL ___ May 14, 1990 ____________________________

ISSUED: APRIL 27, 1990

REPORT: VB-1300
1 of 10, 9-141

SECTION 9
SUPPLEMENT 16

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 16

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the
airplane when the optional Bendix/King RDS 81/82/82VP Digital Weather
Radar is installed in accordance with FAA Approved Piper data.

SECTION 2 - LIMITATIONS

Do not operate the radar during refueling operations or within 15 feet of
trucks or containers accommodating flammables or explosives. Do not allow
personnel within 15 feet of area being scanned by antenna when system is
transmitting.

SECTION 3 - EMERGENCY PROCEDURES

Y
L
N
O
SECTION 4 - NORMAL PROCEDURES
E T
C
N IGH
WARNING
E
R FLrefueling
Do not operate the
radar during
E
operations or F
15R
feet of trucks or
E within
O
containers
accommodating
R
F flammables or
explosives.
Do T
not allow personnel within 15
R
O of areaObeing scanned by antenna when
Ffeet
system isN
transmitting.

SECTION 3 - EMERGENCY PROCEDURES

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

Preflight and normal operating procedures are outlined in the Bendix/King
RDS 81/82 Digital Weather Radar Pilot's Guide, P/N 006-08539-0001, latest
revision, and in the Bendix/King RDS 82VP Vertical Profile Radar Pilot's
Guide, P/N 006-08461-0000, latest revision.

When the range is set to 10 miles a small sector of return may be observed
along the left side of the display . This is the reflection of the cowling and
propeller and will diminish with increasing range. This anomaly is not
significant at longer ranges and does not effect the operation or display of
weather radar.

REPORT: VB-1300
9-142, 2 of 10

ISSUED: APRIL 27, 1990
REVISED: MARCH 18, 1991

SECTION 4 - NORMAL PROCEDURES
WARNING
Do not operate the radar during refueling
operations or within 15 feet of trucks or
containers accommodating flammables or
explosives. Do not allow personnel within 15
feet of area being scanned by antenna when
system is transmitting.

ISSUED: APRIL 27, 1990
REVISED: MARCH 18, 1991

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 16

SECTION 5 - PERFORMANCE

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 16

SECTION 5 - PERFORMANCE

When the radar pod is installed:

a.
b.
c.

The rate of climb is decreased approximately 50 fpm.
The cruise speed is decreased approximately 2 knots.
The cruise range is decreased approximately 1% due to the decrease
in cruise speed.

SECTION 6 - WEIGHT AND BALANCE

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

SECTION 7 - DESCRIPTION AND OPERATION

N of antenna,
a. RS 811A sensor which combines the system
components
O
receiver, and transmitter.
E incorporates all the
b. The IN 812A indicator (FigureC
7-1) which T
N IGH
operational controls.
E
R FL
E
F OR
The RDS 82 system
consists of the:
E
R Fcombines the system components of antenna,
a. RS 181A sensor which
R
T
receiver,
andO
transmitter.
O
b.FThe IN N
182A indicator (Figure 7-3) which incorporates all the
operational controls.
The RDS 81 system consists of the:

SECTION 7 - DESCRIPTION AND OPERATION
The RDS 81 system consists of the:
a.
b.

RS 811A sensor which combines the system components of antenna,
receiver, and transmitter.
The IN 812A indicator (Figure 7-1) which incorporates all the
operational controls.

The RDS 82 system consists of the:
a.
b.

RS 181A sensor which combines the system components of antenna,
receiver, and transmitter.
The IN 182A indicator (Figure 7-3) which incorporates all the
operational controls.

The RDS 82VP system consists of the:

RS 181A VP sensor which combines the system components of
antenna, receiver, and transmitter.
The IN 182A VP indicator (Figure 7-5) which incorporates all the
operational controls.

The system's antenna is installed inside a teardrop shaped pod mounted
beneath the right wing just outboard of the wing jack point.

ISSUED: APRIL 27, 1990

REPORT: VB-1300
3 of 10, 9-143

SECTION 9
SUPPLEMENT 16

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Operation and Controls

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Operation and Controls

Y
L
N
O
E T
C
RDS 81 CONTROLS AND INDICATOR
N IGH
Figure 7-1
E
R FL
E
F OR
E
R F
R
T
O
O
F N

RDS 82 CONTROLS AND INDICATOR
(TEST PATTERN SHOWN)
Figure 7-3
REPORT: VB-1300
9-144, 4 of 10

SECTION 9
SUPPLEMENT 16

ISSUED: APRIL 27, 1990

RDS 81 CONTROLS AND INDICATOR
Figure 7-1

RDS 82 CONTROLS AND INDICATOR
(TEST PATTERN SHOWN)
Figure 7-3
REPORT: VB-1300
9-144, 4 of 10

ISSUED: APRIL 27, 1990

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 16

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 16

Operation and Controls (cont.)

Y
L
N
O
E T
RDS 82VP CONTROLS C
AND INDICATOR
H
N
VP
Mode IG
E
RFigure F
7-5L
E
F OR
E
R F
R
T
O
CONTROL/O
F DISPLAY
N
FUNCTION

RDS 82VP CONTROLS AND INDICATOR
VP Mode
Figure 7-5

CONTROL/
DISPLAY

FUNCTION

BRT Control

Adjusts brightness of the display for varying
cockpit light conditions.

BRT Control

Adjusts brightness of the display for varying
cockpit light conditions.

Wx Button
(RDS 81/82 Only)

When pressed selects the weather (Wx)
mode. WX will appear on lower left of the
display. Areas of high rainfall (more than 2
to 5 inches per hour) will appear in magenta
color.

Wx Button
(RDS 81/82 Only)

When pressed selects the weather (Wx)
mode. WX will appear on lower left of the
display. Areas of high rainfall (more than 2
to 5 inches per hour) will appear in magenta
color.

WxA Button
(RDS 81/82 Only)

When pressed selects the weatheralert (Wxa) mode. WXA will appear in the
lower left of the display. Magenta areas of
storm flash between magenta and black.

WxA Button
(RDS 81/82 Only)

When pressed selects the weatheralert (Wxa) mode. WXA will appear in the
lower left of the display. Magenta areas of
storm flash between magenta and black.

ISSUED: APRIL 27, 1990

REPORT: VB-1300
5 of 10, 9-145

ISSUED: APRIL 27, 1990

REPORT: VB-1300
5 of 10, 9-145

SECTION 9
SUPPLEMENT 16

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Operation and Controls (cont.)
CONTROL/
DISPLAY

SECTION 9
SUPPLEMENT 16
Operation and Controls (cont.)
CONTROL/
DISPLAY

FUNCTION

Wx/Wxa Button
(RDS 82VP Only)

When pressed, alternately selects between
the Wx (weather) and Wxa (weather alert)
modes of operation. WX or WXA will
appear in the lower left of the display. Areas
of high rainfall appear in magenta color.
When the Wxa mode is selected, magenta
areas of storms flash between magenta and
black.

VP Button
(RDS 82VP Only)

When pressed, selects and deselects the
vertical profile mode of operation. Selecting
the VP mode (see Figure 7-7) of operation
will not change the selected mode of
operation: TST, Wx, Wxa, or GND MAP.
Once in VP, these modes may be changed as
desired. VP will engage from the NAV MAP
mode but NAV will be disabled during VP
operation.

N
O
E T
C
N IGH
E
R FL
E
F Opressed
R places indicator in groundGND MAP Button E When
R
F mode. Selecting ground-mapping
(RDS 81)
mapping
T
orOR
(GND MAP) will disable the weather-alert
FButton NO feature and will activate the gain control.
MAP
(RDS 82/82VP)
The magenta color is not activated while in

REPORT: VB-1300
9-146, 6 of 10

When pressed, places indicator in navigation
mode so that preprogrammed waypoints may
be displayed. If other modes are also selected,
the NAV display will be superimposed on
them. This button is effective only if an
optional radar graphics unit and flight
management system is installed. If actuated
without these units, NO NAV will appear at
lower left screen. The radar is still capable of
displaying weather.

ISSUED: APRIL 27, 1990

FUNCTION

Wx/Wxa Button
(RDS 82VP Only)

VP Button
(RDS 82VP Only)

GND MAP Button
(RDS 81)
or
MAP Button
(RDS 82/82VP)

When pressed places indicator in groundmapping mode. Selecting ground-mapping
(GND MAP) will disable the weather-alert
feature and will activate the gain control.
The magenta color is not activated while in
the ground-mapping (GND MAP) mode.

NAV Button
(RDS 82/82VP)

the ground-mapping (GND MAP) mode.
NAV Button
(RDS 82/82VP)

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

REPORT: VB-1300
9-146, 6 of 10

ISSUED: APRIL 27, 1990

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 16

Operation and Controls (cont.)
CONTROL/
DISPLAY

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 16

Operation and Controls (cont.)
FUNCTION

CONTROL/
DISPLAY

FUNCTION

GAIN Control Knob

Manual gain control becomes active only
when ground-mapping (GND MAP) is
selected.Gain is internally set in all other
modes.

GAIN Control Knob

Manual gain control becomes active only
when ground-mapping (GND MAP) is
selected.Gain is internally set in all other
modes.

Radar Function
Selector Switch
(RDS 81/82/82VP)

1. OFF position removes primary power
from the radar indicator and the sensor.
The antenna is parked in the down
position.

Radar Function
Selector Switch
(RDS 81/82/82VP)

1. OFF position removes primary power
from the radar indicator and the sensor.
The antenna is parked in the down
position.

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
will display the test pattern
R F 3. onTSTtheposition
indicator (see Figure 7-3); no
R
T
transmission occurs.The antenna will
FO NO
scan while in the test (TST) mode.

2. SBY position places system in the
standby condition during warm-up and
when the system is not in use. After 30
seconds in this mode during warm-up,
the system is in a state of readiness. No
radar transmissions occurs; the antenna
is parked in the down position. STBY is
displayed in the lower left of the display.
3. TST position will display the test pattern
on the indicator (see Figure 7-3); no
transmission occurs.The antenna will
scan while in the test (TST) mode.

4. ON position selects the condition of
normal operation, allowing for weather
detection or other modes of operation.
Radar transmission exists in the ON
position.

(RDS 82 Only Used only when
Bendix/King IU 2023
series radar graphics unit
along with compatible
long range navigation
system is installed)

5. LOG position displays a listing of the
latitudes and longitudes of selected
waypoints. Also, if a compatible RNAV
is installed, selected VOR frequencies,
along with bearings and distances to
waypoints, will be presented. No radar
transmission occurs in this mode.

(RDS 82 Only Used only when
Bendix/King IU 2023
series radar graphics unit
along with compatible
long range navigation
system is installed)

ISSUED: APRIL 27, 1990

REPORT: VB-1300
7 of 10, 9-147

ISSUED: APRIL 27, 1990

REPORT: VB-1300
7 of 10, 9-147

SECTION 9
SUPPLEMENT 16

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

RNG Selector Buttons

FUNCTION

REPORT: VB-1300
9-148, 8 of 10

CONTROL/
DISPLAY

FUNCTION

RNG Selector Buttons

When pressed clears the display and
increases or decreases the indicator to
the next higher or lower range. Selected
range is displayed in upper right corner of the
last range mark (Figure 7-1) and distance to
other range rings is displayed along the right
edge.

STAB (Stabilization)
Selector Button
(RDS 81 Only)

When pressed selects STAB ON or STAB
OFF operation. STAB OFF will be
displayed in the upper left corner when
STAB OFF is selected.

TRK Selector Buttons
(RDS 82 Operations)

When pressed provides a yellow azimuth
line and a digital display of the azimuth
line displacement left or right from the
nose of the aircraft. The trackline is
displayed for approximately 15 seconds and
then removed.

TRK Selector Buttons
(RDS 82VP Operations)

line displacement left or right from the
nose of the aircraft.

When pressed provides a yellow azimuth
line and a digital display of the azimuth
line displacement left or right from the
nose of the aircraft.

For VP operations, the TRK button performs
two functions.

(Continued on next page)

Y
L
N
O
E T azimuth
TRK Selector Buttons
When pressedC
provides a yellow
Hof the azimuth
(RDS 82 Operations)
line and aN
digital display
G
E
I
lineR
displacement
L left or right from the
E
nose of theF
aircraft. The trackline is
Fdisplayed
Rfor approximately 15 seconds and
E
O
R
then
F removed.
R
T
TRK Selector
pressed provides a yellow azimuth
FOButtons
NO When
(RDS 82VP Operations)
line and a digital display of the azimuth
STAB (Stabilization)
Selector Button
(RDS 81 Only)

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

Operation and Controls (cont.)

Operation and Controls (cont.)
CONTROL/
DISPLAY

SECTION 9
SUPPLEMENT 16

When pressed selects STAB ON or STAB
OFF operation. STAB OFF will be
displayed in the upper left corner when
STAB OFF is selected.

ISSUED: APRIL 27, 1990

REPORT: VB-1300
9-148, 8 of 10

ISSUED: APRIL 27, 1990

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 16

Operation and Controls (cont.)
CONTROL/
DISPLAY
TRK
Selector Buttons(cont)
(RDS 82VP Operations)

SECTION 9
SUPPLEMENT 16

Operation and Controls (cont.)
FUNCTION

CONTROL/
DISPLAY

1. Prior to engaging VP, the appropriate
button (left or right) is used to place the
track line at the desired azimuth angle to
be vertically scanned (sliced).

TRK
Selector Buttons(cont)
(RDS 82VP Operations)

FUNCTION
1. Prior to engaging VP, the appropriate
button (left or right) is used to place the
track line at the desired azimuth angle to
be vertically scanned (sliced).

When VP is engaged, the slice will be
taken at the last position of the track line,
whether it is visible or not.

If the track line has not been selected
after power has been applied to system
and VP is engaged, the slice will be taken
at 0 degrees (directly in front of the
aircraft).

Y
L
N
O
E T
C
N IGH
E
2.
Continuously
holding the TRK button
L
R
will
result
in
the
E RdegreeF increments.system “slicing” in twoF
E FO
R
Antenna TILT
Permits manual adjustment of antenna tilt to
R
T
Adjustment
Knob
a maximum of 15° up or down in order to
FO NO
obtain the best indicator presentation. The
tilt angle is displayed in the upper right

ISSUED: APRIL 27, 1990

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

2. Continuously holding the TRK button
will result in the system “slicing” in twodegree increments.

corner of the display. Depending upon the
MOD status of the indicator, tilt read
out may display in tenth degree.

Permits manual adjustment of antenna tilt to
a maximum of 15° up or down in order to
obtain the best indicator presentation. The
tilt angle is displayed in the upper right
corner of the display. Depending upon the
MOD status of the indicator, tilt read
out may display in tenth degree.

For 82/82VP operations, pull the Tilt
selector knob out for “STAB OFF”
operations. “STAB OFF” will appear in the
upper left corner of the display.

Tilt functions are disabled in VP mode.

REPORT: VB-1300
9 of 10, 9-149

Antenna TILT
Adjustment Knob

ISSUED: APRIL 27, 1990

REPORT: VB-1300
9 of 10, 9-149

SECTION 9
SUPPLEMENT 16

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 9
SUPPLEMENT 16

1.
2.
3.
4.

Y
L
N
O
E T
C
H
N (RDSIG82VP)
VERTICAL PROFILE MODE
E
Figure
R7-7 FL
E
Fannunciation
R
E
O
Vertical PROFILE
mode
R
F
Left or right
track annunciation.
R
T
Oof trackNleftOor right of aircraft nose.
Degrees
F
Displays plus and minus thousands of feet from relative altitude. Will

1.
2.
3.
4.

5.
6.
7.
8.

vary with selected range.
Relative altitude reference line.
Range rings.
Selected weather mode (Wx or Wxa).
Vertical profile scan angle of 50°.

5.
6.
7.
8.

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

VERTICAL PROFILE MODE (RDS 82VP)
Figure 7-7
Vertical PROFILE mode annunciation
Left or right track annunciation.
Degrees of track left or right of aircraft nose.
Displays plus and minus thousands of feet from relative altitude. Will
vary with selected range.
Relative altitude reference line.
Range rings.
Selected weather mode (Wx or Wxa).
Vertical profile scan angle of 50°.

Detail description on the function and use of the various controls and
displays are outlined in the RDS 81/82 Digital Weather Radar Pilot's Guide,
P/N 006-08539-0001, latest revision and in the RDS 82VP Vertical Profile
Radar Pilot's Guide, P/N 006-08461-0000, latest revision.

REPORT: VB-1300
9-150, 10 of 10

ISSUED: APRIL 27, 1990

PIPER AIRCRAFT CORPORATION
PA-46-310P , MALIBU

SECTION 10
OPERATING TIPS

TABLE OF CONTENTS

SECTION 10

OPERATING TIPS

Paragraph
No.
10.1
10.3

Page
No.

General .....................................................................................
Operating Tips ..........................................................................

Y
L
N
O
E T
C
N IGH
E
R FL
E
F OR
E
R F
R
T
O
O
F N

ISSUED: JULY 1, 1986

PIPER AIRCRAFT CORPORATION
PA-46-310P , MALIBU

10-1
10-1

REPORT: VB-1300
10-i

SECTION 10
OPERATING TIPS

Paragraph
No.
10.1
10.3

Page
No.

General .....................................................................................
Operating Tips ..........................................................................

ISSUED: JULY 1, 1986

10-1
10-1

REPORT: VB-1300
10-i

Y
L
N
O
E T
C
N IGH
E
L BLANK
R FLEFT
E
THIS PAGE INTENTIONALLY
F OR
E
R F
R
T
O
O
F N

THIS PAGE INTENTIONALLY LEFT BLANK

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 10
OPERATING TIPS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 10

OPERATING TIPS

SECTION 10
OPERATING TIPS

10.1 GENERAL

This section provides operating tips of particular value in the operation
of the Malibu.

10.3 OPERATING TIPS

Y
L
N
(b) The best speed for takeoff is 75 to O
85 KIAS under normal
Eoff the ground
conditions. Trying to pull the airplane
low an
T inatthetooevent
C
airspeed decreases the controllability
of
the
airplane
of
H
N IG
engine failure.
E
L up to 170 KIAS and full
R airspeeds
E
(c) 10° of flaps may be
lowered at F
FKIAS,ObutRto reduce flap operating loads, it is
flaps up to 120
E
desirable R
to have theF
airplane at a slower speed before extending the
flaps.R
T
O attempting
O to reset any circuit breaker, allow a two to five
FBefore
(d)
N
minute cooling off period.
(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.

(a) Learn to trim for takeoff so that only a very light back pressure on
the control wheel is required to lift the airplane off the ground.
(b) The best speed for takeoff is 75 to 85 KIAS under normal
conditions. Trying to pull the airplane off the ground at too low an
airspeed decreases the controllability of the airplane in the event of
engine failure.
(c) 10° of flaps may be lowered at airspeeds up to 170 KIAS and full
flaps up to 120 KIAS, but to reduce flap operating loads, it is
desirable to have the airplane at a slower speed before extending the
flaps.
(d) Before attempting to reset any circuit breaker, allow a two to five
minute cooling off period.

(e) Before starting the engine, check that all radio switches, light
switches and the pitot heat switch are in the off position so as not to
create an overloaded condition when the starter is engaged.

(f) Anti-collision lights should not be operating when flying through
cloud, fog or haze, since reflected light can produce spatial
disorientation. Strobe lights should not be used in close proximity
to the ground, such as during taxiing, takeoff or landing.

ISSUED: JULY 1, 1986

REPORT: VB-1300
10-1

ISSUED: JULY 1, 1986

REPORT: VB-1300
10-1

SECTION 10
OPERATING TIPS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

SECTION 10
OPERATING TIPS

PIPER AIRCRAFT CORPORATION
PA-46-310P, MALIBU

(g) In an effort to avoid accidents, pilots should obtain and study the
safety related information made available in FAA publications,
such as regulations, advisory circulars, Aviation News, AIM and
safety aids.

(h) Prolonged slips or skids which result in excess of 2000 feet of
altitude loss or other radical or extreme maneuvers which could
cause uncovering of the fuel outlet must be avoided as fuel flow
interruption may occur when the tank being used is not full.

(i) Pilots who fly above 10,000 feet should be aware of the need for
special physiological training. Appropriate training is available
for a small fee at approximately twenty-three Air Force Bases
throughout the United States. The training is free at the NASA
Center in Houston and at the FAA Aeronautical Center in
Oklahoma.

Y
L
N
O
Forms to be completed (Physiological Training
Application and
Agreement) for application for the trainingE
C courseHmayT be obtained
by writing to the following address:N
E AAC-143
IG
Chief of Physiological Training,
L
R
E RF
FAA Aeronautical Center
F
P.O. Box 25082E
O73125
R
Oklahoma City,
Oklahoma
F
R OthatTall pilots who plan to fly above 10,000 feet
It is recommended
O
N before flying this high and then take refresher
takeFthis training
training every two or three years.

REPORT: VB-1300
10-2

ISSUED: JULY 1, 1986

Forms to be completed (Physiological Training Application and
Agreement) for application for the training course may be obtained
by writing to the following address:
Chief of Physiological Training, AAC-143
FAA Aeronautical Center
P.O. Box 25082
Oklahoma City, Oklahoma 73125
It is recommended that all pilots who plan to fly above 10,000 feet
take this training before flying this high and then take refresher
training every two or three years.

REPORT: VB-1300
10-2

ISSUED: JULY 1, 1986

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PA46 310P Pilot's Operating Handbook Piper Malibu_PA46 310_SN4608008 140 Malibu 310 SN4608008

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