Aerosoft PA-31T Operation Manual

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Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

PA31T

Piper Cheyenne

I, IA, II and IIXL

Add-On for Microsoft Flight Simulator X

The manual, documentation, video images, software, and all the related materials are copyrighted and can not be copied, photocopied, translated or reduced to any electronic medium or machine legible form, neither completely nor in part, without the previous written consent of AEROSOFT. THE SOFTWARE IS FURNISHED «AS IS» AND IT DOES NOT COME FURNISHED WITH ANY GUARANTEE IMPLICIT OR EXPRESS. THE AUTHOR DECLINES EVERY RESPONSIBILITY FOR CONTINGENT MALFUNCTIONS, DECELERATION, AND ANY DRAWBACK THAT SHOULD ARISE, USING THIS SOFTWARE. Copyright © 2006 AEROSOFT All rights reserved. Microsoft Windows, Windows® 95, Windows® 98, Windows ME, Windows® NT, Windows® 2000, Windows XP and Flight Simulator are either registered trademarks or trademarks of Microsoft Corporation in the United States and/or other Countries. All trademarks and brand names are trademarks or registered trademarks of the respective owners. Copyrights are serious stuff. If you nd any pirated copies of this software please notify us at info@aerosoft.com We will make sure reports of copyrights violations are rewarded.

Aerosoft GmbH Lindberghring 12 D-33142 Büren, Germany www.aerosoft.com

For ight simulation use only

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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TABLE OF CONTENTS

TABLE OF CONTENTS ............................................................................................... 4

INTRODUCTION ....................................................................................................... 5

CONFIGURATION ..................................................................................................... 7

BASICS OF OPERATION .......................................................................................... 11

FREQUENTLY ASKED QUESTIONS (FAQ) .............................................................. 14

GENERAL DATA ..................................................................................................... 15

Abbrevations and Terminology ..................................................................... 17

INSTRUMENT PANELS ............................................................................................ 22

INSTRUMENT PANELS - Views ....................................................................... 23

INSTRUMENT PANELS - Panel navigation by clickspots: .............................. 27

INSTRUMENT PANELS - Overview ................................................................. 29

Primary Instruments - Pilot panel ................................................................. 35

Engine instruments ........................................................................................ 39

Secondary instruments - Pilot panel ............................................................. 40

Cockpit Instruments - Copilot panel ............................................................. 42

Environmental Controls - Copilot ................................................................. 46

AUTOMATED FLIGHT ............................................................................................ 50

BENDIX-KING AVIONICS SUITE (RADIOS) ............................................................. 64

TRIMBLE 2000 APPROACH PLUS GPS ................................................................... 77

PRESSURIZATION SYSTEM ..................................................................................... 82

TCAS (with digital VSI only) .................................................................................. 85

Flight Tutorial ........................................................................................................ 88

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Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

INTRODUCTION

Thank you for purchasing the Piper Cheyenne by Digital Aviation and Aerosoft. We hope that you will have as much fun with it as we had while creating it. For many years, the Cheyenne series of business aircraft was one of the most successful for Piper. It started in the mid sixties, when Piper decided to redesign its pressurized model „Navajo” to accommodate propeller turbines as propulsion.

On August 29th 1969 the prototype took off for his maiden ight, but it took almost another ve years until the rst production aircraft went into service. The control surfaces and ight controls had to be reworked several times, because the higher speeds were a strain to the cell. Furthermore, a ooding of Pipers pro-

duction facility in Lock Haven delayed deliveries.

On October 22nd 1973, the maiden ight of the rst production aircraft Piper

Cheyenne PA31T took place – powered by two Pratt&Whitney PT6A-28s engines, developing 620hp each. When Piper expanded the family in 1978 with a decreased variant (PT6A-11, 500hp), they renamed the initial aircraft in „Cheyenne II” and the new variant became “Cheyenne I”. Improvements like more power, redesigned cowlings and a new interior lead to the „Cheyenne IA”. In addition to that, Piper stretched the Cheyenne II and built in a fourth cabin window. Equipped with PT6A-135s (750hp) engines and an increased MTOW by 180kg/400lb – this variant became the „Cheyenne IIXL”. In total, 823 Cheyennes had been built, 526 Cheyenne and Cheyenne II, 215 Cheyenne I and IA, and 82 IIXL, when the production was discontinued in the mid eighties. Even twenty years later, the PA31T models have an excellent reputation for being spacious, uncomplicated and reliable aircraft and therefore enjoy great popularity.

Our add-on features all four mentioned variants, each in three liveries from different countries. All models possess a highly detailed 2D-panel with various view options, a completely functional 3D cockpit with virtual cabin, two different sound sets and of course a true to the original model with many ground objects, like Ground Power Unit, towing equipment, chock blocks and pylons. The in-

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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strumentation is an exact rendition of its real counterparts, based on the „Silver Crown Plus” avionics suite by Bendix-King. Autopilot is either the KFC250 or the KFC300 by Bendix-King, depending on the model you choose. The pressurization

controllers are models by Dukes and Garret. A conguration program is provided

to help with individual settings.

And now we wish you many pleasant hours with our Piper Cheyenne Add-On for the Microsoft Flight Simulator.

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Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

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CONFIGURATION

The Piper Cheyenne can be fully congured using the supplied conguration manager. The conguration manager is opened from inside the aircraft by us-

ing the key combination SHIFT-7:

5 6

7 8

9 10

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Saving your settings

Your conguration settings may be either saved to disk using the SAVE button (3) or applied to the currently loaded aircraft only, using the button EXIT (4). When using the SAVE option, the aircraft CFG le of the selected aircraft will be also updated, to pertain the changes for the next time you start Microsoft Flight Simulator. Using the button DEFAULT all conguration options are reverted to their default values, while RANDOM (2) creates a random aircraft loading.

Options

The OPTIONS section in the upper left part of the conguration manager offers some advanced conguration options:

5: Cold and Dark

Loads the aircraft in a „cold & dark” conguration next time. All systems are

off, and you may work through the complete startup procedure. 6: Show yoke in VC Selecting this option displays the yoke in the virtual cockpit also. You may

want to deselect this option to get easier access to some switches near the

yoke. 7: Show analogue VSI (no TCAS) Selecting this option displays an analogue vertical speed indicator instead of

the default digital one. In this case no TCAS is available. 8: Show HSI 3D objects in VC Deselecting this option displays the HSI as a 2D object instead of a 3D object

in the virtual cockpit. This may increase performance on low-end systems.

Also, it may be necessary when adding a third-party HSI instead of the su-

pllied one. 9: Show Radar 3D objects in VC Deselecting this option displays the radar as a 2D object instead of a 3D ob-

ject in the virtual cockpit. This is necessary if you want to add a third-party

weather radar at this place. 10: „Active Noise Reduction” (ANR) Sound Set

When using the ANR sound set, the internal engine sound is greatly mufed,

as the pilot would hear it while wearing Active Noise Reduction (ANR) head-

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Aircraft Operation Manual

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phones. Almost all pilots wear these or similar headphones today in order to

protect their hearing and ease communication over the radios. It is very rare

to see these aircraft own without the pilot and passengers wearing head-

phones. NOTE: After changing the sound set the aircraft needs to be manually reloaded.

Weight and Balance

The Weight and Balance section (11-13) offers the possibility to individually con-

gure the loading and seating of the aircraft. The forward and aft baggage

compartments may be loaded in steps of 10 lbs., and different crew members and passengers may be placed in any available seat:

Children: 60 lbs.

Women: 135 lbs.

Men: 170 lbs.

Please note that for the pilot and copilot seats, only men or women may be selected.

A detailed weights listing (18) is displayed just below the load editor. If the loading is within limits, the TOTAL WEIGHT value is displayed in green. Overweights are displayed in red.

Sounds volume

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Four sliders are available to individually congure different portions of the

sound set:

14: Ambient sounds volume

Adjusts the volume level for click sounds and other background noises

15: Avionics sounds volume

Sets the volume level for aural alerts and warnings

16: Engines sounds volume

Congures the volume level of the engine startup

17: TCAS

Adjusts the volume level for the TCAS TA and RA sounds

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Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

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BASICS OF OPERATION

Panel operation

Microsoft Flight Simulator traditionally depends heavily upon mouse actions to operate buttons, switches and knobs. Sometimes, click spots may not be 100% intuitive, or the result of your action may depend upon clicking with the left or right mouse button at the correct location. When familiarizing yourself with the panel, it is suggested that you turn on „tool tips”. These tips will then appear when you hold your cursor over the various click spots, and the tips will describe what each click spot is for. Tool tips can be activated under the FS menu under Options / Settings / General.

The Piper Cheyenne uses a consistent, standardized approach to operate the different controls in the aircraft panels. Following is an overview about these methods to interact with the controls in the 2D and 3D panels:

Push buttons: Left or right-click to operate these buttons on/off.

Guarded buttons: Guarded buttons require two steps: First, right-click to open or close the guard covering the control. Second, left-click to operate the button underneath. The cursor will show a solid hand.

Multi-position switches: Multi-position switches have more than one position, and may be turned left/down or up/right. Left-click to move the switch to the left or down, and right-click of right/up movement.

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NOTE: You can always use your mouse wheel to operate a multi-position switch.

Knobs with one level: Knobs are rotated left/right, or may be rotated completely around. Left-click to rotate the knob to the left, and right-click to rotate the knob

to the right anywhere in the click spot. The cursor will be an unlled hand.

Some knobs also allow rotating them in larger steps. One example is the heading bug, which may be rotated in steps of 1 or 10 degrees left or right. In this case the cursor changes to a hand with „+” or „-” in it. When the cursor shows a „-”, the knob will rotate to the left, while a „+” will rotate it to the right. Left-clicks will rotate in low increments, while right-clicks will rotate in high increments.

hi lo

Knobs with two levels: Some instruments contain knobs with an inner and an outer ring. In this case, the click area is further divided into a left and a right part. Clicks in the left half of the click spot rotate the outer knob, while the right half adjusts the inner knob. Note that the operation rules for one-level knobs still apply.

NOTE: You can always use your mouse wheel to rotate a knob.

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Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

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Aircraft model operation

Several hotkeys are available to operate animated parts of the external model and the virtual cabin. Plase note that you need to assign keystrokes to some of these functions in order to execute the animation. Keystrokes can be assigned via the „Assignments” menu option in the OPTIONS => ASSIGNMENTS menu in MS Flight Simulator.

Main passenger door: SHIFT-E (Standard key for doors in Flight Simulator)

Front baggage door: Wings fold/unfold

Aft baggage door: Tail hook extend/retract

Desks in virtual cabin: Click on a desk to fold/unfold it

External objects: Chocks, external power unit, tow bar etc. will appear when the following conditions are met:

• parking brake set

• Prop controls: STOP

• Engines OFF

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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FREQUENTLY ASKED QUESTIONS (FAQ)

VOR/GPS Switch operation:

As soon as the NAV1 radio is tuned to a valid ILS frequency, the VOR/GPS switch changes to VOR and the autopilot to NAV ARM mode. If a valid ILS frequency is in range, the autopilot will follow it´s localizer beam. Valid ILS frequencies are between 108.10 and 111.95 and the decimal part starts with an odd digit: 108.10,

108.15, 108.30, 108.35, 108.50, ..., 108.95, 109.10, 109.15, ..., 111.95

Engine Start

You need to follow the engine start procedure as described (see PDF on your CDROM). CTRL-E will not work.

Panel and cabin lights (virtual cabin)

Due to limitations in Microsoft Flight Simulator, the panel instruments light and the virtual cabin light are tied together. They can´t be operated independently.

Autopilot and ight director operation

Activation of the autopilot requires the ight director to be active. Always check that you have turned on the ight director before activating the autopilot.

Trimble GPS airports, navaids and waypoints selection

Display of available airports, navaids and waypoints in the GPS is restricted to a 2000nm radius around your aircraft position.

Trimble GPS keyboard entry mode

If keyboard commands don´t seem to work at all, make sure SCROLL LOCK is switched off, because all keyboard inputs will be intercepted by the GPS as long as SCROLL LOCK IS ON.

Cold & Dark state

After loading in cold & dark state, wait some time for all engine instruments to show zero before you begin any startup procedures. We strongly suggest load-

ing the Cheyenne from the default „Trike over Friday Harbour” situation every time!

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Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

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GENERAL DATA

Power plants

Cheyenne I Cheyenne IA Cheyenne II Cheyenne IIXL

Number of engines 2 Manufacturer Model number PT6A-11s PT6A-28s PT6A-135s Rated Horsepower 500 PS 620 PS Propeller Speed 2200 rpm 2200 rpm 1900 rpm Dry weight 317 lbs. 323 lbs.

Propeller

Pratt & Whitney (UACL)

Cheyenne I Cheyenne IA Cheyenne II Cheyenne IIXL

Number of propellers 2 Manufacturer Hartzell Blade Model T-10173-B-8 T-10173-K-8 T-10173-HB-8

T-10173-B-8 Number of Blades 3 Diameter (Inch) 93 inch Propeller Type Hydraulically operated, constant speed, full feathering, reversible

Fuel

Cheyenne I Cheyenne IA Cheyenne II Cheyenne IIXL

Capacity

without tip tanks 308 gal.

with tip tanks 374 gal.

Usable fuel

without tip tanks 300 gal. with Tip Tanks 366 gal.

T-10178-B-8R

Fuel grade Jet A

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Weights

Cheyenne I Cheyenne IA Cheyenne II Cheyenne IIXL

Ramp Weight 8750 lbs. 9050 lbs. 9540 lbs. Standard Empty Weight 5110 lbs. 4976 lbs. 5874 lbs. Maximum Useful Load 3640 lbs. 4074 lbs. 4053 lbs. Max. Takoff Weight 8700 lbs. 9000 lbs. 9474 lbs. Max. Landing Weight 8700 lbs. 9000 lbs. Max. Zero Fuel Weight 7200 lbs. 7600 lbs. Max. Weight in forward bag-

gage compartment Max. Weight in aft baggage

compartment

300 lbs.

200 lbs.

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Aircraft Operation Manual

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Abbrevations and Terminology

(a) General Airspeed Terminology

CAS Calibrated Airspeed means the indicated speed of an aircraft,

corrected for position and instrument error. Calibrated Airspeed is equal to true airspeed in standard atmosphere at sea level.

KCAS Calibrated Airspeed expressed in „Knots“.

GS Ground Speed is the speed of an airplane relative to the

ground.

IAS Indicated Airspeed is the speed of an aircraft as shown on the

airspeed indicator when corrected for instrument error. IAS values published in this manual assume zero instrument error.

KIAS Indicated Airspeed, expressed in „Knots“.

M Mach Speed (Mach Number) is the ratio of true airspeed to

the speed of sound.

TAS True Airspeed is the airspeed of an airplane relative to undi-

sturbed 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 permissib-

le with wing aps in a prescribed, extended position.

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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VLE Maximum Landing Gear Extended Speedis the maximum

speed at which an aircraft can be safely own 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.

MCA

Air Minimum Control Speed is the minimum ight speed at

which the airplane is directionally controllable as determined in accordance with Federal Aviation Regulations.

mo/Mmo

Maximum Operating Speed is the speed limit that may not be

deliberately exceeded in normal ight operations. V is expressed in Knots and M in mach number

Maximum Structural Cruising Speed is the speed that should

not be exceeded except in smooth air and then only with caution.

VS Stall Speed or the minimum steady ight speed at which the

airplane is controllable.

VSO Stall Speed or the minimum steady ight speed at which the

airplane is controllable in landing conguration.

Intentional One Engine Inoperative Speed is the minimum

SSE

speed selected by the manufacturer for intentionally rende-

ring one engine inoperative in ight for pilot training.

VX Best Angle of Climb Speed is the airspeed which delivers the

greatest gain of altitude in the shortest possible horizontal distance..

VY Best Rate of Climb Speed is the airspeed which delivers the

greatest gain in altitude in the shortest possible time.

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Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

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(b) Meteorological Terminology

ISA International Standard Atmosphere in which:

(1) The air is a dry perfect gas; (2) The temperature at sea level is 15°C (59°F) (3) The pressure at sea level is 29.92 inches (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.

OAT Outside Air Temperature is the free air static temperature ob-

tained either from in ight temperature indications or ground

meteorological sources, adjusted for instrument error and compressibility effects.

IPA Indicated Pressure Altitude is the number actually read from

an altimeter when the barometric subscale has been set to

29.92 inches of mercury (1013.2 millibars).

SP Station Pressure is the actual atmospheric pressure at eld ele-

vation.

Wind The wind velocities recorded as variables on the charts of this

manual are to be understood as the headwind or tailwind components of the reported winds.

Takeoff Power Maximum power permissible during takeoff.

Maximum Con- Maximum power permissible continuously during takeoff, tinuous Power one engine inoperative and emergency operations only.

Maximum Maximum power permissible during climb (Maximum normal Climb Power operating power).

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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Maximum Maximum power permissible during cruise (Maximum normal Cruise Power operating power).

Maximum Nor- Maximum power permissible continuously during all normal mal Operating operations. Power

(d) Engine Controls and Instruments

Power Control The lever which modulates engine power from reverse thrust Lever through takeoff power.

Propeller Con- The lever which requests a propeller governor to maintain trol Lever propeller rpm at a selected value or feathers a propeller

Condition The lever which controls fuel ow to an engine.

Lever

Beta Range The region where the propeller blade angle is between the

ne pitch stop and the maximum reverse pitch setting.

ITT Gauge Inter-Turbine Temperature Gauge - indicates temperature im-

mediately upstream of the free turbine vanes.

Propeller RPM Indicates propeller speed in rpm.

Engine Torque- Indicates shaft output torque in lb-ft. meter

(e) Airplane performance and Flight Planning Terminology

Climb Gradient The demonstrated ratio of the change in height during a por-

tion of a climb, to the horizontal distance traversed in the same time interval.

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Aircraft Operation Manual

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Demonstrated The demonstrated crosswind velocity is the velocity of the Crosswind crosswind component for which adequate control of the airVelocity plane during takeoff and landing was actually demonstrated

during certication tests.

Accelerate-STOP The distance required to accelerate an airplane to a specic

Distance speed and, assuming failure of an engine at the instant of that

speed is attained, to bring the airplane to a stop.

MEA Minimum en route IFR altitude

Route Segment A part of a route. Each end of that part is identied by

(1) a geographical location or

(2) a point at which a denite radio x can be established.

(f) Weight and Balance Terminology

Usable Fuel Fuel available for ight planning.

Unusable Fuel Fuel remaining after a run out test has been completed in ac-

cordance with governmental regulations.

Standard Empty Weight of a standard airplane including unusable fuel, full

Weight operating uids and full oil.

Basic Empty Standard empty weight plus operational equipment. Weight

Payload Weight of occupants, cargo and baggage.

Useful Load Difference between takeoff weight, or ramp weight if appli-

cable, and basic empty weight.

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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INSTRUMENT PANELS

Panel views ............................................................................................................ 23

Panel navigation by clickspots ...............................................................................27

Instrument Panels - Overview ............................................................................... 29

Primary instruments - Pilot panel ......................................................................... 35

Engine Instruments ............................................................................................... 39

Secondary instruments - Pilot panel .................................................................... 40

Cockpit instruments - Copilot panel .................................................................... 42

Environmental controls - Copilot ..........................................................................46

The Piper Cheyenne offers two ways to access the cockpit: A classic 2D cockpit view, and a 3D virtual cockpit view. By default, Microsoft Flightsimulator X will load the aircraft in 3D virtual cockpit view.

In classic 2D panel view, 5 different instrument panels are provided: Normal view, approach view, landing view, IFR view, VFR view and copilot view. In addition, Microsoft Flightsimulator X provides a Mini-panel view and a view mode where no panel is displayed. Cycling through this view is achieved using the W (forward) and SHIFT-W (backward) keys. Please note that it is not possible to use a joystick´s coolie hat to access the panel views in 2D mode.

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Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

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INSTRUMENT PANELS - Views

Normal view:

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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IFR view:

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Aircraft Operation Manual

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Approach/Landing view:

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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VFR view:

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Aircraft Operation Manual

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INSTRUMENT PANELS - Panel navigation by clickspots:

From the 2D cocpit, several sub-panels or view options may be selected by hidden clickspots and hotkeys. In summary, the following views and sub-panels are available:

• Normal view - Captain • Normal view - Copilot

• IFR view - Captain • ADI/HSI zoomed - Captain

• Landing view - Captain • Yoke visible

• VFR view - Captain • Fuel selectors

• Overhead-Panel • Kneeboard

• Center pedestal • Map view

• Radios • Microsoft ATC window

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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In addition to these clickspots, panel view may also be selected by hotkeys:

• SHIFT-2: Overhead panel • SHIFT-6: Right radio stack

• SHIFT-3: Center pedestal • SHIFT-7: Conguration screen

• SHIFT-4: Fuel crossfeed panel • SHIFT-8: Autopilot zoom

• SHIFT-5: ADI/HSI zoom • SHIFT-9: VOR2 & Alt preselect

Sub-panels can be closed by clicking in the upper-right corner of the background bitmap.

The following additional hidden clickspots are available:

• ADI: Zooms the ADI and HSI

• Trimble GPS glass display: opens the map view window

• Area between radio stack and Glareshield: Displays the right radio stack

• Registration plate: Opens the kneeboard

• Fuel Flow gauges: Fuel selector window

• Microphone (Copilot view): Microsoft Flight Simulator ATC window

• Yoke shaft: Displays or hides the yoke

• Altitude preselector: Display the NAV2 gauge

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Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

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INSTRUMENT PANELS - Overview

Pilot Panel

1: Attitude Direction Indicator 2: Horizontal Situation Indicator 3: Altimeter 4: Vertical Speed Indicator & TCAS 5: Radar Altimeter 6: True Airspeed Indicator 7: Turn & Bank Indicator 8: KNI 582 RMI 9: OAT Indicator 10: Clock 11: Cabin Pressure Test Switch 12: Gyro Pressure 13: Pneumatic Pressure 14: Inverter & Bus Tie Switches

15: Engine Torque 16: ITT Gauge 17: Propeller RPM 18: Gas Generator RPM 19: Fuel Flow 20: Fuel Pressure 21: Oil Pressure 22: Oil Temperature 23: KMA 28 Audio Panel 24: KY 196A COM1/2 Radios 25: KN 53 NAV1/2 Radios 26: Trimble 2000 GPS 27: KR 87 ADF Radio 1 28: KAS 297 Altitude Preselector

29: KM551 VOR Indicator

30: Flap Control & Position

31: Pressurization Controller

32: H.T.G. Switches

33: Parking Brake

34: Yoke shaft (click toggles yoke)

35: Gear Lever & Indicators

36: Oxygen Control

37: KAP 285 Mode Annunciator

38: Master Caution Light

39: Nav/GPS Switch

40: Annunciator Display

41: Annunciator Test Switch

42: SAS system (Cheyenne II only)

43: Propeller Synchronizer

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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Overhead-Panel (Cheyenne I, IA and II)

11 12

25 24

1: Left gyro controls 2: Right gyro controls 3: Left Generator Ammeter 4: Voltmeter 5: Right Generator Ammeter 6: Seat Belts Switch 7: Dome Light 8: No Smoking Switch 9: Exit Lights Switch 10: Wing Lights Switch 11: Landing Lights Switch 12: Taxi Lights Switch 13: Anti-Collision Lights Switch 14: Position Lights Switch

15: Battery Master Switch 16: Windshield Heat Switches 17: Pitot Heat Switches 18: Surface Deice Switch 19: Tail Floodlights Switch 20: Fire Extinguishers 21: Deicing System Switches 22: Oil Cooler Door Switches 23: Fuel Pump Switches 24: Ignition Switches 25: Engine Starters and Generators 26: Panel Light Switches 27: Map Light Switches 28: ELT Switch. Connect or dis-

connect external power from the

external/auxiliary power unit (APU)

29: Starter Disengage Buttons

(Cheyenne IA only)

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Overhead-Panel (Cheyenne IIXL)

11 12

23 22

15: Battery Master Switch 16: Windshield Heat Switches 17: Pitot Heat Switches 18: Surface Deice Switch 19: Tail Floodlights Switch 20: Fire Extinguishers 21: Deicing System Switches 22: Oil Cooler Door Switches 23: Bleed Air Switches 24: Fuel Pump Switches 25: Ignition Switches 26: Engine Starters and Generators 27: Panel Light Switches 28: Map Light Switches

29: ELT Switch. Connect or dis-

connect external power from the

external/auxiliary power unit (APU)

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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Instrument Panel - Copilot

1 2

4 5

1: KMA 28 Audio Panel 2: KY 196A COM1 Radio 3: KY 196A COM2 Radio 4: KN 53 NAV1 Radio 5: KN 53 NAV2 Radio 6: Trimble 2000 GPS 7: KR 87 ADF1 8: KAS 297 Altitude Preselector 9: Flap Control & Position 10: Avionic control panel 11: KT 76C Transponder 1 & 2 12: KR 87 ADF2

13: Ground Clearance Switch 14: Static Pressure Source 15: True Airspeed Indicator 16: Turn and Bank Indicator 17: Fuel Totalizer 18: Flaps Position Selector 19: Windshield Wiper Control 20: Cabin Comfort Panel 21: Oxygen Supply Gauge 22: Defroster 23: Copilot ADI 24: Copilot HSI

25: Copilot RMI

26: Copilot Clock

27: Copilot Altimeter

28: Copilot VSI

29: Fuel totalizer

30: Free space for own avionics

31: Yoke shaft (click toggles yoke)

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Aircraft Operation Manual

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Center Pedestal

Cheyenne I/IA Cheyenne II/IIXL

1 2 3

1: Power Levers 2: Propeller Levers 3: Condition Levers 4: KC 290/291 Autopilot and Yaw Mode Controller 5: Elevator Trim Wheel 6: Rudder Trim Wheel 7: Aileron Trim Wheel

1: Power Levers 2: Propeller Levers 3: Condition Levers (IIXL only: Low Idle and High Idle positions) 4: KMC 340 Autopilot and Yaw Mode Controller 5: Elevator Trim Wheel 6: Rudder Trim Wheel 7: Aileron Trim Wheel

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

Yoke, and Fuel crossfeed windows

Control yokes

Two different models of yokes are installed in the Piper Cheyenne. The Cheyenne IA and IIXL are equipped with variant (1), while the Cheyenne I and II use variant (2).

3: Elevator trim up/down 4: Autopilot disconnect 5: Toggle Microsoft ATC window 6: Flight director pitch synch button

Synchronizes the ight director with the current pitch. This

switch is normally used before the autopilot is engaged, to synchronize the autopilot pitch mode with the aircraft´s actual pitch attitude.

Fuel crossfeed window

This sub-panel is located between the pilot seats and contains the

re wall shut-off valves for both engines, and a fuel crossfeed selector. The re wall shut-off valves are mechanical valves which will cut off fuel ow from the respective tank to the engine. The

fuel crossfeed valve opens a connection between the left and the right wing tank, should feeding fuel from one tank to the other become necessary. To crossfeed fuel from one tank to the other engine, close the

re wall shut-off valve for the inoperative engine, and open the

crossfeed valve.

1: Fuel crossfeed panel, Cheyenne I, IA and II 2: Fuel crossfeed panel, Cheyenne IIXL 3: Fuel crossfeed selector

4: Left re wall shut-off valve 5: Right re wall shut-off valve

Page 35

Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

Primary Instruments - Pilot panel

KCI 310 Attitude Direction Indicator (ADI)

1: Attitude Indicator 2: Flight Director 3: Glidepath Indicator 4: Localizer signal indicator 5: Decision Height Indicator 6: RNAV Indicator: Illuminated when „GPS“ is selected as the NAV

source. Requires a ight plan to be active in the Trimble GPS.

7: ADI test, and light test button (with the KFC300 autopilot only) 8: Slip/Skid Indicator

9 10

KPI 553A Horizontal Situation Indicator (HSI)

1: Course Deviation Indicator CDI 2: Glidepath Indicator 3: Heading pointer 4: NAV1/ADF1 pointer 5: OBS Selector Knob 6: Heading Selector Knob 7: NAV2/ADF Selector Switch 8: NAV/ADF Flag 9: DME Readout. DME source (DME1 / hold / DME2) depends on

the position of the DME selector knob on the avionics panel

10: Groundspeed and Time-to-Distance readout for DME1 / hold

/ DME2 (see (9) ). Below 1000ft AGL, the readout changes to radio altitude

11: To/From Indicator

Altimeter

1: Altitude readout, numeric 2: Pressure in millibars (QNH) 3: Altimeter pressure in Inches 4: Barometric pressure setting knob

Hint: The „B“ key in Microsoft Flight Simulator sets the altimeter to local pressure, or standard pressure, depending on the

aircraft´s altitude. The transistion altitude is dened as 18.000ft

worldwide.

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

Vertical Speed Indicator (analogue)

1: Indicates climb or descend rate in ft/min x 100

Vertical Speed Indicator & TCAS Display

1: Indicates climb or descend rate in ft/min x 100 2: Above/Level/Below selector. switches display of TCAS targets

between the areas above the aircraft (up to 9.999ft above and 2500ft below - „ABV“), at aircraft´s level (2.500ft above and below „LVL“) and below the aircraft (up to 2500ft above and

9.999ft below - „BLW“). Only modes ABV and BLW are indicated on the display.

3: TCAS range selector. Switches between 6nm and 12nm TCAS-

Range.

For a detailed reference about TCAS modes and operation, refer

to section TCAS (page 85).

Radar Altimeter

1: Indicates altitude above ground up to 2.000ft, in ft x 100 2: Decision Height Selector 3: Decision Height warning indicator 4: Test button 5: Failure Warning Flag - Warns for unreliable indication. This

ag is displayed when avionics power is not available.

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Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

Airspeed Indicator (ASI)

1: Indicated Airspeed Indicator 2: Blue line: Best rate of climb speed - single engine 3: Red Marker: Air minimum control speed 4: Green arc: Normal operating range 5: White arc: Flaps extend range

Pneumatic Turn & Slip Indicator

1: Turn indicator pointer 2: Slip indicator ball

The turn and slip indicator is actually two instruments in one. The turn portion is a pointer (1), attached to an air-driven gyro, which indicates the airplane´s turning rate in degrees per second. An indicated standard rate turn should show a turning rate of 3° per second on the directional gyro. The slip portion indicates gravitational and centrifugal forces acting on the airplane. The slip indicator is a simple inclinometer

comprised of a ball contained in a sealed, liquid lled glass tube

(2). In a skip or slip, the rate of turn is too fast or too slow for the angle of bank and will be indicated by the ball (2) moving from the center to the outside or inside of the turn.

RMI-30 Radio Magnetic Indicator

1: VOR1 / ADF1 indicator needle 2: VOR2 / ADF2 indicator needle 3: VOR1 / ADF1 selector switch 4: VOR2 / ADF2 selector switch 5: HDG Warning Flag: Indicates a failure of the gyro compass.

This usually results from the inverter not powering the gyro.

Course and heading information are supplied to the RMI by the gyro compasses. Inverter power is needed to operate the gyros (for proper operation check inverter and bus tie switches).

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

SAS - Stability Augmentation System (Cheyenne II only)

1: Stall Margin Indicator

A stability augmentation system (SAS) is incorporated in the elevator control system to improve the static longitudinal stability of the airplane. Major components of the SAS include an angleof-attack sensor vane, a computer, servo actuator, and an elevator down spring and cable assembly. The angle-of-attack sensor vane, located on the right side of the nose section, transmits the airplane´s angle-of-attack to the SAS computer.

Based on the input from the angle-of-attack sensor vane, the computer sends a signal to the servo actuator, located in the aft fuselage of the airplane, which is connected to the elevator control horn through the elevator down spring and cable assembly. The servo actuator provides variable elevator down spring tension improving the logitudinal stability to allow more versatile loading.

Also incorporated in the SAS is a stall margin indicator (1), which receives its signal from the SAS computer. The indicator provides visual input to the pilot of the ratio of present speed to stall

speed for any airplane conguration. The indicator dial is marked with ve color-coded zones: red (stall), red and black barber pole

(stall warning), yellow (slow), white (30% above stall) and green (speed greater than 30% above stall).

An additional function of the SAS computer is to provide aural warning to the pilot, through a stall warning horn, of an impending stall condition.

Page 39

Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

Engine instruments

Engine Instruments:

Engine Torque (digital readout on Cheyenne IIXL only) Indicates the engine torque, calibrated in foot-pounds x 100. 2: Engine ITT Indicates the interstage turbine temperature, calibrated in

degrees centigrade x 100, measured by probes between the

compressor turbine and power turbine 3: Propeller RPM Indicates propeller speed (Np), calibrated in RPM x 100. The

rotational speed of the power turbine is lowered through

the reduction gearbox which drives the propeller. With

an indicated propeller speed of 2200 RPM, power turbine

speed (Np) is around 33.000 RPM (all values for Cheyenne II,

others may vary). 4: Compressor Turbine RPM Indicates compressor turbine speed (Ng), calibrated in per-

cent. With a 100% indication, compressor turbine speed is

37.500 RPM. At the maximum indication of 101.5%, com-

pressor turbine speed is 38.100 RPM (all values for Cheyenne

II, others may vary)

5: Fuel ow (lbs. per hour) Indicates the rate of fuel ow to the engine calibrated in

hundreds of pounds per hour 6: Fuel pressure (PSI) Indicates fuel boost pump pressure to the engine calibrated

in PSI. 7: Oil pressure (PSI) Indicates engine oil pressure, calibrated in PSI, transmitted

from the output of the oil pressure pump prior to the oil

entring the engine lubrication channels. 8: Oil temperature Indicates engine oil temperature, calibrated in degrees cen-

tigrade, transmitted from the output of the oil pressure

pump prior to the oil entring the engine lubrication chan-

nels.

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

Secondary instruments - Pilot panel

OAT Indicator

Shows the outside air temperature. Gauge is scaled in both Celsius °C and Fahrenheit °F.

Astrotech LC2 Clock & Timer

The Astrotech LC2 works as both a clock and a timer. Per default

it is congured for 24hrs display.

1: Display (4 digits) 2: SET - RST Button 3: Mode-Button 4: ST/SP - DT/AV Button

The Mode-Button (3) switches between the modes „Clock“ and „Timer. Timer mode is indicated by a ag above the letters „Timer“. In Timer mode the display (1) starts with minutes and seconds,

switching to hours and minutes when the rst hour is complete.

Pushing the ST/SP button (4) stops and continues the timer function. Pushing RST (2) after ST/SP (4) resets the Timer to 0.

When operating in clock mode, the current date is displayed by pushing the DT/AV button (4).

Gyro & Pneumatic Pressure

These gauges indicate the pressure in the pneumatic and gyro systems. Both systems are pressurized by bleed air from the engines. Under normal conditions, pneumatic pressure should be 18psi, gyro pressure should range between 4.2 und 6.2 inHg.

Page 41

Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

Inverter & Bus Tie Switches

1: Inverter 1/OFF/2 Selector 2: GYRO/INV Bus Tie Switch

Inverters convert 28V DC power from the generators to 115/26 VAC 400Hz AC power. The GYRO/INV Bus Tie Switch (2) selects either the left or right Main Bus as the power source for DC power. The Inverter 1/OFF/2 Selector (1) selects either Inverter 1 or 2 as active.

Left/Right HTG Test Switches

These two center-locking switches (1 and 2) are used to test the hydraulic topping governors prior to ight. When operating properly, with the propeller lever fully forward and Np set at 1625 RPM (IIXL: 1450RPM), holding the appropriate switch in the upper „H.T.G. RESET“ position will result in a 85 RPM reduction in Np. Returning the switch to the center position will return the Np to 1625 RPM (IXL: 1450 RPM).

Oxygen Control Knob

The oxygen control knob controls the cable-operated manual shutoff valve. When pulled out, oxygen is supplied to the cockpit and cabin outlets. A 22 or 48 cubic foot oxygen supply bottle is installed aft of the baggage compartment. The oxygen system is designed to provide emergency oxygen for the crew and passen-

gers for ight at altitudes above 10.000 feet.

Garret or Dukes Pressurization Controller

See section PRESSURIZATION (page 82) for a detailed description of the cabin pressurization system and the operation of the Garret or Dukes Pressurization Controller.

Page 42

Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

Cockpit Instruments - Copilot panel

Attitude Direction Indicator

1: Caging knob

2: Instrument INOP ag

3: Attitude bars adjustment knob

The caging knob (1) locks the horizon in a centered position to prevent damage to the gyroscope in case of severe turbulences.

KI 525A Horizontal Situation Indicator (HSI)

1: OBS control knob 2: heading control knob

3: NAV warning ag 4: HDG warning ag

5: CDI - course deviation indicator needle 6: Heading bug 7: Glideslope Indicator

RMI-30 Radio Magnetic Indicator

1: VOR1 / ADF1 indicator needle 2: VOR2 / ADF2 indicator needle 3: VOR1 / ADF1 selector 4: VOR2 / ADF2 selector 5: HDG Warning Flag: Indicates a failure of the gyro compass.

This usually results from the inverter not powering the gyro.

Course and heading information are supplied to the RMI by the gyro compasses. Inverter power is needed to operate the gyros (for proper operation check inverter and bus tie switches).

Page 43

Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

Astrotech LC2 Clock & Timer

The Astrotech LC2 works as both a clock and a timer. Per default

it is congured for 24hrs display.

1: Display (4 digits) 2: SET - RST Button 3: Mode-Button 4: ST/SP - DT/AV Button

switching to hours and minutes when the rst hour is complete.

Pushing the ST/SP button (4) stops and continues the timer function. Pushing RST (2) after ST/SP (4) resets the Timer to 0.

When operating in clock mode, the current date is displayed by pushing the DT/AV button (4).

Altimeter

1: Altitude indicator needle 2: Pressure in millibars (QNH) 3: Altimeter pressure in Inches 4: Barometric pressure setting knob

Hint: The „B“ key in Microsoft Flight Simulator sets the altimeter to local pressure, or standard pressure, depending on the

aircraft´s altitude. The transistion altitude is dened as 18.000ft

worldwide.

Vertical Speed Indicator (analogue)

1: VS needle, indicates climb/descend rate in feet/min x 100.

Page 44

Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

Airspeed Indicator (ASI)

1: Indicated Airspeed Indicator 2: Red line: Air minimum control speed 3: Blue line: Best rate of climb speed - single engine 4: Green arc: Normal operating range 5: White arc: Flaps extend range

Pneumatic Turn & Slip Indicator

1: Turn indicator pointer 2: Slip indicator ball

comprised of a ball contained in a sealed, liquid lled glass tube

(2). In a skip or slip, the rate of turn is too fast or too slow for the angle of bank and will be indicated by the ball (2) moving from the center to the outside or inside of the turn.

Fuel Quantity Gauge

1: Left fuel tank indicator 2: Right fuel tank indicator

1 2

Scale in lbs x 100.

Page 45

Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

Flaps Position Indicator & Test Switch

1: Flaps position indicator needle 2: Test switch 3: Flaps position lever.

Flaps can be set to the following positions: 0°, 15°, 40°.

In the real aircraft, aps are innitely variable between 0° and

40°. Unfortunately, this cannot be simulated in MIcrosoft Flight Simulator, and as this feature is not used under normal circumstances, it isn´t simulated in this package.

Ground Clearance Switch

Provides power to the audio panel, COM1 and NAV1 receivers when pushed. Allows to receive ATIS and an IFR clearance without the need to power up the aircraft completely. Avionics Master Switch and Battery Switch need to be set to OFF for the Ground Clearance Switch to function correctly. Ground clearance mode is deactivated automatically when battery master or external power are activated.

Static Pressure Source Switch

Abnormal readings of instruments supplied with static air could indicate a restriction in the outside static air ports. An alternate source is provided to supply static air to the pilot´s instruments from inside the nose section.

Selecting the ALTERNATE SOURCE position of the static pressure selector valve, disconnects the pilot´s instruments from their normal source and connects them to the alternate source.

Page 46

Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

Environmental Controls - Copilot

Environmental Controls - Cheyenne I, IA and II

1: Windshield Wiper control knob 7: Dehumider Control switch 2: Heater Fuel Flow control switch 8: Oxygen Supply Pressure gauge 3: Environmental Control MODE switch 9: Fuel totalizer 4: Environmental Control MASTER switch 10: Defroster 5: Cabin Temperature control knob 11: Yoke clickspot 6: Manual Mode switch

The cabin comfort control panel contains all the controls needed to operate the

heating, cooling and dehumidication system. The MASTER switch (4) controls

the heater, air conditioner and cabin recirculating air blower. The MODE switch (3) is normally used in the AUTO position, and the operator only needs to select the proper temperature level with the knob marked TEMP (5). The MODE switch (3) MANUAL position is for standby use in case of a malfunction of the automatic mode only. When the MODE switch (3) is in MANUAL position, the heater may be turned on or off as desired. For manual operation, the MANUAL switch (6) should be placed in heater HTR position, and the heater turned on or off by use of the HEATER FUEL (2) switch.

The DEHUMIDER switch (7) provides means to decrease humidity when the MODE switch (3) is in the automatic position. The HEATER FUEL toggle switch (2) controls the

ow of fuel to the heater fuel pump. It must be turned on for heater operation.

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Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

The air conditioning system can be operated either independently or in conjunction with the heater, depending upon the mode selected on the cabin comfort control panel. During normal operation, when the MODE switch (3) is in the AUTO position, a thermostat, adjustable by the TEMP knob (5), signals an electronic controller which turns on the air conditioner until the cabin reaches the selected temperature. When the MODE switch (3) is in MANUAL position, the air conditioner may be turned on or off, as desired, by use of the MANUAL switch (6). The air conditioner is on when the MANUAL switch (6) is in the A/C position, and off when the switch is in the heater HTR position. For manual operation of the air conditioner, the HEATER FUEL switch (2) must be off.

Environmental Controls - Copilot

Environmental Control System (ECS) - Cheyenne IIXL

1: ECS Bypass switch 7: Windshield Wiper selector 2: ECS Mode switch 8: Cabin Air Control lever 3: ECS Hi/Low Bleed selector 9: Windshield Defog switch 4: Cabin Temperature Rheostat selector knob 10: Fuel totalizer 5: Manual Temperature control switch 11: Yoke clickspot 6: Cabin Fan switch

The environmental control system (ECS) in the Cheyenne IIXL is an electronic control system for automatic temperature control with provision for manual electrical control to offset failures. A ram-air ventilation system is provided for unpres-

Page 48

Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

surized ight or if failures occur in the air-conditioning system. Normal air source during pressurized ight is provided by engine bleed air through a bleed-air

shutoff valve and bleed-air ducts from each engine.

Bleed air to the ECS is controlled by a pressure regulator/shutoff valve. This valve

can be selected for high and low airow via the ECS SELECT Switch (3). The ECS

SELECT Switch (3) must be in the LO position for engine starting, takoff and landing. The HI position may be used on the ground to provide maximum heating or cooling. When in HI Position, an annunciator light labeled HI BLEED ON will illuminate.

A pressure regulator shutoff valve bypass is installed. This valve supplies a mini-

mum of bleed-air ow to a jet pump which induces air from the raim-air inlet to mix and supplement bleed-air ow and continues to sustain pressurization.

The ECS bypass valve has a manual and automatic control circuit, controlled by the ECS REG BYPASS Switch (1). The up position (ON) of the switch will open the bypass valve and close the pressure regulator/shutoff valve. These two functions will also occur automatically if either propeller control lever is moved to the feather position. When the ECS bypass is ON, an annunciator light labeled ECS REG BYPASS will illuminate. The pressure regulator/shutoff valve will automatically close if

1. ECS overpressure or

2. ECS overtemperature exceeds the values set by a pressure switch or the thermal switch sensing temperature

The primary function of the ECS bypass is to reduce engine bleed-air requirements to a minimum during engine-out operation. The system should, however, be manually selected if either an ECS overpressure or overtemperature occurs.

The temperature control system consists of a temperature controller, a mode switch (2) labeled AUTO and MAN, a temperature selector rheostat knob labeled COOL and WARM (4), and a MAN TEMP CONT Switch (5) labeled HEAT and COOL. The MAN TEMP CONT switch (5) is spring-loaded to the center position. When the mode switch (2) is at AUTO, the temperature controller is armed, and input from the temperature sensors in the cabin and the temperature selector rheostat knob is processed to adjust the mixture of hot air with the super cooled air to

Page 49

Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

produce the selected temperature. To achieve manual control, the mode switch (2) is moved to MAN. The temperature selector rheostat knob is now deactivated, and the MAN TEMP CONT Switch (5) is armed. Holding this switch to the HEAT or centered position applies electrical power directly to the selected side of the hot air bypass valve motor, and the valve will open or close accordingly.

Two cabin blowers are located in recirculation fan boxes on the left and right sides of the cabin forward the of the wing door. The blowers are controlled by a three-position switch labeled CABIN FAN (6). The switch positions are labeled HI, OFF and LO.

During unpressurized ight, a ram-air ventilation system is available through a

duct extending from the ECS heat exchanger ram-air inlet. A valve in the distribution box is controlled by a two-postion CABIN AIR lever labled PRESS and

OUTSIDE. This lever must be in the PRESS position for pressurized ight. During unpressurized ight, the lever is moved to the OUTSIDE position to open the val-

ve door in the distribution box and permit air from the ram-air inlet to enter the distribution system.

Page 50

Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

AUTOMATED FLIGHT

Cheyenne I & IA - Bendix-King KFC250 Autopilot & Flight Director

2 3 4

KC290 Mode Controller: 1: FD/AP Vertical Trim (Pitch Attitude/Altitude) 2: Heading mode (HDG) 3: Flight Director (FD) 4: Altitude hold mode (ALT) 5: NAV mode (NAV) (VOR/GPS) 6: Reverse Locator (Backcourse) mode (BC) 7: Approach mode (APPR) (ILS/VOR) 8: Autopilot (AP) 9: Autopilot Test Button 10: Go-Around mode Clickspot

KC291 Yaw Mode Controller: 11: Yaw Damper Engage/Disengage 12: Annunciator Light

The KFC250 Flight Director/Autopilot is a complete 3-axis integrated system with large, 4-inch electric (or 3-inch vacuum/electric) Flight Command and Horizontal Situation Indicators. An all solid-state Flight Computer provides computed Flight Director commands along with complete 3-axis Autopilot control. The system provides all standard operating modes plus altitude preselect capability. This chapter describes the different autopilot modes of operation.

Page 51

Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

Basic Attitude Reference Mode

Activated with „power on” (AP) but with no modes selected. The Flight Command indicator (Flight director bars in the ADI) and horizontal situation indicator (HSI) will display existing attitude and heading. The Command V-bar is retracted out of view until a Flight Director/Autopilot mode has been selected.

Flight Director (FD)

Command V-bar will call for wings level. The pitch attitude of the aircraft will remain the same as at the time of mode selection.

Heading (HDG)

Select desired heading on HSI, then select the HDG mode and the system will command the necessary bank to turn to and maintain the selected heading.

NAV (VOR/GPS)

Set desired course on HSI and select NAV mode. The system’s all-angle NAV Course Capture feature gives the pilot complete freedom to select any intercept angle in response to ATC vectors, using HDG mode. The NAV mode will be „armed,” and at the capture point HDG will automatically disconnect and the system will „couple” and command the necessary bank to capture and track a selected VOR or GPS course without overshooting (Note: Overshoot protection is not possible in Microsoft Flight Simulator).

Approach (APPR) (ILS or VOR)

Set the inbound front approach course on the HSI and select Approach mode. The system’s all-angle Approach Course Capture feature allows the pilot to select any intercept angle in response to ATC vectors, as in the NAV mode. The Approach mode will be „armed”, and at the appropriate capture point the system will „couple” and command the necessary bank to capture and track LOC and Glideslope beams for precision approaches, or bank command to capture and track VOR courses for nonprecision approaches.

Back Course (BC)

With back course selected in approach mode, the system when capturing will command the bank necessary to capture and track a reverse LOC course. Glideslope is locked out. The inbound front approach course is always set on the HSI to

Page 52

Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

enable you to make course corrections toward the needle rather than away from the needle on the HSI.

Go Around (GA)

Push the „Go Around” button (hidden clickspot on the autopilot panel: click the screw in the upper left corner) and the system will command wings level and nose up to a preset missed approach climb attitude.

Altitude Hold (ALT)

Pitch command to maintain engaged altitude.

Vertical Trim

Provides capability to adjust or slew the Altitude up or down without disengaging and then reengaging ALT Hold. If Altitude Hold is not engaged, the Vertical Trim knob will adjust the pitch attitude up or down.

Altitude Preselect (via KAS 297 Altitude Preselector)

Permits preselection of a desired altitude and automatic capture upon reaching that altitude.

Autopilot (AP)

Control surfaces respond to all selected Flight Director mode commands in both pitch and roll axis plus automatic pitch trim. A full time yaw damper is in operation any time the Autopilot is engaged.

Yaw Damp Engage

System senses motion around the yaw axis and automatically moves the rudder to oppose yaw.

PITCH ATTITUDE SELECTOR KNOB OPERATION

Depending on the selected autopilot mode, clicking the UP/DN positions of the PITCH ATTITUDE SELECTOR KNOB produces the following results:

Pitch mode: +/- 0.5° pitch per click No mode: Trim adjust +/- 1 per click. Equals pressing the 1 or 7 keys on the numeric keypad.

Page 53

Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

KAP285 ANNUNCIATOR PANEL

1: Autopilot Mode Annunciators 2: Inner Marker („Airway“) Annunciator 3: Outer Marker Annunciator 4: Middle Marker Annunciator 5: Trim Fault Warning Annunciator

The KAP285 Annunciator Panel provides the pilot with continuous information on system operating status. It shows modes in operation, as well as modes „armed” prior to capture. It also displays Marker Beacon lights and a trim system

warning ag. Clicking on the annunicator opens a zoomed autopilot window.

4 5

KFC250 Autopilot Operation Modes

There are twelve (12) modes of operation that are provided by the KFC 250 system to offer the pilot Flight Director/Autopilot commands in response to his selection of desired modes on the Mode Controller. Most of these modes are activated by pushbutton switches on the Mode Control-

ler. These pushbuttons operate with alternate action. The rst depression of the

pushbutton activates a mode; the second depression cancels it, if it has not already been automatically inactivated. Annunciation of the mode selected appears on the annunciator panel. Any operating mode not compatible with a newly selected mode will be automatically cancelled in favor of the pilot’s latest selection. This lets the pilot advance along his ight sequence without the inconvenience of having to manually can-

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

cel modes. For example, if in NAV CPLD mode, selection of Heading will automatically cancel NAV.

THE BASIC MODE OF SYSTEM OPERATION

The system will be in the Basic Attitude Reference or „Gyro” mode with engines running and aircraft „power on,” but no modes selected (Annunciator Panel blank). This provides indication of aircraft heading on the Horizontal Situation Indicator, and roll and pitch attitude on the Flight Command indicator. The FCI Command V-bar is biased out of view.

FLIGHT DIRECTOR Mode (FD)

The Flight Director mode is activated by depressing the „FD” button on the Mode Controller. The FCI Command V-bar will appear and provide the pilot with steering commands to maintain wings level and the pitch attitude that existed at the time of Flight Director engagement. If pitch or roll attitude are changed, recycling the FD button will synchronize the Command V-bar to the new situation. If a change only in the commanded pitch attitude is desired, the Control Wheel Steering (CWS) button installed on the pilot’s control wheel allows the pilot to synchronize the Command V-bar (in the FD mode with Autopilot disengaged) without removing his hand from the control wheel.

The Flight Director can also be activated by direct selection of any specic mode,

which will activate the Command V-bar. Such selection will will cause the annunciation of both the FD and the appropriate mode. The Vertical Trim switch on the Mode Controller may also be used to adjust the selected pitch attitude up or down at approx. 1 degree/second.

Special note: The FD mode must be activated before the Autopilot can be engaged.

AUTOPILOT Engagement

The AUTOPILOT is engaged by moving the AP toggle switch on the Mode Controller to the ON position. Note that the AP and the YAW DAMP (YD) switches are wired so that the YAW DAMP mode is automatically engaged with the AP switch. The Autopilot, together with the Yaw Damper, provides three-axis stabilization, automatic turn coordination and automatic elevator trim as well as automatic response to all selected Flight Director commands.

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Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

CAUTION: When the autopilot is engaged, manual application of a force to the pitch axis of the control wheel for a period of 3 seconds or more will result in the autotrim system operating in the direction to create a force opposing the pilot. This opposing mistrim force will continue to increase as long as the pilot applies a force to the control wheel and will ultimately overpower the autopilot. If the autopilot is disengaged under these conditions, the pilot maybe required to exert control forces in excess of 50 pounds to maintain the desired aircraft attitude The pilot will have to maintain this control force while he manually retrims the aircraft. CAUTION: Prior to Autopilot engagement, the pilot should make sure the V-bar

commands are satised. This will prevent any rapid changes in the aircraft’s ight

path when the Autopilot is engaged.

HEADING SELECT/PRESELECT Mode (HDG SEL)

Select a desired heading by positioning the heading „bug” on the HSI. This is done with the HDG knob on the HSI. Depress the HDG button on the Mode Controller to activate the HDG SEL mode. „HDG SEL” will light on the Annunciator Panel and a computed, visually displayed bank command is shown on the FCI. Following this bank command, the aircraft will bank and roll out on the desired preselected heading.

The Command V-bar on the FCI will deect in the direction of the shortest turn

to satisfy the commanded turn to the preselected heading. The aircraft may be manually banked to realign the V-bar and satisfy the command or, if the Autopilot is engaged, the aircraft will automatically bank, turn to, roll out and hold the preselected heading. As the aircraft approaches the selected heading the V-bar will command a rollout to wings level. With the HDG SEL mode in operation, subsequent changes made in the heading „bug” position on the HSI will immediately cause the V-bar on the FCI to call for a turn to the new heading. The HDG SEL mode is cancelled when NAV or APPR coupling occurs, or whenever the FD or HDG mode buttons are depressed.

CAUTION: An invalid heading source (compass ag in view) will automatically

disengage the autopilot. The autopilot may then be re-engaged, however, only the vertical modes will be useable.

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

YAW DAMP Mode

The KC291 Yaw Mode Controller is installed beside the KC290 Mode Controller and the yaw axis is wired so that it automatically engages when the Autopilot is engaged. Disengagement of the Yaw Damper is accomplished by using the alternate action switch (pushbutton) on the KC291. The Yaw Damper may be engaged alone with or without any Flight Director mode. It usually provides a more stable aircraft whether control surfaces are operated manually or by the Autopilot. The Yaw Damper engage status is annunciated on the KC291 Yaw Mode Controller.

NAVIGATION (NAV ARM and NAV CPLD) Mode

The NAV mode provides visual bank commands on the Flight Command Indicator and deviation guidance on the HSI to intercept and track a VOR course or an GPS course. Operation of the NAV mode requires the pilot to:

1. Tune the frequency of the selected VOR (or VORTAC) station.

2. Set the HSI course pointer on the desired course.

3. Establish angle of intercept by setting the heading „bug” and activate

„HDG” mode.

4. Depress the NAV button on the Mode Controller

When the „NAV” button on the Mode Controller is depressed, „NAV ARM” will be lighted on the Annunciator Panel and the automatic capture circuit is armed. Heading select, if operating, is retained until capture occurs. The VOR „course-capture’’ point is variable to prevent overshoot and depends on angle of intercept and the rate the course deviation is changing. Upon capture, a bank command will be displayed on the FCI; the HDG, if on, will be cancelled and „NAV CPLD” will be lighted on the Annunciator Panel.

The pilot can manually bank the aircraft to satisfy the command display which

will call for a rollout to level ight when on course centerline to track the course.

Crosswind compensation is provided in the „track“ state.

If the NAV mode is selected with the aircraft level within ±4° of bank and within three dots of course deviation, NAV ARM will be bypassed and NAV CPLD will engage directly.

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Aircraft Operation Manual

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For ight simulation use only

If the Autopilot is engaged, the aircraft will bank to satisfy the command display and rollout on course automatically. Upon station (or waypoint) passage, an outbound course other than the inbound reciprocal can be selected by resetting the NAV course arrow on the HSI. This

will cause an immediate V-bar deection on the FCI directing a turn to the new

course. The NAV mode is cancelled by depressing the NAV button, or selecting HDG (when in NAV coupled) or APPR modes, or pushing FD to „OFF“. CAUTION: The NAV mode of operation will continue to provide airplane control

without a valid VOR/LOC signal (NAV ag in view).

SPECIAL NOTE: When an ILS frequency in range is tuned into the NAV1 radio, a possible selected VOR GPS mode is cancelled, and the autopilot reverts to NAV mode (i.e. the autopilot follows the localizer signal only!).

APPROACH (APPR ARM, APPR CPLD and GS CPLD) Mode

The APPR mode provides visual roll and pitch commands on the FCI V-bar to capture and track precision ILS (LOC and Glideslope) beams, or non-precision VOR radials. Lateral and vertical deviation can be monitored on the HSI.

Operation of the APPR mode requires the pilot to

1. Set the NAV receiver frequency

2. Set the HSI course pointer to the inbound runway heading or the front course

in case of ILS precision approach. Do this even on back course approach

3. Set the HDG SEL”bug” on the HSI to the desired intercept angle and activate

HDG” mode

4. Depress the „APPR” button on the mode controller

The automatic APPR capture function will be immediately armed „APPR ARM” will be lighted on the Mode Annunciator Panel. In APPR ARM mode, prior to capture, the heading select mode is retained in order to allow the pilot to adjust heading to Approach Control vectoring instructions. The LOC beam or VOR „capture” point will vary, depending on angle of intercept and rate of change of deviation indication. Upon capture, a bank command will be introduced on the FCI, the existing heading mode will be cancelled and „APPR/CPLD” will be lighted on the Annunciator Panel.

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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The pilot may manually bank the aircraft to satisfy the command display, which will command a rollout to level ight when the aircraft is on course. Automatic crosswind compensation will provide precise tracking. VOR/LOC deviation is shown on the HSI, and actual crab angle will be shown by offset of the course arrow from the lubber line. Throughout APPR mode operation, LOC and Glideslope deviation or VOR deviation are displayed in the HSI. If the Autopilot is engaged during operation in the APPR mode, automatic steering response will follow the command display on the FCI. The Glideslope mode is armed for automatic capture if LOC front course capture has occurred. Automatic Glideslope capture occurs as the aircraft passes through the glide path from above or below. Upon interception of the Glideslope, capture occurs and „GS CPLD” is lighted on the Annunciator Panel. A smooth capture pitch command is displayed by the Command V-bar. The pilot (or Autopilot) controls the aircraft to satisfy the Command V-bar. Upon GS capture, the ALT HOLD mode (if active) is cancelled. However, ALT HOLD may be manually reselected to maintain altitude upon reaching MDA if visual contact is not established. During VOR or RNAV approaches, Glideslope capture will not occur because the NAV receiver is channeled to a VOR station, not an ILS, and this locks out the Glideslope function. APPR CPLD mode is cancelled by selection of HDG, NAV, or Go-Around modes, or pushing FD or APPR to „Off”. CAUTION: The APPR mode of operation will continue to provide airplane control

without a valid VOR/LOC signal (NAV ag in view).

NOTE: Overshoot protection is not possible in Microsoft Flight Simulator)

BACK COURSE (BACK CRS) Mode

Whenever a LOC or ILS frequency is selected, the BC mode may be activated by depressing the BC button on the Mode Controller, after selecting APPR. When in BC mode and Localizer capture occurs. the system will turn and track outbound on the front course or inbound on the back course. The BC mode reverses the LOC deviation signal and course datum to permit the FCI steering command display

to operate on a y-to rather than a y-from basis on the reverse course. „BACK

CRS” is lighted on the Annunciator Panel.

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Aircraft Operation Manual

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For ight simulation use only

Operation on BC is identical to front course operation including setting the HSI Course Pointer to the front course heading, except that automatic Glideslope capture is „locked out” by the switching circuitry. Localizer deviation on HSI will have the proper sensing if the front inbound Localizer course was set on the HSI.

SPECIAL NOTE: Back course mode is only available after selecting APPR mode.

GO-AROUND Mode

The Go-Around mode is primarily designed to assist the pilot in establishing the proper pitch attitude under missed approach conditions. The Go-Around switch is located on the autopilot panel in the upper left corner in form of a hidden click spot. Activating the Go-Around mode during an approach cancels all Flight Director modes and disengages the Autopilot, if it is engaged. A wings-level and pitch-up command is displayed by the FCI and „GO AROUND” is lighted on the Annunciator Panel. The magnitude of the pitch-up command is adjustable to match Flight Manual criteria for each aircraft model. The Go-Around mode may also be used on takeoff for climb-out attitude guidance. When used for takeoff, the Go-Around mode may be followed with HDG for continuous heading control during departure. NAV and APPR modes may also be armed for automatic capture and guidance during the departure sequence. Go-Around may be cancelled by use of Vertical Trim, Altitude Hold mode, Control Wheel Steering mode or by turning off the Flight Director.

ALTITUDE SELECT (ALT ARM) Mode

This mode allows the pilot to select an altitude and, upon approaching that selected altitude, obtain an automatic visual pitch command on the FCI to capture and hold the preselected altitude. To operate in this mode the pilot must:

1. Set the desired altitude into the „selected altitude” window of the KAS 297

Altitude Selector.

2. Establish a climb or descent as appropriate.

3. Depress the ARM button on the Altitude Selector. This may be done at any

time during the climb or descent before the selected altitude has been attained. „ALT ARM” will light on the Annunciator Panel and on the Altitude Selector.

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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4. The Altitude „ALERT” annunciator in the KAS 297 will illuminate and a two

second aural tone will sound 1,000 ft. prior to reaching selected altitude and will cancel at 300 ft. prior. An aural tone will sound upon reaching altitude.

As the aircraft approaches the selected altitude, an „adaptive” pitch rate command will automatically guide the pilot through it at a low rate. As the aircraft reaches the selected altitude, ALT HOLD will automatically engage, „ALT HOLD” will light on the Annunciator Panel and „ALT ARM” will disappear. The command bars on the FCI will call for level ight at the selected altitude. If autopilot is engaged, the system will perform the required maneuvers. ALT ARM is disengaged by depressing the ALT ARM button, by engaging ALT HOLD, by GS capture, or selecting FLT DIR to OFF.

ALTITUDE HOLD (ALT HOLD) Mode

This mode will cause a computed visual pitch command on the FCI command bars to hold the aircraft at the pressure altitude existing at the time it was activated. The mode is activated either automatically by the ALT ARM function, or manually by depressing the ALT button on the Mode Controller. If the autopilot is engaged, it will automatically hold the aircraft at that altitude. The Vertical Trim switch may be used to adjust the selected altitude up or down at a constant rate of approximately 600 fpm without disengaging the mode. This enables the pilot to conveniently adjust the aircraft altitude to match resetting of the altimeter, or to make short descent segments during a nonprecision approach. The ALT HOLD mode is cancelled by automatic Glideslope capture or selection of ALT ARM, or GO-AROUND modes, or selection of FLT DIR to OFF.

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Aircraft Operation Manual

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For ight simulation use only

Automated ight

Cheyenne II & IIXL - Bendix-King KFC300 Autopilot & Flight Director

KMC340 Mode Controller:

1: FD/AP Vertical Trim (Pitch Attitude/Altitude) and Heading Select Knob 2: Heading select (HDG) 3: Approach (APPR) (ILS/VOR) 4: Navigate (NAV) (VOR/GPS) 5: Altitude hold (ALT)

6: Speed prole (SPD PRF) 7: IAS hold (IAS)

8: Go-around mode click spot 9: Flight Director (FD) 10: Autopilot master switch (AP) 10: Yaw Damper Engage/Disengage 11: Autopilot failure warning lights

The KFC300 Flight Director/Autopilot is a complete 3-axis integrated system with large, 4-inch electric (or 3-inch vacuum/electric) Flight Command and Horizontal Situation Indicators. An all solid-state Flight Computer provides computed Flight Director commands along with complete 3-axis Autopilot control. The system provides all standard operating modes plus altitude preselect capability. In addition to the KFC250´s modes, the KFC300 also provides two modes to hold a certain airspeed via pitch correction.

This chapter describes only the differences to the KFC250 Autopilot & Flight Director, mentioned previously. For complete Autopilot reference, refer to Chapter AUTOMATED FLIGHT (page 50).

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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KAP315 ANNUNCIATOR PANEL

1: Autopilot Mode Annunciators

The KAP315 Annunciator Panel provides the pilot with continuous information on system operating status. It shows modes in operation, as well as modes „armed” prior to capture. Clicking on the annunciator panel opens a zoomed autopilot window.

Additional KFC300 Autopilot Operation Modes

IAS Hold mode (IAS)

The IAS HOLD mode is selected by depressing the IAS button (7) on the KMC 340 Mode Controller. „IAS HOLD“ will be lighted on the KAP 315 Mode Annunciator Panel and the pitch command bars will be activated on the FCI to call pitch maneuvers necessary to maintain a constant indicated airspeed. The reference airspeed will be the indicated airspeed at the time of IAS HOLD engagement, and is independent of power setting. If the autopilot is engaged, airspeed will be automatically maintained, while vertical speed is adjusted, and loss or gain of altitude will depend on power setting. The reference airspeed may be adjusted at a rate of two knots per second by use of the Vertical Trim Knob on the KMC 340 Mode Controller.

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Aircraft Operation Manual

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The IAS HOLD mode is cancelled by selection of GO-AROUND, ALT HOLD, SPD PRF, Glideslope capture or FLT DIR off.

SPEED PROFILE (SPD PRF) mode

The speed prole mode is used primarily in climb or descend. The pilot engages

SPEED PROFILE at the speed appropriate to his altitude at the time of engagement. Or he adjusts to the appropriate speed for his altitude with the vertical trim switch after engagement. The reference airspeed may be adjusted at a rate of two knots per second by use of the Vertical Trim switch on the Mode Controller. Engagement will cause „SPD PRF” to be lighted on the Annunciator Panel and activate the command bars on the FCI to call for pitch maneuvers necessary to maintain the airspeed appropriate for the current altitude. If the autopilot is engaged, the airspeed will be automatically adjusted by 1.3 KIAS per 1000 feet in climb or descent.

PITCH ATTITUDE SELECTOR KNOB OPERATION

Depending on the selected autopilot mode, clicking the UP/DN position of the PITCH ATTITUDE SELECTOR KNOB (1) produces the following results:

Pitch mode: +/- 0.5° pitch per click IAS mode: +/- 1kt per click SPD PRF mode: +/- 1kt per click No mode: Trim adjust +/- 1. Equals pressing the 1 or 7 keys on the numeric keypad

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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BENDIX-KING AVIONICS SUITE (RADIOS)

The Piper Cheyenne is equipped with a complete avionics suite, the „Silver Crown Plus“ series by Bendix-King. This suite is composed of the KMA 28 Audio Panel, two KY 196A VHF communication receivers, two KY 53 navigations receivers, two KR 87 ADF receivers, and two KT 76C mode C transponders.

1: DME Selector 2: AP-FD-Avionics Master Switch 3: Active Transponder Selector 4: Copilot HSI Nav Source Selector

The Avionics Master Switch (2) controls the avionics bus and supplies COM1/2, NAV1/2, ADF1/2, Transponder 1/2, the autopilot, the RMI´s and the marker beacon and glideslope indicators with power. The DME selector (1) controls the DME readout on the pilot´s HSI. It can be set to receive the DME signal from either NAV1 or NAV2 sources, and it also contains a

DME hold function. For DME hold, rst tune the desired NAV radio to the DME

signal you want to receive and hold. Next, select the respective NAV radio via the DME selector (1), then switch the DME selector (1) to the HOLD position. You may now tune a different station on the respective NAV radio, while the original DME signal is still displayed. Note that there is no indication about which frequency is used for the DME readout. To cancel DME hold, switch the DME selector (1) to either NAV1 or NAV2 position. The active Transponder Selector Switch (3) toggles the status of the two KT 76C transponders. The selected transponder is made the active one, while the other one is automatically switched to standby mode. The Copilot HSI Nav Source Selector Switch (4) selects either NAV1 or NAV2 as the data source for the Copilot´s HSI.

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Aircraft Operation Manual

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KMA 28 Audio Panel Operation

O M I

V O L

PUSH OFF/EMG

HI LO T/M

ISO ALL CREW

1 KMA 28 TSO

Com 1

Com 2

Nav 1

Nav 2

MKR

ICS

ADF

AUX

DME

SPR

Transmit Swap

COM 1

COM 2

COM 3

COM 1/2

COM 2/1

TEL

COM1/2 Selector

Swap Indicator

Transmit Indicator (Squawkbox 3 only)

Speaker Switch

Crew ICS/Music 1 Mute

Mounting Screw

Intercom Mode Select

Intercom Volume

Marker Beacon

Indicator Lamps

Marker Beacon Sensitivity & Test/Mute Select

Receive Audio Selectors

Photocell

Intercom Volume

Works as the power switch for the KMA 28 audio panel. Volume selection is not modeled.

Receive Audio Selectors

Routes the output from the selected receivers to the speakers. In this release, COM1, COM2, NAV1,NAV2, MKR, ADF and DME are modelled. When using Squawkbox 3 or any Squawkbox 3-compatible pilot client for online

ying, COM1 or COM2 are ashing when other stations are transmitting on the

selected radio channel.

Speaker Switch

Works in conjunctions with the standard or ANR sounds set. To receive ident signals with the standard sound set, SPR needs to be active. When the ANR sound set is used, ident signals are always received.

Transmit indicator

Flashes when transmitting on COM1 or COM2 via voice. This function is only active when using Squawkbox 3, or any Squawkbox 3 - compatible pilot client soft-

ware for online ying. For further information about Squawkbox 3, visit http://

www.squawkbox.ca .

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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8.33K

Photocell for automatic dimming

“USE” window shows active frequency

“STBY” window shows stored or newlyentered standby frequencies

“T” indicates mike button is depressed for transmission

Frequency transfer “flip-flop” button

Channel button

ON/OFF switch Frequency selec-

tor knobs

KY 196A COM1/COM2 Communications Radio Operation

Power up

When you turn the ON/OFF/Volume knob clockwise to the „ON” position, your unit will display the frequencies last used in the „USE” and „STBY” (standby) windows. NOTE: As with all avionics, the KY 196A should be turned on only after engine startup. This simple precaution will help protect the solid-state circuitry and extend the operating life of your equipment.

Transmitting

During COMM transmissions, a „T” will appear between the „USE” and „STBY” windows to indicate the keying of the microphone.

KY 196A Frequency Mode (Normal Operation)

1. Select a new frequency in the „STBY” window, using the frequency selection

knobs. The larger knob controls changes in increments of 1MHz. The smaller knob controls changes in increments of 50kHz when pushed in, and 25kHz when pulled out. At the outside limits of the band, the display will „wrap around” to the other end of the band, going from 136MHz to 118MHz.

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Aircraft Operation Manual

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2. Press the transfer button to activate the new frequency. The newly entered

frequency in the „STBY” window ipops with the frequency in the „USE” window. This new frequency is now available for use.

Program Mode

The Program Mode is used to program frequencies for use in the Channel Mode.

1. Depress the channel (CHAN) button for more than two seconds, until the chan-

nel number (to the right of the standby frequency) begins ashing. The most

recently used active frequency will remain displayed in the „USE” window.

2. Turning either frequency selection knob will change the channel.

3. Once you’ve selected the desired channel number, you may program a new

frequency by pressing the transfer button. This will cause the frequency in the „STBY” window to ash. The tuning knobs are now used to enter desired frequency.

4. To program additional channels, push the transfer button again to make the

channel number ash, and repeat step three above.

5. If you wish to program fewer than nine channels while skipping certain chan-

nel numbers, rotate the MHZ frequency knob left or right beyond 136MHz or 118MHz. Dashes (---) will appear in the „STBY” window, indicating that the channel will be skipped when the system is operating in the Channel Mode.

6. To exit the Program Mode, momentarily press the channel button. The unit

will also automatically exit the Program Mode if no programming occurs within approximately 20 seconds.

Channel Mode

The Channel Mode is used to recall preset frequencies stored in memory.

1. To enter the Channel Mode momentarily, push the channel button while in the

Frequency Mode. The active frequency remains displayed in the „USE” window, and the last used channel number and its associated frequency are displayed in the „CHAN” and „STBY” windows.

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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If no channels have been programmed, channel 1 automatically disappears and dashes are displayed in the „STBY” window.

2. Turn either frequency selection knob to change the channel number and the

channel’s corresponding frequency in the „STBY” window.

3. If there is no activity for ve seconds, the radio will exit the Channel Mode

and return to the Frequency Mode, with the channel frequency remaining in the „STBY” window.

4. You can also return to the Frequency Mode by either:

a. Pressing the channel button before the ve-second delay, in which case the

radio recalls the „USE” and „STBY” frequencies prior to entering the Channel Mode, or

b. Pressing the transfer button, so that the channel frequency becomes the active

frequency and the last „USE” frequency becomes the new „STBY” frequency. NOTE: If the optional remote channel increment switch is installed, each activation of the switch will put the unit in the Channel Mode and advance the channel number from the previous channel used.

NOTE: If the optional remote channel increment switch is installed, each activation of the switch will put the unit in the Channel Mode and advance the channel number from the previous channel used.

Direct Tune Mode

The Direct Tune Mode is entered by pressing and holding the transfer button for longer than two seconds. The „STBY” frequency will disappear and the frequency in the active window can be changed with the frequency selection knobs. Momentarily pushing the transfer button will return the unit to the Frequency Mode (normal operation). The „STBY” frequency displayed prior to entering the Direct Tune Mode will return unchanged.

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Aircraft Operation Manual

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For ight simulation use only

Active Frequency

Standby Frequency

Power Switch

Photocell for Automatic Dimming

Frequency Transfer Button

Frequency Selector Knobs

KY 53 TSO´d Navigation Receiver Operation

Power Switch

This knob controls ON/OFF function for the KY53. Volume selection and IDENT function are not modeled.

Frequency Selection

By rotating the concentric frequency selector knobs either clockwise or counterclockwise, the desired operating frequency can be dialed into the standby display window. A clockwise rotation will increase the displayed frequency number, while a counterclockwise rotation will decrease it. The larger selector knob is used to change the MHz portion of the frequency display; the smaller knob changes the kHz portion in 50 kHz steps. At either band edge of the 108.00 to 117.95 MHz frequency spectrum, an off-scale rotation will wrap the display around to the other frequency band-edge (i.e., 117.95 advances to 108.95 with MHz knob rotation, or 117.00 with kHz knob rotation). DME and optional internal glideslope channeling are also controlled by these selector knobs.

NAV Frequency Operation

The desired operating frequency is rst entered into the standby display. To activate, push the transfer button. This will interchange the frequencies in the ‘use’ and ‘standby’ displays and tune the receiver to the new operating frequency.

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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SPECIAL NOTE: As soon as the NAV1 radio is tuned to a valid ILS frequency, the VOR/GPS switch changes to VOR and the autopilot to NAV ARM mode. If a valid ILS frequency is in range, the autopilot will follow it´s localizer beam. Valid ILS frequencies are between 108.10 and 111.95 and the decimal part starts with an odd digit: 108.10, 108.15, 108.30, 108.35,

108.50, ..., 108.95, 109.10, 109.15, ..., 111.95.

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323 2 31

ANT/ADF Mode Annunciation

IN USE Frequency

BFO Annunciation

STANDBY Frequency Annunciation

STANDBY Frequency, FLIGHT TIME or ELAPSED TIME

Flight timer and Elapsed timer mode annunciation

ON/OFF Control Switch

Select ANT mode (out position) Select ADF mode (in position)

Frequency Transfer Button

Select FLIGHT TIMER or ELAPSED TIMER

Set and Reset ELAPSED TIMER

Select BFO Button

Frequency Select Knobs

KR 87 ADF Receiver Operation

Power-on

Rotate the ON/OFF/VOL knob clockwise from the detented „OFF” position. The unit will be activated and will be ready to operate.

Frequency Selection

The active frequency (to which the ADF is tuned) is displayed in the left side of the window at all times. A standby frequency is displayed in the right side when „FRQ” is annunciated. The standby frequency is placed in „blind” memory when either FLT (Flight Time) or ET (Elapsed Time) mode is selected. With „FRQ” annunciated, the standby frequency is selected using the frequency select knobs which may be rotated either clockwise or counterclockwise. Pull the small inner knob out to tune 1’s. Push the smaller inner knob in to tune 10’s. The outer knob tunes the 100’s and the 1000’s up to 1799. The standby frequency selected may then be put into the active window by pressing the „FRQ” button. The standby and active frequencies will be exchanged (ip-opped), the new frequency will become active, and the former active frequency will go into standby.

Operating Modes

Antenna (ANT) mode is selected and annunciated when the „ADF” button is in the „out” position. ANT provides improved audio reception from the station

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

For ight simulation use only

tuned and is usually used for identication. The bearing pointer in the KNI 582

RMI and the HSI will be deactivated and immediately turn to the 90° relative position and remain there during ANT reception. ANT mode is not modeled in this

release.

The ADF mode is selected and annunciated when the „ADF” button is in the depressed position. ADF activates the bearing pointer in the KNI 582 RMI and the HSI, causing it to move without hesitation to point in the direction of the station relative to the aircraft heading.

Outside of the United States some stations are unmodulated and use an interrupted carrier for identication purposes. The BFO mode, activated and annunciated when the „BFO” button is depressed, permits the carrier wave and the associated Morse code identier broadcast on the carrier wave to be heard.

BFO modes are not modeled in this release.

Operating the Timers

The ight timer will always be automatically reset to :00 whenever power is interrupted either by the avionics master switch or the unit’s ON/OFF switch. Ope-

ration of the ight timer is automatic. The timer is started in the moment the

aircraft takes off. It will stop at the moment the aircraft touches down during landing. The elapsed timer may be reset back to :00 by pressing the SET/RST button. It will then start counting up again. (NOTE: pressing the SET/RST button will

reset the elapsed timer whether it is being displayed or not.). Resetting the ight

timer is possible on the ground only.

The elapsed timer also has a „count-down” mode. To enter the countdown mode, the SET/RST button is depressed for about two seconds, or until the „ET” annunciation begins to ash. It is now in the ET set mode, and a time up to 59 minutes, 59 seconds may be preset into the elapsed timer with the concentric knobs. The preset time will be displayed and remain unchanged until SET/RST is pressed again, which will start the elapsed timer counting down from the preset time.

When the timer reaches :00 it will start to count up as the display ashes for 15

seconds and an aural alarm, if installed, is activated for about 1 second.

NOTE: The standby frequency which is in memory while ight time or elapsed

time modes are being displayed may be called back by pressing the FRQ button, then transferred to active use by pressing the FRQ button again.

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While FLT or ET is displayed the „in use” frequency on the left side of the window may be changed, by using the frequency select knobs, without any effect on the stored standby frequency or the other modes. This feature is especially useful when searching for stations with unknown frequencies.

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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IDT Button

Altitude Window

Reply Indicator

Code Window

CLR Button

Code Entry

Buttons

VFR Button

Function Selector Knob

KT 76C Panel-mounted Transponder Operation

About Transponders

Your Honeywell Bendix/King transponder is a radio transmitter and receiver which operates on radar frequencies. Receiving ground radar interrogations at 1030 MHz, it returns a coded response of pulses to groundbased radar on a frequency of 1090 MHz. As with other Mode A/Mode C transponders, the KT 76C replies with any one of 4,096 codes, which differ in the position and number of pulses transmitted. By „replying” to ground transmissions, your KT 76C enables ATC computers to dis-

play aircraft identication, altitude and ground speed on Enroute, Approach or

Departure Control radar screens. When the IDENT button is pressed, your aircraft

will be positively identied to the Air Trafc Controller.

Operating the KT 76C

Before starting your aircraft’s engine, make sure that the KT 76C function selector knob, or your avionics master, is turned to OFF. After engine start, turn the function selector knob to SBY (standby). Give your transponder about 45 seconds to become operational. Select the proper reply code by pressing the desired code entry buttons. The reply code will be displayed in the code window. Before takeoff, rotate the function selector knob to the ALT (altitude) position for Mode C altitude reporting to ATC. If you do not have an encoding altimeter, rotate the function switch to ON for Mode A reporting.

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Altitude Display

The KT 76C displays Flight Level Altitude, marked by the letters „FL” and a number in hundreds of feet, on the left side of the display. For example, the reading „FL 065” corresponds to the altitude of 6,500 feet, referenced to 29.92 inches of mercury (or 1013 hP) at sea level. Flight Level Altitude represents „pressure altitude,” and should not be confused with true altitude. Please note that the

displayed altitude may not agree exactly with the aircraft’s altimeter when ying

below 18,000 feet, because encoders are preset to 29.92 inches of mercury. An encoder’s altitude transmission is automatically corrected for proper altimeter setting by a ground based computer, to present the correct altitude to the controller. Ranging from -1,000 to +99,000 feet, Flight Level Altitude is displayed only when altitude reporting is enabled. If the altitude window is blank or shows a series of dashes (as in the case of an invalid altimeter code being reported), altitude reporting will be disabled.

CLR Button

Code entry mistakes are corrected, one digit at a time, by pressing the CLR button and reentering the correct code. The last active code will be displayed if a complete four-digit code has not been entered and there is no activity on any of the code entry buttons, the VFR button, or the CLR button for four seconds.

VFR Button

Momentarily pressing the VFR button will enter a pre-programmed VFR code, typically 1200, in the code window. Pressing and holding the VFR button for two seconds will cause the last active code to be displayed. Depending on your home country, it may be desired to set the default VFR code to a code other than 1200.

To change the default VFR code, edit the PA31.CFG le in the <FSX>\Digital Aviation\PA31 Cheyenne\ folder using a standard text le editor.

Reply Indicator

The reply indicator blinks to indicate that the KT 76C is functioning properly and replying to interrogations.

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Squawk Ident

When you are asked to “ident” by ATC, press the IDT button. The reply indicator will illuminate continuously for 18 seconds during the ident interval.

Important Codes

7700 - Emergency 7600 - Communication Failure 7500 - Hijacking 0000 - Military - DO NOT USE!

See the Aeronautical Information Manual (AIM) for detailed explanation of these codes and their use.

Interaction with online ying pilot client software

The KT 76C transponders in the Piper Cheyenne are equipped with special functions for online ying pilot client software adhering to the Squawkbox 3 standard. When the function selector knob is on the OFF or STBY position, the pilot client software will transmit squawk mode STANDBY. In ON and ALT positions, the transponder will transmit squawk mode C. The IDT button transmits the IDENT signal.

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TRIMBLE 2000 APPROACH PLUS GPS

Introduction

The Piper Cheyenne is not exactly a new aircraft. Most of them were built during the 70s and 80s of the last century. The models in this package represent the Piper Cheyenne as it was built from 1981 on. By that time, modern navigation systems like GPS (introduced 1995) didn‘t exist and navigation on general aviation aircraft was done using common NAV radios and ADFs. Today, the situation is different. GPS receivers are very common on general aviation aircraft and so, it‘s necessary to have such a device on the Cheyenne too. Our choice was the Trimble 2000 Approach Plus which is one of the earlier GPS receivers for aircraft. It doesn‘t come with a moving map, like modern devices do, but it has all functions available that are necessary for navigation today:

• Updatable navigation database

• Terminal procedures (SIDs , STARs and Approaches)

• Holdings

• DME arcs (as part of terminal procedures)

• Procedure turns (as part of terminal procedures)

• User-dened waypoints

• Flight plan storage

All these major functions are available in the simulated GPS in the Cheyenne package too. There are some differences though. A list of those can be found in the chapter „Simulation vs. Reality“.

For a full description of all functions available in theTrimble 2000 Approach Plus GPS, consult the separate original reference manual. This reference manual is available free of charge here:

ftp://stcpub2:austin@24.227.190.27/Publications/2000plus/82877.PDF

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User Interface

The Trimble Approach Plus is controlled by nine buttons and two concentric knobs.

The Power Switch is located at the upper edge of the display. Use this switch to switch the GPS on and off.

The Outer Knob is used to control the input cursor and to ip between display

pages.

The Inner Knob is used to select items

NAV

Switches the GPS to Navigation mode. This mode displays information about the aircrafts position on its current route plus arrival times, fuel usage etc.

WPT

Switches the GPS to Waypoint Selection mode. This mode is used to select waypoints from the navigation database.

FPL

Switches to the Flight Plan mode. This mode is used to select stored or add new

ight plans.

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CALC

The Calculator mode shows a variety of data calculated by the GPS. This includes atmospheric and fuel data.

AUX

The Auxilliary mode is used to import ight plans from FSX.

�

The Direct key is used to activate a ight plan or y directly to a waypoint

ENT

The Enter key is used to conrm selections made with the concentric knobs

NRST

The Nearest key shows a list of the navigational points nearest to the aircrafts current position.

MSG

The Message key displays the current status message from the GPS.

Keyboard Entry Mode

On the real Trimble, you can only select or enter waypoints by using the two concentric knob. This is already hard to do, but it‘s even worse if it must be done with mouse clicks. To make data entry more comfortable, we added a keyboard entry mode which is activated by the SCROLL LOCK key. This key toggles the keyboard input mode on or off. As soon as it‘s on, „KBD“ will appear in the upper right corner of the GPS display.

As an alternative to the SCROLL LOCK key, you can also use a click spot on the data card between the AUX and NRST keys.

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IMPORTANT: keyboard entry mode only works in the default view of the 2D panel and in the virtual cockpit. It‘s not possible to use it in the IFR (down) view.

When the Trimble is in keyboard entry mode, the following control keys are available:

Num

* -

7 8 9

4 5

E n

Outer Knob: Cursor Left, Cursor Right, Keypad 4 (left) and Keypad 6 (right)

Inner Knob: Cursor Down, Cursor Up, Keypad 2 (left) and Keypad 8 (right)

ENT

Enter Key: Return, Keypad 5 or Enter

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Importing FS Flight Plans

To avoid the hassle of entering a ight plan into the Trimble, a function to import a ight plan from FSX is available. This requires three simple steps:

• First, go to the FSX Flight Planner (Menu „Flights | Flight Planner“) and create

or load the desired ight plan.

• Click

AUX

on the Trimble. If a ight plan is loaded it displays „PRESS ENT TO

IMPORT FS FLIGHT PLAN“.

• Click

ENT

to import and activate the ight plan.

The ight plan is now ready for use. To make the aircraft follow the route, you

have to set the VOR/GPS switch to GPS and activate the NAV mode on the autopilot.

Note: If the VOR/GPS switch doesn‘t change to GPS, it‘s likely that an ILS frequency is selected on the NAV1 radio. Valid ILS frequencies are all frequencies

between 108.10 and 111.95 where the rst digit after the decimal point is odd.

For example: 108.10, 108.15, 109.30, 110.10, 111.35, 111.95. To solve this problem, just tune a non-ILS frequency like 108.20 on the NAV1 radio.

Simulation vs. Reality: Unimplemented Functions

The real Trimble is quite hard to use due to it‘s limited display capabilities (2 lines with 20 characters each) and overloaded user interface. To keep it easy to use, we decided to drop a few functions which are not really useful in FS:

• Waypoint selection by station name („WARBURG“ instead of „WRB“)

• Deleting stored ight plans

• Editing and deleting user-dened waypoints

• Limitations of the Direct and Join functions

• Data entry in Calculator mode (data is taken directly from FS instead)

• Auxilliary mode has been replaced by a function to import FS ight plans.

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PRESSURIZATION SYSTEM

Dukes Pressurization Controller (Cheyenne I & IA) Garret Pressurization Controller (Cheyenne II & IIXL)

1: Cabin rate of climb gauge 2: Cabin altitude gauge 3: Cabin rate of change control 4: Cabin altitude controller Defaults to 500 ft/min cabin change rate 5: Cabin pressure test/dump switch (Garret only) May be adjusted to a minimum of 100 ft/min or a maximum of 1000 ft/min (Garret: 2500 ft/min)

Pressurization air for the Piper Cheyenne is obtained by use of high pressure engine compressor bleed air. The high pressure air is routed through an intercooler, then into a jet pump which mixes bleed air with outside air. The decreases the amount of high pressure air required from the engine and also lowers the temperature of the bleed air. The air then proceeds to the main pressure line under the

cabin oor and passes through the pressurized air control box assembly, which controls the ow of air that is to be routed either to the cabin or overboard.

The cabin air control has three positions marked: PRESSURIZED AIR, RECIRCULATED AIR, and OUTSIDE AIR. When the control is in the PRESSURIZED AIR position, the air is directed through the air conditioning evaporator to the heater and

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heater ducts, and through the cool air ducts along both sides of the cabin to individually controlled air outlets. When the control is in the OUTSIDE AIR position,

the air is not needed for pressurization. Air is then routed below the cabin oor

and overboard. During ground operations, to prevent fumes from other aircraft entering the cabin, the control may be placed in the RECIRCULATED AIR position. In this position, no outside air enters the system. Restrict continuous operation in the recirculated air position to 15 minutes.

Before takeoff, set cabin altitude 500 feet above the eld pressure altitude, using

the cabin altitude controller (4). 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 29.000 feet (IIXL only: 31.000 feet) pressure altitude the cabin pressure altitude will be 10.000 feet (Garret: 11.100 feet). For

ights below an airplane altitude of 13.000 feet (Garret: 12.000 feet), the cabin altitude control (4) should be left at the takeoff setting. For ights above 13.000

feet (Garret: 12.000 feet) (at which point maximum differential will be exceeded) set the cabin altitude controller (4) to the cruise altitude +500 feet and adjust the cabin rate of climb (1) as desired. It is recommended that this setting be made

during climb out after the controller has captured isobaric control.

To descend for landing be certain that the selected cabin altitude is higher than

the pressure altitude of the landing eld. Shortly after descent is initiated, set

the cabin altitude controller (4) to 500 feet above the pressure altitude of the

landing eld and adjust the rate control (3) high enough to allow the cabin to

descend to the landing setting before the aircraft descends to that altitude. For normal descent, the rate knob (3) should be at the twelve o’clock position. A higher setting should be selected for rapid descent, so that the aircraft altitude does not catch up with the cabin altitude.

To the immediate left of the cabin altitude selector and rate of change controls are instruments to simplify setting the system and to monitor system operation. The cabin altitude instrument (2) indicates the cabin altitude in feet, and the cabin rate of change gauge (1) indicates the rate at which cabin altitude is changing in feet per minute. A differential pressure gauge, which is incorporated in the face of the cabin altitude instrument (2), indicates the differential pressure between the cabin and the outside atmosphere.

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NOTE

A residual pressure of approximately .25 PSI will show on the differential pressure gauge at any time pressurization is selected and the aircraft is operating lower than the cabin altitude selected.

Do not land when aircraft is pressurized above .3 PSI

A warning light on the annunciator display warns the pilot should the cabin altitude go above 10.500 feet (Garret: 11.500 feet to 12.000 feet) or should the cabin differential pressure go above 5.7 psi. Cabin pressure is automatically regulated to a maximum of 5.5 psi. Should the automatic regulator malfunction, a system of safety devices releases pressure.

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TCAS (with digital VSI only)

TCAS in digital VSI - symbol explanation:

1: Vertical speed needle 2: TCAS display centre (own aircraft symbol) 3: 2nm radius circle 4: RA: Vertical rate to be avoided (red) 5: RA: Required vertical rate (green) 6: Display range 7: Target symbol 8: Vertical trend arrow (up or down) 9: Relative altitude (ft x 100)

Own Aircraft. Airplane Symbol in White or Cyan.

Non Intruding Trafc

Altitude Unknown Open Diamond in White or Cyan.

Proximity Trafc, 200 Feet

Below and Descending. Solid Diamond in White or Cyan.

Trafc Advisory (Intruder).

700 Feet above and level. Solid Amber Circle.

Resolution Advisory (Threat). 100 Feet Below and Climbing. Solid Red Square.

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NOTE

For the TCAS to operate your active transponder needs to be in mode ON or ALT.

The digital VSI gauge contains a full-edged implementation of TCAS II version

7.0 (aka change 7.0 aka MOPS 7.0) logic, as specied by RTCA document DO-185A

plus its amendments approved by SC-147A. Literally all features of the logic are implemented with the exception of TCAS/TCAS resolution advisory (RA) negotiation and Mode S ground stations.

Trafc Display Symbology

Both color and shape are used to assist the pilot in interpreting the displayed information. The own aircraft is depicted as either a white or cyan arrowhead or airplane-like symbol. The location of the own aircraft symbol on the display is dependent on the display implementation. Other aircraft are depicted using geometric symbols, depending on their threat status, as follows:

• An unlled diamond, shown in either cyan or white, but not the same color as

the own aircraft symbol, is used to depict non-threat trafc.

• A lled diamond, shown in either cyan or white, but not the same color as the

own aircraft symbol, is used to depict Proximate Trafc. Proximate Trafc is nonthreat trafc that is within 6 nmi and ±1200 ft from own aircraft.

• A lled amber or yellow circle is used to display intruders that have caused a TA

to be issued.

• A lled red square is used to display intruders that have caused an RA to be

issued.

Each symbol is displayed on the screen according to its relative position to own aircraft. To aid the pilot in determining the range to a displayed aircraft, the

trafc display provides range markings at one-half the selected scale and at the

full scale. The selected display range is also shown on the display. The range markings and range annunciation are displayed in the same color as the own aircraft symbol.

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Vertical speed information and altitude information are also provided for all dis-

played trafc that are reporting altitude. Relative altitude is displayed in hundreds

of feet above the symbol if the intruder is above own aircraft and below the symbol if the intruder is below own aircraft. When the intruder is above the own aircraft, the relative altitude information is preceded by a + sign. When the intruder is below the own aircraft, a „-” sign precedes the relative altitude information. The altitude information is displayed in the same color as the aircraft symbol.

An arrow is displayed immediately to the right of a trafc symbol when the target aircraft is climbing or descending at more than 600 fpm. An up arrow is used for a climbing aircraft; a down arrow is used for a descending aircraft. The arrow is displayed in the same color as the aircraft symbol. When an aircraft causing

a TA or RA is beyond the currently selected range of the trafc display, half TA

or RA symbols will be displayed at the edge of the display at the proper relative bearing.

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Aircraft Operation Manual Piper Cheyenne I, IA, II, IIXL

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Flight Tutorial

Introduction

When compared to smaller piston-engine powered airplanes, ying a fast

turboprop aircraft like the Piper Cheyenne can be quite a challenge. Besides the

faster speed, the aircraft requires precise ying techniques and some understanding

about the aircrafts systems and avionics. This tutorial is intended to introduce

you to the Piper Cheyenne by giving some hints about how to y this plane. To

work through this tutorial we recommend that you have read the manual and are generally familiar with the aircrafts panel, systems and characteristics.

Flight controls and control feedback

Besides the aerodynamic programming by the developer, the feeling of ying

in MS Flight Simulator highly depends on the hardware the pilot uses. Slow refresh rates (<15 fps) can affect our optical recognition, and the feeling for the movement of a plane may be deranged. Control devices are of equal importance, they need to be properly adjusted in order to provide a realistic feedback. For a simple check switch to slew mode (<Y> key in MS Flight Simulator). The plane

should stay on its position, while being easily movable using your ight controls.

In case you experience troubles here, you need to calibrate your input devices. In case you own a registered version of FSUIPC.DLL, you should also calibrate and

check your ight controls there.

Engine start-up

When entering the cold & dark aircraft, rst turn ON the battery. Next, activate the anti-collision light to signal other trafc on the airport that you will soon

start your engines. Check that the prop levers are in FULL FORWARD position (IIXL only: FEATHERED position), and that your parking brake is SET. Next, switch ON fuel pump number 1 or 2 on the engine to be started, set the ignition switch to MANUAL, and set the yellow starter switch to the START position. When the engine spools up and Ng passes 10%, move the condition lever to the FULL

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FORWARD position. Wait until the engine has fully stabilized, then turn the yellow generator switch to the GENERATOR position. Set the ignition switch to AUTO. Repeat this procedure for the second engine. On the Cheyenne IIXL, turn ON the bleed air switches. For detailed engine startup procedures, consult the

section “NORMAL PROCEDURES” in our manual (Box versions: You can nd this part of the manual in a PDF le on your CD-ROM).

Taxi to the runway

Before taxiing, make sure that all doors are closed and secured. Switch ON the no-smoking and seatbelt signs (these signs are ON per default when the aircraft is loaded in cold & dark state), also switch ON the taxi lights. If not done already, move the prop levers to FULL FORWARD. As for the most propeller aircraft, the Cheyenne requires only minimal power to start rolling. Apply some power with the power levers, then pull them back to idle. You will notice that the plane starts to accelerate to a quick taxi speed of around 15-20 KIAS. If your Cheyenne accelerates too fast you may want to move the propeller levers somewhat into BETA range to reduce the effectiveness of the propeller blades. You may use mouse clicks, the mouse wheel or <SHIFT>-<F2> for this.

If you haven’t set the trim yet, now it is the time to do it. The Cheyenne has a white mark on the trim indicator for take off under normal loads. With only a few passengers on board you need to trim her a bit more nose up, otherwise when trimmed “on the mark”, the aircraft is well prepared for the initial climb.

Set your aps as desired (you may take off without aps; however the use of 15° aps is recommended for shorter runways). When arriving at the holding position, check your ight controls again for free movement. To prepare for automatic ight, activate the ight director (FD) and select the rst

altitude using the altitude preselector. Program your GPS, if desired, and dial in your assigned transponder code into transponder 1. Activate the environmental systems, and set the pressurization system. If your cruise altitude is below ca.

12.000 feet, set the cabin altitude to 500 feet above eld elevation. Otherwise,

set the cabin altitude controller to the nal cruising altitude, and move the air

control lever to PRESSURIZED AIR.

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Powerback (in emergency situations only)

If there is not sufcient space in front of the aircraft to start taxiing, you may

force the Cheyenne to move backwards with the help of the propeller. To achieve this, move the propeller levers into reverse range. You need to be careful with the power lever during that maneuver. You may either use the <F2> key - a few

single key presses are sufcient – or the mouse wheel on the throttle panel.

If the aircraft starts rolling too fast, do not use the brakes, as this will lift the nose into the air and the tail will hit the ground. Subsequent repair costs will be substantial. A better idea is to move the power levers back towards idle <F3> or use the mouse wheel. As the plane stops, step on the brakes and set the power levers to full idle. Steering while rolling backward is possible with differential wheel brakes, using the <F11> and <F12> keys or a rudder pedal set.

Take off

When all preight checks are completed and you are ready for takeoff, report

“ready for departure” to tower. When takeoff clearance is received, switch your transponder from SBY to ALT, turn ON the landing lights, the strobes and the recognition lights, and enter the runway to taxi into position. Gently move the power levers forward to about 50% of its full range, and monitor torque and ITT to rise. Release the brake and continue to advance the power levers until your desired power setting has been reached (consult the performance charts for maximum takeoff power settings, Do not move the power levers all the way

forward!!!). Check the rst red line on the torque gauges for an indication of

maximum power.

Depending on the weight of your aircraft, rotate between 90-100 KIAS until 10° nose-up pitch attitude has been established. At a minimum altitude of 50 feet AGL, retract the landing gear and continue to accelerate 10KIAS above the minimum safe speed. The minimum safe airspeed is indicated by the blue line on your airspeed indicator gauge. At 500 feet AGL, start following your assigned

departure route. If you intend to use the autopilot, rst turn on the ight director,

and sync it to your current pitch attitude using the FD SYNC button on the control yoke. If desired, turn ON the autopilot and the yaw damper. Use the vertical trim/ pitch attitude button/knob on the autopilot to establish a steady climb. Retract

the aps at appropriate speed.

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Climb

To achieve an appropriate climb conguration, reduce propeller RPM to 1900

or 2000 RPM, as desired (check the performance charts for appropriate RPM settings). When passing the transition altitude, set your altimeter to standard pressure (29.92 inches or 1013 hpa). Altitudes above the transition altitude are

referred to as “ight levels”. As the landing gear is already retracted, turn OFF

the landing lights. No-smoking and seatbelt signs may be set as desired.

When reaching higher ight levels during climb, the maximum available torque

will start to decrease. Consult the performance chart “Maximum climb power – torque” and the kneeboard reference section for maximum climb power settings and recommended climb speeds. Closely monitor ITT, and start to lower the nose to avoid a drop in speed. On the Cheyenne II and IIXL, you may want to use autopilot modes IAS or SPD PRF to adjust your pitch attitude automatically.

When reaching the armed altitude, the plane gently acquires a lower climb rate

and will subsequently level off at the desired ight level. The autopilot switches

from ALT ARM to ALT HOLD. If you want to stay at that level, you need to adjust the engines to the recommended cruise power settings. If this was just an interim level-off and you intend to continue the climb, (you may have been cleared by ATC to that interim level only), dial in the new altitude with the altitude preselector, select ARM, and establish again a climb pitch attitude. Typical climb

rates at higher ight levels are around 1000 fpm (feet per minute).

Cruise

When cruise level is reached, apply recommended cruise power settings, as indicated on the performance tables. For example, a typical cruise in the Cheyenne I at FL240 means 833 ft-lb torque at 2000 RPM, which will result in around 230 kts TAS cruising speed. Some Cheyenne models also differentiate between Maximum Cruise Power (basically the maximum speed you can achieve) and Economy Cruise

Power, which offers the best trade between ight time and range.

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Descent

During descent, a 3° descent angle is desired. To calculate the correct top of

descend, use this simple formula: Difference in ight level divided by 10 and

multiplied by 3 gives you the distance needed to establish a 3° descend angle. The descent rate is calculated by ground speed (GS) * 5.

Example: You want to descent from FL260 to FL120, and your ground speed (GS) is 250 kts. According to our formula we need 42nm for the descent (260 – 120 =

140. 140 / 10 x 3 = 42nm) with a sink rate of 1250 fpm (250 x 5 = 1250fpm).

In clean air you may want to accelerate your airspeed just below the red line indicator which depicts the maximum allowed airspeed. Reduce power settings as

needed for the descent. When descend is established, select the aireld elevation

+500 feet on the cabin altitude controller, and monitor the pressurization gauges for the cabin altitude to drop. As torque increases during descent, reduce power further to stay within limits. No-smoking and seatbelt signs may be set as desired. Also, turn ON the landing lights just before entering the approach phase.

Approach

During the approach phase you may have to follow a dened arrival and approach procedure, or just get vectors to the nal by ATC. As it is likely that there is other trafc around you, try to keep your speed high as long as practicable. Typical

airspeeds should be around 180 to 200 KIAS. Be advised that you need to reduce speed before intercepting the ILS localizer and glideslope. Maximum 180 KIAS to the localizer and maximum 160 KIAS to the glideslope are typical values, unless ATC instructs you otherwise. High speeds on the GS are not

recommended, because for speed reduction you need to extend the aps and the landing gear. Maximum speeds are around 170-180 KIAS for 15° aps and 150

KIAS for gear extension (check the limitation tables for precise values). As you want to handle your plane gently, try to stay somewhat below these values.

According to above rules you may set the aps to 15° when the glideslope becomes

alive. Appropriate torque settings are around 450 ft-lb, just above the point where automatic ignition is turned on. At 145 KIAS extend the landing gear and raise the

TQ to 500 ft-lb. This will give you a nal approach speed of125-130 KIAS.

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Landing

When reaching the runway approach lights, set aps to full (40°) and increase

the propeller levers slowly to maximum RPM (Cheyenne II and IIXL only). The speed depletes slowly, and with 500 ft-lb torque, and your airspeed at the blue

line you are fully congured for nal approach. Latest at 200 ft AGL switch off

the autopilot and the yaw damper to continue the approach manually.

When passing 50 feet AGL prepare to are. At 20-30 feet AGL set the power levers to idle, pull the ight controls slightly to are for touchdown. Your landing

speed should be around 90 KIAS, depending on the airplane model and weight. To decelerate after touchdown, move the power levers into REVERSE range (use the <F2> key or the mouse wheel on the center pedestal power levers), and apply wheel brakes carefully. When the speed drops below 40 KIAS, set the power levers back to IDLE and continue to apply brakes to slow down to taxi speed. As mentioned before you may want to set to power levers to BETA Range now to avoid high taxi speeds (especially as the plane usually taxies faster now due to the reduced weight). When the runway is vacated, turn OFF landing lights, strobes and recognition lights. Turn ON taxi lights and set your transponder to SBY. Continue to taxi to your parking position. When your parking position is reached, set the parking brake, then perform the shutdown procedures as outlined in the manuals “NORMAL

PROCEDURES” section (Box versions: You can nd this part of the manual in a PDF le on your CD-ROM).

Thank you for following this tutorial, and we hope that you enjoyed the ight!

Aerosoft PA-31T Operation Manual

Specifications and Main Features

Frequently Asked Questions

User Manual