FlightSafety PILOT TRAINING MANUAL CHAPTER 1 AIRCRAFT GENERAL CONTENTS INTRODUCTION.. GENERAL STRUCTURES... General .. Fuselage ... Wing .. Empennage... AIRPLANE SYSTEMS.. Electrical Power Systems.. Lighting... Master Warning System... Fuel System .. Powerplants... Fire Protection ... Pneumatics... Ice and Rain Protection .... Environmental Systems .... Hydraulic System ... Landing Gear and Brake: Flight Controls... DECEMBER 1984 FOR TRAINING PURPOSES ONLY 1aA, PILOT TRAINING MANUAL, Avionics . Oxygen System LIMITATIONS... General... Weight Limitations. Center-of-Gravity Limitations... Operating Limitations .. Airspeed Limitations. Airspeed Indicator Markings. Engine Instrument Markings—Cheyenne III... Engine Instrument Markings—Cheyenne IIIA... Miscellaneous Instrument Markings—Cheyenne III and IIIA, WALKAROUND .... 444i FOR TRAINING PURPOSES ONLY DECEMBER 1984Figure 11 1-2 1-3 1-4 Table 1-2 1:3 1-4 FlightSafety mA, PILOT TRAINING MANUAL, ILLUSTRATIONS Title Page Cheyenne III and IIIA... Airplane Dimensions Ground Turning Radi. Fuselage Sections .... Nose Section ... Cockpit Layout (Typical) Cabin Interior (Typical)... Crew Seat Controls. Cabin and Cargo Doors... Emergency Exit . Pilot’s Windshield and Side Window .... Wing. Nacelle Baggage Compartment. Empennage. Airspeed Indicator Markings. TABLES Title Page Center-of-Gravity Limitations ... Seating Limitations... Cheyenne III Airspeed Limitations ... Cheyenne IIIA Airspeed Limitations DECEMBER 1984 FOR TRAINING PURPOSES ONLY 1-11FlightSafety LA, PILOT TRAINING MANUAL CHAPTER 1 AIRCRAFT GENERAL INTRODUCTION This training manual provides a description of the major airframe and engine systems installed in the Piper Cheyenne Il] and IIIA series airplanes. The information contained herein is intended only as an instructional aid. This material does not supersede, nor is it meant to substitute for, any of the manufacturer’s maintenance or operating manuals. The material presented has been prepared from the basic design data. All subsequent changes in airplane appearance or system operation will be covered during academic training and subsequent revisions to this manual. Chapter 1 covers the structural makeup of the airplane and gives an overview of the systems; it also contains operating limitations and a pictorial walkaround of the airplane. Appendix B in this manual displays all light indications and should be folded out for reference while reading this manual. GENERAL The Cheyenne III and IIIA series airplanes are pressurized, all-metal, low-wing, twin-engine turboprop airplanes with retractable landing gear. They have a T-tail and are powered by 720 shp Pratt and Whitney PT6A series engines. They seat six to eleven people including the crew. DECEMBER 1984 ‘Cheyenne III and IIIA operation is authorized for one pilot. The airplanes are certified in ac- cordance with FAR Part 23 as Normal Category airplanes, and are approved for flight in VFR, IFR, and known icing conditions when the re- quired equipment is installed and operational. Figure 1-1 shows the Cheyenne III and IIIA. FOR TRAINING PURPOSES ONLY 141mma PILOT TRAINING MANUAL, CHEYENNE Ill CHEYENNE IIIA Figure 1-1. Cheyenne Ill and IIIA STRUCTURES fiber, and other materials used as needed. The airplane structure consists of fuselage, wings, GENERAL and empennage. The discussion on the fuselage includes the doors and windows. General dimen- Most of the airplane structures are fabricated of sions are shown in Figure 1-2. Figure 1-3 shows high-strength aluminum alloy, with steel, glass ground turning radii. 4-2 FOR TRAINING PURPOSES ONLY DECEMBER 1984FlightSafety 7A PILOT TRAINING MANUAL, Figure 1-2. Airplane Dimensions DECEMBER 1984 FOR TRAINING PURPOSES ONLYFlightSafety A PILOT TRAINING MANUAL 75' 0" (22.86M) TOWED 84” 0" (25.609M) STEERED Figure 1-3. Ground Turning Radii FOR TRAINING PURPOSES ONLY 1:3FUSELAGE The fuselage is divided into the nose, center, and aft sections. These are shown in Figure 1-4. Nose Section The unpressurized nose section houses the hy- draulic power pack for the landing gear, nose landing gear, accessory section, avionics section, a 24-VDC nicad battery, and a baggage compart- ment. The nose accessory section houses the environmental control system. Access to the ac- cessory section is through a panel on the right side of the nose. The avionics section access is through CENTER SECTION a coir FRONT PRESSURE BULKHEAD ure 1-4, 14 1A PILOT TRAINING MANUAL, FOR TRAINING PURPOSES ONLY FlightSafety apanel on the left side of the nose immediately aus of the nose baggage compartment door. The nose baggage compartment is limited to 300 pounds. Figure 1-5 illustrates the nose section and radome. Nose Baggage Compartment Door ‘The nose baggage compartment door is located on the left side and provides access to the baggage compartment. (See Figure 1-5.) The handle is flush-mounted and released by unlocking the door with a key. The door is hinged at the top and opens outward and up. To close the door, a door holder link must be pushed in, then the door lowered, The handle must be pushed in and the PASSENGER, SECTION REAR, PRESSURE BULKHEAD Fuselage Sections DECEMBER 1984Figure 1-5. Nose Section DECEMBER 1964 1a, PILOT TRAINING MANUAL, FlightSafety door locked before the key can be removed. When the door is not secure, a BAGGAGE DOOR an- nunciator light illuminates. The radome, when not secure, also activates the same annunciator light, The nose compartment is equipped with a courtesy light for night loading. The light will illu- minate even if the battery master switch is off; consequently, leaving the door open for extended periods is not recommended. The handle to release the radome and allow it to be opened is located in the nose baggage com- partment. Pressurized Center Section The center section includes the cockpit, passen- ger cabin, and aft baggage compartment. The instrument panel will accommodate complete in- struments and avionics for VFR and IFR flight and includes engine monitoring gages, radio, navigation equipment, autopilot controls, and pressurization and cabin comfort controls. The overhead panel includes light switches, wind- shield and pitot heat switches, surface deice and engine ice protection switches, oil cooler door controls, fuel pump, ignition and starter switches, and the battery master switch. A typical instrument panel is shown in Figure 1-6. The passenger cabin is separated from the cockpit by folding curtains or sliding doors located immediately behind the pilots’ seats and forward of the cabin seats. The cabin arrange- ment varies widely due to customer preference of available options. A typical seating arrange- ment in the Cheyenne is two crew seats and six or seven reclining, adjustable passenger seats, each equipped with an adjustable headrest and two armrests (Figure 1-7), The outboard armrest is fixed and the aisle armrest is of a swing-away design for ease of entry and exit. The standard seats are track-mounted to allow movement fore and aft and are reversible for a foursome ar- rangement. An ashtray, a reading light, and an adjustable individual ventilation control are also standard for each passenger seat. For increased passenger capacity, additional full-size seats may be installed to expand to nine-place seating. The FOR TRAINING PURPOSES ONLYA FlightSafety n7mA PILOT TRAINING MANUAL, Figure 1-6. Cockpit Layout (Typical) FOR TRAINING PURPOSES ONLY 1-5high-density seating arrangement seats up to 11 people including the crew. The crew seats are adjustable three ways: fore and aft, up and down, and reclinable. The lever nearest the floor controls fore and aft move- ment, the center handle controls up-and-down movement, and the smaller top handle controls angle of recline (Figure 1-8). Safety belts are installed on all seats. Shoulder harnesses with self-adjusting inertia reels are in- stalled on the pilot and copilot seats. The inertia reels allow the shoulder harness to extend or retract during normal body movement; how- ever, the strap locks securely in place’ under sharp forward force. To check the function of the inertia reel, tug sharply on the strap. The reel w/A, PILOT TRAINING MANUAL, FlightSafety should lock under this test and prevent the strap from extending. Figure 1-8. Crew Seat Controls CHEYENNE II jure 1-7. 1-6 FOR TRAINING PURPOSES ONLY CHEYENNE IIIA Cabin Interior (Typical) DECEMBER 1984Immediately forward of the aft pressure bulk- head is the aft baggage compartment. It has a baggage tiedown web. The compartment has a volume up to 31 cubic feet, depending upon seating arrangement and cabinetry options, and will accommodate up to 300 pounds of cargo. A placard attached to the rear of the compartment indicates the maximum loading capacity of the aft compartment. The compartment is accessible from the cabin in flight. Baggage tiedown straps must be used in all baggage areas for safe and secure stowage of baggage. NOTE It is the pilot's responsibility to be sure that the airplane is properly loaded and that the airplane CG falls within the allowable CG range. The cabin is furnished with indirect lighting which extends the length of the cabin. These lights are located above the window trim panels in the Cheyenne III and beneath each passenger seat in the Cheyenne IIIA, allowing more headroom. Additional features for the cockpit area include a pocket for papers and registrations, and a storm window located on the pilot’s side of the cockpit. Utility pockets are attached to the backs of the passenger seats. The cabin is equipped with No Smoking and Fasten Seat Belt lights controllable from the cockpit. Other features are Figure 1-9 DECEMBER 1984 A PILOT TRAINING MANUAL FlightSafety cabin (III only) and cockpit cigar lighters, in- dividual oxygen masks, and coat hanger support bars with hangers in the aft baggage area, Optional equipment includes choice of interior, front and rear cabin dividers, toilet, forward and aft refreshment center, forward storage cabinets, executive folding tables with map, aft vanity unit, and tinted windows. The interior comes in a choice of fabric, vinyls, and leather. Scotchguard- ed fabrics are used throughout the cabin. Optional flight instruments located in the cabin are available. These instruments are a cluster of digital readout displays for the true airspeed, time, outside air temperature, and altitude. ‘A stereo system is available as an optional in- stallation. The system provides individual stereo headphones for passenger listening. Optional folding tables, storage cabinets, and refreshment centers are available. Cabin Door The cabin door is located on the left side of the fuselage, aft of the wing. The door is hinged at the bottom and swings out and down when opened, as seen in Figure 1-9. A pneumatic door extender ensures slow opening of the door. An entrance light switch is located on the inside for- ward edge of the door near the top step. Cabin and Cargo Doors FOR TRAINING PURPOSES ONLY 17NOTE The door should be supported when initially opening to prevent possible damage or injury in case the pneumatic door extender fails. A stairway is built onto the inboard side. The steps fold flat against the door when it is closed. When the door is fully extended, it is supported by two plastic-encased cables which also serve as handrails. The handrails are used when closing the door from the inside. The door is equipped with an in- flatable rubber seal which is activated by a door locking pin when pneumatic pressure is avail- able. The door handles rotate to lock or unlock the door. A knob must be pulled on the inside of the door before the inside handle can be rotated. The door handle operates seven door locking pins, three on each side edge and one on the lower edge. Each pin operates a microswitch. The seven microswitches are wired in series; therefore, all must be contacted by pins to ex- tinguish the CABIN DOOR annunciator light. The bottom pin on the forward edge of the door electrically relieves the door seal pressure when the handle is rotated to the unlocked position. The door is opened from the outside by lifting the flush-mounted handle and rotating it clockwise. The door features a key lock for ground security. Cargo Door (Optional) The optional cargo door for Cheyenne airplanes permits loading of bulky items into the aft bag- gage compartment (see Figure 1-9). The door can be opened only when the main cabin door is open by pushing in on the left side of the door handle and rotating it counterclockwise. The cargo door must be raised manually until it latches. To lower the door, push up on the knurled knob on the door support arm, lower the door, turn the handle clockwise until it latches securely to the fuselage, and push in on the right side of the handle. Emergency Exit The Cheyenne III and IIIA series one right-hand passenger window which serves 1-8 FOR TRAINING PURPOSES ONLY M/A PILOT TRAINING MANUAL FlightSafety as an emergency exit. All models have an in- struction placard on the handle (Figure 1-10). The Cheyenne emergency exit is opened by removing the Plexiglas cover on the handle, pull- ing the handle, and pulling the window into the cabin. There are no handles for opening the emergency exit from outside the airplane. PULL EMERGENCY EXIT a Figure 1-10. Emergency Exit DECEMBER 1984When performing the exterior walkaround, check that the emergency exit is flush with the fuselage skin. Windows The pilot’s and copilot’s windshields are made of laminated glass and vinyl and are equipped with electric heating elements. (See Chapter 10, “Ice and Rain Protection," for more informa- tion.) A storm window is installed in the pilot’s side window (Figure 1-11). Figure 1-11. Pilot's Windshield and Side Window All windows other than the windshields are clear, stretched, acrylic plastic. The windowpanes are sealed into the fuselage window openings and form an integral part of the pressure vessel. Aft Section The aft fuselage section is unpressurized. Access to this area is for maintenance purposes only. WING The wingsare all-metal, full cantilever, semimono- coque structures (Figure 1-12). Each wing carries five fuel tanks: one wet wingtip fuel tank, three bladder fuel cells, and one wet nacelle tank. ‘The main landing gear retract into wheel wells in the bottoms of the wings. Within each wing is an I-beam main spar which extends into the center of the fuselage where the spars are joined with butt fittings, making, in effect, one continuous main spar. Additional wing support is provided by front and rear spars, which attach to each side of the fuselage. Included on the wings are the engine nacelles, flaps, and ailerons. DECEMBER 1984 A PILOT TRAINING MANUAL. Figure 1-12. Wing The engine nacelles are integral parts of the wings. They provide efficient streamlined struc- tures for mounting the engines and for fuel storage. The Cheyenne III and IIIA have bag- gage compartments built into the aft part of the nacelles (Figure 1-13). Figure 1-13. Nacelle Baggage Compartment FOR TRAINING PURPOSES ONLY 1-9Each nacelle compartment has a load capacity of 100 pounds. Access to the compartment is gained through a door atop the nacelle. The interior floors of the compartments are carpeted to pre- vent baggage items from being damaged. To open, unlock and push on the forward end of the handle and raise the aft end of the handle. The door will now open and remain in the up position, held by a gas cylinder. A placard on the underside of each door details the loading capacity and restrictions for the nacelle baggage compartment. The metal flaps are electrically operated; the ailerons are all-metal and are mass balanced. The right aileron has a manually operated trim tab. EMPENNAGE The empennage (Figure 1-14) is a T-tail design consisting of a vertical stabilizer, a rudder, a horizontal stabilizer, and elevators. The rudder and left elevator have trim tabs which are man- ually operated. Electric elevator trim is also pro- vided. The right elevator has an antiservo tab to provide pitch control forces. The empennage group components are metal cantilever struc- tures with removable composite tips. Both the vertical and horizontal stabilizers incorporate two full-span main spars. Figure 1-14. AIRPLANE SYSTEMS The following is a brief introduction to the ma- jor airplane systems on the Cheyenne III and 1-10 FOR TRAINING PURPOSES ONLY A PILOT TRAINING MANUAL FlightSafety IIA airplanes. Detailed descriptions of these systems are contained within the individual chapters of this training manual. ELECTRICAL POWER SYSTEMS The airplane electrical system is a 28-VDC system which receives power from a nicad battery, two DC starter-generators connected in parallel, or through an external power receptacle. Two in- verters supply AC power for various combinations of radio equipment, autopilot/flight director, and radar installations. Electrical switches, a volt- meter, and two ammeters are located overhead in the cockpit. Circuit-breaker panels are located to the left of the pilot, right of the copilot, and on the floor between the crew seats. There is a master cau- tion light, a warning horn, and associated lights for crew advisory and warning. LIGHTING All cockpit, instrument, cabin, and exterior lights are controlled by switches on the pilot’s overhead light control panel. Lighting includes standard navigation lights, two landing lights (one landing light is used as a taxi light) on the nose gear strut housing, strobe lights on both wingtips, a recognition light in the nose cone of the tip tanks, and a 50-watt wing ice inspection light located outboard in the left engine nacelle. Cabin lighting includes two dome ights and eight or ten reading lights. Cockpit lighting consists of various indicator lights, in- strument panel lighting, pedestal lights, and two map lights. The overhead switch panel and circuit-breaker panels are electroluminescent. The courtesy lights are a baggage compartment light in the nose section, an overhead cargo light in the aft baggage compartment, and passenger entrance step lights. MASTER WARNING SYSTEM The flight crew receives automatic indication of system operation through annunciators, a MASTER WARN light reset button, and a warning horn, The annunciators are red, amber, DECEMBER 1984and green and denote warning, advisory, and systems operational channels, respectively. The annunciators are located on the glareshield. FUEL SYSTEM The Piper Cheyenne III and IIIA fuel systems consist of two separate wing fuel systems con- nected by a crossfeed line. The systems are con- trolled from the fuel management panel and overhead switches, accessible by either the pilot or copilot. Fuel for each wing fuel system i stored in a tip tank, a nacelle tank, and three in- terconnected bladder tanks. Total airplane usable fuel is 560 gallons. The fuel system consists of conventional tip, wing, and nacelle tanks, electrical boost pumps, engine- driven fuel pumps, and the crossfeed system. The engine receives high-pressure fuel from the engine- driven, high-pressure fuel pump, which is supplied with low-pressure fuel from the engine-driven, low-pressure pump and the electrically driven boost pump. Three modes of operation are pos- sible: normal, crossfeed, and suction feed. Each fuel system is serviced through a nacelle filler cap and a tip tank filler cap. POWERPLANTS The Cheyenne III and IIIA are powered by two Pratt and Whitney PT6A-41 and -61 series reverse-flow turboprop engines, respectively. Both the -41 and -61 engines are flat-rated at 720 shp. The engines feature three-blade Hartzell full-feathering, reversible, constant-speed pro- pellers. Engine controls include power, condi- tion, and propeller levers. The engines have an accessory drive section at the rear of the engine. Bleed air from each engine compressor supplies the pressurization and pneumatic systems. The -41 and -61 series engines are basically the same. Each engine is equipped with a fire detec- tion system as standard equipment. An optional fire-extinguishing system is available. DECEMBER 1984 Beyene wwa PILOT TRAINING MANUAL, FlightSafety FIRE PROTECTION The Piper Cheyenne III and IIIA airplanes have independently operating fire detection systems on each engine. The systems include detection circuits which display information in the cockpit and also actuate a warning horn. The optional engine fire-extinguishing systems are controlled from the cockpit. A portable fire extinguisher is provided inside the airplane. PNEUMATICS Pneumatics for the Cheyenne III and IIIA is supplied by the engine bleed-air system. Pressur- ized air is utilized by three systems: (1) the en- vironmental control system, (2) the auxiliary bleed-air supply for deicer boots, gyros, and cabin pressure control system, and (3) the emer- gency bleed-air cabin pressurization system. The engine compressors supply a common source of air. The bleed-air ducts are protected by check valves to isolate leaks or prevent reverse flow due to differential engine power or engine-out operation. Auxiliary bleed air is conditioned by intercoolers to reduce its temperature. Airflow can be shut off to the air-conditioning system, but not to the other systems. Annunciator lights provide warn- ing of bleed-air overtemperature, ICE AND RAIN PROTECTION The Cheyenne ice and rain protection systems are designed to prevent, or dispose of, ice or rain on the critical areas of the airplane external structures and other selected components. Although intended primarily for in-flight opera- tion, some of the systems may be used for ground operations within limitations. Three sources of energy are used to accomplish anti-icing and deicing: engine bleed air (pneumatics), electrical (heat), and inertial (ice deflection). The wing and empennage leading edges are protected from icing by pneumatically inflated boots. The windshields, propellers, pitot tubes, stall warning vanes, and engine air FOR TRAINING PURPOSES ONLY 11inlets are electrically heated. The engines are protected against ice ingestion by electrically ac- tuated ice deflector and bypass doors. All ice protection systems are managed as anti-icing sys- tems with the exception of the inflatable boots, which is a deice system. ENVIRONMENTAL SYSTEMS The Cheyenne environmental control system (ECS) uses engine bleed air for pressurization, heating, cooling, and ventilation. The ECS air- cycle machine is located in the nose accessory section. Access to the ECS bay is through a panel on the right side of the nose. Automatic protection is incorporated to prevent exceeding preset positive and negative cabin at- mosphere pressure differential, in addition to preventing pressurization while the airplane is on the ground. HYDRAULIC SYSTEM The hydraulic system of the Cheyenne III and IIIA consists of a main hydraulic system, an emergency hydraulic system, and an emergency air system. The hydraulic power system consists of a power pack, hand pump, actuating cylin- ders, hydraulic lines, filters, and hydrauli pumps. The hydraulic power pack is located in the fuselage nose section just aft of the nose bag- gage compartment and is operated by a landing gear selector located on the lower left instrument panel. The function of the hydraulic system is to provide pressure for the operation of the landing gear and inboard gear doors. LANDING GEAR AND BRAKES Landing Gear The retractable tricycle landing gear is extended or retracted hydraulically. Doors cover the gear com- 1-12 FOR TRAINING PURPOSES ONLY 1A, PILOT TRAINING MANUAL FlightSafety pletely when retracted. The gear struts are ait-oil units, Individual gear position is indicated by three green lights, which illuminate when the gear is fully extended. A red light illuminates when the gear is in transit and if any landing gear is not fully up or down and locked in agreement with the landing gear selector. A backup manual extension system and a pneumatic backup system for gear extension are installed. The system uses high- pressure nitrogen stored in bottles. This is used if both the normal and the manual backup systems fail. Nosewheel steering is controlled by the rud- der pedals while the gear is down. Brakes The brakes are hydraulically actuated by pres- sure from master cylinders actuated by the pilot’s or copilot’s rudder pedals. Depressing the tops of the rudder pedals directs master cylinder pressure through a parking brake valve to the rotating-disc brake assembly in each main gear wheel. Each pedal controls braking on the corre- sponding gear; therefore, differential braking is possible. A separate brake reservoir in the nose section supplies fluid to the system. The parking brake is set by using the brake pedals and pulling out on the parking brake handle. FLIGHT CONTROLS Cheyenne III and IIIA airplanes are equipped with conventional, manually actuated primary flight controls operated through cables, belleranks, and pushrods. The ailerons and rud- ders are conventional; the horizontal stabilizer and elevators are mounted at the extreme top of the vertical stabilizer, conforming to the T-tail configuration. Rudder, aileron, and elevator trim are manually controlled and mechanically ac- tuated. Electrical elevator trim is installed as a part of the autopilot system. Secondary flight controls consist of electrically actuated wing flaps. A dual stall recognition system provides aural and visual stall recognition and stall warning. DECEMBER 19841A AVIONICS The basic navigation components of the Cheyenne avionics consist of the pitot and static systems and the outside air temperature gage. Dual pitot systems and dual instrumentation are standard on the Cheyenne IIT and HIA. A ‘‘q” sensor, installed within the pilot’s pitot and static system, senses dynamic impact pressure and acts as a back-up control for systems which operate through the landing gear squat switches, The most commonly used flight control system which is certified for use in the Cheyenne III and ILIA is the KFC 300 automatic flight control sys- tem. The system may be operated as a flight director alone, with the pilot steering the air- plane to satisfy the flight director command presentation, or the autopilot may be engaged to automatically steer the airplane to satisfy flight director commands. Static discharge wicks are installed on all trailing edges to lessen electrical interference in com- munications equipment. OXYGEN SYSTEM ‘The Cheyenne III and IIA are equipped with a supplemental oxygen system for emergency use. ‘The system is supplied by a high-pressure oxygen cylinder located in the nose section. Oxygen is delivered to the pilot and copilot through outlets in the left and right cockpit side panels. The Cheyenne III crew masks are continuous-flow; the IIIA crew masks, diluter-demand. Oxygen is delivered to the passengers through lanyard- operated continuous-flow masks in the III and IIIA. The masks are attached to the outlets and are stored in pairs in overhead compartments adjacent to the seats. The Cheyenne III over- head doors must be opened manually; the IIIA doors will deploy automatically when the cabin altitude exceeds 12,000 to 12,500 feet, if not already deployed manually. DECEMBER 1984 FOR TRAINING PURPOSES ONLY FlightSafety PILOT TRAINING MANUAL, LIMITATIONS GENERAL The limitations presented in this chapter focus primarily on the operational capabilities of the airplane. Specific system limitations are pro- vided in each individual system’s chapter with the exception of instrument markings, which are presented in this chapter. Refer to the approved Airplane Flight Manual (AFM) for the complete limitations listings. WEIGHT LIMITATIONS It is the responsibility of the pilot to assure that the airplane is properly loaded. See the Weight and Balance section of the approved AFM for loading instructions. Maximum ramp weight..........s.s+++ 11,285 Ibs Maximum takeoff weight . = 11,200 Ibs Maximum landing weight .. = 10,330 Ibs Maximum zero fuel weight (200 Ibs in wing lockers) .. sess 9,350 Ibs Maximum zero fuel weight (wing lockers empty) .. sessseeeess 94150 Ibs. Minimum flying weight ...........0:.++++ 6,662 Ibs Maximum weights in baggage compartments Forward (6 inches aft of datum)........ 300 Ibs Aft (291 inches aft of datum) Commuter Configuration .. Aft (301 inches aft of datum) Executive Configuration ... -+ 200 Ibs 200 Ibs Aft (21 inches aft of datum) .. 100 Ibs Wing lockers (180 inches aft of datum) each locker .. 100 Ibs 1413mA, CENTER-OF-GRAVITY LIMITATIONS Table 1-1 lists the center-of-gravit for the Cheyenne III and IIIA. limitations OPERATING LIMITATIONS Types of Operation Flight is authorized in the following conditions when required equipment is installed and opera- tional: VER day/night IFR day/night FightSafety PILOT TRAINING MANUAL, * Known icing conditions FAR Part 91 operations, when all pertinent limitations and performance considera- tions are complied with Refer to the applicable AFM for the specific equipment list which identifies the systems and equipment upon which type certification for each kind of operation was predicated and which must be installed and operable for the particular kind of operation indicated. 33,000 ft 35,000 ft Cheyenne III Cheyenne IITA ....ssesss0005 Table 1-1. CENTER-OF-GRAVITY LIMITATIONS CHEYENNE Ill AND IIIA NORMAL* Weight Forward Limit Rearward Limit Pounds Inches Aft of Datum | Inches Aft of Datum Ramp 11,285 130.4 1975, Takeoff 41,200 1303 1375 7,330 126.0, 1375 6,662 126.0 1375 LIMITED WITH AT LEAST ONE STALL WARNING HORN OPERABLE Weight Forward Limit Rearward Limit Pounds Inches Aft of Datum | Inches Aft of Datum Ramp 11,285 130.4 1356 Takeoff 11,200 130.3, 135.6 40,000 129.0 135.6 8,800 1277 1277 NoTE: Straight line variation between points indicated. The datum line is located 137.0 inches forward of the wing main spar centerline, “See AIRCRAFT WEIGHT VS CENTER OF GRAVITY charts In the POH. 1:14 FOR TRAINING PURPOSES ONLY DECEMBER 1984Outside Air Temperature Flight is not approved in known icing conditions in ambient temperatures below ~30° C. Climb Condition Limitations Engine cooling has been demonstrated with oil cooler doors open for all flight operations from sea level to 35,000 feet at an International Stan- dard Atmosphere (ISA) temperature plus 66° F. Engine cooling has been demonstrated with oil cooler doors in the mid position for all flight operations from sea level to 35,000 feet at ISA plus 40° F. Maneuver Limitations The Cheyenne III and IIIA are Normal Category airplanes and are limited to maneuvers incident to normal flying including stalls (except whip stalls), lazy eights, chandelles, and steep turns in which the angle of bank is not more than 60°. No acrobatic maneuvers, including spins, are approved. Flight Maneuvering Load Factor Limitations 1A, PILOT TRAINING MANUAL. Fight$afety =1.29G 2.006 Negative load factor (flaps up)...... Positive load factor (flaps down) NOTE No inverted maneuvers approved. Minimum Flight Crew The minimum crew for operating the Cheyenne II and IIIA is one pilot. Seating Limitations Table 1-2 lists the seating limitations for the Cheyenne II] and IIA. AIRSPEED LIMITATIONS Tables 1-3 and 1-4 list the FAA-approved air- speed limitations. The Limitations section of the approved AFM should be referenced for more detailed information and maximum operating speeds for altitudes other than those given here. Positive load factor (flaps up). 3.23G Table 1-2. SEATING LIMITATIONS CONFIGURATION | NO. SEATS | INCHES AFT DATUM Crew Seating 2 99.0 a WA Commuter 2 1312 | 1312 Passenger 2 1677 | 1677 2 201.7 | 2017 2 235.7 | 235.7 1 270.7 | 270.7 Executive 2 ss77 | 1977 Passenger 2 1247 | 1906 2 2187 | 2220 1 2779 2779 DECEMBER 1984 FOR TRAINING PURPOSES ONLYMA Table 1-3. CHEYENNE III AIRSPEED LIMITATIONS. lightSafety PILOT TRAINING MANUAL, Table 1-4. CHEYENNE IIIA AIRSPEED SPEED KIAS Maximum Operating Speed (Viyo)—Do not Jexceed this speed In any operation (up to 17,400 ft... {See POH for speeds above 17,400 ft.) Design Maneuvering Speed (Va)—Do not make ull or abrupt control movements above this [speed 11,200 Ib, 6,662 Ib... NOTE: Linear interpolation may be used for intermediate gross weights. Maximum Flaps Extended Speed (Vr_)—Do not lexceed this speed at the given flap setting. 10° flap (Approach) 30° flap (Landing) Maximum Gear Extended Speed (V,e)—Do not Jexceed this speed with landing gear extended. Maximum Landing Gear Operating Speed (V.o;—Do not operate landing gear above this speed. Extension, Retraction... Air Minimum Control Speed (Vy4ca)—Lowest airspeed at which airplane is controllable |with one engine operating and no flaps. Stall Speed (Vso)—Stall speed with gear Jdown, full flaps down, power Off... Stal Speed (Vey) Stall speed with gear and flaps up, power off. NOTE: Maximum altitude loss in a stall is 700 feet. Revision 1—December 1985 FOR TRAINING PURPOSES ONLY LIMITATIONS [seco ras Maximum Operating Speed (Vyic)—Do not exceed this speed In any operation (up to 22,000 ft)... (See POH for speeds above 22,000 ft) 244 Design Maneuvering Speed (V,)—Do not make full or abrupt control movements above this speed. 11,200 Ib... 6,662 Ib... 173 NOTE: Linear interpolation may be used for intermediate gross weights. Maximum Flaps Extended Speed (Veg)—Do not Jexceed this speed at the given flap setting 10° flap (Approach). — se 194 30° flap (Landing) 150 Maximum Gear Extended Speed (Vi_)—Do not lexceed this speed with landing gear extended... 172 Maximum Landing Gear Operating Speed (V,o-—Do not operate landing gear above this speed. Extension. Retraction 172 154 /Air Minimum Control Speed (Viyca)—Lowest Jairspeed at which airplane is controllable lwith one engine operating and: 10° Flap (autofeather operational) a No Flaps (autofeather inoperative) on 96 Stall Speed (Vgq)—Stall speed with gear ldown, full flaps down, power off.. Stal Speed (va3}—Stall speed with gear and {laps up, power off. 7 NOTE: Maximum altitude loss in a stal Is 700 feet. 1-15FlightSafety A PILOT TRAINING MANUAL, AIRSPEED INDICATOR MARKINGS Figure 1-15 depicts Cheyenne airspeed indicator may, CHEYENNE Il CHEYENNE IIIA. KIAS| MARKING CHEYENNE Ill | CHEYENNE IIA Groen Are (Normal Operating Range) 100 to 245 100 to 244 White Arc (Flaps Extended 30°) 87 10 151 87 t0 150 Radial Red Line (Air Minimum Control Speed) 93" 1 Radial Blue Line (Best Rate-of-Climb Speed—Single Engine) 115 118 NOTE: Maximum Operating Limit Speed (Vyyo) shown by red and white “barber pole” needle. Figure 1-15. Airspeed Indicator Markings 416 FOR TRAINING PURPOSES ONLY Revision 1—December 19857A PILOT TRAINING MANUAL, ENGINE INSTRUMENT MARKINGS—CHEYENNE III Tachometer (Propeller) 1,600 to 2,000 rpm - 2,000 rpm. Green are Red line Tachometer (Gas Generator) . 52to 101.5% yr - 101.5% Green are Red lin eae Fuel Pressure 15 to 50 psi Sto 15 psi 5 psi 50 psi Red line (maximum) Oil Pressure Red line (minimum) .- 60 psi Yellow are . 60 to 85 psi Yellow arc. 60 to 105 psi Green arc (21,000 feet and above). Green are (to 21,000 feet) Yellow are .. Red line (maximum) 85 to 135 psi 105 to 135 psi 135 to 200 psi see 200 si DECEMBER 1984 FOR TRAINING PURPOSES ONLY 4-17Oil Temperature . 95° Ct0.99° C 0° Cto 55°C 99°C Green arc. Yellow arc. Red line .. Interturbine Temperature Green arc. 400° Cto 750° C Red line.. Engine Torque Green are Red lin Red diamond (propeller gearbox limit) Oto 1,895 Ib-ft -- 1,895 Ib-ft + 2,2301b-ft m7 PILOT TRAINING MANUAL 750°C FlightSafety nce eye ty, Set, ae SUE yd Cano ry ir: rAS NS 1-18 FOR TRAINING PURPOSES ONLY DECEMBER 1984TS PILOT TRAINING MANUAL, ENGINE INSTRUMENT MARKINGS—CHEYENNE IIIA Tachometer (Propeller) 1,600 to 2,000 rpm .. 2,000 rpm Green arc Red line... Tachometer (Gas Generator) Pe Green are 56 to 104.0% Pd Oe Red line 104.0% ea ta ‘4 Fuel Pressure Green are. 15 to 50 psi Yellow arc Sto 15 psi Red line (minimum) .. see 5 BSi Red line (maximum) 50 psi Oil Pressure Red line (minimum) ... .. 60 psi He Yellow arc. 60 to 105 psi rae Green are 05 to 135 psi ro) 100% Yellow are vessssssssees 135 to 200 psi Red line (maximum) s+» 200 psi DECEMBER 1984 FOR TRAINING PURPOSES ONLY 1:19a Oil Temperature Green are. 55° Ct099°C Yellow arc. 0° Cto 55°C Red line, a 104°C Interturbine Temperature Green arc... Red line.. 400° Cto 800° C sssseee 800°C Engine Torque Green arc Red line... Red diamond (propeller gearbox limit) ......... Oto 1,895 Ib-ft ++ 1,895 Ib-ft 2,230 lb-ft MISCELLANEOUS INSTRUMENT MARKINGS—CHEYENNE III AND IIIA Voltmeter Green are... Red are (minimum. .- 23.710 30 volts PILOT TRAINING MANUAL voltage range)... «18 to 23.7 volts Red are (maximum voltage range) ... . 30 to 34 volts 1-20 FOR TRAINING PURPOSES ONLY FlightSafety DECEMBER 1984FlightSafety Prop Inlet Deice Ammeter Green arc.. . 37,5 to 50amps Red arc (minimum current range)...... seses Oto 37.5 amps Pneumatic Pressure Gage TES « 15to 21 psi 24psi Pneumatic Suction Gage Green arc 4.5to5.4in, Hg Yellow arc. 2.010 4.5 in. Hg Red line . soo, 6.0in, He Cabin Altitude Differential Pressure Indicator Green arc Yellow ar Red line 0t0 6.3 psi 3 to 6.4 psi 6.4 psi DECEMBER 1984 FOR TRAINING PURPOSES ONLY 1-21FlightSafety LA PILOT TRAINING MANUAL, WALKAROUND The following section is a pictorial walkaround. It shows each item called out in the exterior power-off preflight inspection. The fold-out pages at the beginning and the end of the walk- around section should be unfolded before start- ing to read. The general location photographs do not specify every checklist item. However, each item is por- trayed on the large-scale photographs that follow. DECEMBER 1984 FOR TRAINING PURPOSES ONLY 1-1WFlightSafety mma PILOT TRAINING MANUAL, 1-2W FOR TRAINING PURPOSES ONLYFlightSafety Beyenne msnA PILOT TRAINING MANUAL, FOR TRAINING PURPOSES ONLYFlightSafety Beyeme wrua PILOT TRAINING MANUAL, WALKAROUND LEFT WING — - #8@ a SSS ‘SURFACE CONDITION—CHECK 4. AILERON—CHECK a —= = 2. FLAP—CHECK 5. STATIC WICKS—CHECK — _ ay a 3. NACELLE LOCKER DOOR—CHECK AND SECURE 6, TIP TANK AND CAP—CHECK AND SECURE FOR TRAINING PURPOSES ONLY DECEMBER 1984FlightSafety A PILOT TRAINING MANUAL, 7. TIP TANK DRAIN—DRAIN. 10. STALL RECOGNITION TRANSDUCER VANE— CHECK 8. NAVIGATION AND STROBE LIGHTS—CHECK 11, STALL STRIP—CHECK 8. OUTBOARD WING DEICE BOOT—CHECK 12. FUEL TANK VENTS—CLEAR DECEMBER 1984 FOR TRAINING PURPOSES ONLY 1-3W13. TIEDOWN—REMOVE 48. FUEL FILLER CAP—CHECK AND SECURE FlightSafety PILOT TRAINING MANUAL, 416. ENGINE OIL AND CAP—CHECK AND SECURE ae 17. FUEL FILTER DRAIN—DRAIN 18. ICE INSPECTION LIGHT—CHECK 19. AIR OUTLET—CLEAR 1-4W FOR TRAINING PURPOSES ONLY DECEMBER 1984FlightSafety Ty PILOT TRAINING MANUAL, 20. OlL COOLER DOOR—CHECK 23. COWLING—CHECK 21. ICE PROTECTION DOOR—CHECK 24 AIR INTAKE—CLEAR 22. INTERCOOLER COOLING AIR INLET AND OUTLET— 25, SPINNER—CHECK CHECK 26, PROPELLER—CHECK DECEMBER 1984 FOR TRAINING PURPOSES ONLY 1.5Wms7nA PILOT TRAINING MANUAL, 27. GEAR MIRROR—IN PLACE 31. GEAR BLOWDOWN BOTTLE—CHECK ke Bh \ 32, INBOARD FUEL TANKS DRAINS (2)—DRAIN 38. CROSSFEED DRAIN—DRAIN 34, INBOARD WING DEICE BOOT AND STALL STRIP- CHECK LANDING GEAR—CHECK cHocK—REMOVE GEAR DOORS—CHECK see 1-6W FOR TRAINING PURPOSES ONLY DECEMBER 1984FlightSafety A, PILOT TRAINING MANUAL, NOSE SECTION 36. AVIONICS BAY COVER—SECURE 39, BAGGAGE—SECURE 37. OXYGEN FILLER DOOR—CHECK |. BAGGAGE DOOR—LOcK DECEMBER 1984 FOR TRAINING PURPOSES ONLY 1.7WA, PILOT TRAINING MANUAL 41, BATTERY AIRSCOOP AND VENTS—CLEAR 45. PITOT TUBES—CLEAR 46. LANDING LIGHTS—CHECK 42, RADOME—CHECK 47. CHOCK—REMOVE 43, SWING NOSE—SECURE it es 44. GPU DOOR—CHECK 48. ECS INTAKE AND OUTLET—CLEAR 1.8W FOR TRAINING PURPOSES ONLY DECEMBER 1984FlightSafety TX PILOT TRAINING MANUAL, 49. NOSE GEAR—CHECK 52, STATIC SYSTEM DRAINS—CHECK 51. GEAR DOORS—CHECK 84. ANTENNAS—CHECK DECEMBER 1984 FOR TRAINING PURPOSES ONLY 1-9WFlightSafety CN PILOT TRAINING MANUAL, 55. WINDSHIELD AND WIPERS—CHECK 56. OAT PROBE—CHECK RIGHT WING 57, INBOARD WING DEICE BOOT AND STALL STRIP— 59. GEAR DOORS—CHECK CHECK ~ R : Ss eae : peace 58, INBOARD FUEL TANKS DRAINS (2}—DRAIN 60. GEAR BLOWDOWN BOTTLE—CHEOK +10W FOR TRAINING PURPOSES ONLY DECEMBER 1984FlightSafety A, PILOT TRAINING MANUAL, ‘CHOCK—REMOVE LANDING GEAR—CHECK a ’ PROPELLER—CHECK ‘SPINNER—CHECK AIR INTAKE—CLEAR 238 63. GEAR MIRROR—IN PLACE 64. GENERATOR COOLING AIR INLET AND OUTLET— 72, OIL COOLER DOOR—CHECK CLEAR 65. AIR OUTLETS—CLEAR 68. COWLING—CHECK za 73. ICE PROTECTION DOOR—CHECK 67. ENGINE OIL AND CAP—CHECK AND SECURE 68. FUEL FILTER DRAIN—DRAIN DECEMBER 1964 FOR TRAINING PURPOSES ONLY 141WFlightSafety A PILOT TRAINING MANUAL, 74, FUEL FILLER CAP—CHECK AND SECURE 77. FUEL TANK VENTS—CLEAR 75. OUTBOARD FUEL TANK DRAIN—DRAIN 78. STALL STRIP—CHECK 76. TIEDOWN—REMOVE 78. STALL RECOGNITION TRANSDUCER VANE 1-12W FOR TRAINING PURPOSES ONLY DECEMBER 1984FlightSafety W/L PILOT TRAINING MANUAL, 81. NAVIGATION AND STROBE LIGHTS—CHECK 84. STATIC WICKS—CHECK 82, TIP TANK DRAIN—DRAIN 85. AILERON—CHECK DECEMBER 1984 FOR TRAINING PURPOSES ONLY 1-13Wa FlightSafety 1A, PILOT TRAINING MANUAL 86. NACELLE LOCKER DOOR—CHECK AND SECURE 87. FLAP—CHECK ‘SURFACE CONDITION—CHECK FUSELAGE (RIGHT SIDE) 89, GENERAL CONDITION—CHECK 92. STATIC OPENINGS—CLEAR => 90. ANTENNAS—CHECK 91. EMERGENCY EXIT—FLUSH WITH FUSELAGE 144W FOR TRAINING PURPOSES ONLY DECEMBER 1984mma FlightSafety PILOT TRAINING MANUAL EMPENNAGE 93. SURFACE CONDITION—CHECK 94, EMPENNAGE DEICE BOOTS—CHECK Wi a 95. RUDDER—CHECK 98. RUDDER TRIM TAB—CHECK DECEMBER 1984 100. TIEDOWN—REMOVE FOR TRAINING PURPOSES ONLYFlightSafety Beyenne wa PILOT TRAINING MANUAL FUSELAGE (LEFT SIDE) . [—_ aaa 101. GENERAL CONDITION—CHECK 102. STATIC OPENINGS—CLEAR 103. CARGO DOOR—CHECK 408. ENTRANCE DOOR—CHECK FOR TRAINING PURPOSES ONLY 115W