PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE III SUPPLEMENT 1 PILOT’S OPERATING HANDBOOK FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT NO. 1 FOR THE KFC 300 FLIGHT CONTROL WITH OPTIONAL VNAV KVN SECTION 1-G NERAL This supplement must be attached to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the KFC 300 Flight Control System is installed per Section 6, “Equipment List.” The infor- mation contained herein supplements or supersedes the basic Pilot's Operating Handbook and FAA Approved Airplane Flight Manual only in those arees listed herein. For limitations, procedures and_performan information not contained in this supplement, consult the basic Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. FAA Pe D. H. TROMPLER DOA NO. SO-2 PIPER AIRCRAFT CORPORATION LAKELAND FLORIDA ISSUED: MARCH 17, 1980 REPORT: LK-1213 1 of 38, 9-3SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE III The King KFC 300 Flight Control System is a fully integrated three axis autopilot deriving guidance from a Flight Director Computer. The Flight Director Computer senses pitch, roll, heading, air data computer and navigation inputs and, in turn, computes pitch and roll steering commands presented on the Flight Command Indicator. These commands may be satisfied by manual control of the aircraft or by autopilot inputs provided by the autopilot computer, achieving the full integration potential of the system, Yaw information is supplied directly to the autopilot computer and provides turn coordination and yaw damping anytime the yaw axis is engaged. The yaw damper may be used with or without Flight Director being engaged. The system also provides electric trim capability. With the autopilot engaged, the system provides automatic pitch trim synchronization deriving inputs from the autopilot computer. With the autopilot disengaged, the system provides the pilot with the capability of manually alleviating elevator control forces. REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-4, 2 of 38PIPER. AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE III SUPPLEMENT 1 ADC ALT AP APPR ARM CB CPLD CWS (SYNC) D.G ABBREVIATIONS Air Data Computer Altitude Autopilot Approach Activation of an Automatic Capturing Mode Circuit breaker Coupled (Indication that capture of an auto- matic mode has been achieved) Control Wheel Steering or Synchronization Directional Gyro Disc Disconnect FCI Flight Command Indicator FCS Flight Control System FD Flight Director FLT DIR Flight Director GA Go Around HDG Heading HDG SEL Heading Select NAV Navigation PA Pitch Attitude PNI Pictorial Navigation Indicator REV LOC Reverse Localizer RNAV Area Navigation SPD PREF Speed Profile VG Vertical Gyro VNAV Vertical Navigation VTA Vertical Track Angle YD Yaw Damper ISSUED: MARCH 17, 1980 REPORT: LK-1213 3 of 38, 9-5SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE HI SECTION 2 - LIMITATIONS (a) (b) (c) (d) (e} (0) (g) (h) a) o Maximum airspeed for autopilot operation is the aircraft's Vato. Pilot must remain in pilot's seat with seat belt fastened during auto- pilot operation. Do not override autopilot to change pitch attitude Autopilot and yaw damper must be disengaged during takeoff and landing. The elevator trim fault monitor system must be preflight tested operational prior to flight. Do not operate the manual electric trim or autopilot if the elevator trim fault monitor system is inoperative. The minimum altitude for autopilot operation is 200 feet AGL. during an approach and 800 feet AGL during cruise, climb and descent Autopilot attitude command limits: Pitch 425° Roll +25° Instrument approaches in the NAV mode are prohibited. When operating in the VNAV coupled mode, the altimeter Shall be used as the primary vertical reference. SECTION 3 - EMERGENCY PROCEDURES EMERGENCY PROCEDURES CHECKLISTS (a) (b) AUTOPILOT SERVO HARDOVER (1) Wheel/Rudder Pedals - OVERPOWER to prevent further deviation. (2) AP-YD Disc/Trim Interrupt Switch - DEPRESS (3) AP Servos Circuit Breaker - PULL. AUTOPILOT SUTOTRIM MALFUNCTION (1) Control Wheel - grasp firmly to prevent further pitch deviation. (2) AP-YD Disc/Trim Interrupt Switch - DEPRESS Q) Aircraft Eievator Trim - Manually retrim (4) Trim Master Switch - OFF (5) AP Servos Circuit Breaker - PULL REPOR €-1213, ISSUED: MARCH 17, 1980 94, REVISED: OCTOBER 31, 1985PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE IIT SUPPLEMENT 1 (c) MANUAL ELECTRIC TRIM MALFUNCTIONS (1) Control Wheel - grasp firmly to prevent further pitch deviations. (2) AP-YD Disc/Trim Interrupt Switch - DEPRESS WARNING Keep AP-YD disc/trim interrupt switch de- pressed until trim master is positioned off. (3) Aireraft Elevator Trim - Manually retrim (4) Trim Master Switch - OFF (d) ENGINE FAILURE - DURING AUTOPILOT OPERATION (1) AP-YD Disc/Trim Interrupt Switch - DEPRESS (2) Engine Securing Procedures - Accomplish per emergency procedures section of POH (3) Aileron/ Rudder Trim - Manually adjust (4) Autopilot - FRGAGED (5) Autopilot Modes - RESELECT as desired NOTE Large power changes during single engine operations may require disengaging the auto- pilot and retrimming the aircraft. prior to resuming autopilot operation. AUTOPILOT SERVO DISENGAGEMENT (1) AP-YD Disc/Trim Interrupt Switch - DEPRESS (2) Autopilot Mode Controller - Observe and determine which servo has disengaged. Ifan autopilot servo hardover has nccurred. do not re-engage the autopilot. Autopilot/ Yaw Damper Engage Switches - ON, after approx- imately 10 seconds. If failure indication in either the aileron or elevator servo persist: (4) AP-YD Dise/ Trim Interrupt Switch - DEPRESS (5) AP Servos Circuit Breaker - PULL If disengagement is indicated in the rudder servo and a rudder hardover has net occurred. Autopilot/ Yaw Damper Switch - FNGAGE o 3. (6 ISSUED: MARCH 17, 1980 REPORT: LK-12i3 5 of 38, 9-7SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE III AMPLIFIED EMERG 'Y PROCEDURES (a) AUTOPILOT/ TRIM MALFUNCTIONS ‘An autopilot servo hardover occurs when a servo runs uncom- manded to its maximum authority. This type of malfunction is recognizable by the aircraft deviating from a pre-programmed flight path in either pitch, roll or yaw depending on which axis malfunc- tioned, Should this type of malfunction be observed or suspected, the autopilot should be immediately disconnected. Should the pilot not take immediate action in disconnecting the autopilot after a servo malfunction has occurred, the servo monitor system will automatically disconnect the malfunctioning servo. If this occurs. the appropriate servo monitor light on the mode controller illumi- nates and the AP servo annunciator light illuminates. An autopilot autotrim malfunction occurs when the elevator trim motor runs uncommanded with the autopilot engaged. This type of malfunction is initially recognized by the ship’s MASTER CAUTION activating and the ELEC TRIM annunciator light illuminating. The pilot may also observe the elevator trim wheel moving uncommanded, nose up or nose down. The aircraft initially will not deviate from the vertical mode selected in that the autopilot pitch srvo will momentarily compensate for the out of trim cond! ‘aft will deviate when the pitch servo can no longer compensate for the out of trim condition. Hany of the above indications are observed the autopilot should be immediately disconnected and the trim master turned off. Prior to disconnecting the autopilot. the -ortrol wheel should be firmly grasped in order to prevent further tch excursions caused by the elevator out of trim forces A manual elect? rim malfunction occurs when the elevator trim motor runs unce mandeé with the autopilot disengaged. This type of malfunction — recognized initially by the aircraft's MASTER CAUTION activating and the ELEC TRIM light illuminating on the annunciator panel. Concurrent with the trim fault monitor system activating. the pilot may observe the elevator trim wheel running uncommanded. experience « stick force build-up or. if the wheel is left unattended, a pitch excursion resulting in a G foree build-up. Upon the occurrence of any of the above items, the pilot should firmly grasp the control wheel to prevent further pitch excursions, depress the autopilot-disc/ trim interrupt switch and turn off the trim master switch REPORT: LK-1213 ISSU 9-8, 6 of 38 MARCH 17, 1980PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE III SUPPLEMENT 1 (b) An autopilot servo disengagement malfunction occurs when the autopilot’s servo monitoring system has sensed that a servo has incurred a hardover malfunction or that it has been overpowered and has disengaged the respective servo. This type of malfunction is recognized by the AP servo annunciator illuminating and one or more of the AP servo warning lights illuminating on the autopilot mode controller. It is recommended that the autopilot be initially disconnected and the faulty servo be determined from the servo annunciator lights on the autopilot mode controller. If an actual servo hardover malfunction has occurred and/or the aileron or elevator servo annunciator has illuminated, do not re-engage the autopilot. If it has been determined that the rudder servo has dis- engaged (and not from the result of a hardover malfunction), the autopilot may be re-engaged; however, the turn coordination feature of the system and the yaw damper will be inoperative. WARNING If an autopilot/trim malfunction has occurred, do not re-engage the autopilot until corrective service action has been accomplished on the system AUTOPILOT OVERPOWER FORCES In an emergency situation, the autopilot may be overpowered in all three axes. The maximum overpower forces (determined during flight tests) are as follows: Roll 12 Ibs. Yaw . 70 Ibs Pitch 23 Ibs (see caution) CAUTION: This force represents the initial _verpower force of the pitch servo. After approximately 3 seconds, the autotrim system will run in a direction to oppose the overpower force there- by increasing the overpower force as a function of time and airspeed. ISSUED: MARCH 17, 1980 REPORT: LK-1213 7 of 38, 99SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE III (c) MAXIMUM ALTITUDE LOSS DURING AN AUTOPILOT PITCH MALFUNCTION (1) Climb, Cruise and Descent 600 feet (2) Coupled Approach 150 feet (3) Single Engine Coupled Approach 125 feet (4) Maneuvering 120 feet (d) AUTOPILOT/TRIM DISENGAGEMENT The following actions will cause the autopilot to disengage: (1) AP-YD_ Disc/Trim Interrupt Switch (control wheels) - DEPRESS (2) Autopilot/ YD Engage Switch (on AP mode controller) - OFF (3) Go-Around Switch (left throttle) - DEPRESS (yaw damper remains on) (4) Manual Electric Trim Switch (control wheel) - ACTIVATE (5) AP-FD Circuit Breaker (copilot’s circuit breaker panel) - PULL (6) AP COMP Circuit Breaker (pilot’s circuit breaker panel) - PULL (7) Test Button on Flight Command Indicator - PUSH (8) Flight Director Mode - CANCEL The following conditions will automatically disengage the auto- pilot: (1) Autopilot power failure (2) Loss of Flight Director Computer valid or Flight Director mode. (3) Vertical gyro or attitude gyro failure. The following will cause individual autopilot servos to disengage: (1) Rapidly overpowering any servo may cause the servo moni- toring system to disengage that servo. (2) A servo hardover will cause the: servo monitoring system to disengage that servo. The following actions will disarm the manual electric trim system: (1) AP-YD_ Disc/Trim Interrupt Switch (control wheels) - DEPRESS (2) The Trim Master Switch (located above mode controller) - DEPRESS (3) Electric Trim Circuit Breaker (pilot’s circuit breaker panel) - PULL REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-10, 8 of 38PIPER AIRCRAFT CORPORATION PA-42,'CHEYENNE SECTION 4 - NORMAL PROCEDURES NORMAL. PROCEDURES ‘CHECKLISTS (a) MANUAL ELECTRIC ELEVATOR TRIM SYSTEM PRE- FLIGHT AND FUNCTIONAL CHECK (1) Airplane Power - ON (2) Circuit Breakers - IN (3) Trim Master Switch - ON (4) Trim Switch - CHECKED (pilot's & copilot’s wheel) a. Activate left side of trim switch - no trimming action. b. Ac te right side of trim switch - no trimming action, (5) Autopilot-Disc/Trim Interrupt Switch - CHECKED. While operating the electric trim system. depress autopilot-dise’ trim interrupt switch. The clevator trim should stop. (6) Trim Fault Monitor - CHECK a, Trim test switch - place in No. 1 position. b. Elevator trim - OPERATE. Observe that the master caution activates and the ELEC TRIM annunciator illuminates. c. Repeat steps a. and b. with the trim test switch in the No. 2 position. (7) Manual Override - CHECKED. a. Operate trim and assure that the elevator trim wheel can be overpowered (8) Elevator Trim System - CHECK manual operation for freedom of movement. (9) Elevator Trim System - SFT for takeoff (b) NORMAL OPERATION Activate both sides of the trim switch as required to trim aircraft, ISSUED: MARCH 17, 1980 REPORT: LK-1213 9 of 38, 9-11SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE IIL KFC 300 FLIGHT CONTROL SYSTEM fa) BEFORE TAKEOFF Neither the autopilot nor the flight director will turn on if the attitude flag or computer flag is visible on the flight command indicator. Allow approximately 3 minutes after application of power for the vertical and directional gyros to come up to speed NOTE Do not taxi the airplane until attitude and compass flags have retracted from view (1) Airplane Power - ON (2) Circuit Breakers - IN (3) Trim Master Switch - ON (4) FLT DIR Button (on Mode Controller) - DEPRESS. FLT DIR annunciator will illuminate. Command Bars will come into view. AP YD Switch-ON. YAW DAMPand AUTOPILOT annun- ciators will illuminate. (6) Preflight Test Button (on FCL)- PRE a self-test cycle that preflights the system. Note the foilowing sequenc a. All autopilot and flight director warni should illuminate and remain ilivimin been completed b. A simulated climbing right turn of approximately 10° pitch up and 10° right bank will appear on the attitude display Initially the command bars will remain centered with the symbolic airplane c. Momentarily after the test button is actuated 1. All three servo actuators will trip 2. Autopilot and Yaw Damper will disengage to demon- strate proper computer monitor operation 3. Command Bars will come into exact alignment with the previously offset horizon display to demonstrate correct Flight Computer response Preflight Test Button - RELEASE, Check that all warning and mode lights have extinguished. A light illuminated after test button is released indicates a malfunction in that mode. (5 nd HOLD toaetivate ol and fighi director tesic nd mode lights J until test: he 3 (8) FLT DIR, Autopilot and Yaw Damper - FNGAGE. Check that autopilot can be overpowered in all three axes REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-12, 10 of 38PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE III SUPPLEMENT 1 (b: ISSUED: MARCH 17, 1980 (9) (10) ah (12) (13) INF Vertical Trim Switch (on Mode Controller) - DN. With auto- pilot engaged, elevator trim should run in up direction after a 3 to 6 second delay. Repeat in down direction: NOTE Press SYNC switch prior to activating the vertical trim switch. Manual Electric Trim Switch - ACTIVATE. Note autopilot and roll axes disengage. YAW DAMP will remain engaged. Autopilot annunciator in AP annunciator panel will flash. Autopilot and Yaw Damper - ENGAGE AP-YD Disc/ Trim Interrupt Switch - DEPRESS. Observe that AP and YD disengage. AUTOPILOT and YAW DAMP annunciator, in AP annunciator, will flash. Retrim for takeoff. LIGHT PROCEDURES. Check the annunciator display to verify that proper switching has taken place during all inflight operations. 0) NOTE Ifa lateral or vertical mode drops out, it will be indicated through the annunciator display since the annunciator for that particular mode will immediately extinguish Engaging Flight Director: The Flight Director may be engaged by depressing the FLT DIR button on the mode controller, depressing the syne switch on the pilot’s control wheel or by direct selection of any mode. When activated by the FLT DIR button the command bars will come into view to provide steering commands to maintain the pitch attitude and heading that existed at time of flight director engagement. FLT DIR annunciator will illuminate When activated by direct selection of a mode, the command bars will come into view and provide steering commands appropriate to the mode selected. FLT DIR and appropriate mode annunciator will illuminate REPORT: LK-1213 11 of 38, 9-13SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE IIL (2) Engaging the Autopilot: NOTE A FLT DIR mode must be selected before autopilot can be engaged. CAUTION If the pilot has been operating the system in any Flight Director mode without satisfying the command bars, the system should be synchro- nized to the present airplane attitude by momentarily depressing the syne switch prior to engaging the AP. (3) Autopilot) Yaw Damp Mode: a. Trim Master - ON b. Aut pilot (AP)/ Yaw Damper Switch - ON AP and ¢AW DAMP switches are mechanically interlocked YAW DAMP switch is automatically engaged with the AP switch, AUTOPILOT and YAW DAMP annunciators will illuminate. The YAW DAMP switch, however, may be activated independently of the autopilot switch Autopilot action is always in respon * to, and consistent with, flight director commands and whe =ngaged by the solenoid held toggle switch on the mode cou..roller, the autopilot will respond to any operating mode through a soft engage circuit, which allows engagement into an unsatisfied flight director command without an abrupt contro} transient The autopilot, together with the yaw damper, provides three- axis rate stabilization, automatic turn coordination, and auto- matic elevator trim as well as automatic response to all flight director modes. Flight Director (FLT DIR) - This mode will cause the autopilot to fly the heading under the lubber line and maintain the pitch attitude existing at time of engagement REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-14, 12 of 38PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE III SUPPLEMENT 1 (4) Heading Select/Preselect - HDG SEL: This mode will introduce a computed, visually-displayed bank command on the FCI to intercept and hold a preselected heading. The mode is operated by positioning the Heading Pointer bug on the PNI to the desired heading and momen- tarily depressing the HDG SEL button. The HDG SEL annunciator will illuminate and the steering command bars on the FCI will deflect in the direction of the shortest turn as determined by the difference between the existing heading and the selected heading. The airplane is manually banked to satisfy the command. As the selected heading is achieved the com- mand bars will command a roll to wings level. Subsequent adjustment of the heading bug will immediately cause the command bars to call for a turn to the new heading, unless the HDG SEL button has been recycled to permit preselection of the heading. If the autopilot is engaged, the airplane will automatically bank, turn to, roll out and hold the; preselected heading. Heading changes using HDG SEL mode _ ill bank the airplane 14 degrees for every degree of heading caange selected up to a maximum bank angle of 25 degrees. The HDG SEL mode is interlocked with and cancelled by NAV or APPR CPLD, or selection of HDG SEL or FLT DIR to off. (5) Altitude Ho) (ALT HOLD): The altitude hold mode may be engaged by pressing the ALT switch on the mode controller. The airplane will maintain the pressure altitude-existing at the time the switch is depressed. Altitude hold may be engaged at any rate of climb or descent, but for minimum altitude overshoot reduce vertical speed to 500 FPM or less prior to engaging the altitude hold mode. Altitude hold is automatically disengaged when any other vertical mode is selected. The vertical trim switch may be used. to trim the referenced altitude up or down at approximately 500 FPM. NOTE The autopilot maintains the airplane at the selected altitude by changing the pitch attitude of the airplane. The human pilot must maintain power settings to assure a safe airspeed. ISSUED: MARCH 17, 1980 REPORT: LK-1213 13 of 38, 9-15SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE III CAUTION Power adjustment must be made slowly to prevent exceeding the pitch capabilities of the autopilot. Monitor autopilot performance when airspeed is being changed rapidly and altitude hold is engaged. ALT HOLD mode is cancelled by automatic Glideslope capture, or selection of IAS, SPD PRF, ALT ARM, VNAV CPLD or GO-AROUND modes, or selection of FLT DIR to OFF. (6) Altitude Select (ALT ARM) (When optional KVN-395 is installed): This mode allows the pilot to select an altitude and upon approaching that selected altitude, obtain an automatic pitch command on the FCI to capture and hold the preselected altitude. To operate in this mode: a. Desired altitude - SET in SELECTED ALTITUDE window. be Climb or Descent - ESTABLISH as appropriate. c. ALT ARM Switch - DEPRESS at any time during climb or descent before sclected altitude is reached. ALT ARM annunciator will illuminate. As the airplane approaches the selected altitude, an adaptive pitch rate command will guide the pilot through it at a low rate. As the air- plane reaches the selected altitude, ALT HOLD will auto- matically engage, ALT HOLD light on annunciator panel will illuminate and ALT ARM light will go out. Command bars on the FCI will call for level flight at the selected altitude. NOTE To prevent overshooting the selected altitude during a climb, reduce rate of climb to less than 1000 fpm, or reduce pitch angle to 5°, or less, when within 1000 feet of selected altitude. ALT ARM is disengaged by depressing the ALT ARM button, by engaging ALT HOLD, by GS capture or selecting FLT DIR to OFF. REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-16, 14 of 38PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE III SUPPLEMENT 1 (7) Altitude Alerting (When optional KVN-395 is installed): (8) Altitude alerting is included in the VNAV controller. It auto- matically provides visual and aural signals to alert the pilot of approach to or deviation from a selected altitude. Selecting an altitude in the VNAV selected altitude window sets up the alerter warning bands. The outer warning band is 1000 to 500 feet above and below the selected altitude, and the inner band is 500 feet above and below the selected altitude. Flight through these limits provides a visual warning on the ALTI- TUDE ALERT light, plus a 2-second aural tone A Minimum Descent Altitude (MDA) warning for non- precision approaches is provided by an MDA annunciator light on the FCI, plus an aural tone. With the MDA switch in MDA WARN, the MDA annunciator will illuminate and an aural tone will sound when the preselected MDA is reached. If the autopilot is engaged and the ALT ARM mode is selected, the altitude capture function will not permit descent below the preselected MDA. Indicated Airspeed Hold (IAS): Engaging the IAS HOLD mode will introduce a computed visually-displayed pitch command to maintain a reference air- speed. The reference airspeed will be the indicated airspeed at the time of IAS HO#.D engagement and is independent of power setting Maneuver the airplane and establish power settings to attain the desired airspeed in climb, descent or level flight. Depress IAS button and IAS HOLD light will illuminate. Ifautopilot is engaged. airspeed will be automatically maintained, and loss or gain of altitude will depend on power settings. The reference airspeed may be adjusted at a rate of I to 2 knots per second by use of Vertical Trim Switch on the mode controller. IAS HOLD mode is cancelled by selection of GO-AROUND, ALT HOLD, SPD PRF, GS CPLD or FLT DIR to OFF ISSUED: MARCH 17, 1980 REPORT: LK-1213 REVISED: OCTOBER 16, 1981 15 of 38, 9-17SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE III (9) Speed Profile (SPD PRF): The speed profile mode will introduce a pitch command on the FCI which varies the indicated airspeed as a function of alti- tude during climb or descent. During climb the airspeed is decreased at the rate of approximately 0.5 knots) 1000 feet. During a descent, the airspeed will increase at the rate of 0.5 knots/ 1000 feet. The speed profile mode is intended primarily for use during a climb above 16000 feet where the scheduled climb speed de- creases at an approximate rate of 0.5 knots, 1000-feet. As the scheduled climb speed below 16000 feet is essentially constant. it is recommended that the [AS mode be utilized to maintain the scheduled climb speed to 16000 feet. Above 16000 feet. with the aircraft on the appropriate scheduled climb speed. engage speed profile. The autopilot/ flight director will automatically adjust the aircraft's pitch attitude to maintain the required climb speed schedule. (10) Control Wheel Steering Mode: Control wheel steering provides the pilot with the capability for manual maneuvering of the aircraft without the need to disengage and re-engage the autopilot, or reselect any modes of operation. fhe CWS mode is engaged by continuous pressure on the sync button, focated on the outboard horn of the control wheels. Operation of the sync button causes immediate release of autopilot servos and allows the pilot to assume manual control, while autopilot control functions and all engaged modes, except HDG SEL. NAV, and APPR are placed ina synchronization state. This means that all modes except HDG SEL and radio coupled modes remain in continuous synchronization with the pilot's aircraft maneuvers so that, upon release of the sync button, all previously engaged modes will smoothly ri control of the aircraft unless decoupled or reprograu the pilot. REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-18, 16 of 38 REVISED: OCTOBER 31, 1985PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE III SUPPLEMENT 1 When in NAV or APPR after the sync button is released, the aircraft will resume a path toward the selected radio reference. If in ALT hold, the aircraft will hold that altitude which was present upon release of the CWS switch. Since all engaged modes remain coupled (in synchronization) during operation of the CWS mode, their annunciator lights will continue to show on the annunciator panel. The CWS mode is not separately annunciated. (11) Go-Around: Depressing the Go-Around button will introduce a wings- level, nose-up display on the command bars. Engaging the go-around mode cancels all Flight Director modes and dis- engages the autopilot, if it is engaged. GO-AROUND light is illuminated on the annunciator panel. The autopilot may be re-engaged and the HDG SEL mode engaged during go- around. The go-around mode may be used as a take-off pitch reference by engaging go-around mode on the runway. (c) VOR PROCEDURES : (1) Tune No. 1 NAV receiver to appropriate VOR or VORTAC frequency (RNAV mode selector in VOR-DME position) (2) Set desired course TO or FROM station on the PNI. (3) Set desired intercept heading. Basic heading hold or HDG SEL mode may be used. NOTE Intercept angle, relative to the VOR radial, may be any angle 90° or less. (4 Depress NAV button. NAV ARM light will illuminate on the annunciator panel indicating a valid VOR or VORTAC is being received and the automatic capture circuit is armed. The VOR capture point is variable and depends on distance, angle of intercept and speed of capture. Upon capture, a bank command will be introduced on the FCI. HDG SEL, if on, will be cancelled and NAV CPLD will be illuminated on the annun- ciator panel. If autopilot is engaged, airplane will bank and automatically roll out on course. Crosswind compensation is provided as necessary to track the course. ISSUED: MARCH 17, 1980 REPORT: LK-1213 17 of 38,' 9-19SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE III (d) (e) If the NAV mode is selected with the wings level within 4° and within two dots of course deviation, NAV ARM will be by- passed and NAV CPLD will engage directly. The selected track may be changed while in the tracking mode, by setting a new course on the pictorial navigation indicator. Course changes made at less than 4° per second are acquired without leaving the tracking mode, however, if the COURSE is moved at a rate exceeding 4° per second, a pre-programmed intercept angle of 45° is automatically engaged without having turn to the heading mode. When over the navigational ity, the course selection should be made at the TO/ FROM change, for best results. VERTICAL NAVIGATION (VNAV) (When optional KVN-395 is installed) Vertical navigation provides a computed pitch command displayed on the Flight Command Indicator to capture and maintain a vertical track angle in ascent or descent, to an RNAV waypoint less than 90 NM distance. The following prerequisites are required for VNAV valid: (1) The RNAV computer mode switch must be placed inan RNAV position. (2) The desired course “TO” the selected’ wavpoint must be set in on the PNI. (3) The RNAV must be valid (NAV fiag ret-acted in PNI). Having RNAV valid insures both VOR ani DME valids. (4) The flight path angle to ascend or descend to the selected RNAV waypoint must not be greater than 5.5 degrees. (5) The servoed Altimeter used in conjunction with the VNAV must be valid. NORMAL “EN ROUTE” OPERATION OF THE VERTICAL NAVIGATION COMPUTER (When optional K VN-395 is installed) (1) Preset the desired RNAV waypoint on the RNAV computer and select the course “TO” the waypoint. (RNAV EN ROUTE mode must be selected and valid.) (2) Set the desired altitude in the altitude select window. (3) Set the altitude of the VORTAC facility being used, using the VTAC ALT adjustment tab. (4) If Altitude acquisition is desired prior to reaching the selected waypoint, program the mileage offset (0 to 30 miles) using the DIST BIAS miles knob. (Bias is the distance short of the selected waypoint.) REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-20, 18 of 38PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE III SUPPLEMENT 1 CAUTION Do not adjust the pilot's altimeter setting or DIST BIAS after VNAV is coupled. A large change in either of these parameters will cause an abrupt pitch attitude change. If changes in these settings are required, disengage VNAV, reset, and recouple as desired. If the VNAV is valid the Vertical Track angle will be indicated on the right display scale of the Flight Command Indicator in degrees of angle, to a maximum of +5 degrees. As the airplane flies toward the waypoint at a constant altitude, the displayed Vertical Track angle will slowly increase. When the Vertical Track angle has reached a value desired by the pilot, the pilot must manually engage the VNAV CPLD mode by depressing the VNAV CPLD switch on the VNAV computer. NOTE If displayed Vertical Track Angle exceeds 5.5° before VNAV is engaged, VNAV will become invalid and the VNAV flag on the FCI will appear: VNAV mode will not engage. The Vertical Track ‘angle display upon engagement becomes a deviation display above or below the selected flight path. The maxi- mum scale deflection in the VNAV CPLD mode is +250 feet (50 feet per increment). Selection of the VNAV CPLD mode auto- matically activates ALT ARM to capture the selected altitude. The VNAV CPLD mode may be used in conjunction with the NAV CPLD mode to automatically make good an RNAV waypoint or may be coupled with the HDG SEL mode where the pilot makes the: HDG SEL course changes necessary to make good the RNAV waypoint. ISSUED: MARCH 17, 1980 REPORT: LK-1213 19 of 38, 9-21SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE III (f) NOTE When VNAV CPLD mode is used with any Flight Control System Lateral mode other than NAV CPLD the pilot must make the necessary course correction to make good the RNAV waypoint or the VNAV computer cannot in- sure making good the vertical waypoint. The HDG SEL mode may be used to make radar vectors and short term HDG changes without adversely affecting VNAV performance. Flying an RNAV offset along track of greater thantwo (2) nautical miles is not recommended as this may prevent the system from making good the waypoint. CAUTION HDG SEL turns greater than 90 degrees when VNAV CPLD is not recommended. If turns beyond 90 degices are commanded the airplane will start climbing (if initially on a descent) or descending (if initially on a climb) in order to make good the selected v rtical track INSTRUMENT APPROACH PROCEDURES The APPR mode provides visi.al bank and pitch commands on the FCI to capture and track precision ILS (LOC and Glideslope) beams, or non-precision VOK or RNAV courses. If the autopilot is engaged during operation of the APPR mode, automatic steering response will follow the command display on the FCI. The flight control system will remain in the APPR node until the localizer has been intercepted at which time the system will revert to the APPR coupled mode. NOTE Satisfactory 90° localizer intercepts have been conducted at speeds up to 190 KIAS. Upon intercepting the final approach course, it is recommended that the remainder of the approach be conducted at 125 KIAS REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-22, 20 of 38PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE III SUPPLEMENT 1 After the APPR CPLD annunciator illuminates, the heading bug can be set for the required go-around heading. ILS FRONT COURSE APPROACH (1) Tune No. 1 NAV receiver to proper localizer frequency (2) Set course pointer to published inbound front course heading. (3) Set published Decision Height (DH) on radio altimeter. (4) Set heading bug to desired intercept angle (less than 90°) and depress HDG SEL button. Depress APPR button. Automatic APPR capture function will be armed (provided NAV receiver signals are valid). APPR. ARM will illuminate in the annunciator panel. (5 Prior to capture, HDG SEL is retained to allow pilot to adjust heading to Approach Control vectoring instructions 6) Upon localizer course capture, a bank command will be intro- duced on the FCI, the existing heading mode will be cancelled and APPR CPLD will light on annunciator panel. Automatic crosswind compensation will provide precise tracking. Devia- tion is shown on the PNI and FCI. Actual crab angle will be shown by offset of the course arrow from the lubber tine. Glideslope mode is armex! for automatic capture when LOC front course capture occurs. Automatic glideslope capture occurs as the airplane apprdaches the glideslope from above or below. q Upon capture of the Glideslope beam, GS CPLD annunciator will illuminate and a pitch command is displayed on the FCI. (8) At Decision Height, DH light will illuminate on FCI. (9) Disengage autopilot prior to landing by depressing the auto- pilot disconnect and trim interrupt switch on pilot’s control wheel or by manually moving AP and YD switch on mode controller to OFF ISSUED: MARCH 17, 1980 REPORT: LK-1213 21 of 38, 9-23SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE HI (10)Go-Around mode may be selected by pressing the GO- AROUND button any time the pilot needs to execute a missed approach. The autopilot will disengage, all Flight Director modes will be cancelled and the command bars will command a nose-up, wings-level attitude. NOTE With both NAV receivers tuned to the same ILS frequency, if No. 2 NAV deviates more than 2 dots on localizer or | dot on glideslope, the appropriate annunciator (APPR CPLD or GS CPLD) will flash, indicating the monitor limits have been exceeded. It iscommon for the annunciators to momentarily flash when the Localizer and the Glideslope are first captured, since the capture point is generally outside the monitor limits. If both NAV receivers are not tuned to the same ILS frequency, and the LOC/GS displays differ, the annunciators will flash. If No. 2NAV is OFF, or is tuned to other than an ILS fre- quency, the approach monitor system is inactive. LOC BACK COURSE (REV LOC) Whenever a localizer frequency is selected and the airplane inter- cepts the localizer course at an angle greater than 90° from the inbound front course, the REV LOC mode is automatically acti- vated. REV LOC light will illuminate on the annunciator panel and when capturing the localizer course the system will display com- mands to fly outbound on the front course or inbound on the back course. (1) Tune No. | NAV receiver to LOC frequency. (2) Set course selector to published inbound ILS front course (3) Set heading bug on PNI to establish desired intercept angle (greater than 90° to inbound course). (4) Set decision height on radio altimeter. (5) Depress HDG SEL button and APPR button. HDG SEL, APPR ARM and REV LOC annunciators will be illuminated. REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-24, 22 of 38PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE III SUPPLEMENT 1 (6) Upon back course capture, APPR CPLD annunciator will illuminate, HDG SEL will go out, and system will track the inbound back course. Glideslope will be locked out by the switching circuitry in the REV LOC mode. (7) IAS HOLD or pitch attitude hold may be used to establish a descent while on REV LOC. — (8) Go-Around procedure is the same as for a front course approach. VOR APPROACH VOR approaches are accomplished in the same manner as ILS Front Course approaches, except no glideslope signal is available. WARNING Instrument approaches in the NAV mode are prohibited (1) Tune No. | NAV to proper OMNI or VORTAC frequency. (2) Set course pointer to published inbound course. (3) Set heading bug to desired intercept angle (less than 90°) and depress HDG SEL button. (4) Set MDA in SELECTED ALTITUDE window on VNAV controller and place MDA switch in WARN. (5) Depress APPR button. Automatic approach capture function will be armed (provided NAV receiver signals are valid). APPR ARM will illuminate in annunciator panel. (6) Upon VOR course capture, a bank command will be intro- duced on the FCI, existing heading mode will be cancelled and APPR CPLD will illuminate on the annunciator panel. (7) Descend in accordance with published instructions. MDA annunciator. on FCI will illuminate at minimum descent altitude. Go-around and landing procedures are the same as for an ILS approach. (8) (g) LANDING Disengage autopilot and yaw damper prior to landing. ISSUED: MARCH 17, 1980 REPORT: LK-1213 23 of 38, 9-25SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE III SECTION 5 - PERFORMANCE Installation of the KFC 300 Flight Control System with or without optional VNAV does not affect the basic Performance information presented in Section 5 of this handbook. SECTION 6 - WEIGHT AND BALANCE Installation of the KFC 300 Flight Control System with or without optional VNAV is included in the Weight and Balance information presented in Section 6 of this handbook. SECTION 7 - DESCRIPTION AND OPERATION OF THE KFC-300 FLIGHT CONTROL SYSTEM (a) CONTROLS AND INDICATORS - FLIGHT COMMAND INDICATOR (1) minimum vescent (11) nou arrmuoe DECISION (7) ALTITUDE INDEX = Heir ANNUNCIATOR Coa [ANNUNCIATOR e (2) pres arrTuDE INDEX 7 vnav FuiGHT (8) (3) comMAND BARS PATH ANGLE/DEV. (5) cuvestore DEVIATION computer (12) INDICATOR WARNING FLAG (4) symBouic AIRCRAFT (6) pReruGHT TEST BUTTON (13)arnupe (10) surrskio vocauizer (9) WARNING FLAG INCLINOMETER DEVIATION THE KCI 310 FLIGHT COMMAND INDICATOR REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-26, 24 of 38PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE III SUPPLEMENT 1 (b) CONTROL AND FUNCTION - FLIGHT COMMAND INDI- CATOR (1) MINIMUM DESCENT ALTITUDE ANNUNCIATOR The MDA annunciator illuminates when the minimum descent altitude, as programmed in the VNAV computer (when optional KVN-395 is installed) is reached. The light is also accompanied by an aural warning. (2 PITCH ATTITUDE INDEX Displays pitch attitude in 5° increments (3) COMMAND BARS. The command bars present steering and pitch commands inputted from the flight director computer. 4) SYMBOLIC AIRCRAFT A fixed symbolic representation of the aircraft. Pitch attitude, roll attitude and flight director commands are presented relative to the symbolic aircraft. a GLIDESLOPE DEVIATION INDICATOR Indicator presents aircraft position relative to the glideslope 6 PREFLIGHT TEST BUTTON The preflight test button provides a means of verifying proper operation of all FCI and PNI warning flags, correct operation of the mode annunciator panel, functional operation of the autopilot/flight director computers and functional operation of the autopilot servo monitors. (A detailed preflight procedure is presented in the Normal. Procedures Section of this supple- ment.) q DECISION HEIGHT ANNUNCIATOR This annunciator illuminates upon reaching the decision height selected on the radio altimeter. (8) VNAV FLIGHT PATH ANGLE (When optional KVN-395 is installed) Prior to VNAV engagement, the indicator presents vertical track angle computed by the VNAV computer. After the vertical track angle has been coupled, the indicator presents deviation from the selected track angle. ISSUED: MARCH 17, 1980 REPORT: LK-1213 25 of 38, 9-27SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE III (9) LOCALIZER DEVIATION Indicator portrays aircraft's position relative to a localizer course (10) SLIP/SKID INCLINOMETER Portrays aircraft's directional trim status. (1) ROLL ATTITUDE INDEX Displays airplane roll attitude in 10° increments up to 30° and then in 30° increments to 90° (12) COMPUTER WARNING FLAG Indicates failure in the flight director system. (13) ATTITUDE WARNING FLAG Indicates failure in remote attitude gyro or attitude indicator. NOT ILLUSTRATED: (14) GS FLAG Covers glideslope deviation indicator when a valid GS signal is not being received (15) LOC FLAG Covers LOC deviation scale when a valid LOC signal is not being received. (16) VNAV FLAG Covers VNAV scale when an invalid signal is received from the VNAV computer THE KAP 315 ANNUNCIATOR PANEL REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-28, 26 of 38PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE III SUPPLEMENT 1 (c) CONTROL AND FUNCTION - ANNUNCIATOR PANEL The KAP 315 annunciator panel annunciates all vertical and lateral flight director/ autopilot system modes, including all armed modes prior to capture. Simply stated, it tells the pilot when his selected mode has been received and accepted by the system and if an armed mode has been initiated. The significance of each mode is presented below. MODE (1) FLT DIR Pitch attitude and heading hold commands appear on com- mand bars. System maintains heading that exists at time of flight director mode selection. NAV ARM Standby mode for automatic capture of selected course. (2 NAV CPLD Active roll command to capture and track selected VOR or RNAV course. QB) (4) REV LOC Roll command to capture and track reverse LOC course, auto- matically selected according to flight path when APPR ARM selected. (3) YAW DAMP Stability augmentation in the yaw axis. (6) HDG SEL Roll command to heading selected on the heading bug in the PNI. (7) APPR ARM Standby mode for automatic capture of approach path. (8) APPR CPLD Roll and pitch commands to capture and track LOC for precision approaches Roll commands for VOR or RNAV non- precision approaches. ISSUED: MARCH 17, 1980 REPORT: LK-1213 27 of 38, 9-29SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE IIL (9) AUTOPILOT Control response to all selected flight director modes plus a. 3-axis rate stabilization b. Automatic turn coordination c. Automatic pitch trim (10) SPD PRF Pitch command to hold preset speed schedule (11) VNAV CPLD (When optional K VN-395 is installed) Pitch command to capture and track computed vertical flight path and capture altitude selected in VNAV computer window. (12) GS CPLD Capture and track of glideslope beam (13) IAS HOLD Pitch command to hold airspeed (14) ALT ARM (When optional KVN-395 is installed) Pitch command to capture selected altitude (15) ALT HOLD (When optional K VN-395 is installed) Pitch command to hold altitude (16) GO-AROUND Pitch and roll command to missed approach climb attitude and wings level REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-30, 28 of 38PIPER AIRCRAFT CORPORATION “TION 9 PA-42, CHEYENNE IL SUPPLEMENT | (3) ocr: oseay GG NAV WARNING FLAG compass (9) WARHING FLAG ” GUDESLOPE 10) Warwing FLAG MEADING 0UG a) on fun oe son ewation AM/ADF SELECTOR Q 1s) ay al OR ADF HEADING KNOB IWOICATOR THE KPI 553A PICTORIAL. NAVIG TION INDICATOR (d) CONTROL. AND FUNCTION - PICTORIAL NAVIGATION INDICATOR (1) RMI ADF FLAG Indicates ADF or VOR mode of RMI indicator, (2) RMI ADF SELECTOR Selects RMI mode (VOR or ADF). rR) DIGITAL. DISPLAY Displays DME distance to VOR or waypoint: ground speed: time-to-station: or radio altitude read out from 990 feet to touch down in 10 foot increments. LUBBER LINE A fixed white marker at the top of the display that indicates aircraft magnetic heading on the compass card. (4) 65 NAV WARNING FLAG Indicates a weak or invalid VOR or LOC signal. ISSUED: MARCH 17, 1980 REPORT: LK-1213 REVISED: OCTOBER 31, 1985 29 of 38, 9-31‘SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE III (6) COURSE DEVIATION INDICATOR Portrays aircraft position relative to selected VOR, LOC. or RNAV course. (7) GLIDESLOPE WARNING FLAG A stiutter which covers the glideslope indicator and deviation scale whenever a glideslope signal is lost. (8) RMI INDICATOR An RMI presentation of ADF/ VOR bearing. (9) COMPASS WARNING FLAG Indicates failure in the slaved compass system. (10) HEADING BUG Portrays selected heading on the PNI. The heading bug can be adjusted with the heading knob on the PNI or the heading select knob on the mode controller. (11) HEADING KNOB Heading knob provides a means of adjusting the heading bug. wean (I) 3) Sectors. (4) Mieaccownenes A HDG 4 Ye _ ar FLT Di R sep AB ¥ @| BRE ®@ mM T @l wav | I vs E OR AMOATA (2) samaswrres (5) wareonacnrs (6) warns uahs THE KMC 340 MODE CONTROLLER REPORT: LK-1213 ISSUED: MARCH 17, 1980 *: 30 of 38PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE II SUPPLEMENT 1 (e) CONTROL AND FUNCTION - MODE CONTROLLER (1) HEADING SELECT KNOB Electrically slews heading bug in PNI. (2 VERTICAL TRIM SWITCH — In the pitch attitude hold mode, the vertical trim switch commands a pitch-up/pitch-dn mancuver to a maximum attitude of 25° nose-up or 25° nose-down. In the altitude hold mode, the vertical trim switch commands a nose-up/nose- down attitude appropriate to a 500'/min rate of climb or descent. GB AP/FD MODE SELECTORS. Provides a means to select the various autopilot/ flight director modes. (4) AUTOPILOT/YAW DAMPER ENGAGE SWITCHES A split switch which engages or disengages all three axis of the autopilot. The split provides for engaging of the yaw damper without engaging the autopilot. (5) AIR DATA COMPUTER WARNING LIGHTS. These lights, when illuminated, signify a failure of the ALT, SPD PRF or IAS modes as noted. (6) A/P SERVO WARNING LIGHTS These lights, when illuminated, signify a failure in the aileron, elevator or rudder servos as noted. ISSUED: MARCH 17, 1980 REPORT: LK-1213 31 of 38, 9-33SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE IIL ONTERNALLY LIGHTED) (3) ‘COUNTERCLOCKWISE ‘ADJUSTMENT SLAVE AND FREE (1) ayno pusneutron KASIA SLAVING METER The Slaving Meter is located on the instrument panel. The meter indicates the difference between the heading displayed on the Compass Card and the magnetic heading. Right (+) deflection indicates a clockwise error on the Compass Card. Left (-) deflection indicates a counterclockwise error. Whenever the airplane is in a turn and the compass card rotates, the meter will show a full deflection to one side or the other. NOTE During level flight it is normal for the meter needle to continuously move from side to side and to be fully deflected during a turn. If the needle stays fully deflected during level flight, use free gyro mode to center it: REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-34, 32 of 38PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE II SUPPLEMENT 1 (f) CONTROL & FUNCTION - SLAVING METER (1) SLAVE AND FREE GYRO PUSHBUTTON When depressed, the system is in the slaved gyro mode. When button is in the outer position (not engaged) the system is in the free gyro mode. - (2) CLOCKWISE ADJUSTMENT When system is in free gyro mode, depressing the clockwise manual heading drive button will rotate the compass card to the right to eliminate left compass card error. Q) COUNTERCLOCKWISE ADJUSTMENT When system is in free gyro mode, depressing the counterclock- wise manual heading drive button will rotate the compass card to the left to eliminate right compass card error. (g) CONTROL AND FUNCTION - VERTICAL NAVIGATION COMPUTER (Optional Equipment) (0) seecreo amce (armas THE KVN 395 VERTICAL NAVIGATION COMPUTER ISSUED: MARCH 17, 1980 REPORT: LK-1213 33 of 38, 9-35SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE IIL (1) ALTITUDE ALERT WARNING LIGHT Alerts pilot of approach to, or deviation from, a preselected flight altitude. (2) DISTANCE BIAS KNOB Offsets the along-track distance from the airplane to the way- point from 0 to 30 NM closer to the airplane. Used to sclect a level-off point short of the waypoint in VNAV mode. Adjust- ment should not be made while VNAV is coupled. (3) SELECTED ALTITUDE 100 FT. SET KNOB Manually sets 100 foot increments in Selected Altitude Display. Rotate clockwise for increase and counterclockwise for decrease. (4) ALTITUDE SELECT ARM PUSH BUTTON Arms Altitude Preselect System for automatic capture of a preselected altitude. (5) MDA WARN SWITCH Arms MDA warning light on FCI. MDA light will illuminate and an aural tone will sound when airplane reaches MDA as shown in the Selected Altitude Display. (6) VNAY COUPLED SWITCH Push on/push off switch engages VNAV guidance mode (7) SELECTED ALTITUDE 1000 FT. SET KNOB Manually sets 1000 foot increments in Selected Altitude Display. (8) SELECTED ALTITUDE 10,000 FT. SET KNOB Manually sets 10,000 foot increments in Selected Altitude Display. 10,000 foot increments is blank when selected altitude is below 10,000 feet. VOR ALTITUDE TAB Sets the approximate VORTAC altitude to obtain slant range correction when operating in VNAV guidance mode. (9) (10)SELECTED ALTITUDE Displays altitude selected by altitude select knobs. REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-36, 34 of 38PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE III SUPPLEMENT 1 (h) ADDITIONAL AUTOPILOT CONTROLS (1) TRIM SWITCH A split rocker switch, located on top of the pilot's left control wheel horn and the copilot’s right control wheel horn, is utilized to activate the manual electric trim. Trimming action is achieved by depressing both sides of the trim. Switch forward for nose-down trim and rearward for nose-up trim. Operating either side of the switch separately should not result in any trimming action. If the autopilot is engaged, operation of the switch will result in disengaging the autopilot. (2) AUTOPILOT-DISC/TRIM INTERRUPT SWITCH A red push button switch located on the upper inside portion of the pilot's left contro! wheel horn will, when depressed, dis- engage the autopilot (including the yaw damper) and interrupt manual electric trim operation. (3) SYNC SWITCH A press-to-operate switch, located on the pilot’s control wheel horn, which, when depressed and held, will allow the pilot to manually fly the airplane in pitch and roll without disengaging the autopilot. The autopilot control functions and Pitch Command and Altitude Hold modes remain synchronized with the airplane maneuvers. Upon release of the sync button, the AP will resume control of the airplane (within pitch and roll attitude limits) to the original lateral command and existing vertical command. The sync switch will resync the FD in Pitch Attitude Hold (PAH) or ALT hold mode and will switch the GA mode to PAH. Depressing the sync button when FD is off will activate the FD mode. Since all engaged modes remain coupled during operation of the sync mode (except GA), their annunciator lights will continue to show on the annunciator panel. The sync mode is not separately annunciated. TRIM MASTER SWITCH A push button switch located above the autopilot mode con- troller. Depressing the switch to the “ON™ position will provide power to the trim system. With the trim master switch in the OFF position, the ELECT TRIM annunciator display, located in the master warning annunciator display, will illuminate. 4 ISSUED: MARCH 17, 1980 REPORT: LK-1213 REVISED: JANUARY 15, 1982 35 of 38, 9-37SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE IIT (5) GO-AROUND SWITCH The go-around switch, located on the left power lever, when activated, cancels all flight director modes and disengages the autopilot, if it is engaged. A wings-level, nose-up command is displayed on the FCI and GO AROUND is illuminated on the annunciator panel. (6) TRIM TEST SWITCH ‘The trim test switch, located on the center panel, provides a means of checking the operation of the trim fault monitoring system. With the test switch in the No. | position, the monitor system is checked in the manual electric trim mode. In the No. 2 position, the monitor system is checked in the autotrim mode. (See normal procedures section for test procedure.) (i) WARNING FLAGS AND ANNUNCIATORS. (1) FLIGHT COMMAND INDICATOR a. ATTITUDE FLAG - Signifies an attitude gyro failure. The autopilot will disengage and no modes can be selected. With the flag in view, the flight director and autopilot cannot be re-engaged. b. COMPUTER FLAG - Signifies a flight director computer failure. The flight director and autopilot will disengage and no modes except yaw damp can be selected. With the flag in view, the flight director and autopilot cannot be re-engaged. c. GS OFF SHUTTER - Covers the glideslope deviation scale whenever a glideslope signal is lost. A glideslope flag prevents glideslope coupling. If the glideslope has been coupled, the appearance of the flag will terminate that mode and the system will revert to the pitch attitude hold mode. d. LOC OFF SHUTTER - Covers the localizer deviation scale whenever a localizer signal is lost. A localizer flag prior to selecting approach arm will prevent that mode from being selected. A localizer flag occurring after approach arm, will inhibit the advancement to the REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-38, 36 of 38PIPER AIRCRAFT CORPORATION SECTION 9 PA-42, CHEYENNE Ill SUPPLEMENT 1. approach coupled mode. A localizer flag occurring during the approach coupled mode will cancel the GS coupled mode and the aircraft will revert to the pitch attitude hold mode. ce. VNAV OFF SHUTTER - €overs the vertical track angle scale whenever an invalid signal is received from the VNAV computer (when optional K VN-395 is installed). (2) PICTORIAL NAVIGATION INDICATOR a. NAV FLAG - The NAV flag signifies an invalid or lost NAV signal. A NAV flag prior to the selection of NAV ARM will prevent the selection of NAV ARM/APPR ARM. The NAV/APPR ARM flag must be out of view for 7.5 seconds prior to NAV capture to achieve capture. Should a flag occur in the NAV ARM/APPR ARM, the system will inhibit the advancement to the respective coupled mode. If a flag should occur after NAV capture/ APPR CPLD, these modes will remain annunciated, how- ever, the system will revert to a heading hold mode. b. COMPASS FLAG - Flag will be in view whenever the compass information is invlaid. If compass flag appears with either NAV, APPR or HDG modes selected, the AP and/or the FD’ will disengage. Basic FD and/or AP vertical modes may then be re-engaged. c. GS OFF SHUTTER - Covers the glideslope deviation scale whenever a glideslope signal is lost. A glideslope flag prevents glideslope coupling. If the glideslope has been coupled, the appearance of the flag will terminate that mode and the system will revert to the pitch attitude hold mode. (3) MODE CONTROLLER a. WARNING LIGHTS - The horizontal lights indicate a failure in the aileron, elevator or rudder servos and their resultant disengagement by the servo monitor system. The vertical lights indicate a failure of the altitude, speed profile or IAS sensors in the air data computer. ISSUED: MARCH 17, 1980 REPORT: LK-1213 37 of 38, 9-39SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENT 1 PA-42, CHEYENNE III (4) ANNUNCIATOR PANEL a. ELECTRIC TRIM LIGHT - The red electric trim annun- ciator light will illuminate and the MASTER CAUTION will sound and illuminate when the following trim mal- paoetices occur. ‘Trim servo motor running without a command. z Trim servo motor not running when commanded to run. 3. Trim servo motor running in wrong direction. 4. Trim master switch in the off position. b. AP SERVO LIGHT - An amber light which illuminates whenever a primary autopilot servo is disengaged by the servo monitor system or when power is not supplied to the system. REPORT: LK-1213 ISSUED: MARCH 17, 1980 9-40, 38 of 38