Archer III Pilots Training Handbook AV8

ARCHER III
PA-28-1 81
sN 2843823,2881001 AND UP
With Garmin G1000 System
PILOT'S
OPERATING
HANDBOOK
AND
FAA APPROVED
AIRPLANE FLIGHT MANUAL
AIRPLANE AIRPLANE
SERIAL NO. 2881 336 REGIST. NO. N824PA
PA-28-181
REPORT: VB-2749 FAA APPROVED BY:
o.D.A.
DATE OF APPROVAL: PIPER AIRCRAFT,INC.
DECEMBER 22,2017 VERO BEACH, FLORIDA
FAA APPROVED IN NORMAL AND UTILITY CATEGORIES BASED ON CAR 3.

THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO
THE PILOT BY CAR 3 AND CONSTITUTES THE APPROVED AIRPLANE FLIGHT
MANUAL AND MUST BECARRIED INTHE AIRPLANE AT ALL TIMES,
THIS FLIGHT MANUAL IS EASA
ei/br
APPROVED. THIS APPROVAL
IS VALID FOR THE AFM/POH
vB-2749.
Published by
TECHNICAL PUB LICATIONS
Piper Aircraft, Inc.
Issued: December 22, 2011
@ 2017 -2020 P iper Aircraft, Inc.
All Rights Reserved
REPORT: VB-2749 ISSUED: December 22, 2017

ll REVISED: March 27,2020
PA,28-181, ARCHER III
APPLICABILITY
Application of this handbook is limited to the specific Piper PA-28-181
model airplane designated by serial number and registration number on the face
of the title page of this handbook.
This handbook cannot be used for operational purposes unless kept in a

current status.
MSINq
EXTREME CARE MUST BE EXERCISED
TO LIMIT THE USE OFTHIS HANDBOOK
TO APPLICABLE AIRCRAFT. THIS
HANDBOOK IS VALID FOR USE WITH
THE AIRPLANE IDENTIFIED ON THE
FACE OFTHETITLE PAGE. SUBSEQUENT
REVISIONS SUPPLIED BY PIPER MUST
BE PROPERLY INSERTED.
MSINS
This handbook cannot be used for operational
purposes unless kept in a current status.
METlT|iINtrf,
Inspection, maintenance and Parts
requirements for all non-PIPER APPROVED
STC installations are not included in this
handbook. When a non-PIPER APPROVED
STC installation is incorporated on the airplane,
those portions of the airplane affected by the
installation must be inspected in accordance
with the inspection program published by
the owner of the STC. Since non'PIPER
APPROVED STC installations may change
systems interface, operating characteristics
and component loads or stresses on adjacent
structures, PIPER provided inspection criteria
may not be valid for airplanes with non-PIPER
APPROVED STC installations.
ISSUED: December 22, 2Ol7 REPORT: VB-2749

ln
PA.28.181, ARCHER III
REVISIONS
The information compiled in the Pilot's Operating Handbook, with the

exception of the equipment list, will be kept current by revisions distributed to
the airplane owners. The equipment list was current at the time the airplane was
certified by the manufacturer and thereafter must be maintained by the owner.
Revision material will consist of information necessary to update the text

of the present handbook and/or to add information to cover added airplane
equipment.
I. Revisions
Revisions will be distributed whenever necessary as complete page
replacements or additions and shall be inserted into the handbook in accordance
with the instructions given below:
1. Revision pages will replace only pages with the same page number.
2. Insert all additional pages in proper numerical order within each
section.
3. Insert page numbers followed by a small letter in direct sequence with
the same common numbered page.
II. Identification of Revised Material
Revised text and illustrations are indicated by a black vertical line located
along the outside margin of each revised page opposite the revised, added, or
deleted information, A black vertical line next to the page number indicates that
an entire page has been changed or added.
Black vertical lines indicate current revisions only. correction of typographical

or grammatical errors or the physical relocation of information on a page will
not be indicated by a symbol.
ORIGINAL PAGES ISSUED

The original pages issued for this handbook prior to revision are given
below:
Title, ii through viii, I- I through l-14, 2-l rhrough 2-18, 3-l through 3-42,
4-1 through 4-26, 5-l through 5-34, 6-l through 6-12,7-1 rhrough j-66,8-l
through 8-20,9-l through 9-54,10-l through 10-2.

iv
PA-28-181 ARCHER III
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Current Revisions to the PA-28-181 ARCHER III Pilot's Operating Handbook,
REPORT: YB-2749 issued December 22,2017.
Revision FAA Approval

Number and Revised Description of Revisions Signature and
Pases Date
Rev. I ll Updated copyright.
(PR180s07) Added Rev. 1 to TOC.
3-ii Revised T.O.C.
-1--t Revised Para. 3.1.
3-6 Revised Para.3.l.
3-24 Revised Para. 3.5e.
4-22 Revised Para. 4.5n.
4-26 Revised Para.4.l3.
7-8 Revised Para. 7.15.
t-40 Revised Para.7.15.
1-41 Revised Para.7.l5.
7-53 Revised Para.7.23.
7-54 Revised Figure 7-9.
7-55 Revised Figure 7-9.
f-i Revised T.O.C.
9-9 thru Added Supplement 2.
9- l8 Added pages 9- I I thru 9- 18
9-19, -20 Revised Supplement 3.
9-48, -49 Revised Supplement 6,
Figure 7-9. May 7,2018
Rev.2 Added EASA approval

(PR180731) v, vl Added Rev.2 to TOC.
l-7, -8 Revised Para. l.2l .
l-8a thru Added pages for table.

I -8j
l-12 Revised Para. 1.23 (e).
2-8a, Added pages for Pan.2.25
2-8b
2-9, -tO Revised Para.2.25.
ISSUED: December 22, 2017 REPORT: VB-2749

REVISED: July 31,2018
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (continued)

Code Paqes Date
Rev.2 2-12a, Added pages for Para.2.25.
(cont.) 2-12b
3-41 Revised Para. 3.5k.
7-26 tlvu Revised TAWS-B alerts and
7-31 for table additions.
9-32 Revised Supplement 6.
9-53 Revised Supplement 7. July 31,2018
Rev.3 ll Updated copyright.

(PR190109) vi Added Rev.3 to TOC.
4-i Revised T.O,C.
4-14 Revised Paru.4.5f .
4-22 Revised Para. 4.5o.
4-26 Revised Parc.4,13.
Added Para.4.l5.
9-41 Revised Para.4.5d. January 9,2019
Rev.4 VI Added Rev.4 to TOC.

(PR190617) vi-a, vi-b Added pages to TOC.
1-i Revised T.O.C.
r-5 Revised Para. 1.5.
1-6 Revised Para. 1. I 1.
1-',1 Relocate Paras. 1.17, Ll9
t-12 Revised Para. 1.23.
)_7 Revised Para.2.25b.
2-8, -8a Revised Paru.2.25d.
-8b
2-9 Revised Para.2.25f
3-ii Revised T.O.C.

vi REVISED: Junel7,20l9
PA.28.181. ARCHER III

Pases
Rev.4 5-3 Revised Para. 5.5a.
(cont.) 5-1 Revised Para. 5.5e.
1a
Revised Para.7.'7 .
7-8 Revised Para.'7.15.
7-9, -10 Revised Para.7.l5.
t-28 Revised TAWS-B Note
7-29, -30 Revised TAWS-B.
7-39 Revised Autopilot.
8-12 Revised Para. 8.15.
8- 13 Revised Para. 8.19. June 17,2O19
Rev. 5 vl-a Added Rev. 5 to TOC.

(PRle0829) 3-20 Revised Para. 3.5d.
3-25, -26 Revised Para. 3.5d.
4-9 Revised Paru.4.5c.
4-13 Revised Para.4.5e.
4-t6 Revised Para. 4.5h.
7-36 Revised Databases.
7-37 Revised Databases.
7-42 Revised ESP.
7 -50 Revised Para. 7.21 typo.
1 -53 Revised Figure 7-8.
9-i Revised T.O.C.
9-38 Revised Para.4.5c.
9-43 Revised Para. 4.5h.
9-55, Added Supplement 8.
9-56 Added pages 9-55 thru 9-56. August 29,2019
Rev.6 1l Updated copyright.

(PR200321) vi-a, vi-b Added Rev. 6 to L of R.
l-5 Revised Para. 1.5.
t-6 Revised Para. Ll1.
2-i Revised T.O.C.
2-3 Revised Para.2.J.
2-8b Revised Para.2.25.
ISSUED: December 22, 2Ol7 REPORT: YB-2749

REVISED: March 27,2020 vi-a

Code Pases
Rev.6 2-tl Revised Para.2.25.
(cont.) 2-14, -15 Revised Para.2.29.
3-18 Revised Para. 3.5d.
4-23 Revised Para. 4.5p.
7-45 thru Revised Para.7 .17 .
7-46 Added pages 7 -45a & 7 -45b
7-53 Revised Para.7 .23.
7-54, -55 Revised Figure 7-9.
1-59 Revised Figure 7-l 1
8- l3 Revised Para. 8.19.
9-i Revised T.O.C.
9-47 thru Revised Supplement 6.
9-49
9-55 Revised Supplement 8.
9-57 thru Added Supplement 9.
9-64 Added pages 9-57 thru 9-64 March 27,2020

vi-b REVISED: March 27,2020
TABLE OF CONTENTS
SECTION 1 GENERAL
SECTION 2 LIMITATIONS
SECTION 3 EMERGENCY PROCEDURES
SECTION 4 NORMAL PROCEDURES
SECTION 5 PERFORMANCE
SECTION 6 WEIGHT AND BALANCE
sEcTtoN 7 DESCRIPTION AND OPERATION OF

THE AIRPLANE AND ITS SYSTEMS
SECTION 8 AIRPLANE HANDLING, SERVICING
AND MAINTENANCE
SECTION 9 SUPPLEMENTS
SECTION 1O OPERATING TIPS

vii
PA.28.181. ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK

viii
SECTION 1
PA-28-181 ARCHER IIT GENERAL
TABLE OF CONTENTS
SECTION 1
GENERAI,
Paragraph Page
No. No.
l.l Introduction l-1
1.3 Notations..... l-3
1.5 Engine t-5
1.7 Propeller 1-5
1.9 Fuel 1-5
l.l1 oil 1-6
l.l3 Maximum Weights 1-6
1.15 Standard Airplane Weights....... 1-6
l.t7 Baggage Space. t-'7
I.t9 Specific Loadings t-'7
1.21 G1000 GNSS (GPS/SBAS) Navigarion System
Equipment Approvals.... 1-1
1.23 Symbols, Abbreviations and Terminology t-9
ISSUED: December 22, 2Ot7 REPORT: YB-2749

REVISED: Janel7,20l9 f-i
SECTION 1
GENERAL PA.28.181. ARCHER III
REPORT vB-n49 ISSUED: December 22, 2017

f-ii
SECTION 1
PA-28-181 ARCHER III GENERAL
SECTION 1
GENERAL
1.1 INTRODUCTION
This Pilot's operating Handbook is designed for maximum utilization as
an operating guide for the pilot. It includes the material required to be furnished
to the pilot by F.A.R./G.A.R. Ir also conrains supplemental data supplied by rhe
airplane manufacturer.
This handbook is not designed as a substitute for adequate and competent

flight instruction, knowledge of current airworthiness directives, applicable
federal air regulations or advisory circulars. It is not intended to be a guide
for basic flight instruction or a training manual and should not be used for
operational purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the responsi-

bility of the owner. The pilot in command is responsible for determining that
the airplane is safe for flight. The pilot is also responsible for remaining within
the operating limitations as outlined by instrument markings, placards, and this
handbook.
Although the arangement of this handbook is intended to increase its

in-flight capabilities, it should not be used solely as an occasional operating
reference. The pilot should study the entire handbook to familiarize himself with
the limitations, performance, procedures and operational handling characteristics
of the airplane before flight.
The handbook has been divided into numbered sections, each provided with
a "finger-tip" tab divider for quick reference. The limitations and emergency
procedures have been placed ahead of the normal procedures, performance and
other sections to provide easier access to information that may be required in
flight. The "Emergency Procedures" section has been furnished with a red tab
divider to present an instant reference to the section. provisions for expansion of
the handbook have been made by the deliberate omission of certain paragraph
numbers, figure numbers, item numbers and pages noted as being intentionally
left blank.
ISSUED: December 22, 2OI7 REPORT: VB-2749

1-1
SECTION 1
GENERAL PA.28-181, ARCHER III
REPORT: YB-2749 ISSUED: December 22, 2017

l-2
SECTION 1
PA.28.I81. ARCHER III GENERAL
1.3 NOTATIONS
METINIITrf,
Operating procedures or techniques which may result
in personal injury or loss of life if not carefully followed
or a hazard which may require immediate crew
recognition and corrective action.
lwroil
Operating procedures or techniques which may result in
damage to equipment if not carefully followed or the need
for immediate crew awareness and possible need for future
corrective action.
Supplemental information or highlights considered of

sufficient significance to require emphasizing.
THIS SPACE INTENTIONALLY LEFT BLANK

1-3
SECTION 1
GENERAL PA-28.181, ARCHER III
12'
-- r-
E'
Min tumlng radius 30 (ft)

(from pivot point to wlng flp)
35'
24'
7,3.6
6'6.91
THREEVIEW
Figure 1-1

t-4
SECTION 1
1.5 ENGINE
(a) Number of Engines I
(b) Engine Manufacturer Lycoming
(c) Engine Model Number
(1) Fuel Injected 10-360-84,{
(d) Takeoff Power (BHP) 180
(e) Takeoff Power Engine
Speed (RPM) ZIOO
(0 Bore (inches) S.LZS
(g) Stroke (inches) 4.315
(h) inches)
Displacement (cubic 361,0
(i) Compression Ratio 8.5:1
0) Engine Type Four Cylinder, Direct Drive,
Horizontally Opposed with Fuel Injection
1.7 PROPELLER
(a) Number of Propellers 1
(b) PropellerManufacturer Sensenich

(c) Model 76EM8S14-0-62
(d) Number of Blades 2
(e) Propeller Diameter (inches)
(1) Maximum 76
(2) Minimum 76
(0 Propeller Type Fixed Pitch
1..9 FUEL
AVGAS ONLY
(a) Fuel Capacity (U.S. gal.) (total) 50
(b) Usable Fuel (U.S. gal.) (total) 48
(c) Fuel
(1) Minimum Octane 100 Green or 100LL Blue
Aviation Grade

REVISED: March 27,2020 1_5
SECTION 1
GENERAL PA-28-181 ARCHERIII
1.11 OIL
(a) Oil Capacity (U.S. quarts) 8
(b) Oil Specification Refer to latesl revision
of Lycoming Service
Instruction 1014.
(c) Oil Viscosity per Average Ambient Temperature for Starting.
MIL-L-6082B MLL-L-22851
Average Ambient Mineral Ashless Dispersant
Temperature SAE Grade SAE Grade
All Temperatures 15W-50 or 20W-50
Above 80oF 60 60
Above 60'F 50 40 or 50
30'F to 90'F 40 40
0'F to 70'F 30 30,40 or 20W-40
0'F to 90'F 20w-50 20W-50 or 15W-50
Below l0'F 20 30 or 20W-30
When operating temperatures overlap indicated ranges, use the lighter
grade oil.
r-Fom--l
Refer to the latest issue of Lycoming Service
Instruction l014 (Lubricating Oil Recom-
mendations) for further information.
1.13 MAXIMUM WEIGHTS

Normal Utility
(a) Maximum Ramp Weight (lbs.) 2558 2138
(b) Maximum Takeoff Weight (lbs.) 2550 2130
(c) Maximum Landing Weight (lbs.) 2550 2130
(d) Maximum Weights in Baggage
Compartment (lbs.) 200 0
1.15 STANDARD AIRPLANE WEIGHTS

Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load.
REPORT: VB-2749 ISSUED: December 22, 2Ol7

t-6 REVISED: March 27,2020
SECTION 1
PA.28-I8I. ARCHER III GENERAL
1.17 BAGGAGE SPACE

(a) Compartment Volume (cubic feet) 24
(b) Entry Width (inches) 22
(c) Entry Height (inches) 20
1.19 SPECIFIC LOADINGS

(a) Wing Loading (lbs. per sq. ft.) 15.0
(b) Power Loading (lbs. per hp) 14.2
1.21 G1000 GNSS (GPS/SBAS) NAVTGATTON SYSTEM EQUTPMENT

APPROVALS
The Garmin G1000 Integrated Avionics GNSS long range navigation system
installed in this airplane is a GPS system with a satellite Based Augmentation
System (SBAS) comprised of two TSO-C145d Class 3 approved Garmin GIA
64Ws, TSO-C146d Class 3 approved Garmin GDU Display Units (1050 and
1054), and two Garmin-approved GA36 GPS/SBAS antennas (one is aGA37 if
optional GDL 69 is installed), and GPS software version 5.1 or later approved
version. The Garmin GNSS navigation system in this aircraft is installed in
accordance with AC 20-138D. When all the equipment is operative, the Garmin
G1000 system has two independent GNSS long-range navigation systems.
Failure of any of the above equipment or the posting of 'BOTH ON GPSI' or
'BOTH ON GPS2' annunciators indicate only one operational GNSS system.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed

in this airplane complies with the requirements of AC 20-138D and has
airworthiness approval for navigation using GPS and GPS/SBAS (within the
coverage of a Satellite Based Augmentation System complying with ICAO
Annex 10) for IFR en-route, terminal area, non-precision approach, and
approach procedures with vertical guidance operations.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed

in this airplane complies with the equipment, performance, and functional
requirements established for the following navigation specifications.

REVISED: Junel7,20l9 r-7 I
SECTION 1
1.21 G1OOO GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT

APPROVALS (continued)
Navigation Operational Reference ICAO Flight Notes
Specification Requirements/ Documents Plan Code
Authorizations Item 10a Item 18
Code PNR/
RNAV 10 GNSS FDURAIM FAA AC R AI The GPS equiprnent
availability must be 20-138D. as installed complies
RNP 10 verified prior to flight. with the requirements
Maximum predicted FAA AC for GPS primary means
Oceanic and FDE/RAIM 90-105A. of Class II navigation
Remote unavailability is 34 in oceanic and remote
Areas of minutes. 1
FAA AC airspace without
Operation 9l -70B. reliance on other
(Class II Two GNSS systems long-range navigation
Navigation) required to be EASA AMC systems, when used
operational, (one 20-12. in conjunction with
GNSS system for the G1000 WFDE
those routes requiring Prediction program. I
only one long range
navigation system).
No time limit using

CNSS as the primary
navigation sensor.
Part 91, Pafi 91

subparl K, 121,125,
and 135 operators
require operational
approval.
B-RNAV / Must have GNSS/ FAA AC R B2

RNAV 5 SBAS capability 20-138D.
(Europe) and availability or
GNSS RAIM/FDE FAA AC
availability must 90-96A
be verified prior to cHc 1.
flight. Maximum
predicted RAIM/ FDE EASA AMC
unavailability is 5 20-41^.
minutes. 1
This does not

constitute an
operational approval.

1-8 REVISED: July 31,2018
SECTION 1

Code PNR/
RNP 4 GNSS FDE/RAIM FAA AC R LI The GPS equipment
Oceanic and availability must be 20-138D. as installed complies
Remote verified prior to flight. with the requirements
Areas of Maximum predicted FAA AC for GPS primary means
Operation FDE/RAIM 90-105A. of Class II navigation
(Class II unavailability is 25 in oceanic and remote
Navigation) minutes. I FAA AC airspace without
9l-708. reliance on other
Two operational long-range navigation
long-range nav systems, when used
systems required, (or in coniunction with
one navigation the G1000 WFDR
system and one Prediction program. 1
GNSS sensor for
those routes requiring
only one long-range
navigation sensor).
No time limit using

GNSS as the primary
navigation sensor.
Part 9 1, Part 9 l
subpart K, l2l,125,
and 135 operators
require operational
approval.
ISSUED: December 22, 2017 REPORT: YB-2749

REVISED: July 31,2018 1-8a
SECTION 1
GENERAL PA-28.181, ARCHER III
I.21 G1OOO GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT

Authorizations Item lOa Item 18
Code PNR/
RNAV 2 Must have GNSS/ AC R C2 Includes RNAV Q and T
SBAS capability 138D. rcutes.
and availability or
availability must 90-100A
be verified prior to CHG2.
flight. Maximum
predicted RAIIW FDE
unavailability is 5
minutes. 1
The GNSS RNAV

system is installed
and meets the
performance and
functional
requirements of AC
90-100A cHG 2.
In accordance with
AC 9O-1OOA, CHG 2,
Part 91 operators
(except subpart K)
following the aircraft
and training guidance
in AC 90-100A CHG
2 are authorized to fly
RNAV 2 procedures.
Part 91 subpart K,
121,125,129, and
135 operators require

1-8b REVISED: July 3L,2018
SECTION 1
PA.28.181, ARCHER III GENERAL
1.21 GIOOO GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT

Authorizations Item lOa Item 18
Code PNB/
VI Must have GNSS/ FAA AC R D2 Includes RNAV terminal
SBAS capability 20- I 38D. departure and arrival
and availability or procedures.
availability must 90- I 00A
be velified prior to CHG 2.
flight. Maximum
predicted RAIM/ FDE
unavailability is 5
minutes. 1
The GNSS RNAV

system is installed
and meets the
performance and
functional
requirements of AC
90-100A cHG 2.
In accordance with
AC 9O.IOOA, CHG 2,
Part 9l operators
(except subpart K)
following the aircraft
and training guidance
in AC 90-1004. CHG
2 are authorized to fly
RNAV 1 procedures.
Part 91 subpart K,
121,125,129, and

REVISED: July 31,2018 1-8c
SECTION 1
GENERAL PA-28-181 ARCHER III

Code PNB/
P-RNAV GNSS receiver is FAA AC R D2 ICAO flight plan code
(Europe) required for takeoff in 20-138D. for P-RNAV no longer
P-RNAV airspace. exists.
FAA AC P-RNAV utilizes RNAV
Must have GNSS/ 90-96A I flight plan codes.
SBAS capability CHG I.
and availability or
GNSS RAIM/FDE JAA TCL1O
availability must be Rev l.
verified prior to flight.
This does not

constitute an
RNP I Procedures containing FAA AC R 02 Includes RNP terminal

Radius{o-Fix (RF) 20-138D. departure and arrival
legs are not procedures.
authorized. FAA AC
90-r05A
Must have GNSS/
SBAS capability
and availability or
GNSS RAIM/FDE
availability must
be verified prior to
flight. Maximum
predicted RAITW FDE
unavailability is 5
minutes. I
In accordance with
AC 90-1054, Part 9l
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-105,{ are
authorized to fly
RNP I procedures.
REPORT: VB-2749 ISSUED: December 22' 2017

L-8d REVISED: July 31,2018
SECTION 1

) Navigation Operational Reference ICAO Flight Notes
Authorizations Item 10a Irem 18
Code PNR/
RNP I Part 9l
subpart K, (continued) (cont.) (cont.) (continued)
(continued) t2l, 125, 129, and
RNP APCH Procedures containing FAA AC R SI Includes non-precision

LNAV Radius{o-Fix (RF) 20-138D. approaches based on
minima legs are not conventional navigation
authorized. FAA AC aids with "or GPS"
90- r OsA. in the title and area
Must have GNSS/
navigation approaches
SBAS capability
EASA AMC titled'GPS",
and availability or
20-27A. "RNAV (GPS)", and
GNSS RAIM/FDE
availability must "RNAV (GNSS)".
be verified prior to
flight. Maximum
predicted RAIM/ FDE
unavailability is 5
minutes. I
All instrument
approach procedures
that are retrieved from
the cuffent
navigation database
are authorized.
In accordance with
AC 90-105A, Part 91
opefators (except
the aircraft and
AC 90-1054 are
authorized to fly RNP
APCH LNAV minima
procedures.
Pat 91 subpart K,
l2l, 125,129, and

REVISED: July 31,2018 1-8e
SECTION 1

Navigation 0perational Reference ICAO Flight Notes
Code PNR/
RNP APCH Procedures containing FAA AC R S2 Includes area navigation
LNAV/ Radius-to-Fix (RF) 20-138D approaches titled
VNAV legs are not "RNAV (GPS)" and
authorized. FAA AC .RNAV (GNSS).''
minima
90-105A.
Must have GNSS/
Vertical guidance is
SBAS capability
and availability or EASA based on GPS/SBAS
GNSS RAIM/FDE AMC when within SBAS
availability must 20-27A coverage and by
be verified prior to with baro-VNAV when
flight. Maximum CM-AS-002. outside SBAS coverage,
predicted RAIM/ FDE or when SBAS has
unavailability is 5
been pilot disabled for
minutes. 1
with 'WAAS
approaches
All instrument VNAV NA'.
approach procedures
that are retrieved from The aircraft complies
the cunent with the criteria of
navigation database AMC20-27 for RNP
are authorized. approaches to LNAV/
In accordance with
VNAV minima, with
AC 90-105,4, Part 91 the exception that
operators (except VNAV is based on
subpart K), following SBAS/GNSS geometric
the aircraft and altitude when
training guidance in SBAS/GNSS is
AC 90-105,{ are available and authorized
APCHLNAV/VNAV
minima procedures.
Part 9l subpart K,
l2l, 125, 129, and
This aircraft is not

authorized to perform
Barometric Based
Vertical Guidance
(baro-VNAV)
approches in the
EASA airspace
cvstem

1-8f REVISED: Juty 31,20L8
SECTION I
PA.28.181. ARCHER III GENERAL

Code PNB/
RNPAPCH Procedures containing FAA AC N/A N/A Includes area navigation
LP minima Radius{o-Fix (RF) 20-138D. approaches titled
Legs are not "RNAV (GPS)" and
authorized. FAA AC "RNAV (GNSS)".
90-107.
All instrument CNSS/SBAS capability
approach procedures and availability
that are retrieved from is required for LP
the cunent procedures.
navigation database
are authorized.
In accordance with
AC 90-107, Part 91
operators (except
the operational
considerations and
training guidance
in AC 90-107 are
authorized to fly
RNP APCH LP
minima procedures.
Part 9l subpart K,
l2l,125,129, arld
135 operatofs require

REVISED: July 3L,2018 1'8g
SECTION 1
1.21 G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT

Code PNR/
RNP APCH Procedures containing FAA AC B N/A Includes area navigation
LPV minima Radius-to-Fix (RF) 20-138D. approaches titled
Legs are not "RNAV (GPS)" and
authorized. FAAAC "RNAV (GNSS)."
90-107.
All instrument GNSS/SBAS capability
approach procedures EASA and availability is
that are retrieved from AMC20-28 required for LPV
the cuffent procedures.
navigation database
are authorized.
In accordance with
AC 90-107, Part 9l
operators (except
the aircraft and
AC 90-107 are
APCH LPV minima
procedures.
Part 9l
subpart K,
l2l, 125,129, and
RNP AR Not Authorized.

APCH

1-8h REVISED: July 31,2018
SECTION 1
PA-28-181, ARCHER III GENERAL

Code PNR/
Advanced This does not FAA AC N/A N/A RNAV Holding:
RNP constitute an 20-138D. Supported.
See Notes for operational approval
specific RF Legs:
Advanced Not supported.
RNP
functions. Parallel Offsets:
Supported.
Higher Continuity:
Suppoted when both
GIA 64 GPS/SBAS
receivers are operating
and providing GPS
navigation guidance.
Scalable RNP:
Not supported.
Fixed Radius
Transitions (FRT):
Not supported.
Time of Arrival Control

(roAC):
Not supported.
ISSUED: December 22, 20\7 REPORT: VB-2749

REVISED: July 31,20L8 1_8i
SECTION 1
GENERAL PA-28-18L, ARCHER III

1. FDE/RAIM availability worldwide can be determined via the following:
. Using the Garmin RAIM/Fault Detection and Exclusion Prediction
Tool available on the Garmin website fly.garmin.com.
Also, within the United States:
. Via the FAA's RAIM Service Availability Prediction Tool (SAPT)
website: http://sapt.faa.gov.
. Contacting a Flight Service Station (not DUATS) to obtain non-
precision approach RAIM.
AIso, within Europe:

. Europe's AUGER GPS RAIM Prediction Tool at http://augur.
ecacnav. com/augur/applhome.
Verification of FDE/RAIM availability is not necessary if SBAS coverage

is confirmed to be available along the entire route of flight.
Garmin International holds an FAA Type 2Letter of Acceptance (LOA) in

accordance with AC 20-I53A for database integrity, quality, and database
management practices for the Navigation database. Flight crews and
operators can view the LOA status at FlyGarmin.com then select" Type 2
LOA Status".
Navigation information is referenced to the WGS-84 reference system.

1-8j REVISED: July 31,2018
SECTION 1
1.23 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

The following definitions are of symbols, abbreviations and terminology
used throughout the handbook and those which may be of added operational
significance to the pilot.
(a) General Airspeed Terminology and Symbols

CAS Calibrated Airspeed means the indicated
speed of an aircraft, corrected for position
and instrument error. Calibrated airspeed is
equal to true airspeed in standard atmosphere
at sea level.
KCAS Calibrated Airspeed expressed in Knots.
GS Ground Speed is the speed of an airplane
relative to the ground.
IAS Indicated Airspeed is the speed of an air-
craft as shown on the airspeed indicator when
corrected for instrument error. IAS values
published in this handbook assume zero
instrument error,
KIAS Indicated Airspeed expressed in Knots.
TAS True Airspeed is the airspeed of an airplane
relative to undisturbed air which is the
CAS corrected for altitude, temperature and
compressibility.
Vo Maximum operating Maneuvering Speed is
the maximum speed at which application of
full available aerodynamic control will not
overstress the airplane.
r-NorE-_l
Vo is defined in accordance with FAR23
Amendment 45.
Vps Maximum Flap Extended Speed is the

highest speed permissible with wing flaps in
a prescribed extended position.
ISSUED: December 22, 2017 REPORT: VB-n49

1.-9
SECTION 1
1.23 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (continued)

VNE/Mrue Never Exceed Speed or Mach Number is the
speed limit that may not be exceeded at any
time.
Vr.to Maximum Structural Cruising Speed is the
speed that should not be exceeded except in
smooth air and then only with caution.
Vs Stalling Speed or the minimum steady flight
speed at which the airplane is controllable.
Vso Stalling Speed or the minimum steady flight
speed at which the airplane is controllable in
the landing configuration.
Vx Best Angle-of-Climb Speed is the airspeed
which delivers the greatest gain of altitude in
the shortest possible horizontal distance.
Vv Best Rate-of'-Climb Speed is the airspeed
which delivers the greatest gain in altitude in
the shortest possible time.
(b) Meteorological Terminology

ISA International Standard Atmosphere in which:
The air is a dry perfect gas; The temperature
at sea level is 15' Celsius (59' Fahrenheit);
The pressure at sea level is 29.92 inches
Hg (1013.2 mb); The temperature gradient
from sea level to the altitude at which
the temperature is -56.5"C (-69.7'F) is
-0.00198C (-0.003564"F) per foot and zero
above that altitude.
OAT Outside Air Temperature is the free air
static temperature, obtained either from
inflight temperature indications or ground
meteorological sources, adjusted for
instrument error and compressibility effects.

r-10
SECTION 1

Indicated The number actually read from an
Pressure Altitude altimeter when the barometric subscale has
been set to 29.92 inches of mercury (1013.2
millibars).
Pressure Altitude Altitude measured from standard sea-
level pressure (29.92 in. Hg) by a pressure
or barometric altimeter. It is the indicated
pressure altitude corrected for position and
instrument error. In this handbook, altimeter
instrument elTors are assumed to be zero.
Station Pressure Actual atmospheric pressure at field
elevation.
Wind The wind velocities recorded as variables
on the charts of this handbook are to be
understood as the headwind or tailwind
components of the reported winds.
(c) Power Terminology

Maximum Maximum power permissible continuously
Continuous during flight.
Power
Takeoff Power Maximum power permissible for takeoff
(d) Engine Instruments

EGT Exhaust Gas Temperature
FFLOW Fuel Flow
RPM Propeller Speed
ISSUED: December 22, 2Ol7 REPORT: VB-n49

L-1L
SECTION 1
GENERAL PA.28.181, ARCHER III

(e) Avionics System Abbreviations/Terminology
1 Refers to pilot's side (ADAHRSl, ADCI, GPSl)
2 Refers to co-pilot's side (ADAHRS2, ADC2, GPS2)
ADAHRS Air Data, Attitude and Heading Reference System
AFCS Automatic Flight Control System
CAS Crew Alerting System
EBD Evolution Backup Display (Aspen standby instrument)
EIS Engine Indication System
ESP Electronic Stability and Protection
FDE Fault Detection and Exclusion
FOB Fuel On Board
GDL Garmin Datalink
GDU Garmin Display Unit
GEA Garmin Engine/Airframe Processing Unit
GFC Garmin Flight Control System
GIA Garmin Integrated Avionics Unit
GMA Garmin Audio Panel
GMU Garmin Magnetometer Unit
GPS Global Positioning System
GSU Garmin ADAHRS
GTX Garmin Transponder
MFD Multi-Function Display
PFD Primary Flight Display
PFT Preflight Test
SBAS Satellite-Based Augmentation System
TAWS Terrain Awareness and Warning System
USP Underspeed Protection

t-t2 REVISED: Junel7,20l9
SECTION 1
PA.28.181. ARCHER III GENERAL

(0 Airplane Performance and Flight Planning Terminology
Accelerate-Stop The distance required to accelerate an airplane
Distance to a specified speed and, assuming failure of
an engine at the instant that speed is attained,
to bring the airplane to a stop.
Climb Gradient The demonstrated ratio of the change in
height during a portion of a climb, to the
horizontal distance traversed in the same time
interval.
Demonstrated The demonstrated crosswind velocity is the
Crosswind velocity of the crosswind component for
Velocity which adequate control of the airplane
(Demo. X-Wind) during takeoff and landing was actually
demonstrated during certification tests.
Route Segment A part of a route. Each end of that part is
identified by: (1) a geographical location; or
(2) a point at which a definite radio fix can
be established.
(g) Weight and Balance Terminology

Arm The horizontal distance from the reference
datum to the center of gravity (C.G.) of an
item.
Centerof Gravity The point at which an airplane would
(C.G.) balance if suspended. Its distance from the
reference datum is found by dividing the total
moment by the total weight of the airplane.
C.G. Arm The arm obtained by adding the airplane's
individual moments and dividing the sum by
the total weight.
C.G. Limits The extreme center of gravity locations
within which the airplane must be operated at
a given weight.

1-13
SECTION 1

Datum An imaginary vertical plane from which all
horizontal distances are measured for balance
purposes.
Basic Empty Standard empty weight plus optional
Weight equipment.
Maximum Maximum weight approved for the landing
Landing Weight touchdown.
Maximum Ramp Maximum weight approved for ground
Weight maneuver. (It includes weight of start, taxi
and run up fuel.)
Maximum Maximum weight approved for the start of
Takeoff Weight the takeoff run.
Maximum Zero Maximum weight exclusive of usable fuel.
Fuel Weight
Moment The product of the weight of an item multi-
plied by its arm. (Moment divided by a
constant is used to simplify balance calcu-
lations by reducing the number of digits,)
Payload Weight of occupants, cargo and baggage.
Standard Empty Weight of a standard airplane including
Weight unusable fuel, full operating fluids and full
oil.
Station A location along the airplane fuselage usually
given in terms of distance from the reference
datum.
Unusable Fuel Fuel remaining after a runout test has been
completed in accordance with governmental
regulations.
Usable Fuel Fuel available for flight planning.
Useful Load Difference between takeoff weight, or
ramp weight is applicable, and basic empty
weight.
REPORT: VB-2749 ISSUED: December 22, 2OI7

l-t4
SECTION 2
PA-28-18I. ARCHER III LIMITATIONS
TABLE OF CONTENTS
SECTION 2
LIMITATIONS
Paragraph Page
No. No.
2.1 General 2-r
2.3 Airspeed Limitations 2-l
2.5 Airspeed Indicator Markings..... aa
2.7 Powerplant Limitations 2-3
2.9 Powerplant Instrument Markings 2-4
2.11 Systems Limitations 2-4
2.13 Weight Limits 2-4
2.15 Center of Gravity Limits 2-5
2.11 Maneuver Limits 2-6
2.19 Flight Load Factors. 2-6
2.21 Types of Operations 2-6
2.23 Fuel Limitations. 2-6
2.25 Garmin G1000 Avionics System Limitations 2-7
2.21 GFC 700 Automatic Flight Control Sysrem (AFCS) 2-14
2.29 Standby Instrument Limitations 2-t4
2.31 Placards....... 2-15
ISSUED: December 22, 2017 REPORT: YB-n49

REVISED: March 27,2020 2-i
SECTION 2
LIMITATIONS PA.28.I81. ARCHER III

2-ii
SECTION 2
PA.28.181. ARCHER III LIMITATIONS
SECTION 2
LIMITATIONS
2.1 GENERAL
This section provides the FAA Approved operating limitations, instrument
markings, color coding and basic placards necessary for operation ofthe airplane
and its systems.
This airplane must be operated as a normal or utility category airplane in

compliance with the operating limitations stated in the form of placards and
markings and those given in this section and this complete handbook.
Limitations associated with those optional systems and equipment which

require handbook supplements can be found in Section 9 (Supplements).
\, 2.3 AIRSPEED LIMTTATIONS
SPEED KIAS KCAS
Never Exceed Speed (VNe) - Do not exceed

this speed in any operation. t54 148
Maximum Structural Cruising Speed

(VNo) - Do not exceed this speed except in
smooth air and then only with caution. 125 t2l

2-l
SECTION 2
LIMITATIONS P4.28-18I. ARCHER III
2.3 AIRSPEED LIMITATIONS (continued)
rcmrnil
Maneuvering speed decreases at lighter weight
as the effects of aerodynamic forces become more
pronounced. Linear interpolation may be usedfor
intermediate gross weights. Maneuvering speed
should not be exceeded while operating in rough
air.
SPEED KIAS KCAS
Maximum Operating Maneuvering Speed (Vo) -

Do not make full or abrupt control movements
above this speed.
At 2550lbs. G.W. tt3 lll
At l9l1 lbs. G.w. 98 96
Maximum Flaps Extended Speed (Vre) -

Do not exceed this speed with the flaps
extended. 102 r00
2.5 AIRSPEED INDICATOR MARKINGS

(PFD AND STANDBY AIRSPEED INDICATOR)
MARKING KIAS
Red Line (Never Exceed) 154
Yellow Band (Caution Range - Smooth

Air Only) 125 to 154
Green Band (Normal Operating Range) 50 to 125
White Band (Flap Down) 45 to lO2
REPORT; VB-2749 ISSUED: December 22, 2Ol7

2-2
SECTION 2
2.7 POWERPLANT LIMITATIONS

(a) Number of Engines 1
(b) Engine Manufacturer Lycoming
(c) Engine Model No.
(1) Fuel Iniected ro-360-B4A
(d) Engine Operating Limits
(1) Rated Horsepower (BHP) 180
(2) Max. Propeller Speed (RPM) 2700
(3) Max. Oil Temperature 245"F
(4) Oil Pressure
Minimum (red line) 25 PSI
Maximum (red line) 115 PSI
(5) Fuel (AVGAS ONLY)
(minimum grade) 100 or 100LL
Aviation Grade
(6) Number of Propellers 1
(7) PropellerManufacturer Sensenich

(8) Propeller Model 76EM85l4-0-62
(9) Propeller Diameter (Inches)
Minimum 76
Maximum 76
(10) Propeller Tolerance @ ISA Conditions
(static RPM at maximum permissible Not above 2340 RPM
throttle setting at sea level) Not below 2240 RPM

REVISED: March 27,2020 2-3
SECTION 2
LIMITATIONS PA.28.181. ARCHER III
2.9 POWERPLANT INSTRUMENT MARKINGS

(a) Tachometer
Green Arc (Normal Operating Range) 500 ro 2700 RPM
Red Line (Maximum) 27OO RPM
(b) Oil Temperature
Green Band (Normal Operating Range) 75" to245"F
Red Line (Maximum) 245"F
(c) Oil Pressure
Green Band (Normal Operating Range) 55 PSI to 95PSI
Yellow Band (Caution Range) (Idle) 25 PSI to 55PSI
Yellow Band (Ground Warm-Up) 95 PSI to II5 PSI
Red Line (Minimum) 25PSI
Red Line (Maximum) 115 PSI
2.11 SYSTEMS LIMITATIONS

(a) Emergency Battery
Minimum 23.3 VOLTS
2.13 WEIGHT LIMITS

Normal utility
(a) Maximum Ramp (lbs.) 2558 2138
(b) Maximum Weight (lbs.) 2550 2130
(c) Maximum Baggage (lbs.) 200 0

2-4
SECTION 2
2.15 CENTER OF GRAVITY LIMITS

(a) Normal Category
Weight Forward Limit Rearward Limit

Pounds Inches Aft of Datum InchesAft of Datum
2550 88.6 93.0

2050 (and less) 82.0 93.0
(b) Utility Category
Weight Forward Limit Rearward Limit

Pounds Inches Aft of Datum InchesAft of Datum
2130 83.0 93.0

2050 (and less) 82.0 93.0
Straight line variation between points given.
The datum used is 78.4 inches ahead of the wing

leading edge at the inboard intersection of the
straight and tapered section.
It is the responsibility of the airplane owner and

the pilot to ensure that the airplane is properly
loaded. See Section 6 (Weight and Balance) for
proper loading instructions.

2-5
SECTION 2
LIMITATIONS PA-28- 181. ARCHER III
2.17 MANEUVER LIMITS

(a) Normal Category - All acrobatic maneuvers including spins prohibited'
(b) Utility Category - Approved maneuvers for bank angles exceeding 60'.
Entry Speed
Steep Turns I13 KIAS
Lazy Eights I13 KIAS
Chandelles 113 KIAS
2.19 FLIGHT LOAD FACTORS

Normal urility
(a) Positive Load Factor (Maximum) 3.8 G 4.4 G
(b) Negative Load Factor (Maximum) -1.5 G -1.7 G
No inverted maneuvers approved
2.2I TYPES OF OPERATION
The airplane is approved for the following operations when equipped in

accordance with FAR 91 or FAR 135.
(a) Day V.F.R.

(b) Night v.F.R.
(c) Day I.F.R.
(d) Nisht I.F.R.
(e) Non Icing
(f; The person operating this aircraft must wear a headset while in flight.
2.23 FUELLIMITATIONS
(a) Total Capacity 50 U.S. GAL.
(b) Unusable Fuel 2 U.S. GAL.
The unusable fuel for this airplane has
been determined as 1.0 gallon in each
wing in critical flight attitudes.
(c) Usable Fuel 48 U.S. GAL.
The usable fuel in this airplane has been
determined as24.O gallons in each wing

2-6
SECTION 2
PA.28.I8I, ARCHER III LIMITATIONS
2.25 GARMIN G1OOO AVIONICS SYSTEM LIMITATIONS

(a) Cockpit Reference & Pilot's Guide
The Garmin G1000 Cockpit Reference Guide pA.l 190-02131-02 (latest
l
appropriate revision) must be immediately available to the flight crew.
Garmin also provides a detailed G1000 Pilor's Guide pA{ 190-02130-02

(latest appropriate revision). This reference material is not required to be
on board the aircraft but does contain a more in depth description of all the
functions and capabilities of the G1000 avionics system.
(b) System Software Requirements.

The G1000 must utilize the following or later FAA approved software
versions
Component Identification Software Software

Version
PFD Primary Flight Display 20.01
MFD Multilunction Flight Display 20,01
GMA Audio Panel 4.04
GSU Attitude and Heading Reference System 2.00
GDC Air Data Computer 2.00
GIA Integrated Avionics Unit 2.02
GEA Engine Airframe Interface Unit 2.07
GPS Global Positioning System 5.1
GMU Magnetometer Unit 2.05

REVISED: June 17,2019 2-7
SECTION 2
LIMITATIONS ARCHER III
2.25 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (continued)

(c) Databases
(1) Navigation Database
GPS/SBAS based IFR enroute, oceanic and terminal navigation
predicated upon the Garmin G1000 GPS Receiver is prohibited unless
the pilot uses a valid, compatible, and current Navigation database or
verifies each selected waypoint for accuracy by reference to current
data.
Instrument approach navigation predicated upon the Garmin G1000

GPS Receiver must be accomplished in accordance with approved
instrument approach procedures that are retrieved from the G1000
Navigation database. The G1000 Navigation database must incorporate
the current update cycle or each waypoint must be verified for accuracy
with current approach chart data.
(d) Flight Planning

In areaswhere GPS SBAS coverage is not available, the pilot must
verify RAIM availability. See Section l.2l for available FDE/RAIM
prediction programs.
For operations within the U.S. National Airspacd System on RNP and RNAV
procedures when GPS SBAS signals are not available, the availability
of GPS RAIM shall be confirmed for the intended route of flight. In the
event of a predicted continuous loss of RAIM of more than five minutes
for any part of the intended route of flight, the flight should be delayed,
canceled, or re-routed on a track where RAIM requirements can be met.

2-8 REVISED: Junel7,20l9
SECTION 2
PA-28-181 ARCHER III LIMITATIONS

(d) Flight Planning (continued)
For operations within European B-RNAV/RNAV 5 and P-RNAV airspace, if
more than one satellite is scheduled to be out of service, then the availability
of RAIM/FDE shall be confirmed for the intended flight (route and time).
In the event of a predicted continuous loss of RAIM/FDE of more than
five minutes for any part of the intended flight, the flight shall be delayed,
canceled, or rerouted on a track where RAIM/FDE requirements can be met.
For operations where the route requires oceanic/remote area (Class II)
navigation, the aircraft's operator or flight crew must determine that RAIM/
FDE will be available along the intended route of flighr. If RAIM/FDE
will be unavailable for more than 34 minutes for RNP-10 airspace or 25
minutes for RNP-4 airspace, then the operation must be rescheduled when
RAIM/FDE is available.
When RAIM is required for GPS integrity (GPS SBAS not available) |
during instrument meteorological conditions (IMC), other non-GPS
navigation equipment appropriate to the operation, must be available.

REVISED: Janel7,20l9 2-8a
SECTION 2
LIMITATIONS PA.28.181. ARCHER III
REPORT: YB-2749 ISSUED: December 22, 2Ol7

2-8b REVISED: March 27,2020
SECTION 2
PA-28-18 1. ARCHER III LIMITATIONS

(e) Enroute
Whenever possible, RNP and RNAV routes including Standard Instrument
Departures (SIDs) and Obstacle Departure Procedures (ODPs), Standard
Terminal Arrival (STAR), and enroute RNAV "Q" and RNAV "T" routes
should be loaded into the flight plan from the database in their entirety,
rather than loading route waypoints from the database into the flight plan
individually. Selecting and inserting individual named fixes from the
database is permitted, provided all fixes along the published route to be
flown are inserted. Manual entry of waypoints using latitude/longitude or
place/ bearing is prohibited,
Navigation information is referenced to WGS-84 reference system, and
should only be used where the Aeronautical Information Publication
(including electronic data and aeronautical charts) conform to WGS-84 or
equivalent.
(f) Approaches
(1) Vertical Guidance
Advisory vertical guidance deviation information is only an aid to help
pilots comply with altitude restrictions. When using advisory vertical
guidance, the pilot must use the primary barometric altimeter to ensure
compliance with all altitude restrictions, particularly during instrument
approach operations.
When GPS SBAS corrections are unavailable or if operating outside
of GPS SBAS coverage, instrument approaches utilizing the GpS
receiver will be conducted in the approach mode and Fault Detection
and Exclusion mode. Loss of Integrity annunciations must not be
displayed at the Final Approach Fix. Vertical guidance from GpS
will not be available if GPS SBAS coruections are unavailable or if
operating outside of GPS SBAS coverage. GPS SBAS correcrions
should be selected OFF when operating outside of GPS SBAS system
coverage. Barometric vertical guidance (baro-VNAV) may be used for
LNAV/VNAV approaches in the absence of SBAS coverage.
ITE
This aircraft is not authorized to perform barometric
vertical guidance (baro-VNAV) approaches in the
EASA airspace system.

REVISED: June 17,2019 t-o
SECTION 2
LIMITATIONS PA-28-I81. ARCHER III

(f) Approaches(continued)
(1) Vertical Guidance (continued)
IFR non-precision approach with vertical guidance approval using the
GPS/SBAS sensor is limited to published approaches within the U.S.
I und EASA Airspace Systems. Approaches to airports in other airspace
are not approved unless authorized by the appropriate governing
authority.
(2) GPS Approaches
See Section l, paragraph l.2l . for approved GPS operations/
approaches.
(3) Non GPS Approaches
The navigation equipment required to perform instrument approach
procedures is indicated by the title of the procedure and notes on
the IAP chart. Use of the Garmin GPS/SBAS receivers to provide
navigation guidance during the final approach segment of an ILS,
LOC, LOG-BC, LDA, SDF, MLS or any other type of approach not
approved for "or GPS" navigation is prohibited. When using the
Garmin VOR/LOC/GS receivers to fly the final approach segment,
VOR/LOCIGS navigation data must be selected and presented on the
CDI of the pilot flying.

I z-ro REVISED: July 31,2018
SECTION 2

(g) Attitude and Heading Reference System (AHRS)
(1) AHRS Operational Area
Operation in the following regions is not authorized due to unsuitability
of the magnetic fields near the Earth's poles:
. North of 72" North latitude at all longitudes
. South of 70o South latitude at all longitudes
. North of 65" North latitude between longitude 75. W and 120" W.
(Northern Canada)
. North of 70" North latitude between longitude 70. W and 128" W.
(Northern Canada)
. North of 70" North latitude between longitude 85. E and 114 8.
(Northern Russia)
. South of 55" South latitude between longitude l2O" E and 165" E,
(Region south of Australia and New Zealand)
Loss of the G1000 heading and attitude may occur near the poles, but this
will not affect the GPS track.
In dual GPS installations, only one GPS needs to

be available for IFR operations.
(h) Terrain and Obstacle Display

The G1000 terrain and obstacle information appears on the MFD display
as red and yellow tiles or towers, and is depicted for advisory information
only. Aircraft maneuvers and navigation must not be predicted upon the use
of the terrain display.
Obstacles 200 feet and higher are included in the obstacle database. It is very
important to note that not all obstacles are necessarily charted and therefore
may not be contained in the obstacle database. Coverage of the obstacle
database includes the United States, Canada, and Europe.
fTOTE_I
Database coverage areas may change over time.
Reference the database status page to determine
which regions are cumently loaded to the system.

REVISED: March 27,2020 2-lt
SECTION 2
LIMITATIONS PA-28.18I. ARCHER III

(i) Datalink Weather Display
XM weather data is provided by an optional GDL 69 interface. The weather
information display on the MFD is limited to supplemental use only and
may not be used in lieu of an official weather data source.
0) Traffic Display
Traffic shown on the display may or may not have traffic alerting available.
The display of traffic is an aid to visual acquisition and may not be utilized
for aircraft maneuvering.
(k) Synthetic Vision System (SVS)

Use of the Synthetic Vision System display elements alone for aircraft
control without reference to the G1000 primary flight instruments or the
aircraft standby instrument is prohibited.
Use of the Synthetic Vision System alone for navigation, or obstacle or

terrain avoidance is prohibited.
(l) ChartView, FliteCharts, and SafeTaxi@

The G1000 Integrated Avionics System as installed in this aircraft supports
approval of AC l2O-'76C Hardware Class 3, Software Type B Electronic
Flight Bag (EFB) electronic aeronautical chart applications when using
current FliteChart or ChartView data.
For operations under 14 CFR Part 91, it is suggested that a secondary or

back up source of aeronautical information necessary fbr the flight be
available to the pilot in the aircraft. The secondary or backup information
may be either traditional paper-based material or displayed electronically. If
the source of aeronautical information is in electronic format, operators must
determine non-interference with the G1000 system and existing aircraft
systems for all flight phases.
Do not use SafeTaxi@, Chartview, or FliteCharts functions as the basis for

ground maneuvering. SafeTaxi@, Chartview, and FliteCharts functions have
not been qualified to be used as an Airport Moving Map Display (AMMD).
They are intended to improve pilot situational awareness during ground
operations and should only be used by the flight crew to orient themselves
on the airport surface.

2-12
SECTION 2
PA-28-181. ARCHER III LIMITATIONS

(t) ChartView, FliteCharts, and SafeTaxi@ (continued)
For EASA aircraft (aircraft in compliance with EASA type design
TCDS IM.A.234) no EFB airworthiness approval has been obtained.
Geo-referenced data (airplane symbol) presented on moving maps and
electronic approach charts must be used for situational awareness only.
Paper charts or other EASA approved electronically displayed information
must be used as the primary source of aeronautical information. If the
source of aeronautical information is electronically displayed, operators
must determine noninterference with the G1000 system and existing
aircraft systems for all flight phases. For EASA aircraft this limitation
supersedes the second paragraph of chapter 2.25(1).

REVISED: July 31,2018 2-lZa
SECTION 2
LIMITATIONS PA-28-18 1. ARCHER III

(m) Flight Stream 510 (For EASA aircraft only - aircraft in compliance
with EASA type design TCDS IM.A.234)
(1) Data Received by Personal Electronic Devices (PED)
The PED is not approved as the sole source of information to base
tactical or strategic decision making and is not approved to replace the
information provided by the G1000 GIFD system. The Flight Stream
510 interface and data provided to a portable electronic device is not
approved to replace any required or installed aircraft display equipment,
including navigation or traffic/weather display equipment. The data
presented on the PED may not have the required integrity to be used
as the sole source of information to base tactical or strategic decision
making.
(2) Flight Plan Transfer
Use of the Flight Stream 510 for flight plan importing during critical
phases of flight by the pilot flying is prohibited.
(3) Electronic Flight Bag (EFB)

Use of the Flight Stream 510 interface and data for the purpose of
Electronic Flight Bag (EFB) applications is not approved. Use of any
device as an EFB may require separate approvals.

2-r2b REVISED: July 31,2018
SECTION 2

(n) Minimum fully functional equipment required for flight operations: I
Equipment Number VFR IFR

Installed
PFD I 0(r) I
MFD 1 o(2) I
GIA222
ADAHRS 1 O 1
Magnetometer I 0 1
Standbylnstrument-Attitude 1 0 I
Standby Instrument - Airspeed 1 0 (3) I
Standby Instrument - Altimeter 1 0 (3) I
Standby Instrument - Heading I 0 (3) I
(1) If the PFD is inoperative during DAY or NIGHT VFR, the MFD
must be operative.
(2) If
the MFD is inoperative, the PFD must be operative for ALL
flight operations.
(3) If this standby instrument
parameter is inoperative, the equivalent
parameter on the PFD must be operative.
Flight in IMC should not be conducted if system

alerls are present for any equipment required for
IFR operations (see table above).

REVISED: July 31,2018 2-13
SECTION 2
LIMITATIONS PA.28.I81. ARCHER III
2.27 GFC 7OO AUTOMATIC FLIGHT CONTROL SYSTEM (AF'CS)

1. The autopilot must be disengaged during takeoffand landing,
2. Autopilot minimum engagement heights:
a. 400 feet AGL during takeoff and subsequent climb operations.
b. 1000 feet AGL during cruise and descent operations.
c. 200 feet AGL during approach operations.
3. Autopilot minimum approved operating speed:
a. On approach - 75 KIAS
b. Other than approach - 70 KIAS
4. Autopilot maximum approved operating speed - 140 KIAS
5. Maximum fuel imbalance during autopilot operations - l0 gal.
6. Maximum autopilot engagement limits:
a. With enhanced AFCS features
Pitch UP: 50'
Pitch DOWN: 50'
Roll: +/-75'
b. Without enhanced AFCS features
Pitch UP: 16'
Pitch DOWN: 17'
Roll: +/-30"
7. Autopilot approved for Category I precision approaches and non-
precision approaches only.
2.29 STANDBY INSTRUMENT LIMITATIONS
f-Nor-E-_l
See Section 2.25 (m) for approved VFR and IFR
operations when the standby instrument has an
invalid or failed function.
Aspen Standby Instrument

a. The Aspen Evolution Backup Display (EBD) Pilot's Guide
PA{ 091-00027-001, Revision A, or later appropriate revision,
must be immediately available to the flight crew.
b. Use of the EBD for IFR operations within 750 nautical miles of the
magnetic North or South Pole, is NOT AUTHORIZED.
REPORT: YB-2749 ISSUED: December 22, 2Ot7

2-14 REVISED: March 27,2020
SECTION 2
2.29 STANDBY INSTRUMENT LIMITATIONS (continued)

2. Garmin G5 Standby Instrument
The G5 must utillize the following or later FAA approved software
versions:
Component Software Version

G5 Standby Instrument 6.40
2.31 PLACARDS
In full view ofthe pilot:
THIS AIRPLANE MUST BE OPERATED AS A NORMAL

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

(1) NO AFT PASSENGERS ALLOWED.
(2) ACROBATIC MANEUVERS ARE LIMITED TO THE
FOLLOWING:
ENTRY SPEED
SPINS PROHIBITED
TURNS
STEEP 1I3 KIAS
EIGHTS
LAZY 1I3 KIAS
CHANDELLES 113 KIAS

REVISED: March 27,2020 2-ts
SECTION 2
LIMITATIONS PA-28- 181- ARCHER III
2.31 PLACARDS (continued)

In full view of the pilot:
l-u*-otr* I
lv,gBAfflT/LBs-
|
LryW':J
Demonstrated crosswind values are NOT
limitations.
On the cockpit overhead panel:
On lower left portion of instrument panel
I ALTTRNATE STATIC SOURCE - PULL AFT TO OPTN I
I lu cIsIH VTNTS AND STORM IIINDOIV MUST BI CLOSED. HTATER I
!/ AND DEFROSIER MUST BE ON. OPEN FOR STAIC SYSTTM DRAIN V
In full view of the pilot, in the area of the air conditioner control panel when
the air conditioner is installed:
WARNING
AIR CONDITIONER MUST BE OFF
TO ENSURE NORMAL TAKEOFF
CLIMB PERFORMANCE

2-16
SECTION 2
2.31 PLACARDS (continued)

In full view of the pilot:
WARNING
TURN OFF STROBE
LIGHTS WHEN IN
CLOSE PROXIMITY
TO GROUND OR
DURING FLIGHT
THROUGH CLOUD,
FOG ORHAZE,
Adjacent to upper door latch
ENGAGELATCH
BEFOREFLIGHT
On inside of the baggage compartment door or

information split into two placards on aft baggage compartment bulkhead:
BAGGAGE MAX 2OO LBS.
UTILITY CATEGORY OPERATION

NO BAGGAGE OR AFT PASSENCERS ALLOWED
NORMAL CATEGORY OPERATION
SEE PILOT'S OPERATING HANDBOOK
WEIGHT AND BALANCE SECTION FOR BAGGACE
AND AFT PASSENGER LIMITATIONS.
Above right side aft passenger arm rest:
PILOTS, PASSENGERS, AND BAGGAGE AREAS

MAXIMUM ALLOWABLE COMBINID WIIGHT
777 POUNDS NoRMAL cATEGoRY)
357 POUNDS {UTILITY CATEGORY)
LOAD IN ACCORDANCT WITH
APPROVIO WEIGHT AND BALANCE DATA

2-t7
SECTION 2
LIMITATIONS PA-28.181, ARCHER III
2.3L PLACARDS (continued)

On the right side of the fuselage aft of the wing:
EXTERNAL POWER
28 VOLTS D"C"
TURN MASTER SWITCH
AND ALL EOUIP" OFF
BEFORE INSERTING
OR REMOVING PLUG
Adjacent to the filler caps
ss
AVGAS OI{LY
GRADE
100tL
GBADE
loo

2-18
SECTION 3
PA-28.181. ARCHER III EMERGENCY PROCEDURES
TABLE OF CONTENTS
SECTION 3
EMERGENCY PROCEDURES
Paragraph Page
No. No.
3.1 General 3-1
Crew Alerting System (CAS) Messages..... 3-2
PFD Annunciations and Alerts. 3-6
Aural Alerts 3-7
Terminology 3-7
-1. -') Airspeeds for Safe Operation 3-8
3.5 Emergency Procedures Checklist 3-8
3.5a Fire 3-8
Engine Fire During Start ............. 3-8
Engine Fire in Flight 3-9
Electrical Fire in Flight.. 3-10
3.5b Engine Power Loss 3-1 I
Engine Power Loss During Takeoff 3-1 1
Engine Power Loss In Flight 3-12
Power Off Landing. 3-13
3.5c Engine Indicating System (EIS) 3-14
Oil Pressure. 3-14
Oil Temperature...,........... 3-15
Loss of Fuel Flow........ 3- 16
Fuel Quantity Low 3-17
3.5d Electrical Failures........ 3- 18
Alternator Failure 3- l8
Complete Electrical Failure 3-20
Emergency Battery Voltage 3-21
3.5e Avionics Failures 3-22
PFD Failure. 3-22
MFD Failure 3-24

3-i
SECTION 3
EMERGENCY PROCEDURES PA.28.18I. ARCHER III
TABLE OF CONTENTS (continued)

SECTION 3
Paragraph Page
No. No
3.5e Avionics Failures (continued)

ADAHRS Failures............ 3-25
Erroneous or Loss of Engine and Fuel Displays....... 3-21
Erroneous or Loss of Warning/Caution CAS Messages....... 3-28
COM1 and COM2 Failure....... 3-29
Dual GPS Failure.......... 3-30
Avionics Cooling Fan Failures. 3-31
Autopilot or ESP Malfunction. 3-32
Automatic Autopilot Disconnect... 3-32
Electric PitchTrim Failure -t-^lJ
Electric Pitch Trim Runaway -')--lJ
Autopilot Overspeed Recovery . 3-34
Autopilot Underspeed Recovery 3-34
Autopilot Out-Of-Trim 3-35
Abnormal Flight Director Mode Transitions.. 3-36
Autopilot Preflight Test Failure 3-36
Loss Of Navigation Information 3-31
3.5f Pitot Heat Failure 3-38
?{o
-""E Starter Engaged 3-38
3-5h Spin Recovery . 3-39
3.5i Open Door 3-39
3.5j Engine Roughness 3-40
3.5k Carbon Monoxide CAS Indications 3-41
REPORT: YB-2749 ISSUED: December 22' 2017

3-ii REVISED: June 17,2019
SECTION 3
PA-28-I8I, ARCHER III EMERGBNCY PROCEDURES
SECTION 3
3.1 GENERAL
This section provides the recommended procedures for coping with various
emergency or critical situations. All of the emergency procedures required by the
FAA are presented, along with those procedures that are necessary for operation
of the airplane.
Emergency procedures associated with optional systems and equipment are
presented in Section 9, Supplements.
Checklists within this section are divided into two distinct parts.
l. The Emergency Procedures Checklists, depicted within boxes, describe
action sequences that should be followed during critical situations.
2. When applicable, amplified procedures are provided immediately
below the relevant Emergency Procedures Checklist, to enhance the
pilot's understanding of the procedure.
Pilots must familiarize themselves with the procedures given in this section
and must be prepared to take the appropriate action should an emergency
situation arise. The procedures are offered as a course of action for coping with
the particular situation or condition described. They are not a substitute for sound
judgement and common sense.
Most basic emergency procedures are a normal part of pilot training. The
information presented in this section is not intended to replace this training. In
order to remain proficient, pilots should periodically review standard emergency
procedures.
r-TonE-l
The Garmin G1000 Cockpit Reference Guide for the
Piper PA-28-l8l Archer, Garmin pln 190-O2l3l-02
Rev. A or later appropriate revision, and the Garmin
G1000 Pilot's Guide for the Piper PA-28-181
Archer, Garmin pln 190-02130-02 Rev. A or larer
appropriate revision, contain detailed descriptions of
the annunciator system (CAS and Non-CAS) and all
warnings, cautions and advisories.

3-1
SECTION 3
EMERGENCY PROCEDURES PA-28.I81, ARCHER III
3.1 GENERAL (continued)

Crew Alerting System (CAS) Messages
The following tables show the color and significance of the Warning,
Caution and Advisory messages which may appear on the Garmin G1000
displays.

a-,
SECTION 3
PA.28.181, ARCHER III EMERGENCY PROCEDURES

Crew Alerting System (CAS) Messages (continued)
Warning Messages - Red
Checklist
CAS Event CAS Message Puge Cause
CAS Warnings with Text Messages
Alternator Failure 3- 18 Alternator is turned ON and has
failed, as determined by voltage
regulator.
CO Level High 3-41 CO level greater than 200 parts
per million (PPM).
Fuel Quantity Low 3-17 L FUEL QTY oT R FUEL QTY
less than or equal to 3 gals.
Starter Engaged 3-38 Engine starter engaged for more

than 30-seconds.
Underspeed 3-34 Autopilot is engaged and the
Protection airspeed has fallen below the
USP threshold or stall warning
has activated.
Checklist
CAS Event CAS Messase Page Cause
CAS Warnings with EIS Indications
Propeller N/A Propeller RPM is in the waming
Overspeed range.
Oil Temperature 3-15 Oil Temperature greater than
Exceedance 245"F.
Oil Pressure 3-14 Oil Pressure less than 25 PSI
Exceedance or greater than I 15 PSI.
Total Fuel Quantity NiA Total fuel quantity less than or
Low equal to 6 gals.
Battery Voltage N/A Primary battery voltage less
than:
24V when RPM less than 1100,
25V when RPM greaterthan 1100
or greater than 32V.
Altemator Amperage N/A Alternator amperage is in the
Exceedance wafnlng fange
Emergency Battery 3-21 Emergency battery voltage is
Voltage less than 20V or greater than
32V.
ISSUED: December 22, 2Ot7 REPORT: VB-2749

REVISED: N|'ay 7,2018 3-3
SECTION 3
EMERGENCY PROCEDURES PA.28-181, ARCHER III

Caution Messages - Amber
Checklist
CAS Event CAS Message Page Cause
CAS Cautions with Text Messages
CO Level High 3-4t CO level greater than or equal
to 50 but less than 200 parts per'
million (PPM).
Fuel Quantity Low N/A L FUEL QTY oT R FUEL QTY
less than or equal to 5 gals.
R FUEL QTY
Pitot Heat Failure 3-38 Pitot heat is selected ON and is

inoperative.
Pitot Heat OFF N/A Pitot heat is selected OFF
(double chime is suppressed)
Checklist
CAS Event CAS Messase Page Cause
CAS Cautions with EIS Indications
Oil Pressure 3-14 Oil Pressure pressure between
26 PSI and 55 PSI when RPM
greater than I 100.
Total Fuel Quantity N/A Total fuel quantity less than or
Low equal to 10 gals.
Emergency Battery N/A Emergency battery voltage
Voltage greater than 20V and less than
23.3V.

3-4
SECTION 3

Advisory Messages - White

Checklist
CAS Event CAS Message Page Cause
CAS Advisories with Text Messages
Avionics Fan Fail 3-3 1 One or more of the external
avionics cooling fans have
failed.
Emergency Battery
in use E@@! 3-20 Emergency power in use.
Fuel Imbalance
r@q N/A Left and right tank fuel
quantities differ by 10 sals.
MFD Fan Fail 3-31 The external cooling fan for
MFD has failed.
PFD Cooling Fan 3-3 1 PFD cooling fan has failed.
Fail

3-5
SECTION 3
EMERGENCY PROCEDURES PA-28.I8I. ARCHER III

PFD Annunciations and Alerts
The Garmin G1000 System produces a number of PFD annunciations and
alerts in addition to the Crew Alerting System (CAS). PFD annunciations
and alerts are not accompanied by Master Warning or Master Caution
Indications and are displayed in dedicated areas of the PFD or MFD.
Various aural alerts (voice or tone) may accompany PFD annunciations and
alerts and no pilot action is required to acknowledge PFD annunciations
and alerts. See Garmin G1000 Pilot's Guide for the Piper PA28-l8l Archer
G1000 for additional information.
Miscellaneous Annunciations
Checklist
Annunciation Page Condition
MAXSPD 3-34 Aircraft actual or projected airspeed

exceeds maximum autopilot speed of
140 KIAS when the autopilot is engaged.
Airspeed is below the minimum

MINSPD 3-34 approved autopilot operating airspeeds
with autopilot or flight director engaged.
See Section 2 - Limitations.

3-6 REVISED: NIay 7,2018
SECTION 3
PA.28-I8I. ARCHER III EMERGENCY PROCEDURES

PFD Annunciations and Alerts (continued)
Aural Alerts
Aural alerts are provided to alert the crew and call for their attention:
. Master Warning - Repeating triple chime.
. Master Caution - Non-repeating double chime.
. Advisory - Non-repeating single chime.
. Airspeed greater than VNe - "Airspeed....Airspeed" voice alert.
. Terrain cautions/warnings voice alerts.
. Traffic System voice alerts.
. Stall Warning - "Stall...Stall" voice alert.
. "Five-hundred" voice alert when aircraft descends within 500 feet above
the terrain or runway threshold.
. "Minimums..Minimums" voice alert when the aircraft reaches MDA/DH
if set by the pilot.
. "Vertical Track" voice alert when aircraft is one minute from VNAV
Top of Descent.
. "Timer Expired" voice alert when countdown timer reaches zero.
If autopilot installed:
. Autopilot disconnect tone.
. "AIRSPEED" voice alert when in a low airspeed condition.
. "Engaging Autopilot" voice alert when the autopilot automatically
engages in LVL mode.
Terminology
Many emergencies require some urgency in landing the aircraft. The degree
of urgency varies with the emergency; therefore the terms "land as soon as
possible" and "land as soon as practical" are employed. These terms are
defined as follows:
Land as soon as possible - A landing should be accomplished at the

nearest suitable airfield considering the severity of the emergency, weather
conditions, field facilities, and ambient lighting.
Land as soon as practical - Emergency conditions are less urgent, and

although the mission is to be terminated, the emergency is such that an
immediate landing at the nearest suitable airfield may not be necessary.

3-7
SECTION 3
EMERGENCY PROCEDURES PA.28.1.81, ARCHER III
3.3 AIRSPEEDS FOR SAFE OPERATION
Stall Speeds
2550 lbs (0' Flaps)... 50 KIAS
2550lbs (Full Flaps) 45 KIAS
Maximum Operating Maneuvering Speeds
2550 lbs I13 KIAS
1917 lbs .98 KIAS
Never Exceed Speed I54 KIAS
Power Off Glide Speed
2550 lbs (0' Flaps) ...76 KIAS
3.5 EMERGENCY PROCEDURES CHECK LIST

3.5a Fire
Engine Fire During Start

START Switch .......... CONTINUE tO CRANK ENGINE
MIXTURE.. ......IDLE CUT-OFF
THROTTLE OPEN
FTIEL PUMP.. OFF
FUEL Selector ..... oFF
Abandon if ftre continues
Engine fires during start are usually the result of overpriming.
If a fire is present before the engine has started, move the mixture
control to idle cut-off, open the throttle and continue to crank the engine.
This is an attempt to draw the fire back into the engine.
If the engine has started, continue operating to try to pull the fire into
the engine.
In either case, if fire continues more than a few seconds, move the fuel
selector to OFF and mixture to idle cut-off and evacuate the airplane.

3-8
SECTION 3
PA-28.I81, ARCHER III EMERGENCY PROCEDURES
3.5 EMERGENCY PROCEDURES CHECK LIST (continued)

3.5a Fire (continued)
Engine Fire in Flight
FUEL Selector .OFF
THROTTLE CLOSED
MIXTURE IDLE CUT-OFF
FUEL PUMP .OFF
HEAT/DEF (Defroster) .OFF
Ifjire persists:
Airspeed ..................INCREASE in attempt to blow out fire

Proceedwith POWER OFF LANDING procedure.
The possibility of a fire in flight is extremely remote. It is essential that
the source of the fire be promptly identified through character of the smoke,
smell, heat in the cabin, instrument readings, or other indications since the
action to be taken differs somewhat in each case,
Pilot judgment and a thorough understanding of the aircraft's systems is

critical in determining what action to take during this emergency.

3-9
SECTION 3
EMERGENCY PROCEDURES PA.28.181, ARCHER III

3.5a Fire (continued)
Electrical Fire In Flight
EMERG BATT Switch VERIFY ARM
BATT MASTR Switch ..... oFF
ALTR Switch OFF
Vents OPEN
HEAT/DEF (Defroster) , OFF
Emergency Descent (If needed). TO A SAFE ALTITUDE

CONSISTENT WITH TERRAIN
Innd as soon as possible.

3-10
SECTION 3
PA.28.181. ARCHER III EMERGENCY PROCEDURES

3.5b Engine Power Loss
Engine Power Loss During Takeoff
If sufficient runway remains for a complete stop:
Airspeed MAINTAIN SAFE AIRSPEED
Landing. LAND and STOP STRAIGHT AHEAD
Brakes.... AS REQUIRED
If insufficient runway remains:
Flaps .......... AS REQUTRED
t-NoTE-l
Make only shallow turns to avoid obstructions.
If sufficient altitude has been gained to attempt a restart:

Airspeed MAINTAIN 76 KIAS
FUEL Selector SWITCH to tank containing fuel
FUEL PUMP.. ....................Check ON
MIXTURE.. ................RICH
ALTERNATE AIR OPEN
If power is not regained, proceed with power-off landing.

Proper action following a loss of power, depends on circumstances. If
the situation allows, flaps are normally fully extended for touchdown. If
power loss was caused by fuel exhaustion, power will not be regained after
switching fuel tanks until the empty fuel lines are filled. This may require
up to ten seconds.

3-11
SECTION 3
EMERGENCY PROCEDURES PA-28-181 ARCHER III

3.5b Engine Power Loss (continued)
Engine Power Loss In Flight

Airspeed ....MAINTAIN 76 KIAS
FUEL Selector SWITCH to tank containing fuel
FUEL PUMP ......ON
MIXTURE... ...RICH
ALTERNATE AIR .... OPEN
LEFT/RIGHT MAG Switches............ .Turn OFF then ON
one at a time
When power is restored:

ALTERNATE AIR ....CLOSE
FUEL PUMP OFF
Innd as soon as practical and investigate cause of power loss.

If power is not restored prepare for power-off landing.
Complete engine power loss is usually caused by fuel flow interruption,
attempt to restore power by turning the fuel pump ON and selecting the
other fuel tank. Move the throttle and mixture control levers to different
settings. This may restore power if the problem is too rich or too lean a
mixture or if there is a partial fuel system restriction. Water in the fuel could
take some time to be consumed, so allowing the engine to windmill may
restore power. If engine failure was caused by fuel exhaustion, power will
not be restored after switching fuel tanks until the empty fuel lines are filled.
This may require up to ten seconds. If power is still not restored, select
Alternate Air OPEN, and turn the left and right magneto switches OFF then
ON one at a time.

3-12
SECTION 3
PA-28-181 ARCHER III EMERGENCY PROCEDURES

Power Off Landing

Air Conditioning (if installed) ............ oFF
Landing Pattern ......... ESTABLISH 1OOO FT ABOVE
FIELD AT DOWNWIND POSITION
When committed to landing:
Airspeed 66 KIAS
Flaps
THROTTLE
MIXTURE
:::: : ::: i::Tiy#
IDLE CUT-OFF
LEFT/RIGHT MAG Switches...... OFF
BATT MASTR Switch OFF
ALTR Switch OFF
Seat belts and shoulder harnesses..... TIGHTEN
If power loss occurs at altitude, trim the aircraft for best gliding angle
76 KIAS, turn air condition off (if installed) and look for a suitable field. If
measures taken to restore power are not effective, and if time permits, check
your charts for airports in the immediate vicinity. If possible, notify the
FAA by radio of your difficulty and intentions. If another pilot or passenger
is aboard, let them help. When you have located a suitable field, establish
a spiral pattern around this field. Try to be at 1000 feet above the field at
the downwind position, to make a normal landing approach. When the field
can easily be reached, slow to 66 KIAS with flaps down for the shortest
landing. Excess altitude may be lost by widening your pattern, using flaps
or slipping, or a combination of these. Touchdown should normally be made
at the lowest possible airspeed.

3-13
SECTION 3
EMERGENCY PROCEDURES PA-28-I8I. ARCHER III

3.5c Engine Indicating System (EIS)
Oil Pressure
Indication: Master Warning, Triple Chime, Flashing Red Oil
Pressure Indication
Low Oil Pressure:
THROTTLE MINIMUM REQUIRED
If accompanied by high oil temperature, land as soon as possible.
If accompanied by normal oil temperature, lnnd as soon as practical.
High Oil Pressure:

Land as soon as practical.
f-No-ril
If possible, always retain glide capability to the
selected landing area in case oftotal engine failure.
Loss of oil pressure may be either partial or complete. A partial loss of

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

3-14
SECTION 3

3.5c Engine Indicating System (EIS) (continued)
Oil Temperature
Indication: Master Warning, Ttiple Chime, Flashing Red Oil
Temperature Indication
MIXTURE... .............FULL RICH
Airspeed ..INCREASE if practical
Land qs soon &s possible and investigate the problem. Prepare for
power off Landing.
r-N_trE--l
An abnormally high oil temperature indication may be caused by a

low oil level, an obstruction in the oil cooler, damaged or improper baffle
seals, a faulty indication, or other causes. Land as soon as possible at
an appropriate airport and have the cause investigated. Monitor the oil
pressure gauge for an accompanying loss of pressure.

3-15
SECTION 3
EMERGENCY PROCEDURES PA-28-I8I. ARCHER III

Loss of Fuel Flow
rcMTnn
If normal engine operation and fuel fLow is not
immediately re-established, or if the engine quits,
the electric fuel pump should be turned off. The
lack of .fuel .flow indication could indicate a leak
in the fuel system, or fuel exhaustion. Land at the
nearest suitable airport as soon as possible and
have the cause investigated.
If caused by fuel depletion in one tank:

FUEL PUMP Switch..........
FUEL Selector
FUEL PUMP Switch..........
If caused by engine driven fuel pump failure:

THROTTLE CLOSE
FUEL PUMP Switch ,.,..........'.' oN
THROTTLE .. RE-ESTABLISH (as required)
MIXTURE... .,.. RE-ESTABLISH (as required)
The most probable cause of loss of fuel flow is either fuel depletion rn
the fuel tank selected or failure ofthe engine driven fuel pump. Ifloss offuel
flow occurs, turn ON the electric fuel pump and check that the fuel selector
is on a tank containing usable fuel. After power is regained, turn the electric
fuel pump OFF.
If loss of fuel flow is due to failure of the engine driven fuel pump turn
ON the electric fuel pump as it will supply sufTicient fuel flow to run the
engine.

3-16
SECTION 3
PA-28-181, ARCHER III EMERGENCY PROCEDURES

Fuel Quantity Low
Indication: Master Warning, Triple Chime, @ftfl /ff@fif,
MNiT\liNtf,
Avoid unusual attitudes such as prolonged slips
towards the low quantity tank as this will decrease
the time remaining prior to fuel starvation.
If one tank has low fuel quantity:
FUEL Selector ON FULLEST TANK
hmd us soon as practical.
If both tanks have low fuel quantity:
FUEL Selector ALTERNATE TANKS TO
MAINTAIN FUEL SUPPLY TO ENGINE
Lsnd as soon as possible.
The L FUEL QTY or R FUEL QTY warning CAS messages alerr rhe
pilot of low fuel quantity in each fuel tank individually, not necessarily low
total fuel quantity. If the total fuel quantity is less than or equal to 6 GAL,
the gauge title and the total fuel quantity digital value will flash red. No CAS
messages accompany total fuel quantity low.

3-17
SECTION 3
ITMERGENCY PROCEDURES PA.28.I8I. ARCHER III

3.5d ElectricalFailures
The pilot should only reset a tripped circuit breaker

ifthe system/component is considered essential
for safety of flight. Prior to resetting the circuit
breaker, wait at least one minute and verify there
is no smoke or burning smell. If the circuit breaker
opens a second time, leave the circuit breaker out.
Have a maintenance inspection performed prior to
resetting the circuit breaker. Do not reset any non-
essential circuit breakers in flight.
Alternator Failure
Indication: Master Warning, Tliple Chime !$ll[
rcMTNN
The ALTR circuit breaker should not be opened
manually when the alternator is functioning
properly.
Verify Failure CHECK ALTR AMPS Indication

ALTR Switch OFF
ALTR Circuit Breaker (Row 1, Col. l3).................,.....RESET If Tripped
ALTR FIELD Circuit Breaker (Row 2, Col. 13) .......RESET
ALTR Switch......... .................ON
If alternator still failed:

ALTR Switch. OFF
Electrical Power Remaining 30 minutes or less
Electrical Load .... SHED in less than 3 minutes
NON ESS BUS Circuit Breaker (Row 1, Col, 1) .PULL
LIGHTING BUS Circuit Breaker (Row l, CoL2) .PULL
AVION MASTER Switch. OFF
+
SECTION 3
PA-28-181, ARCHER III EMERGENCY PROCEDURES

3.5d ElectricalFailures(continued)
+
To ensure 30-minutes of battery life:
Battery Discharge. -13 Amps Maximum
Pitot Heat..... ......14 Minutes Usage Maximum
Com Radio 3 Mins Usage Maximum
Fuel Pump 2 Mins Usage Maximum
Turning the ALTR switch OFF, reseting the ALTR FIELD circuit
breaker and then turning the ALTR back ON, will reset the overvoltage
relay. If the trouble was caused by a momentary overvoltage condition
(30.5 volts or higher) this procedure should return the ammeter to a normal
reading.
If alternator does not reset, the battery will become the primary source
of electrical power. The only electrical bus that remains powered in this
load shed configuration is the ESSENTIAL BUS. All elecrrical items on
the remaining buses will be inoperative (See Figure 7-11), including the
AVIONICS dimmer. Display backlighting, therefore, is produced by the
photocell in each display. As battery power is depleted, there may be a
point where the system voltage reduces to a level that is insufficient to
support the required electrical load. In this occurrence, the emergency
battery should activate automatically. If the emergency battery does not
activate automatically, the BATT MASTR and ALTR switches should
be turned OFF, thereby allowing the emergency battery to be the only
remaining source of electrical power. Refer to Complete Electrical
Failure checklist if EMER BATT ON advisory illuminates.

3-L9
SECTION 3
BMERGENCY PROCEDURES PA.28-181. ARCHER III

Complete Electrical Failure
Indication: Single Chime, l!!sl!@
[t\o-m_l
The VOLTS indication on the EIS window
automatically changes to the emergency bus
voltage (E VOLTS) when operating exclusively
on the emergency bus.
t '1\o-m-l
Cooling air for PFD, GIA1 and the transponder
will be lost when operating exclusively on the
emergency bus as indicated by the PFD FAN FAIL
and AV FAN FAIL advisory CAS messages.
EMERG BATT Switch Verify ARM
Standby Flight Instrument..,............. Verify OPERATIONAL
Aircraft Control Use PFD and Standby Instrument
ALTR Switch OFF
Prior to landing:
Landing Light.. INOPERATIVE
Approximately 30 minutes of electrical power is available.
List of operative equipment while on the emergency bus:
r PFD (reversionary mode)
r Engine Instruments (except oil pressure)
o COM1
o NAVI
o Standby Instrument
o Audio Panel
o Avionics Lighting/Dimming

3-20 REVISED: August 29, 2Ol9
SECTION 3

)
Emergency Battery Voltage
Indication: Master Warning, Ttiple Chime, Flashing Red E VOLTS

Indication
METNIIN|n
Complete electrical failure is imminent.
Land as soon as possible.

3-21
SECTION 3

3.5e Avionics System Failures
PFD Failure
Indication: PFD display goes blank.
Standby Instrument Verify OPERATIONAI

Aircraft Control........ Use Standby Inrt r-"nt
DISPLAY BACKUP button on audio panel.....,.PUSH (button extended)
Aircraft Control Use MFD and Standby Instrument
COM2.......... ................ACTIVATE and TUNE as necessary
NAV2 ....ACTIVATE and TUNE as necessary
COM2/MIC ...SELECT on Audio Panel
DME....,....... ....SELECT NAV2 in DME TUNING Window
Exit und avoid IFR conditions as soon as practical,
_l
[TdrI
Ifthe PFD fails, the MFD will remain in normal
mode. Pushing the DISPLAY BACKUP button
on the audio panel allows the MFD to display
ADAHRS information but lose the EIS page and
certain map functions. The following features will
become inoperative if there is a complete loss of
PFD functionality:
. Autopilot
. COM I (yellow x' d but 121.5 MHzremains available)
. NAVI
. GPS1
. Traffic
t-NorE--l
If
PFD failure occurs while operating on NAVI
DME, the NAVI DME information will continue
to be available. If the pilot subsequently selects
NAV2 DME, NAVI DME cannot be reselected.

a-r,
SECTION 3

3.5e Avionics System Failures (continued)
Attitude, heading, airspeed and altitude indications are available on the
standby instrument and on the MFD afrer the DISPLAY BACKUP buuon
is pressed. It is the pilot's responsibility to compare these parameters to
verify accuracy.
GPS and VOR2 navigation as well as flight planning are available

via the inset map on the MFD. Weather products (if installed) that were
displayed on the MFD prior to the PFD failure will srill be presented on the
inset map on the MFD in reversionary mode.

3-23
SECTION 3
EMERGENCY PROCEDURES PA.28.I8I. ARCHER III

MFD Failure
Indication: MFD display goes blank.
PFD should automatically revert to the reversionary

mode display.
DISPLAY BACKUP on audio panel .................. PUSH (button extended)

Exit and avoid IFR conditions as soon as practical.
o1'E
The following features will become inoperative if
there is a complete loss of MFD functionality:
. COM2 (yellow x'd but 121.5 MHzremains available)
. NAV2
. GPS2
. GDL 69 SXM (Garmin Datalink - XM)
. DME
. ADF
. ESP
NOT
If the GFC700 autopilot was engaged prior to
MFD failure, it will remain engaged in its cument
lateral and vertical modes. The modes cannot
be changed and if the autopilot is disengaged, it
cannot be re-engaged.
Although the PFD should automatically go to reversionary mode

display after an MFD failure, pressing the DISPLAY BACKUP button
ensures that the PFD reverts. Without automatic or manual reversion of the
PFD display, all engine parameters on the EIS window would be lost.

3-24 REVISED: islay 7,2018
SECTION 3

ADAHRS Failures
ADAHRS Total Failure
On Ground:
Indication: Sky/Ground presentation removed, course pointer

straight up, yellow-x's and amber text on all air data,
attitude and heading indicators.
System Messages (Messages Softkey).. CONSIDER
ADAHRS Circuit Breaker (Row 2, Col. 8)......... .......RESET
If ADAHRS data still invalid:
Avoid Jlight in IFR conditions.
rrom-_l
For partial ADAHRS failures, a yellow-x
and amber text will appear over the affected
parameter(s).

REVISED: August 29, 2019 3-2s
SECTION 3
EMERGENCY PROCEDURES PA.28.181. ARCHER III

ADAHRS Failures (continued)

ADAHRS Total Failure
In Flight:
Indication: Sky/Ground presentation removed, course pointer
straight up, yellow-x's and amber text on all air data'
attitude and heading indicators.
Standby Instrument ....................VERIFY NO FAILURE INDICATIONS
Attitude and Heading Use Standby Instrument
r-Tont--l
The following features will become inoperative if
there is a complete loss of ADAHRS functionality:
. Autopilot (including ESP)
. TAS
fi{-Nmr-]
For partial ADAHRS failures, a yellow-x
and amber text will appear over the affected
parameter(s).
Course ..................Set using CRS knob on PFD

System Messages (Messages Softkey)....... .........CONSIDER
ADAHRS Circuit Breaker (Row 2, Col. 8)......... .......RESET
If ADAHRS data still invalid:
Avoid.flight in IFR conditions

3-26 REVISED: August 29, 2019
SECTION 3
PA-28.I8I. ARCHER III EMERGENCY PROCEDURES

Erroneous or Loss of Engine and Fuel Displays

Indication: Yellow-x over affected engine parameter or fuel display
[-NOm-l
Erroneous indications may be determined by
comparing a display with other system information.
1. Set power based on throttle lever position, engine sound and speed.
2. Monitor other indications to determine the health of the engine.
3. Use known power settings from POH power setting tables for
approximate fuel flow values.
4. Use other system information, such as annunciator messages, fuel
totalizer quantity and flow, to safely complete the flight.
If indications for any of the following are invalid:
. All Engine Parameters
. VOLTS
. ALTR AMPS
. BATT AMPS
. FUELQTY
GEA circuit breaker (Row 2, Col. 3)......... .................RESET
If all GEA parameters are still unavailable, land as soon as practi.cal.

3-27
SECTION 3

Erroneous or Loss of Warning/Caution CAS Messages

Indication: Yellow-x is shown over the CAS message window
or CAS message present when not expected or CAS
message not present when expected.
1 If a yellow-x is placed over the CAS message window, monitor

engine and airframe indications.
[-Toril
See Section 3.1 of this handbook for a list of CAS
Warning, Caution and Advisory messages that
may be inoperative.
2. If a CAS message appears that is not expected, treat it as if the

condition exists.
3. If an abnormal condition exists but the CAS system has not been
activated, use other available information to confirm the condition
exists. If it cannot be determined that the condition does not exist,
treat the situation as if the condition does exist and take appropriate
action.
r-TmE---l
CAS messages are inhibited for many parameters
on the EIS Display of the MFD. The Master
Warning and Master Caution indications and
associated chimes are still activated whenever any
indicated parameter enters the red or amber bands.
If a yellow-x appears over the CAS message window, Land has soon
as practical.

3-28
SECTION 3
P4.28.181. ARCHER III EMERGENCY PROCEDURES

3.5e Ayionics System Failures (continued)
COM1 and COM2 Failure

Indication: Inability to communicate/receive on COM1 and COM2.
NOTE
If power is lost to the audio panel a fail-safe
communications path becomes available between
the pilot's headset/microphone and COMl.
AUDIO MKR circuit breaker (Row 2, Col. 9) PULL

Exit and avoid IFR conditions as soon as practical.

3-29
SECTION 3

Dual GPS Failure

Indication: Amber ttDR" annunciation on HSIr Amber 6'DRt'
superimposed over airplane symbol on moving map.
Navigation Use alternate source of navigation

(ILS, LOC, VOR, DME, ADF)
If no alternate navigation sources are available:

Dead Reckoning (DR) Mode - Active when the airplane is greater than
30 NM from the destination airport in flight plan.
Navigation... Use the airplane symbol and magenta
course line on the MAP display and the amber CDI on the HSI.
Mislilg
Information normally derived from GPS turns
amber and becomes more inaccurate over time.
Amber CDI disappears after 20 minutes.
M$[ilng
TAWS is Inoperative.
)TE
DR mode uses heading, airspeed and last known
GPS position to estimate the airplanes current
position.
All maps with an airplane symbol show a ghosted
airplane and a "DR" label.
Traffic Information System (TIS) and Traffic
Advisory System (TAS) are not dependent on
GPS information. The position of displayed trafTic
relative to the airplane symbol on the map is still
accurate.
+
3-30 REVISED: May7,2Ol8
SECTION 3
PA-28-181, ARCHER IIr EMERGENCY PROCEDURES

+
Loss of Integrity (LOI) Mode - Active when GPS integrity is insufficient
for the current phase of flight.
Navigation... ....... Crosscheck / use other navigation sources
as required.
t-NorE---l
All information derived from GPS or DR is
removed from the displays.
The airplane symbol is removed from all maps.
The map will remain centered at the last know
position.
"NO GPS POSITION" is shown in the center of
the map.
TAWS and TAS are ve.
Avionics Cooling Fan Failures

Indication:CASAdvisory,SingleChime,@and/or
EE@and/or@
If failure occurs on ground:
Do not fly until issue is resolved.
If failure occurs in flight:

Fix issue prior to nextflight.
When any of these CAS messages illuminate, it is possible to exceed the

manufacturer's specified temperature limits for the effected equipment.

3-31
SECTION 3

Autopilot or ESP Malfunctions
Indication: An unexpected roll or pitch deviation from the desired
flight path, possible flight director command deviations
from desired aircraft attitudes and possible autopilot
disconnect with red AFCS annunciation, amber or red
A./P annunciation on PFD.
MNTG
Do not press the LVL switch if an autopilot or
pitch trim malfunction is suspected.
t-]i{o-TE--l
Autopilot malfunctions also include AFCS
enhanced features such as Underspeed Protection,
Level Mode, and Coupled Go-Around.
r-NoF_l
Electronic Stability Protection (ESP) will be
inoperative following an autopilot failure.
Control WheeI.......... .............GRASP FIRMLY

Attitude Indicators..... ...............CROSSCHECK
A/P DISC Switch .DEPRESS and HOLD
Pitch Trim ..................RETRIM as necessary
AUTOPILOT Circuit Breaker (Row 3, Col,2)... .PULL
Autopilot DO NOT RE-ENGAGE
Automatic Autopilot Disconnect

Indication: Flashing red and white A,/P on PFD and aural disconnect
tone
A/P DISC Switch ..DEPRESS and RELEASE
(cancels disconnect tone, and disconnects Autopilot)
Pitch Trim ....RETRIM as necessary
f-No-m--l
The autopilot disconnect may be accompanied
by a red boxed PTCH (pitch), ROLL, or PTRM
annunciation on the PFD, indicating the axis which
has failed. The autopilot cannot be re-engaged
with any of these annunciations present.

3-32 REVISED: July 31,2018
SECTION 3
PA-28-18I. ARCHER III EMERGENCY PROCEDURES

Electric PitchTrim Failure
Indication: Red boxed PTRM on PFD
t-No-T-E-_l
Loss of the electric pitch trim servo will not cause
the autopilot to disconnect. Monitor pitch attitude
for unusual behavior. Be alert to possible autopilot
out-of-trim conditions (see AUTOPILOT OUT
OF TRIM procedure this section) and expect
residual control forces upon disconnect. The
autopilot will not re-engage after disconnect with
failed pitch trim.
Autopilot DISCONNECT
Electric Pitch Trim Runaway
Indication: An unexpected pitch deviation from the desired ttight

path and red PTRM annunciation
r-No-Ttr-l
After the autopilot is disengaged, it can not be
re-engaged until the electric pitch trim system
regains functionality.
Control Wheel ..GRASP FIRMLY

Attitude Indicators..... ...............CROSSCH8CK
A/P DISC Switch......... ..DEPRESS and HOLD
PITCH TRIM Circuit Breaker (Row 3, Col. 1)...,...... ..PULL
Pitch Trim ...................RETRIM MANUALLY

3-33
SECTION 3

Autopilot Overspeed Recovery
Indication: MAXSPD annunciation at the top of the PFD airspeed
taPe
This autopilot mode is active whenever the aircraft actual or projected
airspeed exceeds the maximum approved autopilot operating speed of
140 KIAS.
THROTTLE .......... REDUCE POWER as required

Autopilot Pitch Reference......,.... RESET to slow the aircraft
Autopilot DISCONNECT if required
Overspeed recovery mode provides a pitch up

command (to a maximum level flight altitude)
to decelerate the airplane below the maximum
approved autopilot operating speed. The autopilot
must be engaged for it to follow the pitch-
up commands of the flight director. Overspeed
recovery is not active in altitude hold (ALT),
glideslope (GS) or glidepath (GP) modes. The
speed reference cannot be adjusted while in
overspeed recovery mode.
Autopilot Underspeed Recovery

Indication: MINSPD annunciation at the top of the PFD airspeed
tape and $ll!flfl annunciation on PFD
This autopilot mode is active whenever the autopilot is engaged and the
airspeed has decreased below a minimum threshold.
THROTTLE INCREASE POWER as required

Flaps Position CONSIDER

3-34 REVISED: May 7,201,8
SECTION 3

Autopilot Out-Of-Trim
)
Indication: Amber,€ AIL, AIL ), AELE, or rfz ELE on PFD
rcrvrnNl
Do not attempt to overpower the autopilot in
the event of a mistrim. The autopilot servos will
oppose pilot input and will trim opposite the
direction of pilot input (pitch axis only). This
could lead to a significant out-of-trim condition.
Disconnect the autopilot using the A/P DISC /
TRIM INTER switch if manual control is desired.
If AIL ) or € AIL annunciation ...........Verify SLIP/SKID

INDICATOR centered.
ff 4 ELE or rfz ELE annunciation Suspect elevator trim issue
Control Wheel........... .........GRASP FIRMLY with both hands
.EEETNFI
Be prepared to apply a sustained control force
in the direction of the annunciation arrow. For
example, an arrow pointing to the right with AIL
annunciation indicates that sustained right wing
down control wheel force will be required upon
autopilot disconnect.
AP DISC Switch ..........DEPRESS
Affected trim system.. ....RETRIM
Autopilot .RE-ENGAGE if available
If the mistrim indication re-occurs, disconnect the autopilot for the

remainder of the flight or until the offending condition is resolved.

3-35
SECTION 3

Abnormal Flight Director Mode Transitions
Indication: Flashing lateral or vertical mode annunciations on PFD
Upon loss of a selected mode, the system will

revert to the default mode for the affected axis,
either ROL or PIT.
Loss of selected vertical mode

Autopilot Mode Controls ........ SELECT ANOTHER VERTICAL MODE
If on an instrument approach:
Autopilot .DISCONNECT (if coupled) and
continue manually or execute
missed approach
Loss of selected lateral mode
Autopilot Mode Controls .......... SELECT ANOTHER LATERAL MODE
If on an instrument approach:
Autopilot ,...........DISCONNECT (if coupled) and
continue manually or execute
missed approach
Autopilot Preflight Test Failure

Indication: Red Boxed PFT on PFD
AUTOPILOT Circuit Breaker (Row 3, Col.2) PULL
PITCH TRIM Circuit Breaker (Row 3, Col. 1).......... ..PULL
AUTOPILOT and PITCH TRIM Circuit Breakers ....RESET
simultaneously
t--Tor-E-l
When the AUTOPILOT circuit breaker is pulled,
the red PFT annunciation will be removed and
the autopilot will be unavailable. One attempt at
resetting the circuit breakers is allowed.

3-36
SECTION 3
PA-28-18I, ARCHER III EMERGENCY PROCEDURES

Loss Of Navigation Information
Indication: Amber VOR, VAPB GPS, BC, LOC or GS llashing on

PF'D
If a navigation signal is lost while the autopilot is

tracking it, the autopilot will roll the aircraft wings
level and default to roll mode (ROL).
Autopilot .......... SELECT ANOTHER LATERAL MODE

Nav Source....... ........SELECT A VALID NAV SOURCE
Autopilot SELECT NAV
If on an instrument approach at the time the navigation signal is lost:
Missed Approach ........EXECUTE
(A second approach may be attempted using other navaids.)

3-37
SECTION 3
EMERGENCY PROCEDURES PA-28-181. ARCHER III
3.5f Pitot Heat Failure
Pitot Heat Failure

Indication: Master Caution, Double Chime, @@!@[
PITOT HEAT Switch... OFF
PITOT HEAT Circuit Breaker (Row 2, CoL2) ..RESET
PITOT HEAT Switch ON
If Pitot Heat still inoperative:
Exit and Avoid Instrument Meteorological Conditions,
3.5g Starter Engaged
Starter Engaged
Indication: Master Warning, Triple Chime, f!l[$[

If on the ground:
THROTTLE REDUCE
ENG START Circuit Breaker (Row l, Col. l0) .PULL
ENGINE SHUTDOWN
If in flight:
THROTTLE .REDUCE
ENG START Circuit Breaker (Row 1, Col. l0) .......PULL
Land as soon as possible.

3-38
SECTION 3
3.5h Spin Recovery
Spin Recovery
Rudder......... ...................FULL OPPOSITE TO

DIRECTION OF ROTATION
Control whee1........... .FULL FORWARD while
NEUTRALIZING AILERONS
THROTTLE ,.,..............IDLE
Rudder......... .NEUTRAL (when rotarion stops)
Control wheel ............ SMOOTH BACK PRESSURE
to recovery from dive
Intentional spins are prohibited in this airplane.
3.5i Open Door
Open Door
To close the door in flight:
Airspeed ........REDUCE to less than 87 KIAS.
Cabin vents. CLOSE
Storm window ,. OPEN
Upper latch (if open) CLOSE Latch
Side latch (if open) ....PULL on Armrest While
Closing Latch
If Both Latches Open ........... ..CLOSE Side Then Top Latch
If both upper and side latches are open, the door will trail slightly open and
airspeeds will be reduced slightly.

3-39
SECTION 3
EMERGENCY PROCEDURES PA.28.181. ARCHER III
3.5j Engine Roughness
Engine Roughness
ALTERNATE AIR OPEN
If roughness continues after one minute;

MIXTURE.. Adjust fbr Maximum Smoothness
ALTERNATE AIR............. CLOSE
FUEL PUMP .........oN
Fuel Selector ................ SWITCH TANKS
Engine Indicators CHECK
LEFT/RIGHT MAG Switches Individually Select OFF and ON
If operation is satisfactory on either MAG, continue on that magneto at
reduced power and full RICH mixture to nearest airport.
Prepare for power-off lnnd.ing.

rTOTil
Engine roughness may be caused by blockage in the injector nozzles,

induction system icing, or ignition problems.
Adjust the mixture for maximum smoothness. The engine will run
rough if the mixture is too rich or too lean. Move the alternate air to OPEN
and then turn ON the electric fuel pump. Switch the fuel selector to another
tank to see if fuel contamination is the problem.
Check the engine gauges for abnormal readings. If any gauge readings
are abnormal proceed accordingly.

3-40
SECTION 3
3.5k Carbon Monoxide CAS Indications
CO Detector Warning
Indication Master Warning, Triple Chime, ]!!@f
If the CO Detector Warning or Caution activates in llight:
Press the CO RST softkey (on the engine page) to reset the CO Detector
If the Warning or Caution continues:

Shut off the heater, air conditioning or any other opening to the engine
compartment.
Open a fresh air source immediately.

Don't smoke.
Be sure the source of the contamination is corrected before further flight
r-NoTE-_-]
The Amber MFD alert will remain until the CO
level drops below 50 parts per million (PPM) by
volume of carbon monoxide concentration. Do
not recycle the unit through the circuit breaker. A
three-minute delay is required for the CO sensor
to stabilize after each power-up.

REVISED: July 31,2018 3'41
SECTION 3
EMERGENCY PROCEDURES PA.28.I8I. ARCHER III

3-42
SECTION 4
PA.28.I8I, ARCHER III NORMAL PROCEDURES
TABLE OF CONTENTS
SECTION 4
NORMAL PROCEDURES
Paragraph Page
No. No.
4.1 General 4-l
4.3 Airspeeds for Safe Operations. 4-2
4.5 Normal Procedures Checklist.. 4-2
4.5a Preflight Checklist 4-2
4.5b Engine Start - General . 4-8
4.5c Before Starting Engine 4-9
4.5d Engine Start Checklists 4-r0
Normal Start - Cold Engine......... 4-10
Normal Start - Hot Engine.......... 4-11
Engine Start - Flooded. 4-tt
Engine Start Using External Power Source.......... 4-t2
', 4.5e Before Taxiing Checklist.. 4-t3
Warm-Up 4-13
Before Taxiing 4-13
4.5t Taxiing Checklist 4-14
4.5e Ground Checklist. 4-15
4.5h Before Takeoff Checklist 4-t6
4.5i Takeoff Checklist 4-t7
Takeoff.... 4-17
Short Field, Obstacle Clearance 4-11
4.sj Climb Checklist 4-18
4.5k Cruising Checklist 4-18
4.51 Descent Checklist 4-19
4.5m Approach and Landing Checklist 4-20
4.5n Go-Around Checklist 4-22
4.5o After Landing Checklist 4-22
4.5p Stopping Engine Checklist...,. 4-23
4.5q Mooring Checklist 4-24
4.7 Stalls 4-25
4.9 Turbulent Air Operation 4-25
4.tl Weight and Balance.. 4-25
4.13 Noise Level 4-26
4.15 Recommended Procedures for Elimination of Fuel Vapor.,. 4-26
ISSUED: December 22, 2OL7 REPORT: YB-n49

REVISED: January 9, 2Ol9 4-i
SECTION 4
NORMAL PROCEDURES PA-28.181.ARCHER III

4-ii
SECTION 4
PA.28.181, ARCHER III NORMAL PROCEDURBS
SECTION 4
NORMAL PROCEDURES
4.1 GENERAL
This section describes the recommended procedures for conducting normal
operations for the Archer III. All of the required (FAA regulations) procedures
necessary for operation of the airplane are presented.
This section provides checklists for all normal operating procedures, using a
simple action - reaction format, with little emphasis on system operation.
These checklists should be used during normal ground and flight operations.
When appropriate, additional information is provided immediately below the
checklist, providing more detailed information related to that procedure. In order
to operate the airplane in a safe and efficient manner, pilots should familiarize
themselves with the both the checklist and amplified procedures.
Normal procedures associated with those optional systems and equipment

which require handbook supplements are provided by Section 9 Supplements.
ISSUED: December 22, 2017 REPORT: VB-2:149

4-l
SECTION 4
NORMAL PROCEDURES PA.28.181, ARCHER III
4.3 AIRSPEEDS FOR SAFE OPERATIONS

The following airspeeds are significant to the safe operation of the airplane.
They are for standard airplanes flown at gross weight under standard conditions
at sea level.
Performance for specific airplanes may vary from published figures

depending upon the equipment installed, the condition of the engine, airplane
and equipment, atmospheric conditions and piloting technique.
(a) Best Rate of Climb Speed 76 KIAS

(b) Best Angle of Climb Speed 64 KIAS
(c) Maximum Operating Maneuvering Speed Vo 113 KIAS
(at 2550 lbs.)
See Airspeed Limitations, Section 2.3
(d) Maximum Flap Speed 102 KIAS
(e) Landing Final Approach Speed (Flaps40) 66 KIAS
(0 Maximum Demonstrated Crosswind Velocity 17 KTS
4.5 NORMAL PROCEDURES CHECKLIST

4.5a Preflight Checklists
.,............€ ..-....'... e........'...'..
.1. t
+ "..'....'....'...:
I t
WALK.AROUND
Figure 4- I

4-2
SECTION 4
PA-28.I8I. ARCHER III NORMAL PROCEDURES
4.5 NORMAL PROCEDURES CHECKLIST (continued)
4.5a Preflight Checklists (continued)

rcMTNN
The flap position should be noted before boarding
the airplane. The flaps must be placed in the UP
position before they will lock and support weight
on the step.
Normal gear strut extension (exposed area)

corresponds to that for the airplane under a
normal static load (empty weight of the airplane
plus full fuel and oil).
COCKPIT
Control Wheel . RELEASE RESTRAINTS
PARK BRAKE
All Instrument Panel and Overhead Switches OFF
MIXTURE... .......IDLE CUT-OFF
LEFT/RIGHT MAG Switches OFF
BATT MASTR Switch .oN
Interior Lighting (Night Flight) ..... VERIFY OPERATION
PITOT HEAT Switch ON
PITOT HEAT OFF CAS Message........ EXTINGUISHED

4-3
SECTION 4
NORMAL PROCEDURES PA-28.181. ARCHER III

COCKPIT (continued)
FUEL QTY Indications........ CHECK QUANTITY
& IMBALANCE
Exterior Lighting Switches ...... ON
Exterior Lighting.......
I CAUTION I
Care should be taken when checking the heated

pitot head. The unit becomes very hot. Ground
operation should be limited to three minutes to
avoid damaging the heater elements.
Pitot/Static Head............ ......CHECK - WARM

Stall Warning Horn ..........CHECK
All Lighting Switches ................ oFF
PITOT HEAT Switch OFF
PITOT HEAT OFF CAS Message ILLUMINATED
Flaps .EXTEND
Primary Flight Controls PROPER OPERATION
Stabilator and Rudder Trim .........NEUTRAL
Pitot and Static Systems..............,.... ............... DRAIN
Windows CHECK CLEAN
Required Papers and POH VERIFY ON BOARD
Secure and adjust all unused seat belts and

shoulder harness to prevent control interference
or passenger injury during flight in turbulent air.
Tow Bar and Baggage ....... STOW PROPERLY & SECURE

Baggage Door CLOSE & SECURE
REPORT: VB-2749 ISSUED: December 22, 20L7

4-4
SECTION 4
PA-28-181. ARCHER III NORMAL PROCEDURES

RIGHT WING
Surface Condition CLEAR OF ICE, FROST, SNOW
Flap and Hinges ....,.....NO DAMAGE or
INTERFERENCE
Aileron and Hinges NO DAMAGE
oTINTERFERENCE
Static Wicks ..CHECK and SECURE
Wing Tip and Lights ....... CHECK
Fuel Tank... CHECK SUPPLY VISUALLY
and SECURE CAP
Fuel Tank Vent ....CLEAR
rcMTNNl
When draining any amount offuel, care should be
taken to ensure that no fire hazard exists before
starting engine.
Fuel Tank Sumps DRAIN AND CHECK FOR
WATER, SEDIMENT AND PROPER FUEL
Tie Down and Chock ............... REMOVE
Main Gear Strut............. PROPER INFLATION
(4.5 t .25 in.)
Tire ............. CHECK
Brake block and disc....... CHECK
Fresh Air Inlet................. .CLEAR
NOSE SECTION
General Condition CHECK
Cowling.... SECURE
Windshield CLEAN
oil............ CHECK QUANTITY
Dipstick.... ..PROPERLY SEATED and SECURE
Oil Filler Door SECURE
Propeller and Spinner CHECK
Air Inlets CLEAR

4-5
SECTION 4
NORMAL PROCEDURES PA-28-I8I. ARCHER III

NOSE SECTION (continued)
Chock REMOVE
Nose Gear Strut PROPER INFLATION
(3.25 x. .25 in.)
Tire CHECK
lwrnn
When draining any amount of fuel, care should be
starting engine.
Fuel Strainer DRAIN
Check the general condition of the nose section; look for oil or fluid
leakage and that the cowling is secure. The propeller and spinner should
be checked for detrimental nicks, cracks, or other defects. Check the tire
for cuts, wear, and proper inflation.
LEFT WING
Surface Condition CLEAR OF ICE, FROST, SNOW
Fresh Air In1et............. .....CLEAR
Main Gear Strut.. ....... PROPER INFLATION
(4.5 x. .25 in.)
Tire........ CHECK
Brake Block and Disc CHECK
lcAarroN I

starting eng,ine.
Fuel Tank Sump DRAIN AND CHECK FOR

t^l::.
Fuer rank vent .,..,...... :::.1-:).::): :::::.:lHIk

4-6
SECTION 4
PA-28-181. ARCHER III NORMAL PROCEDURES

LEFT WING (continued)
Tie Down and Chock REMOVE
Fuel Tank ........CHECK SUPPLY VISUALLY
and SECURE CAP
Pitot/Static Head,...........................REMOVE COVER - HOLES CLEAR
OAT Probe CHECK
Wing Tip and Lights CHECK
Aileron and Hinges.. NO DAMAGE oT INTERFERENCE
Flap and Hinges NO DAMAGE oT INTERFERENCE
Static Wicks CHECK SECURE
FUSELAGE
Antennas. CHECK
Empennage.. CLEAR OF ICE, FROST, SNOW
Stabilator and Trim Tab NO DAMAGE oT INTERFERENCE
NO DAMAGE oT INTERFERENCE
Static Wicks CHECK SECURE

4-7
SECTION 4
NORMAL PROCEDURES PA-28-181 ARCHER III
4.5b Engine Start

ENGINE START. GENERAL
ENilg
The START ENGD warning CAS message will
illuminate after 30seconds of continuous engine
cranking. If the CAS message illuminates after
the engine is running, stop the engine and
determine the cause.
l6anon
Do not attempt flight if there is no indication of
alternator output.
l60Tnn
If positive oil pressure is not indicated within 30
a
seconds following an engine start, stop the engine
and determine the trouble. In cold weather it will
take a few seconds longer to get o positive oil
pressure indication.
rToril
Ifengine does not start within l0 seconds,
prime and repeat starting procedure. Starter
manufacturer recommends starter cranking
periods be limited to 10 seconds with a 2 minute
rest period between cranking periods. Maximum
of 5 start periods allowed. If start is not achieved
on fifth attempt allow starter to cool for 30
minutes before attempting additional starts.

4-8
SECTION 4
PA.28.I8I. ARCHER III NORMAL PROCEDURES
4.5c Before Starting Engine Checklists

BEFORE STARTING ENGINE
Flaps ............ .RETRACT
Passengers .BOARD
Door .......... CLOSED and SECURE
Seats .ADJUSTED and LOCKED IN POSITION
Seat Belts and Harness. .......FASTEN/ADJUST
CHECK INERTIA REEL
FUEL Selector ...................,DESIRED TANK
PARK BRAKE ............sET
Circuit Breakers CHECK IN
ALTERNATE AIR....... CLOSE
ALTERNATE STATIC SOURCE ...... OFF
All Electrical Switches.... OFF
DAY/NIGHT Switch (if installed) ....... .SET
BATT MASTR OFF
AVION MASTER. OFF
r-NoTr-l
TheEMERG BATTmay remain ON afterchecking
for proper bus operation, thereby allowing the
displays to remain active prior to engine start.
Avoid delays between this check and engine
starting to preserve emergency battery power.
EMERG BATT Switch ....,ARM

Verify operation of:
. PFD with no red-x's on:
. Attitude
. Airspeed
. Altitude
. Vertical Speed
. Audio Panel
.Com 1
.Navl
. Engine Indications (except oil pressure)
. Standby Flight Instruments
ISSUED: December 22, 20L7 REPORT: YB-2749

REVISED: August 29, 2Ol9 4-9
SECTION 4
NORMAL PROCEDURES PA.28-I81, ARCHER III
4.5c Before Starting Engine Checklists (continued)

BEFORE STARTING ENGINE (continued)
E VOLTS Indication 23.3 VOLTS
(Minimum)
FUEL QTY Indications... ...........CHECK QUANTITY AND
IMBALANCE
If the E VOLTS indication is less than 23,3 VOLTS, the voltage can be
checked again at the end of the GROUND CHECK checklist (after being
charged by the primary electrical system) or can be conditioning charged
by ground personnel prior to further checks. E VOLTS indication must not
be less than 23.3 volts prior to flight.
Proceed to the appropriate ENGINE START checklist.
4.5d Engine Start Checklists
NORMAL START. COLD ENGINE

THROTTLE I/2IN. OPEN
BATT MASTR Switch ................ oN
ALTR Switch ON
LEFT/RIGHT MAG Switches...... ON
FUEL PUMP ON
FIN STROBE Switch ON
MIXTURE. PRIME - then IDLE CUT-OFF
CAS Messages CONSIDER ANY ILLUMINATED
PFD Annunciations .......... CONSIDER ANY ILLUMINATED
Propeller...... CLEAR
START Switch ..ENGAGE
MIXTURE... ADVANCE
THROTTLE .....ADJUST
oil Pressure. CHECK

4-t0
SECTION 4
PA-28-181, ARCHER III NORMAL PROCEDURES
4.5d Engine Start Checklists (continued)

.. NORMAL START - HOT ENGINE
i
THROTTLE 1/2IN. OPEN
BATT MASTR Switch ON
LEFT/RIGHT MAG Switches...... ON

FUEL PUMP ON
Propeller,..... CLEAR
START Switch .......PRESS
MIXTURE (when engine starts) ADVANCE
THROTTLE ....ADJUST
Oil Pressure................... CHECK
ENGINE START - FLOODED

THROTTLE OPENFULL
ALTR Switch ON
LEFT/RIGHT MAG Switches ON
FUEL PUMP OFF
PFD Annunciations.. CONSIDER ANY ILLUMINATED
Propeller..,... CLEAR
START Switch .PRESS
MIXTURE (when engine starrs)........,.. ..............ADVANCE
THROTTLE .RETARD
Oil Pressure CHECK

4-t[
SECTION 4
NORMAL PROCEDURES PA-28-181. ARCHER III
ENGINE START. USING EXTERNAL POWER SOURCE

t-xorE--l
The EMERG BATT switch may remain ON while
using external power. The emergency bus does not
receive power from the external power source due
to a relay in the circuit,

ALTR Switch OFF
LEFTruGHT MAG Switches .....oN
EMERG BATT Switch... Verify ARM
All Electrical Equipment. ........ oFF
External Power ,.........APPLY
THROTTLE I/2IN. OPEN
FUEL PUMP ON
FIN STROBE Switch...... ON
MIXTURE.. PRIME - then IDLE CUT-OFF
PFD Annunciations CONSIDER ANY ILLUMINATED
Propeller ..CLEAR
START Switch PRESS
MIXTURE (when engine starts) ADVANCE
THROTTLE ADJUST
C)il Pressure .CHECK
THROTTLE... LOWEST POSSIBLE RPM
External Power DISCONNECT
ALTR Switch.. ON - Check Ammeter
Indication
|-Tmil
DO NOT ATTEMPT FLIGHT IF THERE IS NO
INDICATION OF ALTERNATOR OUTPUT.

4-12
SECTION 4
PA.28.181. ARCHER III NORMAL PROCEDURES
4.5e Before Taxiing Checklist

WARM-UP
THROTTLE .....800 to 1200 RPM
Avoid prolonged idling at low RPM, as this practice may result in

fouled spark plugs.
BEFORE TAXIING
AVION MASTER Switch ON
EMERG BATT Switch......... .,..VERIFY ARM
Multi-Function Display (MFD) .VERIFY DATABASE
CURRENCY
MFD Aux-Weight Planning................... ENTER WEIGHTS AS
REQUIRED
Fuel Totalizer (weight) ..................FOB SYNC or ENTER MANUALLY
System Messages (Messages Softkey)....... ........ CONSIDER I
Lights............ AS REQUIRED
Heater and Defroster.................,. AS DESIRED
TAWS and TRAFFIC (if installed) TEST
Autopilot.,.... Verify Preflight Self-Test (PFT)

completed and disconnect tone heard
Standby Flight Instrument. . VERIFY ON with NO RED-X's
oT FAILURE ANNUNCIATIONS
Altimeter/Standby A1timeter................... ....SET
Passenger Briefing ...COMPLETE
PARK BRAKE RELEASE

REVISED: August 29, 2019 4-t3
SECTION 4
NORMAL PROCEDURES PA.28.181. ARCHER III
4.5f Taxiing Checklist

TAXIING
Taxi area...... ..................CLEAR
PARK BRAKE RELEASED
Throttle APPLY SLOWLY
CHECK
Steering CHECK
N()l'tl
During taxi, if the VOLTS indication decreases
into the warning range, increase engine RPM (if
possible) to retain adequate battery charging.
r-NorE--l
During extended periods of engine idle at high
ambient temperatures, fuel flow to the engine
can be interrupted by the formation of fuel vapor
bubbles in the fuel line resulting in rough idle
operation. To correct this condion, see section
4.15.
Before attempting to taxi the airplane, ascertain that the propeller back
blast and taxi areas are clear. Power should be applied slowly to start the
taxi roll. Observe wing clearances when taxiing near buildings or other
stationary objects. If possible, station an observer outside the airplane.
Avoid holes and ruts when taxiing over uneven ground. Do not operate
the engine at high RPM when taxiing over ground containing loose stones,
gravel or any loose material that may cause damage to the propeller blades.

4-1,4 REVISED: January 9, 2019
SECTION 4
PA.28.181, ARCHER III NORMAL PROCEDURES
4.5g Ground Check Checklist

GROUND CHECK
PARK BRAKE ...........sET
THROTTLE .........2000 RPM
LEFT/RIGHT MAG Check ..........MAX. DROP 175 RPM
MAX. DIFF. 50 RPM
Oil Temperature CHECK
Oil Pressure CHECK
VOLTS Indication. CHECK BUS (28 +/- 1 VOLT)
ALTR AMPS Indication.... CHECK NORMAL
ALTERNATE AIR .APPROX.4O RPM DROP
FUEL PUMP OFF
Verify Engine Operation
THROTTLE ..................RETARD
If E VOLTS indication
less than 23.3 VOLTS during BEFORE
STARTING ENGINE Checklist:
) evtoN MAsTER Swirch opp

E VOLTS Indication.... ..................23.3 VOLTS MINIMUM
If E VOLTS less than 23.3 VOLTS, determine cause and correct the
issue prior to flight.
If E VOLTS Greater Than or Equal to 23.3 VOLTS:
BATT MASTR Switch..... ON
ALTR Switch ON
Operation on one magneto should not exceed l0 seconds.
Avoid prolonged ground operation with ALTERNATE AIR "OPEN"

as the air is unfiltered.

4-ts
SECTION 4
NORMAL PROCEDURES PA-28-18L, ARCHER rlr
4.5h Before Takeoff Checklist

BEFORE TAKEOFF
BATT MASTR Switch.... VERIFY ON
ALTR Switch VERIFY ON
FUEL PUMP .. oN
LEFT/RIGHT MAG Switches...... VERIFY ON
Flight Instruments CHECK
Standby Flight Instruments CHECK
PFD Annunciations.......... CONSIDER ANY ILLUMINATED
System Messages (Messages Softkey)....... .........CONSIDER
FUEL Selector PROPER TANK
MXTURE.. .....................sET
Seat Backs ERECT
Seats ADJUSTED AND LOCKED IN POSITION
Belts/Harness.................... ....................FASTENED/CHECK
Empry Seats............. SEAT BELTS SECURELY FASTENED
Flaps SET
Stabilator and Rudder Trims SET
LATCHED
Air Conditioner (if installed) .............. oFF
)TE
TAS aural alerts will be muted when GPS altitude
is lower than - 400 FT AGL.
Takeoff should not be attempted with ice, snow, or frost on the wings.
To achieve the takeoff performance specified in Section 5, it is necessary
to set maximum power prior to brake release. Takeoff distances shown
in Section 5 will be increased by uphill runway gradient, soft, wet, rough
or grassy runway surface, or poor pilot technique. As power is applied at
the start of the takeoff, monitor the engine instruments to verify that the
engine is operating properly and the airspeed indicator to confirm that it is
functioning. Full throttle should also be achieved without engine backfiring,
skipping, faltering or a reduction in engine oil pressure.

SECTION 4
PA-28-181 ARCHER III NORMAL PROCEDURES
4.5i Takeoff Checklist

TAKEOFF
NORMAL TECHNIQUE
Flaps Up
Trim. ..........sET
Brakes.......... .....Appl-y & HOLD
THROTTLE ........FULL POWER
Brakes.......... RELEASE
Rotation Airspeed 60 KIAS
SMOOTHLY ROTATE TO CLIMB ATTITUDE
See Flaps Up Takeoff ground roll and Flaps Up Takeoff Performance
charts in Section 5 for ground roll/takeoff distances and applicable gross
weight vs rotation speed information. The rotation airspeed shown is
applicable for the airplane at maximum gross weight.
When the available runway length is well in excess of that required and
obstacle clearance is no factor, a rolling takeoff technique (no brakes prior
to application of power) may be used.
SHORT FIELD, OBSTACLE CLEARANCE

Flaps 25" (second notch)
Trim Slightly Aft of Neutral
Brakes. ....APPLY & HOLD
THROTTLE .FULL POWER
Brakes. ........ RELEASE
Rotation Airspeed .......... ....55 KIAS
ROTATE TO CLIMB ATTITUDE
Obstacle Clearance Airspeed 60 KIAS
Initial Climb Airspeed (Flaps 0") 64 KIAS
Flaps RETRACT SLOWLY
After Obstacles Cleared & Safe Altitude
Airpseed 76 KIAS
For departure from short runways with adjacent obstructions, a short
field takeoff technique with flaps set to 25o should be used. See 25' Flaps
Takeoff ground roll and 25' Flaps Takeoff Performance charts in Section
5 for ground roll/takeoff distances and applicable gross weight vs airspeed
information. The rotation and 50 ft. obstacle clearance airspeeds shown are
applicable for the airplane at maximum gross weight.

4-17
SECTION 4
NORMAL PROCEDURES PA.28.181, ARCHER III
4.5j Climb Checklist

CLIMB
Best rate (flaps up) 76 KIAS
Best angle (flaps up) ........,64 KrAS
87 KIAS
FUEL PUMP ...OFF at desired altitude
For climbing enroute, a speed of 87 KIAS is recommended. This will

produce better forward speed and increased visibility over the nose during
the climb.
4.5k Cruise Checklist

CRUISING
Power .......SET PER POWER TABLE
MIXTURE. ........ADJUST
The cruising speed of the ARCHER III is determined by many factors,

including power setting, altitude, temperature, loading and equipment
installed in the airplane. The normal maximum cruising power is 757o
of the rated horsepower of the engine. Airspeeds which may be obtained
at various altitudes and power settings can be determined from the
performance graphs provided in Section 5.
Use of the mixture control in cruising flight reduces fuel consumption
significantly, especially at higher altitudes. The mixture should be leaned
during cruising operation above 5000 ft. altitude and at pilot's discretion at
lower altitudes when 757o power or less is being used. If any doubt exists
as to the amount of power being used, the mixture should be in the full
RICH position for all operations under 5000 feet. To lean the mixture, pull
the mixture control aft.
Best economy mixture is obtained by moving the mixture control aft
until peak EGT is reached. Best power mixture is obtained by leaning to
peak EGT and then enrichening until the EGT is 100"F rich of the peak
value. Under some conditions of altitude and throttle position, the engine
may exhibit roughness before peak EGT is reached, If this occurs, the EGT
corresponding to the onset of engine roughness should be used as the peak
reference value.

4-18
SECTION 4
PA.28.1.81, ARCHER III NORMAL PROCEDURES
4.5k Cruise Checklist (continued)

CRUISING (continued)
) fne electric fuel pump should be turned ON before switching tanks,
and should be left ON for a short period thereafter. In order to keep the
airplane in best lateral trim during cruising flight the fuel should be used
alternately from each tank. Do not run tanks completely dry in flight. The
electric fuel pump should be normally OFF so that any malfunction of the
engine driven fuel pump is immediately apparent. If signs of fuel starvation
should occur at any time during flight, fuel exhaustion should be suspected,
at which time the fuel selector should be immediately positioned to the
other tank and the electric fuel pump switched to the ON position.
4.51 Descent Checklist

DESCENT
Normal Descent:
THROTTLE 25OO RPM
Airspeed..... 122 KIAS
MIXTURE.. RICH
Power Off Descent:

THROTTLE CLOSED
Airspeed AS REQUIRED
MIXTURE. AS REQUIRED
Power VERIFY WITH THROTTLE
EVERY 30 SECONDS

4-19
SECTION 4
4.5m Approach and Landing Checklist

APPROACH AND LANDING
The HSIwill auto slew during CDI transitions to

LOC, LOC BC, LDA, or SDF approaches if an
approach is activated in the G1000 system. The
pilot should always double check the inbound
course pointer prior to initiating a VHF NAV
approach.
COM/NAV Radios & Avionics.. ...............,..CHECK & SET

Altimeter/Standby Altimeter SET
Seat Backs ERECT
Seat Belts, Harnesses FASTEN/ADJUSTED
Armrests .STOWED
FUEL PUMP . ON
FLAPS SET (102 KIAS max.)
ALTERNATE AIR AS REQUIRED
MIXTURE.. .........FULL RICH
AIR COND Switch (if installed) .......... OFF
Landing Light . AS REQUIRED
PARK BRAKE Verify OFF
Toe Brakes ..DEPRESS TO CHECK
Autopilot.. DISCONNECT
(Above 200 FT AGL)

4-20
SECTION 4
PA.28.181, ARCHER III NORMAL PROCEDURES
4.5m Approach and Landing Checklist (continued)

APPROACH AND LANDING (continued)
Initial Approach Speed 75 KIAS
Final Approach Speed (Flaps 40') ..... 66 KIAS
Touchdown .......MAIN WHEELS
then GENTLY LOWER NOSE
Braking AS REQUIRED
|_-NorE-l
Check to ensure the fuel selector is on the proper (normally fullest)

tank and that the seat backs are erect, with the seats adjusted and locked
in position. The seat belts and shoulder harness should be fastened and
adjusted and the inertia reel checked.
The mixture control should be kept in full RICH position to ensure
maximum acceleration if it should be necessary to open the throttle again.
Alternate air should be closed unless there is an indication of induction
system icing, since the use of alternate air causes a reduction in power which
may be critical in case of a go-around. Full throttle operation with alternate
air open can cause detonation.
The amount offlap used during landings and the speed ofthe aircraft at
contact with the runway should be varied according to the landing surface
and conditions of wind and airplane loading. It is generally good practice
to contact the ground at the minimum possible safe speed consistent with
existing conditions.
Normally, the best technique for short and slow landings is to use full
flap and enough power to maintain the desired airspeed and approach flight
path. Reduce the speed during the flareout and contact the ground close to
the stalling speed. After ground contact hold the nose wheel off as long as
possible. As the airplane slows down, gently lower the nose and apply the
brakes. Braking is most effective when flaps are raised and back pressure
is applied to the control wheel, putting most of the aircraft weight on the
main wheels. In high wind conditions, particularly in strong crosswinds, it
may be desirable to approach the ground at higher than normal speeds with
partial or no flaps.

4-21
SECTION 4
NORMAL PROCEDURES PA.28-181. ARCHER III
4.5n Go-Around Checklist

GO.AROUND
MIXTURE. FULL RICH
THROTTLE FULL OPEN
Control Wheel BACK PRESSURE TO OBTAIN
POSITIVE CLIMB ATTITUDE
FLAPS RETRACT INCREMENTALLY
If the aircraft is equipped with optional Underspeed Protection (USP)

and an autopilot coupled go-around is desired, press the TO/GA button on
the throttle handle followed immediately by the checklist shown above.
4.5o After Landing Checklist

AFTER LANDING
Clear of runway.
FLAPS......... ..RETRACT
Air Conditioner (if installed) . ..AS DESIRED
FUEL PUMP OFF
STROBE LIGHTS Switch AS REQUIRED
LANDG LIGHT Switch... AS REQUIRED

can be interrupted by the formation of fuel vapor
4.15.

4-22 REVISED: January 9, 2019
SECTION 4
PA.28.181. ARCHER III NORMAL PROCEDURES
4.5p Stopping Engine Checklist

STOPPING ENGINE
rcMTnN
The flaps must be placed in the up position for the
flap stop to support weight. Passengers should be
cautioned accordingly.
PARK BRAKE .............sET

FLAPS ..RETRACT
FUEL PUMP OFF
EMERG BATT Switch........... OFF
AVION MASTER. OFF
Air Conditioner (if installed) OFF
Electrical Switches OFF
ALTR Switch OFF
THROTTLE CLOSED
MIXTURE... IDLE CUT-OFF
LEFT/RIGHT MAG Switches OFF
Interior Lights (at night) OFF
I Exterior Lights OFF
STANDBY INSTRUMENT VERIFY SHUTDOWN
l-TorE--|
In case the standby instrument remains 'oON" due
to improper shutdown, the unit switches to internal
battery and depletes it. To turn off the Aspen EBD,
press the "SHUT DOWN" command from Main
Menu page 6 or hold the red "REV" button for
20 seconds. To turn off the Garmin G5, press and
hold the power button for five seconds.

REVISED: March n,2020 4-23
SECTION 4
4.5q Mooring Checklist

MOORING
PARK BRAKE AS REQUIRED
Control wheel SECURED WITH BELTS

Wheel chocks IN PLACE
Tie downs SECURE
If necessary, the airplane should be moved on the ground with the aid
of the nose wheel tow bar provided with each airplane and then secure the
tow bar on the aft bulkhead of the baggage compartment. The aileron and
stabilator controls should be secured by looping the safety belt through the
control wheel and pulling it snug. The flaps are locked when in the UP
position and should be left retracted. Tie downs can be secured to rings
provided under each wing and to the tail skid. The rudder is held in position
by its connections to the nose wheel steering and normally does not have to
be secured.
REPORT: VB-2749 ISSUED: December 22, 2OL7

4-24
SECTION 4
P4.28.I81, ARCHER III NORMAL PROCEDURES
4.7 STALLS
The stall characteristics of the ARCHER III are conventional. An approaching
stall is indicated by a stall warning aural annunciation (Stall....srall.....stall)
which is activated between five and ten knots above stall speed. Mild airframe
buffeting and gentle pitching may also precede the stall.
The gross weight stalling speed of the ARCHER III with power off and
full flaps is 45 KIAS. With the flaps up this speed is increased 5 KTS. Loss of
altitude during stalls varies from 100 to 350 feet, depending on configuration
and power.
,erarnn
The stall warning system is inoperative with the
BATT MASTR switch OFF.
During preflight, the stall warning system should be checked by turning the
BATT MASTR swirch ON, lifting the detecror and checking ro determine if the
Stall aural annunciation is actuated. The BATT MASTR switch should be turned
OFF after the check is complete.
4.9 TURBULENT AIR OPERATION

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

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

4-25
SECTION 4
NORMAL PROCEDURES PA.28.18I. ARCHER III
4.13 NOISE LEVEL
@) A CFR Part 36, Appendix G for aircraft with the standard exhaust
system, the noise level is 73.1 dB(A). For aircraft with the optional
exhaust system, the noise level is 71.9 dB(A).
No determination has been made by the Federal Aviation
Administration that the noise levels of this airplane are or should be
acceptable or unacceptable for operation at, into, or out of, any airport.
The above statement notwithstanding, the noise level stated above has
been verified by and approved by the Federal Aviation Administration
in noise level test flights conducted in accordance with 14 CFR Part 36,
Noise Standards - Aircraft Type and Airworthiness Certification. This
aircraft model is in compliance with all 14 CFR Part 36 noise standards
applicable to this type.
(b) ICAO Annex 16, Volume l, Chapter l0 for aircraft with the standard
exhaust system, the noise level is 77.1 dB(A). For aircraft with the
optional exhaust system, the noise level is 75.3 dB(A).
4.15 RECOMMENDED PROCEDURES FOR ELIMINATION OF FUEL

VAPOR
Fuel vapor can occur in the fuel system during ground operations when high
ambient temperatures are present. The symptoms of fuel vapor can include:
(a) Fluctuation ofidle speed and fuel flow
(b) Poor engine response to throttle movement
(c) Engine will not operate when throttle is closed
(d) High RPM drop (greater than 175 RPM) during mag check
If
one or more symptoms of vapor in the fuel system occur during ground
operation, do the following:
(a) Advance the throttle to an engine speed of 1800 to 2000 RPM. Continue
at this power setting for - 1-2 minutes or until smooth engine operation.
Make sure oil temperature stays within limits.
(b) Retard throttle to idle and check for smooth operation.
(c) During taxi, lean mixture and operate at as high a power setting (1200
RPM max) as practical.
(d) Prior to takeoff, set the mixture to the full rich position (for high
elevation fields, mixture leaning could be necessary for smooth engine
operation).
(e) Prior to initiation of takeoff roll, set full throttle and verify smooth
engine operation.

4-26 REVISED: January 9, 2Ol9
SECTION 5
PA.28.I81. ARCHER III PERFORMANCE
TABLE OF CONTENTS
SECTION 5
PERFORMANCE
Paragraph Page
No. No.
5.1 General 5-l
5.3 Performance and Flight Planning 5-1
5.5 Flight Planning Example 5-3
5.7 Performance Graphs 5-9
List of Figures 5-9

5-r
SECTION 5
PERFORMANCE PA.28-181, ARCHER III
REPORT: YB-2749 ISSUED: December 22' 2017

5-rr
SECTION 5
PA.28.181. ARCHER III PERFORMANCE
SECTION 5
PERF'ORMANCE
5.1 GENERAL
All of the required (FAA regulations) and complementary performance
information applicable to the ARCHER III is provided by this section.
Performance information associated with those optional systems and

equipment which require handbook supplements is provided by Section 9
(Supplements).
5.3 PERFORMANCE AND FLIGHT PLANNING

The performance information presented in this section is based on measured
Flight Test Data corrected to I.c.A.o. standard day conditions and analytically
expanded for the various parameters of weight, altitude, temperature, etc.
The performance charts are unfactored and do not make any allowance
for varying degrees of pilot proficiency or mechanical deterioration of the
aircraft. This performance, however, can be duplicated by following the stated
procedures in a properly maintained airplane.
Effects ofconditions not considered on the charts must be evaluated by the

pilot, such as the effect of soft or grass runway surface on takeoff and landing
performance, or the effect of winds aloft on cruise and range performance.
Endurance can be grossly affected by improper leaning procedures, and inflight
fuel flow and quantity checks are recommended.
REMEMBER! To get chart performance, follow the chart procedures.
The information provided by paragraph 5.5 (Flight Planning Example)
outlines a detailed flight plan using the performance charts in this section. Each
chart includes its own example to show how it is used.
MEIiTNiT\ltt
Performance information derived by
extrapolation beyond the limits shown on the
charts should not be used for flight planning
purposes.
ISSUED: December 22, 2OI7 REPORT: VB-2749

5-1
SECTION 5
PERFORMANCE PA.28.181. ARCHER III

<-,
SECTION 5
PA-28-181, ARCHER III PERFORMANCE
5.5 FLIGHT PLANNING EXAMPLE

(a) Aircraft Loading
The first step in planning the flight is to calculate the airplane

weight and center of gravity by utilizing the information provided by
Section 6 (Weight and Balance) of this handbook.
The basic empty weight for the airplane as certified at the factory
has been entered in Figure 6-5. If any alterations to the airplane have
been made effecting weight and balance, reference to the aircraft
logbook and Weight and Balance Record (Figure 6-7) should be made
to determine the current basic empty weight of the airplane.
Make use of the Weight and Balance Loading Form (Figure 6-11)
and the C.G. Range and Weight graph (Figure 6-15) to determine the
total weight of the airplane and the center of gravity position.
After proper utilization of the information provided, the

following weights have been determined for consideration in the
flight planning example.
The landing weight cannot be determined until the weight of the

fuel to be used has been established [refer to item (gX1)].
(l) Empty Weight l4l2lbs.

(2) Occupants (2 x 170 lbs.) 340 lbs.
(3) Baggage and Cargo 360 lbs.
(4) Fuel (6 lb./gal. x 48) 288 lbs.
(5) Takeoff Weight 2400 lbs.
(6) Landing Weight
(a)(5) minus (gXl), (2a00lbs.
minus 160.21bs.) 224olbs.
The takeoff weight is below the maximum of 2550 lbs. and

the weight and balance calculations have determined that the C.G.
position is within the approved limits.

REVISED: Junel7,2019 5-3
SECTION 5
PERFORMANCE PA-28-181 ARCHER III
5.5 FLIGHT PLANNING EXAMPLE (continued)

(b) Takeoffandlanding
After determining the aircraft loading, all aspects of takeoff and
landing must be considered.
Conditions of the departure and destination airport must be

acquired, evaluated and maintained throughout the flight.
Apply the departure airport conditions and takeoff weight to

the appropriate Takeoff Performance graph (Figure 5-J or 5-9) to
determine the barrier distance or (Figure 5-ll or 5-13) to determine
the length ofrunway necessary for the takeoff.
The landing distance calculations are performed in the same

manner using the existing conditions at the destination airport and,
when established, the landing weight.
The conditions and calculations for the example flight are listed
below. The takeoff and landing distances required for the example
flight have fallen well below the available runway lengths.
Departure Destination
Airport Airport
(l) Pressure Altitude 2000 ft. 2500 ft.

(2) Temperature 23'C 2l"c
(3) Wind Component (Headwind) 8 Kt. 5 Kt.
(4) Runway Length Available 7000 ft. 4500 fr.
(5) Runway Required IO73 ft.* 820 ft,**
f-xo-Til
The remainder of the performance charts used
in this flight plan example assume a no wind
condition. The effect of winds aloft must be
considered by the pilot when computing climb,
cruise and descent performance.
*reference Figure 5- 1 I or 5- I 3
**reference Figure 5-43

5-4
SECTION 5
PA.28.181, ARCHER III PERFORMANCE
(c) Climb
The next step in the flight plan is to determine the necessary
climb segment components.
The desired cruise pressure altitude and corresponding cruise

outside air temperature values are the first variables to be considered
in determining the climb components from the Time, Distance and
Fuel to Climb graph (Figure 5-17). After rhe time, disrance and fuel
for fhe cruise pressure altitude and outside air temperature values
have been established, apply the existing conditions at the departure
field to the graph (Figure 5-17). Now, subtract rhe values obtained
from the graph for the field of departure conditions from those for
the cruise pressure altitude.
The remaining values are the true fuel, distance and time
components for the climb segment of the flight plan corrected for
field pressure altitude and temperature.
The following values were determined from the above

instructions in the flight planning example.
(1) Cruise Pressure Altitude 6000 ft.
(2) Cruise OAT 15'C
(3) Time to Climb (12 min. minus 3 min.) 9 min.*
(4) Distance to Climb
(17 naut. miles minus 5 naut. miles) 12 naut miles*
(5) Fuel to Climb (4 gal. minus 2 gal.) 2 gal. *
*reference Figure 5-17

5-5
SECTION 5
PERFORMANCE PA.28-181, ARCHER III

(d) Descent
The descent data will be determined prior to the cruise data to

provide the descent distance for establishing the total cruise distance.
Utilizing the cruise pressure altitude and OAT, determine the

basic time, distance and fuel for descent (Figure 5-37). These figures
must be adjusted for the field pressure altitude and temperature at
the destination airport. To find the necessary adjustment values,
use the existing pressure altitude and temperature conditions at the
destination airport as variables to find the time, distance and fuel
values from the graph (Figure 5-37).
Now, subtract the values obtained from the field conditions from
the values obtained from the cruise conditions to find the true time,
distance and fuel values needed for the flight plan.
The values obtained by proper utilization of the graphs for the

descent segment of the example are shown below.
(1) Time to Descend
(16 min. minus 6 min.) 10 min.*
(2) Distance to Descend
(33 naut. miles minus 13 naut. miles) 20 naut. milesx
(3) Fuel to Descend
(3.2 gal. minus 1.3 gal.) 1.9 gal. *

5-6
SECTION 5
PA-28-181 ARCHER III PERFORMANCE
(e) Cruise
Using the total distance to be traveled during the flight, subtract

the previously calculated distance to climb and distance to descend
to establish the total cruise distance. Refer to the appropriate engine
Operator's Manual when selecting the cruise power setting. The
established pressure altitude and temperature values and the selected
cruise power should now be utilized to determine the true airspeed
from the appropriate Speed Power graph (Figure 5-21,5-23,5-25 and
s-27).
Calculate the cruise fuel flow for the cruise power setting from
the information provided by the engine Operator's Manual.
The cruise time is found by dividing the cruise distance by the

cruise speed and the cruise fuel is found by multiplying the cruise fuel
flow by the cruise time.
The cruise calculations established for the cruise segment of the

flight planning example are as follows:
(1) Total Distance 314 naut. miles
(2) Cruise Distance
(e)(1) minus (c)(4) minus (d)(2),
(314 nm minus 12 nm minus 20 nm) 282 naut. miles
(3) Cruise Power 657o
(4) Cruise Speed 117 Kts.*
(5) Cruise Fuel Consumption 9.5 gal./hr.
(6) Cruise Time
(e)(2) divided by (e)(4),
(282 nm divided by I 17 kts) 2.4hrs.
(7) Cruise Fuel
(e)(5) multiplied by (e)(6),
(9.5 gal./hr multiplied by 2.4 hrs) 22.8 gal.

REVISED: June 17,2019 5'7
SECTION 5
PERFORMANCE PA.28.181, ARCHER III

(f1 Total Flight Time
The total flight time is determined by adding the time to climb,
the time to descend and the cruise time. Remember! The time values
taken from the climb and descent graphs are in minutes and must
be converted to hours before adding them to the cruise time.
The following flight time is required for the flight planning

example,
(1) Total Flight Time
(c)(3) plus (d)(1) plus (e)(6),
(.15 h plus .17 hr plus 2.4hrs) 2.1hrs
(g) Total Fuel Required

Determine the total fuel required by adding the fuel to climb,
the fuel to descend and the cruise fuel. When the total fuel (in
gallons) is determined, multiply this value by 6 lb./gal. to determine
the total fuel weight used for the flight.
The total fuel calculations for the example flight plan are
shown below.
(1) Total Fuel Required
(c)(5) plus (dX3) plus (eX7),
(2 gal. plus 1.9 gal. plus 22.8 gal.) 26.7 gal.
(26.7 gal. multiplied by 6 lb./gal.) 160.2 lbs

5-8
SECTION 5
5.7 PERFORMANCE GRAPHS
,
l
LIST OF FIGURES
Figure Page
No. No.
5-1 Temperature Conversion 5-11
5-3 Airspeed System Calibration 5-12
5-5 Stall Speeds ....... 5-r3
5-7 Flaps Up Takeoff Performance 5-14
5-9 25" Flaps Takeoff Performance 5- l5
5-l I Flaps Up Takeoff Ground Roll 5-16
5-13 25' Flaps Takeoff Ground Roll 5-t7
5- 15 Climb Performance. 5-18
5-17 Time, Distance and Fuel to Climb 5-19
5-19 Engine Performance 5-20
5-21 Engine/Cruise Performanc e (557o). 5-2r
5-23 Engine/Cruise Performanc e (657o). 5-22
5-25 Engine/Cruise Performanc e (7 5Vo). 5-23
5-2',7 Speed Power.......... 5-25
5-29 Range (No reserve) 5-26
5-31 Range (45 min. reserve) 5-27
5-33 Endurance (No reserve) 5-28
5-35 Endurance (45 min. reserve). 5-29
5-37 Time, Distance and Fuel to Descend 5-30
5-39 Glide Range. 5-31
5-41 Landing Performance 5-32
5-43 Landing Ground Roll. s-33

5-9
SECTION 5
PERF'ORMANCE PA.28-181. ARCHER III

5-10
SECTION 5
40
100
90
30
80
70
20
60
50 10
FAHRENHEIT 40 cELStUS
DEGREES DEGREES
0
30
20
-10
10
0
-20
-10
-20
-30
-30
-40 -40
TEMPERATURE CONVERSION
Figure 5-1

5-11
SECTION 5
PERFORMANCE PA.28.181. ARCHER III
AIRSPEED SYSTEM CALIBRATION

25sO rB8. GRO88 WETGHT
160
1&
130
o
l-
o
-I r20
I 110
o
ul
lrt oo
4
o
E 30
o
ut
F 80
E
o ,o
o to
60
40
rlo 50 60 70 80 90 roo 110 120 130 1.N) 150 100 t70

INDICATED AIRSPEED KIAS
(ZERO INSTRUMENT ERROR)
AIRSPEED SYSTEM CALIBRATION

Figure 5-3

5-12
:0
a
a
c POWER OFF STALL SPEED l.)
80 @
FXAMPLE @
o
.)
o
0" Flaps
25'Flaps
Aircraft Weight: 2,350 LB + 75
Angle of Bank: 400 o
(!
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--- 40" Flaps
Flap Position: UP 7oa
AIR CONDITIONING OFF
N
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StallSpeed: 56 KIAS - F
uu9.
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WEIGHT - LB x 100 ANGLE OF BANK - DEGREES az
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BFI FLAPS UP TAKEOFF PERFORMANCE 4O
5E ASSOCTATEO CONOTTTONS: EXAMPLE: tro
Powen FULL THROTTLE BEFORE BRAKE RELEASE TAKEOFFSPEEDS KIAS Dapart Airport Pressure Alt 2,000 Ft.
Air Conditiorer: OFF
H Tmpe6lure:
Runway:
Aircpeed:
PAVED, LEVEL, & DRY
REFERTOTABLEATRIGHT
2,550
2,450
60
58
6
al
Gross Weight:
Headwind:
23" C
2,400 Lb.
I
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OUTSIDE AIR TEMPERATURE -.C WEIGHT-LBSx100 WND COMPONENTS - KT
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25" FLAPS TAKEOFF PERFORMANCE

Figure 5-9

5-15
?F FLAPS UP TAKEOFF GROUND ROLL 4A
tllrll
O\E ASSOCIATED CONOITIONS: ,so
Po'rer: FULL THRoTTLE BEFORE BMKE RELEASE TAKEOFF SPEEDS KIAS
B(AMPLE:
Depart Airport Pressure Alt: 2,000 Fr.
EI
Air Conditioner: OFF
<
Runway: PAVED, LEVEL, & DRY
A speed: REFER TO TABLE AT RIGHT
ffi
2,550
2,450
LIFTOFF
60
58
Temperalure;
Gross Weight:
23'C
2,400 Lb. 4z
Fur
Headwind: 8 Kt.
N
I Propellen SENSENICH 76EMBS14-0€2 2,350 57
Takeofi Grcund Roil: 1073 Fr. z
{
5
Flaps; UP 2,250 56
2,800
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2,600
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{ OUTSIDE AIR TEMPERATURE - "C WEIGHT-LBSx100 WND COMPONENTS. KT
a
a FI.APIi f TAIGOFF GROI'ND ROII
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PO/\g: FULLTHROTTLEBEFOREBRAKERELEASE TMEOFF SPEEDS KIAS
EYAMDI F f.J
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DepadAryqt PressaeAt: 2,000 Ft- I
Aroordtionen OFF
Rnw\Ey PAVED, LEVEL, & DRY 2,550 55 Tenperdre: 2xC @
2,150 Goss\rf€ight: 2,400 Lb.
Arspeed: REFERTOTABLE AT RIGHT
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l! ur
{\o
SECTION 5
PERFORMANCE PA-28-181 ARCHER III
RATE OF CLIMB. F.P.M

oooo0ea
o600aoo
F@to$(ac\lF oo
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CLIMB PERFORMANCE
Figure 5- 1 5

5-18
a
O
TIME, FUEL, DISTANCE TO CLIMB N
I
ASSOCIATED CONOITIONS EXAMEIE Qa
Flaps: UP DepaftAirportP6All.: 2000FT. Tempefature: 73"C

6
PMT FULLTHROTTLE AiFpeed: 76 KIAS
Cruise PrsAlt.: 6000FT. Cruis OAT: 15'C
o
.) Time toClimb: 12 min. minus 3 min. - I min
NoTE: This chan includes fuel allowance for siatt, taxi, & takeoff. Climb:
o Fuel to 4 gal- minus 2 gal = 2 gal
H Disiane to Climb: 17 n.m. minus 5 n.m. = 12 n.m. o

tD
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OUTSIDE AIR TEMPERATURE - "C TIME - MIN. FUEL - GAL DISTANCE. N.M-
\o \o trJ ur
TF
N laj
4O
oE ENGINE PERFORMANCE E)(AMPLE:
Allitude:
Pressure 7,375 Ft. tro
POWER VERSUS RPM @ ISA TempeElure: ISA
EFt
Fl
10,000
650/o Power Eng. Speed: 2487 RPM
gz
Fur
I
N 9,000
Notes:
z
-l
5
1. Porers are percent of 180 BHP
2. Engine speeds applicable to both
o
llt
best power & best economy mixtures
8,000 3. Propeller: Sensenich 76EMBS14-O€2
F
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0510 15 2300 2440 2500 2600 2700
OUTSIDE AIR TEMP - "C
{ ENGINE SPEED - RPM
SECTION 5
Engine / Cruise Performance for Non-ISA OAT*

RPM for Constant 557o Power
Fuel Flow: Best Economy Mixturer S.2 GPH
Pressure Indicated Outside Air Temperature Engine True Air
Alritude Speed Speed
Feet OC OC OF
RPM **
Knots
Sea Level ISA-I5 0 32 2245 105
ISA 15 59 2265
ISA +10 25 77 2275
ISA +20 35 95 2285
ISA +30 45 113 2295 106
2000 ISA -I5 -4 25 2265 106
ISA il 52 2280
ISA +IO 2t 70 2295
ISA +20 3l 88 2305
ISA +30 4t 106 2315 101
4(XX) ISA -I5 -8 18 2285 106
ISA 7 45 2300
ISA +10 17 63 2315
ISA +20 21 8l 2325
ISA +30 JI 99 2335 108
6000 ISA -15 -12 10 2305 107
ISA 3 37 2320
ISA +10 13 55 2330
ISA +20 23 IJ 2345
ISA +30 -t-t 9t 2355 108
8000 ISA -15 -16 ., 2320 107
ISA -1 30 2340
ISA +10 9 48 2350
ISA +17.5 r6.5 62 2360 108
9000 ISA -I5 -18 0 2330 107
ISA --t 27 2350
ISA +8.5 5.5 42 2360 108
10000 ISA - 15 20 -4 2340 101
ISA -5 23 2360 108
NOTE: * Aircraft weight 2550 Lbs., Wheel pants and strut fairings installed
** Subtract 3 KTAS if wheel pants are removed.
ENGINE/CRUISE PERFORMANCE (55 Vo)

Figure 5-21

5-21
SECTION 5
PERF'ORMANCE PA.28.18I. ARCHER III

RPM for Constant 65Vo Power
Fuel Flow: Best Economy Mixture, 9.5 GPH

Altitude Speed Speed
Feet "C OC OF
RPM Knots **
Sea Level rsA-r5 0 32 2385 113
ISA l5 59 2405
ISA +10 25 77 2415
ISA +20 35 95 2430
ISA +30 45 113 2440 l16
2000 ISA -15 -4 25 2405 114
ISA l1 52 2425
ISA +10 21 70 2440
ISA +20 31 88 2450
ISA +30 4t r06 2465 117
4000 ISA -15 -8 18 2430 115
ISA 7 45 2450
ISA +10 t7 63 2460
ISA +20 21 8l 2415
ISA +30 37 99 2485 118
6000 ISA -I5 -12 10 2450 116
ISA 3 -tt 2410
ISA +10 13 55 2485
ISA +20 23 l-) 2495
ISA +30 -1-1 9l 2510 119
8000 ISA -I5 -16 3 2415 tt7
ISA -l 30 2495
ISA +IO 9 48 250s
ISA +17.5 r 6.5 62 2515 119
9000 ISA -I5 -18 0 2485 117
ISA -J 21 2505
ISA +8.5 5.5 42 2515 119
10000 ISA -15 -20 -4 2495 118
ISA -5 23 2515 119
** Subtract 3 KTAS if wheel pants are removed.
ENGINE/CRUISE PERFORMANCE (65 Vo)

Figure 5-23

<_tt
SECTION 5
PA-28-181 ARCHER III PERFORMANCE

RPM for Constant 75Vo Power
l Fuel Flow: Best Economy Mixture, 11.0 GPH

Altitude Speed Speed
Feet "C "C OF
RPM Knots **
Sea Level ISA-15 0 32 2485 119
ISA l5 59 25t5
ISA +10 25 77 2s35
ISA +20 35 95 2550
ISA +30 45 il3 2s65 124
2000 ISA -I5 -4 25 2s20 t2t
ISA ll 52 2545
ISA +10 2l 70 2s65
ISA +20 3l 88 2580
ISA +30 41 106 2600 126
3000 ISA -15 -6 2t 2535 122
ISA 9 48 2560
ISA +10 t9 66 2580
ISA +20 29 84 2595
ISA +30 39 102 2615 1)7
4000 rsA -15 -8 l8 2550 123
ISA 7 45 2515
ISA +10 t7 63 2595
ISA +20 27 81 2610
ISA +30 99 2630 128
5000 ISA -15 -10 t4 2565 124
ISA 5 4t 2590
ISA +IO l5 59 26tO
ISA +20 25 77 2625
+
6000 ISA -15 -12 10 2580 125
ISA 3 37 2605
ISA +10 l3 55 2625
ISA +15 l8 64 263s 128
7000 rsA -15 -14 6.8 2595 126
ISA 1 34 2625
ISA +7.5 8.5 47 2635 128
** 3 KTAS if removed.
ENGINE/CRUISE PERFORMANCE (7 5 Vo)
Figure 5-25
ISSUED: December 22, 201-7 REPORT: VB-2749

s-23
SECTION 5
PERFORMANCE PA-28-181. ARCHER III
REPORT: YB-2749 ISSUED : December 22, 2Ol7

5-24
O
O Fuel Flow Gal. per Hou
.l=t Power Mirtue
OAT=lSA 2550LBSCROSSwT.
SPEEDPOWER
SENSENICH 76EM8Sl+0{2 PROP a
I
t.)
75 % Best Econ I 1.0 I
1 0000 65 % Best Econ 9.5 a
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PA-28-181. ARCHER III PERFORMANCE
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SECTION 5
PERF'ORMANCE PA.28.181. ARCHER III
THIS PAGE INTENTIONALLY LEF'T BLANK

s-34
SECTION 6
PA-28.I81. ARCHER III WEIGHT AND BALANCE
TABLE OF CONTENTS
SECTION 6
WEIGHT AND BALANCE
Paragraph Page
No. No.
6.1 General 6-l
6.3 Airplane Weighing Procedure 6-2
6.5 Weight and Balance Data and Record 6-5
6.7 Weight and Balance Determination for Flight........ 6-9
Equipment List Supplied with

aircraft paperwork.

6-i
SECTION 6
WEIGHT AND BALANCE PA.28.181.. ARCHER III
REPORT: YB-2749 ISSUED: December 22, 20L7

6-ii
SECTION 6
PA-28.181, ARCHER III WEIGHT AND BALANCE
SECTION 6
WEIGHT AND BALANCE
6.1 GENERAL
In order to achieve the performance and flying characteristics which are
designed into the airplane, it must be flown with the weight and center of gravity
(C.G.) position within the approved operating range (envelope). Although the
airplane offers flexibility of loading, it cannot be flown with the maximum
number of adult passengers, full fuel tanks and maximum baggage. With the
flexibility comes responsibility. The pilot must ensure that the airplane is loaded
within the loading envelope before he makes a takeoff.
Misloading carries consequences for any aircraft. An overloaded airplane

will not take off, climb or cruise as well as a properly loaded one. The heavier
the airplane is loaded, the less climb performance it will have.
Center of gravity is a determining factor in flight characteristics. If the C.G.

is too far forward in any airplane, it may be difficult to rotate for takeoff or
landing. If the c.G. is too far aft, the airplane may rotate prematurely on takeoff
or tend to pitch up during climb. Longitudinal stability will be reduced. This
can lead to inadvertent stalls and even spins; and spin recovery becomes more
difficult
as the center of gravity moves aft of the approved limit.
A properly loaded airplane, however, will perform as intended. Before the

airplane is certified, a basic empty weight and c.G. location is computed (basic
empty weight consists of the standard empty weight of the airplane plus the
optional equipment). Using the basic empty weight and C.G. location, the pilot
can easily determine the weight and C.G. position for the loaded airplane by
computing the total weight and moment and then determining whether they are
within the approved envelope.
ISSUED; December 22, 2Ol7 REPORT: YB-2749

6-1
SECTION 6
WEIGHT AND BALANCE PA.28.181, ARCHER III
The basic empty weight and C.G. location are recorded in the Weight and
Balance Data Form (Figure 6-5) and the Weight and Balance Record (Figure
6-7). The current values should always be used. Whenever new equipment is
added or any modification work is done, the mechanic responsible for the work
is required to compute a new basic empty weight and C.G. position and to write
these in the Aircraft Log Book and the Weight and Balance Record. The owner
should make sure that it is done.
A weight and balance calculation is necessary in determining how much

fuel or baggage can be boarded so as to keep within allowable limits. Check
calculations prior to adding fuel to ensure against improper loading.
The following pages are forms used in weighing an airplane in production

and in computing basic empty weight, C.G. position, and useful load. Note that
the useful load includes usable fuel, baggage, cargo and passengers. Following
this is the method for computing takeoff weight and C.G.
6.3 AIRPLANE WEIGHING PROCEDURE

At the time of licensing, Piper provides each airplane with the basic empty
weight and center of gravity location. This data is supplied by Figure 6-5.
The removal or addition of equipment or airplane modifications can affect

the basic empty weight and center of gravity. The following is a weighing
procedure to determine this basic empty weight and center of gravity location:
(a) Preparation
(1) Be certain that all items checked in the airplane equipment list are
installed in the proper location in the airplane.
(2) Remove excessive dirt, grease, moisture, foreign items such as rags
and tools from the airplane before weighing.
(3) Defuel airplane. Then open all fuel drains until all remaining fuel
is drained. Operate engine on each tank until all undrainable fuel
is used and engine stops. Then add the unusable fuel (2.0 gallons
total, 1.0 gallons each wing).

6-2
SECTION 6
PA.28.181. ARCHER III WEIGHT AND BALANCE
6.3 AIRPLANE WEIGHING PROCEDURE (continued)
rcAETNN
Whenever the fuel system is completely drained
and fuel is replenished it will be necessary to run
the engine for a minimum of 3 minutes at 1000
RPM on each tank to ensure no air exists in the
fuel supply lines.
(4) Fill with oil to full capacity.
(5) Place pilot and copilot seats in fourth (4rh) notch, afr of forward
position. Put flaps in the fully retracted position and all control
surfaces in the neutral position. Tow bar should be in the proper
location and all entrance and baggage doors closed.
(6) Weigh the airplane inside a closed building to prevent errors in
scale readings due to wind.
(b) Leveling
(l) With airplane on scales, block main gear oleo pistons in the fully
extended position.
(2) Level airplane (refer to Figure 6-3) deflating nose wheel tire, to
center bubble on level.
(c) Weighing - Airplane Basic Empty Weight

(1) With the airplane level and brakes released, record the weight
shown on each scale. Deduct the tare, if any, from each reading.
(Refer to Figure 6-l)
Scale Net
Scale Position and Symbol Reading Tare Weight
Nose Wheel (N)
Righr Main Wheel (R)
Left Main Wheel (L)
) Basic Empty Weight, as Weighed (T)
WEIGHING FORM
Figure 6- I

6-3
SECTION 6
WEIGHT AND BALANCE PA.28.181. ARCHER III
6.3 AIRPLANE WEIGHING PROCEDURE (continued)

(d) Basic Empty Weight Center of Gravity
(l) The following geometry applies to the PA-28-181 airplane when it
is level. Refer to Leveling paragraph 6.3 (b).
(2) The basic empty weight center of gravity (as weighed including
optional equipment, full oil and unusable fuel) can be determined
by the following formula:
C.G. Arm = N (A) + (R + L) (B) inches
T
Where: T=N+R+L
C. G. Amr
Level Points
@uselage)
78.4
C. C;
= Wing Leading Edge

€ct
N l{+L
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A: 31.0
B: 109.7
B
LEVELING DIAGRAM
Figure 6-3

6-4
SECTION 6
PA-28-181, ARCTIER III WEIGHT AND BALANCE
6.5 WEIGHT AND BALANCE DATA AND RECORI)

The Basic Empty Weight, Center of Gravity Location and Useful Load
listed in Figure 6-5 are for the airplane as certified at the factory. These figures
apply only to the specific airplane serial number and registration number shown.
The basic empty weight of the airplane as certified at the factory has been
entered in the Weight and Balance Record (Figure 6-7). This form is provided
to present the current status of the airplane basic empty weight and a complete
history of previous modifications. Any change to the permanently installed
equipment or modification which affects weight or moment must be entered in
the Weight and Balance Record.
\r

6-5
SECTION 6
WEIGHT AND BALANCE PA.28.18I., ARCHER III
MODEL PA-28-I81 ARCHER III
Airplane Serial Number 2AA1 A?A

Registration Number N824PA
Date 0412712020
AIRPLANE BASIC EMPTY WEIGHT
C.G. Arm
Weight x (Inches Aft
= Moment
Item (Lbs) Datum) (In-Lbs)
of
Actual 1641.1 88.2151 144767.2

Standard Empty Weight* €espuJ€4
Optional Equipment 87.1 99.6178 8674.7
Basic Empty Weight 1728.2 88.7886 153441.9
*The standard empty weight includes full oil capacity and2.0 gallons of unus-
able fuel.
AIRPLANE USEFUL LOAD

(Ramp Weight) - (Basic Empty Weight) = Useful Load
Normal Category (2558 lbs) - ( 1729.2 lbs) - 829.8 lbs.
Utility Category (2138 lbs) - ( 1729.2 lbs) = 409.8 lbs.
THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE

FOR THE AIRPLANE AS CERTIFIED AT THE FACTORY. REFER
TO APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS
HAVE BEEN MADE.
WEIGHT AND BALANCE DATA FORM
Figure 6-5

6-6
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PA-28- 181 Serial Number 2881336 Registration Number N824PA Page Number \)
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SECTION 6
WEIGHT AND BALANCE PA.28.181. ARCHER III
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Figure 6-7 (cont)

6-8
SECTION 6
PA-28-181 ARCHER III WEIGHT AND BALANCE
6.7 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT

(a) Add the weight of all items to be loaded to rhe basic empty weight.
(b) Use the Loading Graph (Figure 6-13) to determine the momenr of all
items to be carried in the airplane.
(c) Add the moment of all items to be loaded to the basic empty weight
moment.
(d) Divide the total moment by the total weight to determine the C.G.
location.
(e) By using the figures of item (a) and item (d) (above), locare a poinr
on the C.G. range and weight graph (Figure 6-15). If the point falls
within the C.G. envelope, the loading meets the weight and balance
requirements.
Arm Aft
Weight Datum Moment
(Lbs) (Inches
Basic Empty Weight 1590.0 87.5 139125
Pilot and Front Passenger 340.0 80.5 27370
Passengers (Rear Seats)* 340.0 l 8.1
1 40154
Fuel (48 Gallon Maximum) 288.0 95.0 27360
Baggage (200 Lbs. Maximum)* 142.8
Ramp Weighr (2558 Lbs. Normal,
2138 Lbs. Utility Maximum ) 2558 9r.5 234009
Fuel Allowance
For Engine Start, Taxi and Run Up -8 95.0 760
Takeoff Weight (2550 Lbs. Normal,
2130 Lbs. Utilitv Maximum) 2550.0 91.5 233249
The center of gravity (C.G.) of this sample loading problem is at 91.5 inches
aft of the datum line. Locate this point (91 .5) on the C.G. range and weight
graph. Since this point falls within the weight - C.G. envelope, this loading
meets the weight and balance requirements.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER

TO ENSURE THAT THE AIRPLANE IS LOADED PROPERLY.
*Utility Category Operation - No baggage or rear passengers allowed.
SAMPLE LOADING PROBLEM (NORMAL CATEGORY)

Figure 6-9

6-9
SECTION 6
WEIGHT AND BALANCE PA-28.I.81, ARCHER III
Arm Att
Weight Datum Moment
(Lbs) (Inches) (In-Lbs)
Basic Empty Weight
Pilot and Front Passenger 80.5
Passengers (Rear Seats)* I18.1
Fuel (48 Gallon Maximum) 95.0
Baggage (200 Lbs. Maximum)* 142.8
Ramp Weight (2558 Lbs. Normal,

2138 Lbs. Utility Maximum)
Fuel Allowance
For Engine Start, Taxi and Run Up -8 95.0 -760
Takeoff Weight (2550 Lbs. Normal,

2130 Lbs. Utility Maximum)
Totals must be within approved weight and C.G. limits. It is the responsibility
of the airplane owner and the pilot to ensure that the airplane is loaded properly.
The Basic Empty Weight C.G. is noted on the Weight and Balance Data Form
(Figure 6-5). If the airplane has been altered, refer to the Weight and Balance
Record for this information.
*Utility Category Operation - No baggage or rear passengers allowed
WEIGHT AND BALANCE LOADING FORM

Figure 6-11

6-10
SECTION 6
PA.28.181. ARCHER III WEIGHT AND BALANCE
tl50
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300
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MOMENT/IOOO (POUNDS - INCHESI
LOADING GRAPH
Figure 6-13
ISSUED; December 22, 2OI7 REPORT: VB-2749

6-11
SECTION 6
WEIGHT AND BALANCE PA.28-181. ARCHER III
WEIGHT
vs.
C.G. ENVELOPE
2650 LBS. MAX. GROSS WT

NORMAL CATEGORY 88
90 91 92 93
87
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85
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C.G. RANGE AND WEIGHT

Figure 6- 15

6-12
SECTION 7
P4.28.I81, ARCHER III DESCRIPTION & OPERATION
TABLE OF CONTENTS
SECTION 7
DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS
Paragraph Page
No. No.
1.1 The Airplane. 1-l
1.3 Airframe 7-l
7.5 Engine and Propeller 7-l
7.7 Induction System -^
t-L
7.9 Engine Controls 1a
7.tl Flight Controls 7-5
7.13 Landing Gear............. 7-7
7.15 Garmin G 1000 Avionics System....... 7-8
Primary Flight Display. 7-9
Multi-Function Display 7-r3
Autopilot (Optional) 7-38
Audio Panel '7-43
GTX 335R Transponder (Extended Squitter) 7-44
GTX 345R Transponder (Option) 1-44
7.17 Standby Instrument 7-45
7.19 Fuel System 7-46
7.21 Electrical System 7-49
7.23 Instrument Panel.,.......... 7-53
7.25 Pitot-Static System 7-58
7.27 Heating and Ventilating System......... 7-61
7.29 7-6r
7.31 Baggage Area 7-62
7.33 Stall Warning 7-63
7.35 Finish. 7-63
7.37 External Power 7-63
7.39 Emergency Locator Transmitter..
) i.4t Flap Position Sensor (Optional)
7-63
7-65

t-l
SECTION 7
DESCRIPTION & OPERATION PA-28-181, ARCHER III

'l -tt
SECTION 7
PA.28.I8I. ARCHER III DESCRIPTION & OPERATION
SECTION 7
DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE

The PA-28-181 ARCHER III is a single-engine, low-wing monoplane of
all metal construction. It has four-place seating, two hundred pound baggage
capacity, and a I 80 horsepower engine.
7.3 AIRFRAME
The basic airframe, except for a tubular steel engine mount, steel landing gear
struts, and other miscellaneous steel parts, is of aluminum alloy construction. The
wing tips, the cowling, the tail surfaces - are of fiberglass or ABS thermoplastic.
Aerobatics are prohibited in this airplane since the structure is not designed for
aerobatic loads.
The semi-tapered wings have a laminar flow rype NACA 652-415 airfoil.
The wings are attached to each side of the fuselage by insertion of the butt ends
of the respective main spars into a spar box carry-through which is an integral
part of the fuselage structure, providing, in effect, a continuous main spar with
splices at each side ofthe fuselage. There are also fore and aft attachments at the
rear spar and at an auxiliary front spar.
7.5 ENGINE AND PROPELLER

The ARCHER III is powered by a four-cylinder, direct drive, horizontally
opposed fuel injected engine rated at 180 horsepower at27OO rpm. It is furnished
with a starter, 70 ampere 28-volt alternator, shielded ignition wires, a fuel pump,
and a dry, automotive type induction air filter,
The exhaust system is made entirely from stainless steel and is equipped
with a single dual muffler. A heater shroud around the muffler is provided to
supply heat for the cabin and windshield defrosting.
The fixed-pitch propeller is made from a one-piece alloy forging.
ISSUED: December 22, 2017 REPORT: VB'2749

7-1
SECTION 7
DESCRIPTION & OPERATION PA.28.181. ARCHER III
7.7 INDUCTION SYSTEM

The induction system incorporates an Avstar RSA-5ADl type fuel injector.
The injector is based on the principle of differential pressure, which balances
air pressure against fuel pressure. The regulated fuel pressure established by the
servo valve when applied across a fuel control (etting system) makes the fuel
flow proportional to airflow. Fuel pressure regulation by the servo valve causes a
minimal drop in fuel pressure throughout the metering system. Metering pressure
is maintained above most vapor forming conditions while fuel inlet pressure is
low enough to allow use of a diaphragm pump. The servo system feature also
checks vapor lock and associated starting problems.
The servo regulation meters fuel flow proportionally with airflow and
maintains the mixture as manually set for all engine speeds. The fuel flow divider
receives metered fuel and distributes fuel to each cylinder fuel nozzle.
The induction airbox assembly contains a valve that can open and allow
airflow into the engine in the event of blockage of the primary induction air
source. The air provided through the alternate air source is heated, which will
also provide induction system icing protection. As this alternate air source is not
filtered, the primary air source should always be used for takeofT.
Control ofthe alternate air valve is through a lever located to the right ofthe
engine control lever quadrant.
The pilot should read and follow the procedures recommended in the
I engine Operator's Manual for this engine, in order to obtain maximum engine
efficiency and time between engine overhauls.
7.9 ENGINE CONTROLS

Engine controls consist of a throttle control and a mixture control lever.
These controls are located on the control quadrant on the lower center of the
instrument panel (Figure 7-l) accessible by the pilot and the copilot. The control
cables are teflon-lined to reduce friction and binding.
The throttle lever is used to adjust engine RPM. The mixture control lever
is used to adjust the air to fuel ratio. The engine is shut down by the placing the
mixture control lever in the full lean position. See Section 4 of this handbook for
proper leaning procedure.
REPORT: VB-2749 ISSUED: December 22, 20t7

7-2 REVISED: Janel7,20l9
SECTION 7
PA-28-I8I. ARCHER III DESCRIPTION & OPERATION
)
0
o
a
-0t
0r
($r
CONTROL QUADRANT AND CONSOLE

Figure 7-1

7-3
SECTION 7
DESCRIPTION & OPERATION PA-28-181 ARCHER III
7.9 ENGINE CONTROLS (continued)

The friction on the throttle and mixture controls can be adjusted by using the
friction adjustment lever on the right side of the control quadrant.
An alternate air control is located on the instrument panel right of the control
quadrant. The control displays two positions: Open (down), Closed (up).

7-4
SECTION 7
PA-28-181. ARCHER III DESCRIPTION & OPERATION
7.11 FLIGHT CONTROLS

Dual controls are provided as standard equipment, with a cable system used
between the controls and the surfaces. The horizontal tail (stabilator) is ofthe all-
movable slab type with a trim tab mounted on the trailing edge of the stabilator
to reduce the control system forces. This tab is actuated by a control wheel on
the floor between the front seats (Figure 7-2).
A rudder trim adjustment is mounted on the right side of the pedestal below
the throttle quadrant and permits directional trim as needed in flight (refer to
Figure 7-1).
The flaps are manually operated and spring-loaded to return to the up

position. A past-center lock incorporated in the actuating linkage holds the flap
when it is in the up position so that it may be used as a step on the right side.
The flap will only support a step load in the full up position. The flaps have three
extended positions, 10, 25 and 40 degrees.
f
F.
eFi
FLIGHT CONTROL CONSOLE

FigureT-2

'/-5
SECTION 7
DESCRIPTION & OPERATION PA.28-I81, ARCHER III
MAIN WHEEL ASSEMBLY

Figure 7-3
(Wheel fairing removed for clarity.)

7-6
SECTION 7
PA-28-181 ARCHER III DESCRIPTION & OPERATION
7.13 LANDING GEAR

Three landing gear use Parker 6.00 x 6 wheels. Each main gear are equipped
with a single hydraulically operated external caliper & disc brake assembly. All
three wheels use 6.00 x 6, four-ply rating, Type III tires with tubes.
A spring device is incorporated in the rudder pedal torque tube assembly

to provide rudder trim. By using the rudder pedals and brakes, the nose gear is
steerable through a 20 degree arc each side of center. A shimmy dampener is also
included in the nose gear.
The three struts are of the air-oil type, with a normal extension of 3.25
inches for the nose gear and 4.50 inches for the main gear.
The brake system consists of dual toe brakes attached to the rudder pedals
and a hand brake lever located below, behind, and to the left of the throttle
quadrant. The toe and hand brakes have their own master brake cylinders, but
they share a common reservoir. The brake fluid reservoir is installed on the
top left front face of the firewall. The parking brake is incorporated in to the
hand lever master cylinder and is actuated by pulling back on the brake lever,
depressing the knob attached to the left side ofthe handle, and releasing the hand
brake lever. To release the parking brake, pull back on the hand brake lever to
disengage the catch mechanism and allow the handle to swing forward (refer to
Figure 7-l).

7-7
SECTION 7
DESCRIPTION & OPERATION PA.28.181, ARCHER III
7.15 GARMIN G1OOO AVIONICS SYSTEM
[-TOm--l
The latest appropriate revision of the Garmin
G1000 Cockpit Reference Guide for the Piper
PA-28-181 Archer (Garmin P/N 190-02131-02),
and the Garmin G1000 Pilot's Guide for the Piper
PA-28-181 Archer (Garmin P/N 190-02130-02),
contain operational information and detailed
descriptions of the Garmin G1000 avionics system,
the annunciator system (CAS and Non-CAS) and
all warnings, cautions and advisories.
The Garmin G1000 Integrated Avionics System consists of a Primary

Flight Display (PFD), Multi-Function Display (MFD), Audio Panel, Air
Data / Attitude and Heading Reference System (ADAHRS), and the sensors
and computers to process flight and engine information for display to
I the pilot. The system contains dual GPS SBAS receivers, dual VOR/ILS
receivers, dual VHF communications transceivers, a transponder, and an
integrated crew alerting system (CAS) to alert the pilot via status /advisory
messages, caution messages and warning messages. The G1000 system also
provides system messages which alert the pilot to abnormalities associated
with the G1000 system. The G1000 system also has a terrain proximity system,
Traffic Information Service (TIS) and FliteCharts. Optional avionics equipment
include ADF, DME, Class B TAWS, Automatic Dependent Surveillance-
Broadcast (ADS-B out), Traffic Advisory System (TAS), Jeppesen ChartView,
System 55X autopilot, Synthetic Vision, AOPA Facilities Directory, and the
Garmin Datalink (GDL) for XM weather.

7-8 REVISED: Ju,nel7,20l9
SECTION 7
PA-28-181, ARCHER III DESCRIPTION & OPERATION
7.15 GARMIN G1000 AVIONICS SYSTEM (continued)

Primary Flight Display
The Primary Flight Display (PFD) displays airspeed, artirude, altitude, and
heading information in a traditional format. Slip information is shown as a
trapezoid under the bank pointer. One width of the trapezoid is equal to a one
ball width slip. Rate of turn information is shown on the scale above the rotating
compass card; a standard rate turn is accomplished when the turn rate trend
vector stops at the second tick mark (standard rate tick mark). OAT information
is presented in the lower left corner of the PFD. The measured value of OAT
is adjusted for probe recovery factor and ram air effects to indicate static air
temperature.
The primary function of the PFD is to provide attitude and heading data from the
Air Data Attitude and Heading Reference System, and navigation and alerting
information. The PFD may also be used for flight planning and increased
situational awareness via the Synthetic Vision and Pathways.
The following controls are available on the PFD (clockwise from top right):
. Communications frequency volume and squelch knob
. Communications frequency transfer button
. Communications frequency set knobs
. Altimeter (BARO) setting knob (large knob)
. Course knob (small knob)
. Map range knob and cursor control
. FMS control buttons and knob
. Flight planning buttons
. PFD softkey buttons
. Altitude reference set knob
. Heading bug control
. Navigation frequency set knobs
. Navigation frequency transfer button
. Navigation frequency volume and Identifier knob
The primary function of the VHF Communication portion of the G1000 is to
enable external radio communication. The primary function of the VOR/ILS
Receiver portion of the equipment is to receive VOR, Localizer, and Glide Slope
signals. The primary function of the GPS portion of the system is to acquire
signals from the GPS and SBAS satellites and process this information in I
ISSUED: December 22, 2Ol7 REPORT: YB-n49

REVISED: June 17,2019 7-9
SECTION 7
Primary Ftight Display (continued)

real-time to obtain the user's position, velocity, and time. These GPS SBAS
receivers are certified under TSO Cl46a and therefore is qualified as a
primary navigation system. The PFD also displays autopilot status and mode
annunciation, at the top, center of the display.
Air Data Attitude and Heading Reference System (ADAHRS)

The Air Data Attitude and Heading Reference System (ADAHRS) combines
functions of the Air Data Computer (ADC) and the Attitude and Heading
Reference System (AHRS).
Attitude and Heading Reference System (AHRS)

The AHRS part of the ADAHRS uses GPS, rate sensors, air data, and
magnetic variation to provide pitch and roll attitude, sideslip and heading to
the display system. The AHRS incorporates internal monitors to determine
validity of its parameters. If a parameter is determined invalid by the internal
monitors, a red-x is displayed over the invalid parameter. If the AHRS
becomes invalid, a red-x and amber ATTITUDE FAIL will be displayed on
the attitude display. The course pointer on the HSI will indicate straight up
and the course may be set using the digital window. The AHRS will align
while the aircraft is in motion, but will align quicker if the wings are kept
level during the alignment process.
Air Data Computer (ADC)
The ADC part of the ADAHRS provides airspeed, altitude, vertical speed,
and air temperature to the display system. In addition to the primary
displays, this information is used by the FMS and Traffic systems.
The ADC incorporates internal monitors to determine validity of its
If a parameter is determined invalid by the internal monitors, a
parameters.
red-x is displayed over the invalid parameter. If the ADC becomes invalid,
a red-x and amber AIRSPEED FAIL, ALTITUDE FAIL, and VERTICAL
SPEED FAIL will be displayed on the appropriate display.

7-to REVISED: Janel7,20l9
SECTION 7
Primary Flight Display (continued)

Reversionary Mode - PFD
The PFD will automatically be displayed in a composite format (Reversionary
mode) for emergency use if the MFD display fails. The DISPLAY BACKUP
button on the audio panel should also be pressed. In the composite mode,
the PFD will display the engine parameters typically reserved for the MFD,
including the full crew alerting system and autopilot annunciations. Limited map
funclions are available via the inset map.
ISSUED: December 22, 20t7 REPORT: VB-2749

7_tt
SECTION 7
Synthetic Vision System (SVS) - Optional

The Synthetic Vision System (SVS) is a visual enhancement to the G1000.
Tenain-SVS is displayed on the PFD as a forward-looking depiction of the
topography immediately in front of the aircraft. The depicted imagery is derived
from the aircraft attitude, heading, GPS three-dimensional position, and a
database of terrain, obstacles, and other relevant features. The following SVS
enhancements appear on the PFD:
. Pathways
. Flight Path Marker
. Horizon Heading Marks
. Traffic Display
. Airport Signs
. Runway Display
. Terrain Alerting
. Obstacle Alerting
. Water
. Zero-Pitch Line
Optional Terrain Awareness and Warning System - Class B (TAWS-B) or
standard Terrain-SVS information is integrated within SVS to provide visual and
audible alerts of terrain threats relative to the projected flight path. In addition
to the standard TAWS or Terrain-SVS alerts, Terrain-SVS offers a three-
dimensional view of terrain and obstacles. Terrain and/or obstacles that pose a
threat to the aircraft in flight are shaded yellow or red. SVS is activated from the
PFD using the softkey located along the bottom edge of the display. Pressing
the softkeys turn the related function on or off. SVS functions are displayed on
three levels of softkeys. The PFD softkey leads into the PFD function softkeys,
including synthetic vision. Pressing the SYN VIS soft key enables synthetic
vision and displays the PATHWAY, SYN TERR, HRZN HDG, and APTSIGNS
softkeys. The BACK softkey returns to the previous level of softkeys. The SYN
TERR softkey must be active (grey with black characters) before any other SVS
feature may be activated.

7-t2
SECTION 7
P4.28.181, ARCHER III DESCRIPTION & OPERATION
Multi-Function Display
The Multi-Function Display (MFD) is located in the center of the instrument
panel. The primary functions of the MFD include the display of:
. Engine parameters
. Aircraft system parameters
. Dedicated map pages for:
. Navigation Map
. Traffic Map
. Weather Datalink
. TAWS-B
In addition to map functions, the MFD incorporates features for waypoint
information, auxiliary information, flight plan information, and nearest
information. These features are selected by use of the large FMS knob on
the MFD. The selection options disappear after lO-seconds of inactivity and
reappear by activating the large FMS knob.
Along the left side of the MFD is an Engine Indicating System (EIS) window
that displays engine parameters, electrical system parameters, and fuel quantity.
The Engine Indicating System (EIS) window is displayed ar all times, regardless
of the page selection.
The MFD also incorporates a dedicated Engine Indicating Sysrem (EIS) page as
shown in Figure 7-4. Some of the parameters that normally appear in the EIS
window now appear in different locations on the EIS page.

7-13
SECTION 7
Multi-Function Display (continued)
I
-J
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EIS PAGE (TYPICAL)

Figure 7-4

7-14
SECTION 7
PA.28.I8I, ARCHER III DESCRIPTION & OPERATION

The Crew Alerting System (CAS) consists of a Master Warning and Caution
softkey on the lower right side of the PFD operating in conjunction with CAS
text messages. CAS text messages appear in the lower right area of the PFD
during normal and reversionary mode operations. The severity of CAS messages
are categortzed as Warning, Caution and Advisory as follows:
Red Warning Messages
Warning messages consist of a flashing red Master WARNING softkey and
a flashing (inversely red on white) CAS Warning text message located in
the lower right area of the PFD. Warnings are accompanied by a continuous
triple chime, which can be silenced by pressing (acknowledging) the
Master WARNING softkey on the PFD. When acknowledged, the Master
WARNING softkey will extinguish, the CAS Warning text message will
stop flashing and will revert to normal (red on black) annunciation, and the
aural chime will silence. CAS Warning text messages will persist until the
initiating condition is removed. If the warning was initiated by a parameter
whose indication appears on the Engine Indicating System (EIS) strip of the
MFD, a CAS Warning text message will not be present and that parameter's
indication will flash until the condition is removed.

7-15
SECTION 7

Amber Caution Messages
Caution messages consist of a flashing amber Master CAUTION softkey,
and a flashing (inversely black on amber) CAS Caution text message located
in the lower right area of the PFD. Cautions are accompanied by a non-
repeating double aural chime. Caution messages can be acknowledged by
pressing the Master CAUTION softkey on the PFD. When acknowledged,
the Master CAUTION softkey will extinguish, and the CAS Caution text
message will revert to a normal (amber on black) annunciation. CAS
Caution text messages will persist until the initiating condition is removed.
If the Caution was initiated by a parameter whose indication appears on
the Engine Indicating System (EIS) strip of the MFD, a CAS Caution text
message will not be present and that parameter's indication will remain
steady amber until the condition is removed. The Master Caution indicator
and non-repeating double aural chime will accompany these cautions.
White Advisory Message s
Advisory messages consist of a white text message located in the lower right
area of the PFD. Advisory messages are accompanied by a single chime when
the chime is not a nuisance. Advisory messages are not acknowledgeable.
CAS Advisory Messages persist until the initiating condition is removed.

7-16
SECTION 7

) Reversionary Mode - MFD
Should the PFD become inoperative, the MFD can be selected into
reversionary mode by pressing the red DISPLAY BACKUP on the audio panel.
The MFD will then show typical PFD information, including the horizon with
airplane symbol, rotating compass card with heading and course deviation,
the pilot selectable data fields, transponder information and G1000 system
messages. Autopilot annunciations will not be available on the MFD in the
reversionary mode configuration. Information retained from the MFD will also
be available, including engine parameters, flight planning information with DTK
and DIS fields, and an inset map with all features except Garmin Datalink.
Navigation
See Section l.2l for navigation system equipment approvals and Section
2.25 for navigation system limitations.

7-17
SECTION 7

Traffic Information Service (TIS)
[To-rr-l
If the G1000 system is configured to use the
optional Traffic Advisory System (TAS), TIS will
not be available for use.
Traffic Information Service (TIS) provides a graphic display of traffic advisory

information to the pilot. The G1000 system performs an automatic test of the
TIS system upon power-up. If the TIS power-up test is passed, it will enter
STANDBY mode while on the ground. If the TIS power-up test is failed, a
failure annunciation will be indicated in the center of the Traffic Map page. The
traffic mode of operation is indicated in the upper-left corner of the Traffic Map
page. The TIS will automatically switch to OPERATE mode once the aircraft is
airborne and provide a voice or tone audio output and a graphic display of traffic.
TIS uses the Mode S transponder for the traffic data link and is available only
when the aircraft is within the service volume of a TlS-capable, ground based,
terminal radar site. Updates are available to the pilot in 5-second intervals.
Aircraft without a transponder are invisible to TIS and aircraft without altitude
reporting capability are shown without altitude separation data or climb/descent
indication.
Trffic Map Page
The Traffic Map page, located in the Map Group on the MFD, is selectable
from 2 nm to 12 nm. The G1000 system can display up to eight traffic
targets within a 7.5 nm radius, from 3000 feet below to 3500 feet above the
requesting aircraft. The altitude difference between the requesting aircraft
and other airuaft is displayed above/below the traffic symbol in hundreds
of feet. If the traffic target is above the requesting airqaft, the altitude
separation text appears above the traffic symbol; if below, the altitude
separation text appears below the traffic symbol. An altitude trend up/down
arrow is displayed to the right of the traffic target symbol when the relative
climb or descent speeds are greater than 500 ftlmin in either direction. TIS
also provides a vector line showing the direction in which the traffic is
moving, to the nearest 45".

7-18
SECTION 7

Traffic Information Service (TIS) (continued)
Traffic Map Page (Continued)
Traffic is overlaid on the following pages:
. Navigation Map Page
. Traffic Map Page
. Trip Planning Page
. Nearest Pages
. Active Flight Plan Page
. PFD Inset Map
TIS Alerts
Traffic is displayed according to TCAS symbology using four different
symbols:
L Non-Threat Traffic - An open white diamond with black center that
indicates traffic is beyond a 5 nm range and greater than +1200 feet from
the requesting aircraft.
2. Traffic Advisory (TA) - A solid yellow circle that indicates that traffic has
met the criteria for a traffic advisory and is considered to be potentially
hazardous. A yellow TRAFFIC annunciation is displayed at the rop left
of the attitude indicator on the PFD and an alert is heard in the cockpit,
advising "Traffic".
3. Traffic Advisory Off Scale - On the Traffic Map page a half TA symbol
indicating a traffic advisory (TA), which is detecred but is outside the
range of the map will be displayed at the edge of the scale on the azimuth
of the detected traffic. On the map page the off-scale traffic advisory is
provided in a text box located on the lower left corner of the map.
Traffic information for which TIS is unable to determine the bearing (non-
bearing traffic) is displayed in the center of the Traffic Map page or in a
banner at the lower left corner of map pages other than the Traffic Map page
on which traffic can be displayed.

7-19
SECTION 7

Traffic Information Service (TIS) (continued)
TIS Alerts (continued)
TIS customization options are available to the pilot by depressing the MENU
key while on the Navigation Map Page, and then selecting "Map Setup" then
"Traffic" Group. TIS traffic may also be displayed on the Navigation Map
page by selecting the MAP softkey and then selecting the TRAFFIC softkey.
NOTE
optional Traffic Advisory System (TAS), TIS will
not be available for use.
Traffic Advisory System (TAS) - Optional

The optional Garmin GTS 800 is a Traffic Advisory System (TAS). It
enhances flight crew situational awareness by displaying traffic information
from transponder-equipped aircraft. The system also provides visual and
aural traffic alerts including voice announcements to assist in visually
acquiring traffic.
The GTS 800 provides a system test mode to verify the TAS system is
operating normally. The test takes ten seconds to complete. When the
system test is initiated, a test pattern of traffic symbols appears on the Traffic
Map Page. If the system test passes, the system announces, "TAS System
Test Passed" otherwise the system announces, "TAS System Test Failed'"
When the system test is complete, the traffic system enters Standby Mode.
After power-up, the GTS 800 automatically enters STANDBY Mode
and no traffic depictions or alerts will be given. The GTS 800 must be in
OPERATE Mode for traffic to be displayed and for traffic advisories (TA)
to be issued. The pilot can manually change the system between STANDBY
mode and OPERATE mode at any time via softkeys on the Traffic Map
page. If the pilot does not manually select a mode of operation, the system
will automatically transition from STANDBY to OPERATE 8-seconds
after becoming airborne and transition from OPERATE to STANDBY
24-seconds after landing. TAS aural alerts will be muted when GPS altitude
is less than 400 Ft above ground level (AGL).

7-20
SECTION 7
PA-28.I81. ARCHER III DESCRIPTION & OPERATION

Traffic Advisory System (TAS) - Optional (continued)
Traffic Map Page
The Traffic Map page, located in the Map Group on the MFD, is selectable
from2 nm to 12 nm. The GTS 800 is capable of tracking up to 45 intruding
aircraft equipped with Mode A or C transponders, and up to 30 intruding
aircraft equipped with Mode S transponders. A maximum of 30 aircraft with
the highest threat potential can be displayed simultaneously over a range of
2 nm to 12 nm at altitudes of 10,000 feet below to 10,000 feet above the
requesting aircraft. No TAS surveillance is provided for aircraft without
operating transponders. The altitude difference between the requesting
aircraft and other aircraft is displayed above/below the traffic symbol in
hundreds of feet. If the traffic target is above the requesting aircraft, the
altitude separation text is preceded by a "+" symbol and appears above the
traffic symbol; if below, the altitude separation text is preceded by a ":'
symbol and appears below the traffic symbol. An altitude trend up/down
arrow is displayed to the right of the traffic target symbol when the relative
climb or descent speeds are greater than 500 ftlmin in either direction.
Traffic is overlaid on the following pages:

. Traffic Map Page
. Nearest Pages
. Active Flight Plan Page
. PFD Inset Map
. PFD Forward Looking Depiction Area
(when SVS is selected ON)

7,21
SECTION 7
DESCRIPTION & OPERATION PA-28.I8I. ARCHER III

Traffic Advisory System (TAS) - Optional (continued)
TAS Alerts:
Traffic is displayed according to TCAS symbology using lbur different
symbols.
L Non-Threat Traffic - An open white diamond with black center that
indicates traffic is beyond a 6 nm range and greater than t1200 feet from
the requesting aircraft.
2. Proximity Advisory (PA) - A solid white diamond indicating that the
intruding aircraft is within + 1,200 feet and 6 nm range, but is still not
considered a TA threat.
3. Traffic Advisory (TA) - A solid yellow circle that indicates that trafTic has
met the criteria for a traffic advisory and is considered to be potentially
hazardous. A yellow TRAFFIC annunciation is displayed at the top left
of the attitude indicator on the PFD and an alert is heard in the cockpit,
advising "Traffic", along with additional voice information about the
bearing, relative altitude, and approximate distance from the intruder that
triggered the TA. For example, the voice alert "Traffic, I I o'clock, high,
three miles" would indicate that the traffic is in front of and slightly to
the left of the own aircraft, above own altitude, and approximately three
nautical miles away. A TA will be displayed for a minimum of 8 seconds,
even if the condition(s) that triggered the TA are no longer present.
4. Traffic Advisory Off Scale - On the Traffic Map page a half TA symbol
indicating a traffic advisory (TA), which is detected but is outside the
range of the map will be displayed at the edge of the scale on the azimuth
of the detected traffic. On the map page the off-scale traffic advisory is
provided in a text box located on the lower left corner of the map.
Traffic information for which TAS is unable to determine the bearing (non-
bearing traffic) is displayed in the center of the Traffic Map Page or in a
banner at the lower left corner of maps other than the Traffic Map Page on
which traffic can be displayed.
TAS customization options are available to the pilot by depressing the
MENU key while on the Navigation Map Page, and then selecting "Map
Setup" then "Traffic" Group. TAS traffic may also be displayed on the
Navigation Map by selecting the MAP softkey and then selecting TRAFFIC
softkey.

1_t,
SECTION 7
PA.28.181, ARCHER III DESCRIPTION & OPERATION

Terrain Proximity
t--ToTIr-l
optional Terrain Awareness and Warning System
(TAWS), Terrain Proximity will not be available
for use,
G1000 Terrain Proximity is a terrain awareness system that increases situational

awareness and aids in preventing controlled flight into terrain (CFIT). It is similar
to the Terrain Awareness and Warning System (TAWS) but does not comply
with rSo-c151b certification standards. Terrain Proximity does not provide
warning annunciations or voice alerts but it does provide color indications on
map displays when terrain and obstacles are within a certain altitude threshold
from the aircraft. Although the terrain and obstacle color map displays are the
same, TAWS uses a more extensive database and more sophisticated algorithms
to assess aircraft distance from terrain and obstacles. The terrain and obstacles
database may not contain all obstructions, so the information provided should
be used as an aid to situational awareness and should never be used to navigate
or maneuver around terrain.

7-23
SECTION 7

Terrain Proximity (continued)
GPS altitude, which is derived from satellite position and therefore may differ
from baro-corrected altitude read from the altimeter, is converted to mean sea
level (MSl)-based altitude (GPS-MSL altitude) and is used in conjunction with
GPS position to calculate and predict the aircraft's flight path in relation to the
surrounding terrain and obstacles, whose altitudes are also referenced to MSL.
System Status:
Terrain Proximity requires the following components to operate properly:
. valid 3-D GPS position
. valid terrain/obstacle database
If Terrain Proximity does not have a valid 3-D GPS position a yellow "No
GPS Position" text will be displayed at the center of the Tenain Proximity
Page and on the PFD inset map if terrain is selected. If there is not a valid
terrain/obstacle database, the system will not display the yellow and red
colors associated with the offending obstacles and terrain.
Operation of Terrain Proximity:

Terrain is displayed on the following pages:
. Terrain Proximity Page
. Flight Plan Page
. PFD Inset Map
To display terain data on maps other than the Tenain Proximity page,
select the MAP softkey (select INSET softkey for the PFD inset map) on the
Navigation Map Page and then select the TERRAIN softkey. When Terrain
Proximity is selected on maps other than the Terrain Proximity Page, an
icon to indicate the feature is enabled for display and a legend for Terrain
Proximity colors are shown.

7-24
SECTION 7
PA.28.181. ARCHER III DESCRIPTION & OPERATION

Terrain Proximity (continued)
Terrain customization options are available by pressing the MENU key
while on the Navigation Map Page, and then selecting "Map Setup" then
o'Map" group.
Options selected on the Navigation Map page will be used on
other map pages (less the Terrain Proximity Page itself) that display terrain
information. Additional information about obstacles can be displayed by
panning over the display on the map. The panning feature is enabled by
depressing the RANGE knob then pushing the knob in the desired direcrion
until it is over the obstacle of interest. There is no inhibit function associated
with Terrain Proximity, as there are no aural or visual alerts to inhibit.
Terrain Proximity Page:

The Terrain Proximity Page is specialized to show terrain and obstacle data
in relation to the aircraft's current altitude, without clutter from the basemap.
Aviation data (airports, VORs, and other NAVAIDs) can be displayed for
reference.
Aircraft orientation on this map is always heading up unless there is no valid
heading. Two views are available relative to the position of the aircraft: the
360" default display and the radar-like ARC (120") display. Map range is
adjustable with the RANGE Knob from I to 200 nm, as indicated by the
map range rings (or arcs).
Operation of Tenain Proximity:

The Terrain Proximity Page is located in the Map Page Group on the MFD.
On all pages that display terrain data, obstacles and terrain are depicted with
the following colors:
. Red - above or within 100 feet below the aircraft altitude.
. Yellow - between 100 feet and 1000 feet below the aircraft altitude.
. Black - more than 1000 feet below the aircraft altitude.
Terain Proximity Alerts:
Terrain Proximity does not provide warning annunciations or voice alerts
associated with obstacles or terrain.

1-t<
SECTION 7

Terrain Awareness and Warning System (TAWS -B) - Optional
NOII]
optional Terrain Awareness and Warning System
(TAWS), Terain Proximity will not be available
for use.
The Terrain Awareness and Warning System (TAWS-B) is an optional feature

used to increase situational awareness and aid in reducing controlled flight into
terrain (CFIT). TAWS-B provides visual and aural cautions and warning alerts
when terrain and obstacles are within a given altitude threshold from the aircraft.
The displayed alerts and warnings are advisory in nature only. TAWS-B satisfies
TSO-C15lb Class B certification requirements whereas the more limited Terain
Proximity does not.
TAWS-B uses terrain and obstacle information supplied by government sources.
Terrain information is based on terrain elevation infbrmation in a database that
may contain inaccuracies. Individual obstructions may be shown if available in
the database. The data undergoes verification by Garmin to confirm accuracy
of the content, per TSO-Cl51b standards, however, the displayed information
should never be understood as being all-inclusive and data may be inaccurate.
WireAware database coverage is mostly limited to tall transmission lines and
their associated support structures. It does not typically have information for
the smaller utility poles or lines. WireAware obstacle database coverage exists
mainly in the United States; with limited coverage in portions of Canada and
Mexico. The height of the wire obstacles is commonly estimated and should not
be relied upon for maneuvering decisions.
TAWS-B uses information provided from the GPS receiver to provide a horizontal
position and altitude. GPS altitude, derived from satellite measurements, is
converted to the height above geodetic sea level (GSL), which is the height
above mean sea level (MSL) calculated geometrically. GPS position and GSL
altitude is used to generate TAWS-B tenain and obstacle alerts. GSL altitude
accuracy is affected by satellite geometry, but is not subject to variations in
pressure and temperature that normally affect pressure altitude sensors. GSL
altitude does not require local altimeter settings to determine MSL altitude.
REPORT; VB-2749 ISSUED: December 22, 2017

7-26 REVISED: Juty 3L,2018
SECTION 7
PA-28.181. ARCHER III DESCRIPTION & OPERATION

Terrain Awareness and Warning System (TAWS-B) - Optional (continued)
System Status:
During G1000 power-up, TAWS-B conducts a self-test of its aural and
visual annunciations. The system test can also be manually initiated by
selecting the TAWS-B Page then depress the MENU key, then select the
"Test TAWS" option. An aural alert "TAWS System Test OK" or "TAWS
System Failure" is issued at test completion, regardless of whether the
test was initiated automatically or manually. TAWS-B System Testing is
disabled when ground speed exceeds 30 knots.
TAWS-B requires the following to operate properly:
. A valid tenain/obstacle/airport terrain database
. A valid 3-D GPS position solution
If a valid 3-D GPS position solution and vertical accuracy requirements are
not attained or the aircraft is out of the database coverage area, aTAWS N/A
annunciation will appear on the TAWS-B Page and the aural annunciation
"TAWS Not Available" is heard. When the GPS signal is re-established and
the aircraft is within the database coverage area, the aural message "TAWS
Available" is heard.
Operation of TAWS-B:
Terrain is displayed on the following pages:
. TAWS Page
. Flight Plan Page
. PFD Inset Map
To display terrain data on maps other than the TAWS-B Page, select the MAp
softkey (select INSET softkey for the PFD inset map) on the Navigation Map
Page and then select the TERRAIN softkey. When TAWS-B is selecred on
maps other than the TAWS-B Page, an icon to indicate the feature is enabled
for display and a legend for TAWS-B terrain colors is shown.

REVISED: July 3L,2018 7-27 |
SECTION 7

Operation of TAWS-B (continued)
Terrain customization options are available by pressing the MENU key
while on the Navigation Map Page, and then selecting "Map Setup" then
"Map" group. Options selected on the Navigation Map page will be used
on other map pages (less the TAWS-B Page itself) that display terrain
information. Additional information about obstacles can be displayed by
panning over the display on the map. The panning f'eature is enabled by
depressing the RANGE knob then pushing the knob in the desired direction
until it is over the obstacle of interest.
To inhibit the aural and visual Premature Descent Alert (PDA) and Forward
Looking Terrain Awareness (FLTA) alerts (RTC, ITI, ROC, IOI, RLC, and
ILI), press the INHIBIT softkey on the TAWS-B Page or depress the MENU
key then select "Inhibit TAWS" or "Enable TAWS" depending on the
current state. In either case, inhibiting and enabling TAWS alerts depends
on the status of the INHIBIT softkey, as the INHIBIT softkey performs
both functions. Use caution when inhibiting TAWS as the system should
be enabled when appropriate. Once TAWS is inhibited, a TAWS INH alert
annunciation is displayed on the TAWS-B page of the MFD and at the upper
left corner of the altitude tape on the PFD.
fTom-_l
If the TAWS system has failed or the TAWS
alerts are inhibited manually when the Final
Approach Fix is the active waypoint on a GPS
SBAS approach, a LOW ALT annunciation may
appear on the PFD next to the altimeter if the
current aircraft altitude is at least 164 feet below
the prescribed altitude at the Final Approach Fix.

SECTION 7

TAWS-B Page:
The TAWS-B Page is located in the Map Page Group on rhe MFD.
The TAWS Page is specialized to show terrain, obstacle, and potential
impact point data in relation to the aircraft's current altitude, without clutter
from the base map. Aviation data (airports, VORs, and other NAVAIDs) can
be displayed for reference. If an obstacle and the projected flight path of the
aircraft intersect, the display automatically zooms in to the closest potential
point of impact on the TAWS-B Page.
Aircraft orientation on this map is always heading up unless there is no valid
heading. Two views are available relative to the position of the aircraft; the
360' default display and the radar-like ARC (120") display. Map range is
adjustable with the RANGE Knob from I to 200 nm, as indicated by the
map range rings or arcs.
On all pages that display terrain data, the obstacles and terrain are depicted
with the following colors:
. Red - above or within 100 feet below the aircraft altitude.
. Yellow - between 100 feet and 1000 feet below the aircraft altitude.
. Black - more than 1000 feet below the aircraft altitude.
TAWS-B Alerts:
Alerts are issued when flight conditions meet parameters that are set
within TAWS-B software algorithms. TAWS-B alerts typically employ a
CAUTION or a WARNING alert severity level, or both. When an alert is
issued, visual annunciations are displayed on the PFD and MFD and aural
alerts are simultaneously issued. The TAWS-B Alert Annunciation is shown
at the upper left of the Altimeter tape on the PFD and below the Terrain
Legend on the MFD. If the TAWS-B Page is not displayed at the rime, a
pop-up alert appears on the MFD. To acknowledge the pop-up alert:
. Press the CLR Key (returns to the currently viewed page), or
. Press the ENT Key (accesses the TAWS-B Page)
Refer to the Cockpit Reference Guide for a list of TAWS-B Alerrs. I

REVISED: Junel7,20l9 7-29
SECTION 7
DESCRIPTION & OPERATION PA.28.181.. ARCHER III
Reserved
Table 7-1

7-30 REVISED: Janet7,20l9
SECTION 7

TAWS-B Alerts (continued)
Response Technique - WARNING:
1. Level the wings while simultaneously adding maximum power.
2. Smoothly pitch up at a rate of 2" to 3o per second towards an initial target
pitch attitude of l5'.
3. Adjust pitch attitude to ensure terrain clearance, while respecting stall
warning. If the flaps are extended, retract flaps to the up position.
4, Continue climb at best angle of climb speed (Va) until terrain or obstacle
clearance is assured.
. Only vertical maneuvers are recommended unless operating in VMC
or the pilot determines, after using all available information and
instruments, that a turn, in addition to the vertical escape maneuver, is
the safest course of action.
' Pilots are authorized to deviate from their current air traffic control
(ATC) clearance to the extent necessary to comply with a TAWS
warning.
Response Technioue - CAUTION:
1. Take positive corrective action until the alert ceases.
2. Based on analysis of all available instruments and information:
. Stop descending, or
. Initiate a climb, and/or
. Turn as necessary.

REVISED: July 31,2018 7-3r I
SECTION 7

Garmin Datalink (GDL) - Optional
SiriusXM Weather services is provided through the optional GDL 69eA,
a remote-mounted data-link satellite receiver. SiriusXM Satellite Weather
services, available by subscription, have coded IDs unique to the installed GDL
69eA. These coded ID's must be provided to activate service. These IDs are
located on the label on the back of the Data Link Receiver and on the SiriusXM
Information Page on the MFD. SiriusXM uses the coded ID to send an activation
signal that allows the G1000 system to display weather data provided through
the GDL 69eA.
T-No-Til
Pulling the XM circuit breaker will disable the
Garmin Datalink (GDL), which include SiriusXM
weather.
SiriusXM Weather:
Received graphical weather information and associated text is displayed on
the Multi Function Display (MFD) and the Primary Flight Display (PFD)
Inset Map. SiriusXM satellite weather operates in the S-band frequency
range and provides continuous reception capabilities at any altitude
throughout North America.
The primary map for viewing SiriusXM Weather data is the Weather Data
Link Page in the Map Page Group. This is the only G1000 map display
capable of showing information for all available SiriusXM weather products.
Selecting the products for display on the Weather Data Link Page is made by
pressing the softkey associated with that product. The label for the product
is shown in capital letters in the Weather Products column inTablel-2.
When a weather product is selected for display, the corresponding softkey
label changes to gray to indicate the product is enabled. Unavailable weather
products have subdued softkey labels (softkeys are disabled from selection).

7-32
SECTION 7

Garmin Datalink (GDL) - Optional (continued)
SiriusXM Satellite Weather (continued)
Echo Tops and Cloud Tops are not selectable at

the same time due to their color similarities.
The following pages can display various portions of XM Weather data:

. Navigation Map
. Weather Datalink Page (able to display all XM Weather data)
. Weather Information Page
. AUX - Trip Planning Page
. Nearest Pages
. Flight Plan Pages
. PFD Inset Map
When a weather product is active on the Weather Data Link Page or the
Navigation Map Page, the age of the data is displayed on the screen. The
product age shown on the display is the elapsed time (in minutes) since
the weather data provider compiled the weather product. This age can be
significantly different (newer) than the actual age of the weather contained
within the weather product. Weather products are broadcast at specific
intervals.
If for any reason, a weather product is not refreshed within the Broadcast
Rate intervals, the system removes the expired data from the display and
shows dashes instead of the product age. This ensures that the displayed data
is consistent with what is currently being broadcast by SiriusXM weather
service. If more than half of the expiration time has elapsed, the color of
the product age changes to yellow. If the data for a weather product is not
available, the system displays "N/A" instead of product age next to the
weather product symbol.

7-33
SECTION 7
DESCRIPTION & OPERATION PA-28.181, ARCHER III

SirusXM Satellite Weather (continued)
Expiration Time Broadcast Rate
Weather Product Symbol (minutes) (minutes)
\EXRAD H 30
5 (u.s.)
1 O //lanada\
3loud Top
'CLD TOP)
Echo Top
E 60 15
30 7.5
(ECHO TOP)
SirusXM Lightning (XM
LTNG) E 30 5
Cell Movement
(CELL MOV)
SIGMETS/AIRMETS
E 30 5
60 12
tslG/AlR)
[/lETABS
City Forecast
E 90 12
rctTY) @ 60 't2
Surface Analysis
tsFc) E 60 12
Freezing Levels
@ 60 12
a
IFRZ LVL)
Winds Aloft 't2
60
IWIND)
0ounty Warnings Sfl
60 5
ICOUNTY)
Syclone Warnings
iCYCLONE) E 60 12
cing Potential
'CP and SLD) (lClNG)
rilot Weather Report
It.t 90
90
22
't2
'PlREPs) IIJJ
qir Report
tr 90 't2
g
'AlREPs)
furbulence
'TURB) 180 12
No Radar Coverage
(RADAR CVRG) No product image 30 5
TFRs No product image 60 12
TAFs No oroduct imaqe 60 12
Weather Product Symbols, Expiration Times and Broadcast Rates

TableT-2

7-34
SECTION 7

SirusXM Satellite Weather (continued)
Table 7-2 shows the weather product symbols, the expiration time and the
broadcast rate. The broadcast rate represents the interval at which SiriusXM
weather service transmits new signals that may or may not contain updated
weather products. It does not represent the rate at which weather information
is updated or new data is received by the Data Link Receiver. Weather data
are refreshed at intervals defined and controlled by XM Satellite Radio and
their data vendors.
Customizing the Weather Data Link Page is possible by selecting Weather

Data Link Page from the Map Group, press the MENU key, select Weather
Setup option from the Page Menu and press the ENT key. Turn the large
FMS knob to scroll to a weather product of interest then rotate the small
FMS knob to scroll through the options for each product (ON/OFF, range
settings, etc.). Press the ENT key to select the option then press the FMS
knob or the CLR key to return to the Weather Data Link Page with the
changed settings.
Customizing Weather Data Link options is also available on the Navigation
Map page. Proceed to the Navigation Map page, depress the MENU key,
highlight the Map Setup option and press the ENT key, turn the small FMS
knob to highlight rhe Weather group, turn the large FMS knob to highlight
and move between the product selections. When an item is highlighted, turn
the small FMS knob to select the option and press the ENT key. Press the
FMS knob or the CLR key to return to the Navigation Map Page with the
changed settings.
Data Logger:
An optional GDL 59 may be installed to provide a Wi-Fi transceiver
for transmitting data collected from the G1000 for trend monitoring and
maintenance planning. The stored data logs can include engine trend and
exceedance data, system maintenance data, and crew advisory system
(CAS) messages. The system can store up to two gigabytes of data. Post
flight reports can be sent wirelessly to a Wi-Fi hotspot through the GDL 59's
Wi-Fi transceiver either manually via the MFD or configured for automatic
upload.

7-35
SECTION 7
Databases
The G1000 utilizes several databases. Database titles display in yellow
if they have expired or are in question. Database cycle information is
displayed at power up on the MFD screen, but more detailed information is
available on the AUX pages. Internal database validation prevents incorrect
data from being displayed.
The upper Secure Digital (SD) data card slot is typically vacant as it is
used for software maintenance and navigational database updates. The
lower data card slot should contain a data card with the system's terrain/
obstacle information and optional data such as Safe Taxi, Flight Charts and
JeppView electronic charts.
Safe Taxi Database

The Garmin Safe Taxi database contains detailed airport diagrams
for selected airports. These diagrams aid in following ground control
instructions by accurately displaying the aircraft position on the map
in relation to taxiways, ramps, runways, terminals and services. This
database is updated on a 56-day cycle and has no expiration date.
Terrain Database
The terrain databases are updated periodically and have no expiration
date. Coverage of the terrain database is all longitudes and latitudes.
Obstacle Database
The obstacle database contains data for obstacles, such as towers, that
pose a potential hazard to aircraft. Obstacles 200 feet and higher are
included in the obstacle database. It is very important to note that not
all obstacles are necessarily charted and therefore may not be contained
in the obstacle database. Coverage ofthe obstacle database includes the
United States and Europe. This database is updated on a 56-day cycle
and has no expiration date.
Navigation Database
Navigation database coverage options include the Americas,
International, or Worldwide. This database is updated on a 28-day
cycle.

SECTION 7
PA-28.I81, ARCHER III DESCRIPTION & OPERATION
Databases (continued)
FliteCharts Database
The Garmin FliteCharts database contains procedure charts for the
coverage area purchased. This database is updated on a 28-day cycle.
If not updated within 180 days of the expiration date, FliteCharts will
no longer function.
JeppView Database
The Jeppesen JeppView electronic charts database contains procedure
charts for the coverage area purchased. An own-ship position icon will
be displayed on these charts. This database is updated on a l4-day
cycle. If not updated within 70 days of the expiration date, JeppView
will no longer function.
[-TOrE-l
Database coverage areas may change over time,
Reference the database status page to determine
which regions are currently loaded to the system.

REVISED: August 29, 2019 7_37
SECTION 7
Autopilot (Optional)
AUTOPILOT CONTROLS
Controls for selecting lateral and vertical flight director modes and for engaging/
disengaging autopilot and flight director, are located on the MFD bezel.
Additional autopilot related functions are controlled by the following:
A/P DISC / TRIM INTER Switch - Autopilot Disconnect and Trim Interupt
switch located on the control wheel. Depressing this red switch interrupts the
electric pitch trim and disconnects the autopilot.
Electric Pitch Trim Switch - Split switch located on the control wheel.
Commands nose up or nose down pitch trim when both halves of the switch are
operated simultaneously.
CWS Switch - Control Wheel Steering switch located on the control wheel.
While this switch is depressed, the autopilot servos are disconnected, allowing
the pilot to fly the airplane manually.
TO/GA Switch - Optional Takeoff/Go-Around switch located in the throttle
lever. Depressing this switch commands the flight director to an initial takeoff
or go-around pitch attitude.
LVL Switch - Optional Level mode switch located on the instrument panel
above the MFD. Depressing this blue switch activates the autopilot Level Mode,
which engages the autopilot and commands the airplane to wings level and zero
vertical speed.

7-38
SECTION 7
PA.28-I81, ARCHER III DESCRIPTION & OPERATION
Autopilot (Optional) (continued)

AUTOPILOT OPERATION
When the AVION MASTER switch is selected ON, the GFC700 automatically
conducts a self-test, as indicated by a white boxed PFT on the PFD. Successful
completion of this self-test is indicated by extinguishing the PFT with no AP
failure indications and an autopilot "warble" tone (the same tone as autopilot
disconnect). If the GFC700 preflight test is not completed successfully, the
autopilot and electric pitch trim will not function.
Selected autopilot modes are displayed on the AFCS Status Box at the top of the
PFD. Lateral modes are displayed on the left, autopilot status is in the middle,
and vertical modes are on the right. All active modes are shown in green and
armed modes are white.
Pressing the AP key activates the autopilot and flight director in the default
ROL and PIT modes. Pressing the FD key activates only the flight director in
default ROL and PIT modes. Pressing any key associated with a valid lateral or
vertical mode activates that mode and the default mode in the opposing axis. For
example, pressing the ALT key activates the flight director in ALT hold mode
with the default lateral (ROL) mode. Re-selection of any valid lateral or vertical
mode toggles between the selected mode and the default mode for that axis.
If the information required to compute a flight director mode becomes invalid or
unavailable, the flight director automatically reverts to the default mode for that
axis. A flashing yellow mode annunciation and annunciator light indicate loss of
sensor (ADC) or navigation data (VOR, LOC, GPS, VNV, SBAS) required to I
compute commands. If the loss occurs in the lateral axis, the system defaults to
ROL mode and rolls wings level. If the loss occurs in the pitch axis, the system
defaults to PIT mode and maintains the current pitch attitude. The flashing
annunciation stops when the affected mode key is pressed, another mode for the
axis is selected, or after 10 seconds, if no action is taken.

REVISED: Janel7,20l9 7_39
SECTION 7
Autopilot (Optionat) (continued)

Autopilot Disengagement Methods:
The autopilot can be disengaged manually by the following "normal" methods
which are indicated by a yellow flashing AP annunciation:
. Pressing the A/P DISC / TRIM INTER switch on the control wheel
. Activation of either half or both halves of the manual electric pitch trim
switch on the control wheel
. Pressing the AP key on the MFD
. Pressing the TO/GA switch on the throttle (if optional Underspeed
Protection not installed)
The autopilot can be disengaged manually by the following "abnormal"
methods which are indicated by a red flashing AP annunciation:
. Pulling the AUTOPILOT or PITCH TRIM circuit breaker
. Activation of the stall warning system (if optional Underspeed
Protection not installed)
The autopilot can be momentarily disengaged by pressing and holding the CWS
switch on the control wheel.
The autopilot will disengage automatically under the following conditions
which are indicated by a red flashing AP annunciation:
. Internal autopilot system failure
. Total AHRS failure
. Total ADC failure
. Inability to compute default flight director modes
After any autopilot disengagement, the aural disconnect alert can be canceled
by pressing the A,/P DISC switch or manual electric pitch trim switches
AUTOPILOT FEATURES
Overspeed Recovery Mode
Overspeed Recovery attempts to prevent the aircraft from exceeding the
maximum approved autopilot operating speed by providing a flight director
pitch up command whenever the airspeed trend vector exceeds 140 KIAS.
If flying manually, the pilot may follow the pitch up commands, or if
engaged, the autopilot will follow the command. The pitch up command
will not exceed that for level flight; to decelerate more rapidly the pilot
should reduce engine power. When Overspeed Recovery is active, an
amber MAXSPD is displayed above the airspeed tape. Overspeed Recovery

7-40 REVISED: May 7,2018
SECTION 7
AUTOPILOT FEATURES (continued)

Overspeed Recovery Mode (continued)
is not active in ALT or GS modes and the airspeed reference (FLC) cannot be
adjusted while in Overspeed Recovery mode.
Takeoff Mode (Optional)
TakeofT Mode allows the pilot to manually follow the flight director command
bars after takeoff rotation. Takeoff Mode is activated by pressing the TO/GA
switch on the throttle lever while on the ground. Whenever Takeoff Mode is
active, "TO" will be displayed as the lateral and vertical modes in the AFCS
status box.
Go-Around Mode (Optional)

Go-Around Mode allows the pilot to manually follow the flight director
command bars during a go-around maneuver. Go-Around Mode is activated
by pressing the TO/GA switch on the throttle lever while in flight. Whenever
Go-Around Mode is active, "GA" will be displayed as the lateral and vertical
modes in the AFCS status box. Autopilot coupled Go-Around is available as an
optional feature. During a coupled go-around the autopilot remains engaged and
the pilot must add power and reduce drag according to the Go-Around checklist
(Section 4).
Underspeed Protection (Optional)

Underspeed Protection (USP) is a flight director function that provides low
speed awareness and prevents the airplane from stalling. The autopilot must
be engaged for USP to function. An AIRSPEED aural alert and an amber
MINSPD annunciation activates to indicate a low airspeed condition. If
airspeed continues to decrease, a USP ACTIVE CAS warning is triggered
and the airplane pitches down. If the flight director is in a non-altitude critical
mode (VS, VNAV, PIT, LVL or FLC) the airplane pitches down to maintain
airspeed above the stall warning speed. If the flight director is in an altitude
critical mode (ALT, GP, GS, TO or GA) the airplane may decelerate to stall
warning. After stall warning the airplane rolls wings level and pitches down
to achieve and maintain a speed approximately two knots above stall warning.
When in USP mode, the flight director modes remain unchanged, and the pitch
mode annunciation turns white. In all cases, the pilot should take action to exit
the underspeed condition by increasing engine power and decreasing drag as
appropriate.

REVISED: May 7,2018 7-41
SECTION 7
DESCRIPTION & OPERATION PA-28-181. ARCHER III

Level Mode (Optional)
Level Mode commands the airplane to wings level and zero vertical speed. It
is activated by pressing the blue switch (labeled LVL) at the top center of the
instrument panel. Level Mode may be activated at anytime with the autopilot
engaged or disengaged. Activation is indicated by green LVL and LVL for
lateral and vertical modes respectively. Level mode should not be relied upon if
the autopilot is operating in any failure condition.
Electronic Stability and Protection (Optional)

Electronic Stability and Protection (ESP) provides a control force feedback to
deter the pilot from operating outside a defined envelope. ESP functions only
when the autopilot is operable, but is disengaged. As the aircraft approaches the
defined operating limits, the autopilot servos automatically engage to nudge the
aircraft back to the nominal operating envelope. The pilot can easily overpower
the restoring tendency, and may interrupt ESP with the AP disconnect or
CWS switches. At any time (usually for training reasons), the ESP function
may be disabled from the AUX - SYSTEM SETTINGS page on the MFD.
When disabled in this manner, ESP OFF is displayed. ESP will automatically
re-enable after each electrical power cycle. If ESP has failed, an ESP FAIL
I system message will be displayed under the Messages softkey on the PFD.

7-42 REVISED: August 29, 2Ol9
SECTION 7
PA-28-181, ARCHER IrI DESCRIPTION & OPERATION

Expanded Engagement Envelope (Optionat)
Expanded engagement envelope allows autopilot engagement up to the pitch
and roll attitudes shown in the autopilot limitations of Section 2. rf the autopilot
is engaged at a pitch or roll attitude within the expanded engagement envelope
but beyond the maximum autopilot command limits, the airplane will be pitched
or rolled to the maximum autopilot command limits.
Audio Panel
The audio panel contains traditional transmitter and receiver selectors, as well
as an integral intercom and marker beacon system. The marker beacon lights
appear on the PFD and the marker beacon audio can be heard over the headsets
or cockpit speaker. In addition, a clearance recorder records the last 2Vzminutes
of received audio. Lights above the audio panel selection buttons indicate
which selections are active. If a failure of COMI and COM2 occurs, a fail-safe
communications path is available between the pilot's headset/microphone and
COMI. The fail-safe communications path is activated by pulling the AUDIO
MKR circuit breaker located on the circuit breaker panel.
The PILOT knob located towards the bottom of the audio panel allows switching
between volume and squelch control as indicated by illumination of VOL or SQ.
Turn the knob to adjust intercom volume or squelch. The MAN SQ key must be
selected to allow squelch adjustment.
The red DISPLAY BACKUP button at the bottom of the audio panel allows
manual selection of the reversionary display mode.

7_43
SECTION 7
DESCRIPTION & OPERATION PA.28-181, ARCHER III
GTX 335R Transponder (Extended Squitter)

The GTX 335R Transponder provides Mode A, C, and S altitude and position
reporting information for the G1000 system as well as TIS-A and ADS-B OUT
(1090 ES). It includes the following features:
. ADS-B Out, TIS traffic display output and aural alerting.

. Level-2 data link capability which is used to exchange information
between aircraft and ATC facilities.
. Surveillance identifier capability which is required in Europe.
. Flight Identification reporting which reports the aircraft identification as
either the aircraft registration or an assigned flight plan number.
. Altitude reporting as provided by the aircraft air data system.
. Airborne status determination which reports Ground or Flight mode.
. Transponder capability reporting which communicates Mode A, Mode C,
and Mode S capability.
. Mode S Enhanced Surveillance (EHS) requirements.
.
Acquisition squitter which is a24-bit identification address transmitted
periodically to enable ground stations and aircraft equipped with a Traffic
Avoidance System (TAS) to recognize similarly equipped aircraft.
The Hazard Avoidance Section provides more details on traffic avoidance
systems.
GTX 345R Transponder (Option)

In addition to the capabilities of the GTX 335R transponder, the GTX 345R
provides Automatic Dependent Surveillance-Broadcast (ADS-B) IN (1090)
(UAT, TIS-B, and FIS-B) capability. The unit receives and displays ADS-B
transmissions from other ADS-B OUT equipped aircraft, ADS-R, and TIS-B
information from ground stations.
. ADS-BOut, Dual-band ADS-B In traffic display output and aural alerting
. Integration with TAS traffic systems
. FIS-B weather and Oight information display output
. Connect PED interface to traffic, weather, and AHRS, via Bluetooth
. Altitude deviation alerting
. Timers: count up, count down, Oight, trip
. Static (Outside) air temperature display
. Density and pressure altitude display
. Internal GPS (Optional)

7-44
SECTION 7
GTX 345R Transponder (Option) (continued)

Traffic information will be displayed as a combination of two systems:
. ADS-B traffic information from other ADS-B equipped aircraft
. GTS 800 Traffic Advisory System (TAS)
t-NorE-l
ADS-B traffic information will be available on
the normal G1000 traffic display maps/pages. In
the absence of ADS-B traffic information, the
GTS 800 system will display all other transponder
equipped aircraft.
ADS-B transmission defaults to enabled at each power cycle. To enable/disable

the transmission of the ADS-B information, press the ADS-B TX Softkey under
the PFD XPDR menu. Do not disable ADS-B transmission unless requested by
ATC. If either the GTX 335R or 345R fails, a yellow "x" will be displayed in
the XPDR field.
7.17 STANDBY INSTRUMENT

The aircraft may be equipped with either an Aspen standby instrument or
Garmin G5 standby instrument. Both instruments are fully digital, independent
flight instrument displays which provide attitude, barometric altitude, airspeed,
heading, vertical speed, slip/skid and turn rate indications. The purpose of these
standby flight instruments is to provide a reference to crosscheck the G1000
system information for system reliability and to display basic flight information
during a G1000 system failure.
The standby instruments are located to the left of the PFD in direct view of the
pilot. During normal operation, power is provided by the essential bus. During
an alternator failure, the standby instrument will continue to operate on the
essential bus until the primary battery is depleted. The standby instrument will
then operate on the emergency battery/bus for 30 minutes permitting the pilot to
find a suitable landing location.

REVISED: March 27,2020 7_45
SECTION 7
DESCRIPTION & OPERATION PA-28- 181. ARCHER III
7.17 STANDBY INSTRUMENT (continued)

Aspen Standby Instrument
In the event of a complete electrical failure of the alternator, primary and
emergency batteries; the Aspen standby instrument will revert to its internal
battery allowing approximatety 30 additional minutes of operation. In this
occurrence the Aspen standby instrument will illuminate an "ON BAT"
annunciation and display an estimated battery charge state. For a detailed
system description of the Aspen standby unit, refer to Aspen Evolution
Backup Display (EBD) Pilot's Guide PA{ 09l-00021-001, Revision A, or later
appropriate revision.
Garmin G5 Standby Instrument

In the event of a complete electrical failure of the alternator, primary and
emergency batteries; the Garmin G5 standby instrument will revert to its
internal battery allowing approximately four hours of additional operation' In
this occurence the Garmin G5 standby instrument will display a battery status
indicator showing battery endurance in hours and minutes.
Garmin Standby Instrument Operation

The Garmin G5 standby instrument will power on with the application of
aircraft power. The display will automatically power down when aircraft power
is removed during aircraft shutdown. If there is a desire to power down the G5
standby unit without removing aircraft power, press and hold the power button.
The Garmin G5 standby knob performs the following functions:
Press to access the Menu.
Press From the Menu, press to select the desired menu item.
Press to accept the displayed value when editing numeric data or selecting from a list.
From the Menu, turn the knob to move the cursor to the desired menu item.
Thrn Tum to select the desired value when editing numeric data or selecting from a list.
Tum to adjust the baro setting.

7-45a REVISED: March 27,2020
SECTION 7
7.17 STANDBY INSTRUMENT (continued)

Backlight Intensity Adjustmenr:
The Garmin G5 powers up in the Auto adjustment mode.
To adjust the backlighting:
To select Manual mode from Auto mode:
1. While the unit is turned on, press the Power button.
2. Turn the knob to manually adjust the backlight intensity
3. Press the knob to close the backlight page.
To select Auto mode from Manual mode:
L While the unit is turned on, press the Power button.
2. Press the Power button again to select Auto.
3. Press the knob to close the backlight page.
System Messages
The Garmin standby has the capability of displaying system messages to
the crew along the bottom of the display. A system message is indicated
through a white tr indication on the G5.
Messages can be displayed by pressing the Garmin G5 standby knob, and
selecting the Message menu item.
,o n8o 087' i;. | , /.i[] _ln oao 087" 1q lIt(t

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REVISED: March 27,2020 7-45b
SECTION 7
7.17 STANDBY INSTRUMENT (continued):

Refer to Garmin G5 Electronic Flight Instrument Pilot's Guide for Certified
Aircraft, part number 190-01112-12 Rev D (or later approved revisions),
for a list of system messages and description of the Garmin G5 standby
flight instrument. This reference material is not required to be on board the
aircraft but does contain a more in depth description of all the functions and
capabilities of the Garmin G5 standby instrument.
t-NorE-_l
The standby instrument must be checked for
proper operation prior to flight. IFR flight is
prohibited when any component of the standby
instrument is inoperative.
7.I9 FUEL SYSTEM

Two twenty-five gallon (24 gallons usable) fuel tanks are secured as the
leading edge of each wing by screws and nut plates. Each tank contains an
indicator tab in the filler neck to determine fuel status. l7 gallons of usable fuel
is measured at the bottom of each indicator tab.
The minimum fuel grade is 100 or l00LL. There is one float type fuel sensor
in each wing. The signal conesponding to the position of the floats is sent to
the Garmin Engine Airframe (GEA) interface unit where it is converted into fuel
quantity. The fuel quantity information is then sent to the MFD for display.
After power-up of the avionics system, the Fuel On Board (FOB) should
be synchronized with the conesponding fuel quantity sensed in each tank. This
can be done by pressing the FOB SYNC softkey on the MFD's AUX-WEIGHT
PLANNING page. The gallons remaining will be set to the curuent fuel quantity
in the tanks and the gallons used will be set to zero as shown in the FUEL
CALC window of the ENGINE page of the MFD. Pressing FOB SYNC softkey
is required to make calculated parameters such as range, endurance, fuel over
destination (FOD) and the fuel range ring accurate.
The fuel selector control contains three positions: "OFF', "L" (left tank),
and "R" (right tank). To turn the fuel off, rotate selector handle counter-
clockwise to the "OFF'position while depressing the button. Rotate the selector
handle clockwise to either "L" or "R" positions to permit fuel flow. The button
will release automatically preventing accidental selection of the fuel to the off
position.

SECTION 7
PA-28-181, ARCHER III DESCRIPTION & OPERATION
7.19 FUEL SYSTEM (continued)
2
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FUEL SELECTOR
Figure 7-5
An auxiliary electric fuel pump is provided in case of failure of the engine

driven pump. The electric pump should be on for all takeoffs and landings, and
when switching tanks. The pump switch is located in the switch panel above the
throttle quadrant.
The fuel drain is provided at the lowest, inboard corner of each wing
tank. An engine fuel strainer is accessible through the exterior, lower, left nose
section. Each fuel drain and strainer should be opened and the fuel checked for
contamination prior to the first flight of the day or after each refueling. Refer to
paragraph 8.21e for fuel draining procedure.

7-47
SECTION 7
NOZZLE
FUEL FLOW
TRAIiISDUCER
FUEL DISTRIEUTOR
fluInauxcTlox FUEL INJECTOR

DISPUY
Ato AEFRilE SERVO REGULATOR
PRITARYIII9NI
ENGIT{E DRIVET{ FUEL PUTIP
ELECTRIC FUEL PUIIP
FILTER AI{D ORAIN
SUPPLY LINE
FIREWALL
FUEL SELECTOR VALVE
LEFT TANK RIGHT TANK
DRAII{ DRATN
MULtr IUICNOI
FUEL SYSTEM SCHEMATIC

- Fuel Injected Engine -
Figure 7-6
REPORT vB-2749 ISSUED: December 22, 2Ol7

7-48
SECTION 7
PA.28.1.81, ARCHER III DESCRIPTION & OPERATION
7.2I ELECTRICAL SYSTEM

The 28 volt electrical system includes a 24 volt primary battery, a 70
) ampere 28 volt alternator, a single external power connector and an isolated 24
volt emergency battery. The electrical system is capable of supplying sufficient
current to all the required equipment for day/night IFR and day/night VFR
operations.
Primary battery
The primary battery provides for electric power to the equipment when the
engine is not running and for engine starting. When energizedby the battery
master switch the primary battery supplies electrical power to the starter, as
well as all items on the Essential Bus, Non-Essential Bus and Lighting Bus. If
it becomes necessary to charge the battery by an external source, it should be
removed from the airplane prior to charging. The primary battery is mounted
on a shelf in the aft fuselage area.
Alternator
The alternator is belt driven directly from the engine. Once the engine is
running and the ALTR switch is activated, the alternator becomes the primary
I source of electrical power for the aircraft. The primary battery provides stored
electrical power to back up the alternator. During normal operations, the
battery is charged by the alternator.
Voltage regulator
A solid state voltage regulator is located just forward of the instrument
panel on the left side of the aircraft. The voltage regulator is designed to
regulate the electrical system bus voltage to 28 volts and to prevent damage
to the electrical and avionics equipment by removing the alternator from the
circuit if its output exceeds 32 volts. In this situation an ALTR FAIL warning
CAS message will illuminate.
Emergency Battery
The emergency battery provides electrical power to the emergency bus
in the unlikely event of a complete electrical failure. With the EMERG
BATT switch in the ARM position, power is applied to the emergency bus
automatically if electrical power is removed from the primary electrical
r system. Functions available via the emergency bus include all standby
instrument functions, PFD functions (nav/com #l only), and the audio panel.
The emergency battery is sized to provide a minimum duration of 30 minutes
of electrical power to the emergency bus equipment.

7-49
SECTION 7
7.21 ELECTRICAL SYSTEM (continued)

aemrnq
3}-minutes of power from the emergency battery
is only available if its voltage is greater than 23.3
volts prior to flight. Ensure that a minimum of 23.3
volts is available prior to flight.
The emergency battery is isolated from the emergency bus equipment via a
relay, which is controlled from the cockpit by the EMERG BATT switch. The
emergency battery is also isolated from the electrical power generating system
via a diode in the circuit. This diode will allow the generating system to charge
the emergency battery during normal operations but prevents discharge of the
emergency battery when operating with the alternator off. The emergency battery
is mounted on a shelf in the aft fuselage area just forward of the primary battery.
Switches
All powerplant, electrical power, exterior lights, and avionics master
switches are grouped in an overhead switch panel as shown in Figure 7-10. The
circuit breaker panel is located on the lower right side of the instrument panel
(Figure 7-9).Each breaker is clearly marked to show which circuit it protects,
Standard electrical accessories include the starter, electrical fuel pump, the
stall warning lift detector, navigational lights, anti-collision lights, landing lights,
and cabin dome lights. The autopilot (optional), pitot heat, ventilation fan, and
'I air-conditioning (optional) switches are located in the middle of the instrument
panel, just below the G1000 audio panel.
Two lights mounted in the overhead panel provide cabin flood lighting
for night flying. The lights are controlled by rheostat switches located in the
overhead panel, A map light window in each lens is actuated by an adjacent
switch. A wing tip landing light system consists of two lights (one in each wing
tip) and is operated by a rocker type switch mounted in the overhead switch
panel. Light intensity for the back-lit switches, instrument panel lights, and the
avionics are controlled by three rotary control located on the instrument panel
just below the electrical accessory switches.
MSUS
Anti-collision (strobe) lights should not be
operating when flying through cloud, fog or
haze, since the reflected light can produce
spatial disorientation. Strobe lights should not
be used in close proximity to the ground such as
during taxi, takeoff or landing.

7-50 REVISED: August 29, 2OI9
SECTION 7
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7-5t
SECTION 7
DESCRIPTION & OPERATION PA-28.181, ARCHER III
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7-52
SECTION 7
7,21 ELECTRICAL SYSTEM (continued)
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CIRCUIT BREAKER PANEL

(circuit breaker labels may vary depending on
optional equipment installed)
Figure 7-8
7.23 INSTRUMENT PANEL

The instrument panel is designed to accommodate the Garmin G1000
system, the standby instrument, required switches, and remaining avionics/
options (See Figure 7 -9 and Figure 7- l0 for location of each item/details).
Optimum cockpit lighting for night flying is achieved by using a combination

of the dimmer switches on the instrument panel, the overhead flood lights, and
the lighting controls on the standby instrument. The dimmer switches consist
of three rheostats labeled SWITCH, PANEL, and AVIONICS. The SWITCH
dimmer controls the backlighting of the overhead switches, instrument panel
switches, circuit breaker placards, autopilot buttons, ADF buttons, and all backlit
placards along the lower portion of the instrument panel. The PANEL dimmer
controls the intensity of the LED light strip located under the glareshield. The
AVIONICS dimmer controls the lighting intensity of the PFD, MFD, and audio
panel. Turning the AVIONICS dimmer switch to the full counterclockwise
position allows the Garmin displays to operate in photocell lighting mode,
whereby their lighting intensity varies with ambient light received by their
sensors. The domelights on the cockpit ceiling are controlled by the rotary switch
located adjacent to each light. A white map light in each dome light is available
by opening a small slider switch on each dome light cover.

SECTION 7
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8. ELT switch I5. USB
9. HOBSS meter - Billing (optional) 16. ADF (option)
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SECTION 7
7.23 INSTRUMENT PANEL (continued)
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7-56
SECTIONT

7-57
SECTION 7
7.25 PITOT.STATIC SYSTEM

Dynamic and static pressures are both supplied by a single pitot head
installed on the bottom of the left wing. Independent pressure lines plumbed
from the pitot mast through the wing and fuselage connect to the Garmin air data
I computer and the standby instrument (Figure 7-ll) located on the instrument
panel.
An alternate static source is standard equipment. The control valve is located

below the left side of the instrument panel. When the valve is set in the alternate
position, the altimeter, vertical speed indicator and airspeed indicator on the PFD
and the standby instrument will be using cabin air for static pressure' The storm
window and cabin vents must be closed and the cabin heater and defroster must
be on during alternate static source operation. The altimeter error is less than 50
feet unless otherwise placarded.
Both the pitot and static lines can be drained through separate drain valves
located on the left lower side of the fuselage interior.
heated pitot head, which alleviates problems with icing and heavy rain,
A
is standard equipment. The switch for the heated pitot head is located on the
instrument panel above and to the left of the throttle quadrant.
To prevent bugs and water from entering the pitot and static pressure holes,
a cover should be placed over the pitot head on the ground when the aircraft is
parked. A partially or completely blocked pitot head will give erratic ot zero
readings on the instruments.
During the preflight, check to make sure the pitot

cover is removed.

SECTION 7
PA-28.181. ARCHER III DESCRIPTION & OPERATION
PITOT LINE
STATIC LINE
3
2
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STATIC LINE
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--j---
/
PITOT LINE J
1. Standby lnstrument Display

2. Alternate Static Valve
3. Pitoustatic Drain Valves
4. Ak Data Attitude and Heading Reference System (ADAHRS)
5. Pitot Head
PITOT.STATIC SYSTEM
Figure 7-1 1

SECTION 7
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HEATING AND VENTILATING SYSTEM

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7-60
SECTION 7
PA-28-181 ARCHER III DESCRIPTION & OPERATION
7.27 HEATING AND VENTILATING SYSTEM

Heat for the cabin interior and the defroster system is provided by a heater
muff attached to the exhaust system (Figure 7-12). The amount of heat desired
can be regulated with the controls located on the far right side of the instrument
panel.
The air flow can be regulated between the front and rear seats by levers
located on top of the heat ducts next to the console.
Fresh air inlets are located in the inboard portion of the leading edge of the
wing near and in the aft portion of the fuselage. Adjustable outlets are located
on the side of the cabin near the floor and overhead on the ceiling at each seat
location. Air is exhausted through an outlet under the rear seat. A cabin air
blower, incorporated in the ventilating system, is also available as optional
equipment. An optional overhead ventilating system with a cabin air blower is
available on models without air conditioning. This blower is operated by a FAN
switch with 3 positions - "OFF," "LOW," "HIGH."
rcrornn
When cabin heat is operated, heat duct surface
becomes hot. This could result in burns if arms
or legs are placed too close to heat duct outlets
or surface.
7.29 CABIN FEATURES
The Archer has four bucket style seats with adjustable backrests and
headrests. For occupant comfort and easy ofentry, the pilot and co-pilot seats are
adjustable horizontally and vertically. The horizontal adjustment bar is located
just below the seat pan. Vertical adjustment is accomplished through a knob
under the forward right hand corner of the seat pan. To recline pilot and co-pilot
seats; lean backrest forward, then release the lever on the lower, right hand, outer
hinge, and re-adjust backrest to desired reclined comfort setting. These seats also
contain adjustable lumbar support and arm rest for added comfort.
The rear passenger seats have an adjustable backrest. Lean backrest forward,
then release the lever on the lower, right hand, outer hinge, and readjust backrest
to desired reclined comfort setting. The rear seat installation may be removed to
provide room for bulky items. Rear seat installations incorporate leg retainers
with latching mechanisms which must be released before the seats can be
removed. Releasing the retainers is accomplished by depressing the plunger
behind each rear leg.

7-61
SECTION 7
7.29 CABIN FEATURES (continued)

TEOToN
Ensure all occupied seat backrests are in theirfull
upright positionfor all taxi, take-off and landing
operations.
A cabin interior includes a pilot storm window, two sun visors, two map
pockets, and pockets on the backs ofeach front seat.
Each seat is equipped with a three point restraint system consisting of an
adjustable lap belt with an adjustable inertial reel-type shoulder harness. A
check of the inertia reel mechanism can be made by pulling sharply on the
shoulder strap and checking that the reel will lock in place under sudden stress.
This locking feature prevents the strap fiom extending and holds the occupant
in place. Under normal movement the strap will extend and retract as required,
7.3I BAGGAGE AREA

A 24 cubic foot baggage area, located behind the rear seats, is accessible
either from the cabin or through an outside baggage door on the right side of the
aircraft. Maximum capacity is 200 pounds. Tie-down straps are provided and
should be used at all times.
rFmE--l
It is the pilot'sresponsibility to be sure when
the baggage is loaded that the aircraft C.G. falls
within the allowable C.G. Range (refer to Section
6 - Weight and Balance).

7-62
SECTION 7
7.33 STALL WARNING

An approaching stall is indicated by a stall warning aural alert which is
activated between five and ten knots above stall speed. Mild airframe buffeting
and gentle pitching may also precede the stall. Stall speeds are shown on the
Stall Speed graph in Section 5. The stall warning aural alert is activated by a lift
detector on the leading edge of the left wing. Whenever the stall warning system
is activated, a STALL...STALL aural alert is heard through the cockpit speaker
and through the headsets. During preflight, the stall warning system should be
check by turning the BATT MSTR switch on, lifting the detector and check to
determine if the system is active.
7.35 FINISH
All exterior surfaces are primed with etching primer and finished with a
polyurethane finish.
7.37 EXTERNAL POWER

An external power installation is accessible through a receptacle located
on the right side of the fuselage aft of the wing. An external battery can be
connected to the socket, thus allowing the operator to crank the engine without
having to gain access to the airplane's battery.
7.39 EMERGENCY LOCATOR TRANSMITTER

The Emergency Locator Transmitter (ELT), is located in the aft portion of
the fuselage just below the stabilator leading edge and is accessible through a
plate on the right side of the fuselage. This plate is attached with slotted-head
nylon screws for ease of removal; these screws may be readily removed with a
variety of common items such as a dime, a key, a knife blade, etc. If there are
no tools available in an emergency the screw heads may be broken off by any
means.
A battery replacement date is marked on the transmitter. To comply with

FAA regulations, the battery must be replaced on or before this date. The
battery must also be replaced if the transmitter has been used in an emergency
situation or if the accumulated test time exceeds one hour, or if the unit has been
inadvertently activated for an undetermined time period.

7-63
SECTION 7
7.39 EMERGENCY LOCATOR TRANSMITTER (continued)
N()l'tl
If for any reason a test transmission is necessary,
the test transmission should be conducted only in
the first five minutes of any hour and limited to
three audio sweeps. If the tests must be made at
any other time, the tests should be coordinated
with the nearest FAA tower or flight service
station.
ARTEX ELT 1OOO OPERATION

There is a three position switch (placarded ON ARM/OFF, and TEST) on
the ELT unit. The switch is set to ARM/OFF when the ELT is installed at the
factory, and it should remain in that position whenever the unit is installed in
the airplane.
A remote switch (placarded ON ARM/OFF, and TEST) is located on the

copilot's instrument panel to allow the transmitter to be armed or turned on
from inside the cabin. The switch is normally in ARM /OFF position. Moving
the switch to ON will activate the transmitter. A warning light located above the
remote switch will alert you when ever the ELT is activated.
The Artex ELT 1000 (406 MHz) is equipped with a warning buzzer. This
warning buzzer, which receives power from the ELT itself, is mounted in the
tailcone. Whenever the ELT is activated the buzzer "beeps" periodically. The
time between pulses lengthens after 12 hours. The objective is to hear thebuzzer
from outside the aircraft while the engine is not running.
Should the ELT be activated inadvertently it can be reset by either positioning
the cockpit remote switch or the local ELT box switch to ON then immediately
switching it to the ARM position. The ELT cannot be reset if either the cockpit
remote switch or the ELT local switch is in the ON position.

7-64
SECTION 7
7.39 EMERGENCY LOCATOR TRANSMITTER (continued)
ARTEX ELT 1000 OPERATION (conrinued)

)
The transmitter can be activated manually at any time by placing either the
remote switch or the ELT switch to the ON position.
r-Toril
A monthly functional check is recommended
to verify operational status of the ELT. Prior to
testing, the aircraft must be located to receive GPS
signals with avionics on. Within the first 5 minutes
after the hour, select the cockpit remote switch to
the test position for - I second and then return
to the ARM/OFF position. The remote switch
LED light and buzzer should then activate for -
2 seconds. Ifthe2 second LED light andbuzzer
indication is not received, refer to the ARTEX
ELT 1000 maintenance manual.
) The ARTEX ELT 1000 should be checked during postflight to make certain
the unit has not been activated. check by selecting l2l.5o MHz on an operating
receiver. If a downward sweeping audio tone is heard the ELT may have been
activated. set the remote switch to oN. If there is no change in the volume of the
signal, your airplane's ELT is probably transmitting. Setting the remote switch
back to ARM/OFF will automatically reset the ELT and should stop the signal
being received on 121.50 MHz.
7.41 FLAP POSTTTON SENSOR (OPTTONAL)

An optional flap position sensor installation is available.
The flap position sensor provides flap position input to the central maintenance
computer (optional) or GFC 700 (optional). The central maintenance computer
provides datalogging capabilities for monitoring various parameters. The GFC
700 utilizes the flap position sensor input to enhance pitch trim response. The
flap position input is not displayed to the pilot.
The flap position input consists of four (4) switches mounted on a bracket
over the flap tube. The switches are activated as the flaps are raised and lowered
by a cam mounted to the flap torque tube.

7-65
SECTION 7
DESCRIPTION & OPERATION PA.28.1"81, ARCHER III

7-66
SECTION 8
PA.28.181. ARCHER III HANDLING. SERV & MAINT
TABLE OF CONTENTS
SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE
Paragraph Page
No. No.
8.1 General 8-1
8.3 Airplane Inspection Periods 8-4
8.5 Preventive Maintenance 8-5
8.1 Airplane Alterations 8-6
8.9 Ground Handling 8-7
8.1 I Engine Air Filter...... 8-10
8.13 Brake Service 8-10
8.15 Landing Gear Service 8-t2
8.17 Propeller Service. 8-12
8.19 Oil Requirements. 8- 13
8.21 Fuel System 8- 13
8.23 Tire Inflation 8-16
8.25 Battery Service 8-16
8.27 Cleaning 8-17
8.29 Cold Weather Operation... 8-19

8-i
SECTION 8
HANDLING. SERV & MAINT PA.28.181. ARCHER III

8-ii
SECTION 8
PA-28-181, ARCHER III HANDLING, SERV & MAINT
SECTION 8
AIRPLANE HANDLING, SERVICING, AND MAINTENANCE
8.1 GENERAL
This section provides guidelines relating to the handling, servicing, and
maintenance of the ARCHER III. For complete maintenance instructions,
refer to the PA-28-l8l Maintenance Manual.
If,ETIIT.INIA
Inspection, maintenance and parts
requirements for all non-PIPER approved
STC installations are not included in this
handbook. When a non-PIPER approved STC
installation is incorporated on the airplane,
those portions of the airplane affected by the
installation must be inspected in accordance
with the inspection program published by
the owner of the STC. Since non-PIPER
approved STC installations may change
systems interface, operating characteristics
and component loads or stresses on adjacent
structures, PIPER provided inspection
criteria may not be valid for airplanes with
non-PIPER approved STC installations.
MFTTITTN|rfl
Modifications must be approved in writing by
PIPER prior to installation. Any and all other
installations, whatsoever, of any kind will void
this warranty in it's entirety.

8-1
SECTION 8
HANDLING. SERV & MAINT PA.28.18I. ARCHER III
Eislsnfl
Use only genuine PIPER parts or PIPER
approved parts obtained from PIPER approved
sources, in connection with the maintenance
and repair of PIPER airplanes.
Genuine PIPER parts are produced and
inspected under rigorous procedures to
ensure airworthiness and suitability for use in
PIPER airplane applications. Parts purchased
from sources other than PIPER, even though
identical in appearance, may not have had
the required tests and inspections performed,
may be different in fabrication techniques
and materials, and may be dangerous when
installed in an airplane.
Additionally, reworked or salvaged parts or
those parts obtained from non-PIPER approved
sources, may have service histories which are
unknown or cannot be authenticated, may
have been subjected to unacceptable stresses
or temperatures or may have other hidden
damage not discernible through routine visual
or nondestructive testing. This may render the
part, component or structural assembly, even
though originally manufactured by PIPER,
unsuitable and unsafe for airplane use.
PIPER expressly disclaims any responsibility
for malfunctions, failures, damage or injury
caused by use of non-PIPER approved parts.

8-2
SECTION 8
PA-28-181. ARCHER III HANDLING, SERV & MAINT
8.1 GENERAL(continued)
Every owner should stay in close contact with an authorized Piper
Service Center or Piper's Customer Service Department to obtain the latest
information pertaining to their airplane, and to avail themselves of Piper's
support systems.
Piper takes a continuing interest in having owners get the most efficient
use from their airplane and keeping it in the best mechanical condition.
Consequently, Piper, from time to time, issues service releases including
Service Bulletins, Service Letters, Service Spares Letters, and others relating
to the airplane.
Piper Service Bulletins are of special importance and Piper considers

compliance mandatory. These are available on the Piper.com website.
Depending on the nature of the release, material and labor allowances may
apply. This information is provided to all authorized Piper Service Centers.
Service Letters deal with product improvements and servicing

techniques pertaining to the airplane. They are available on the Piper.com
website. Owners should give careful attention to Service Letter information.
Service Spares Letters offer improved parts, kits, and optional equipment
which were not available originally, and which may be of interest to the
owner.
Maintenance manuals, parts catalogs, and revisions to both, are available

from Piper Service Centers.
Any correspondence regarding the airplane should include the airplane

model and serial number to ensure proper response.

8-3
SECTION 8
HANDLING, SERV & MAINT PA.28.181. ARCHER III
8.3 AIRPLANE INSPECTION PERIODS
@iNilg
All inspection intervals, replacement time limits, overhaul
time limits, the method of inspection, life limits, cycle limits'
etc., recommended by PIPER are solely based on the use
of new, remanufactured or overhauled PIPER approved
parts. If parts are designed, manufactured, remanufactured,
overhauled and/or approved by entities other than PIPER'
then the data in PIPER'S maintenance/service manuals and
parts catalogs are no longer applicable and the purchaser
is warned not to rely on such data for non-PIPER parts.
All inspection intervals, replacement time limits, overhaul
time limits, the method of inspection, life limits, cycle limits'
etc., for such non-PIPER parts must be obtained from the
manufacturer and/or seller of such non-PIPER parts.
Piper has developed inspection items and required inspection intervals
for the PA-28-181 (see the latest revision of the PA-28-181 Maintenance
and Inspection Manuals). The PA-28-181 Inspection Manual contains
appropriate forms, and all inspection procedures should be complied with
by a properly trained, knowledgeable, and qualified mechanic at a Piper
Authorized Service Center or a reputable repair shop. Piper cannot accept
responsibility for the continued airworthiness of any aircraft not maintained
to these standards, and/or not brought into compliance with applicable
Service Bulletins issued by Piper, instructions issued by the engine,
propeller, or accessory manufacturers, or Airworthiness Directives issued
by the FAA.
A programmed Inspection, approved by the Federal Aviation
Administration (FAA), is also available to the owner. This involves routine
and detailed inspections to allow maximum utilization of the airplane.
Maintenance inspection costs are reduced, and the maximum standard of
continued airworthiness is maintained. Complete details are available from
Piper.
In addition, but in conjunction with the above, the FAA requires periodic
inspections on all aircraft to keep the Airworthiness Certificate in effect.
The owner is responsible for assuring compliance with these inspection
requirements and for maintaining proper documentation in logbooks and/or
maintenance records.

8-4
SECTION 8
PA.28.181. ARCHER III HANDLING, SERV & MAINT
8.3 AIRPLANE INSPECTION PERIODS (continued)

A spectrographic analysis ofthe engine oil is available from several sources.
This inspection, if performed properly, provides a good check of the internal
condition of the engine. To be accurate, induction air filters must be cleaned or
changed regularly, and oil samples must be taken and sent in at regular intervals.
8.5 PREVENTIVE MAINTENANCE

The holder of a pilot certificate issued under Federal Aviation Regulations
(FAR) Part 6l may perform certain preventive maintenance as defined in the
FARs. This maintenance may be performed only on an aircraft which the pilot
owns and operates, and which is not used in air carrier or air taxi/commercial
operations service.
All other maintenance must be accomplished by a person or facility

appropriately certificated by the Federal Aviation Administration (FAA) to
perform that work.
Anytime maintenance is accomplished, an entry must be made in the

appropriate aircraft maintenance records. The entry shall include:
(a) The date the work was accomplished.

(b) Description of the work.
(c) Number of hours on the aircraft.
(d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work.
ISSUED: December 22, 2017 REPORT: VB-2:149

8-5
SECTION 8
HANDLING, SERV & MAINT PA.28.I8I. ARCHER III
8.7 AIRPLANE ALTERATIONS

If the owner desires to have his aircraft modified, he must obtain FAA
approval for the alteration. Major alterations accomplished in accordance with
Advisory Circular 43.13-2, when performed by an A & P mechanic, may be
approved by the local FAA office. Major alterations to the basic airframe or
systems not covered by AC 43.13-2 require a Supplemental Type Certificate.
The owner or pilot is required to ascertain that the following Aircraft Papers
are in order and in the aircraft.
(a) To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate Form FAA-S100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3.
(3) Aircraft Radio Station License if transmitters are installed.
(b) To be caried in the aircraft at all times:

(1) Pilot's Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair and
Alteration Form FAA-337, if applicable.
(3) Aircraft equipment list.
Although the aircraft and engine logbooks are not required to be in the
aircraft, they should be made available upon request. Logbooks should be
complete and up to date. Good records will reduce maintenance cost by giving
the mechanic information about what has or has not been accomplished.

8-6
SECTION 8
8.9 GROUND HANDLING

(a) Towing
)
The airplane may be moved on the ground by the use of the nose
wheel steering bar that is stowed below the forward ledge of the
baggage compartment or by power equipment that will not damage or
excessively strain the nose gear steering assembly. Towing lugs are
incorporated as part of the nose gear fork.
EMFnn
When towing with power equipment, do not turn
the nose gear beyond its steering radius in either
direction, as this will result in damage to the nose
gear and steering mechanism.
rcrvTnn
Do not tow the airplane when the controls are
secured,
In the event towing lines are necessary, ropes should be attached

to both main gear struts as high up on the tubes as possible. Lines
should be long enough to clear the nose and/or tail by not less than
fifteen feet, and a qualified person should ride in the pilot's seat to
maintain control by use of the brakes.
(b) Taxiing
When it is ascertained that the propeller back blast and taxi
areas are clear, power should be applied to start the taxi roll, and
the following checks should be performed:
(1) Taxi a few feet forward and apply the brakes to determine
their eflectiveness.
(2) While taxiing, make slight turns to ascertain the effective-
ness of the steering.
(3) Observe wing clearance when taxiing near buildings or
other stationary objects. If possible, station an observer
outside the airplane.

8-7
SECTION 8
HANDLING, SERV & MAINT PA.28.181, ARCHER III
8.9 GROUND HANDLING (continued)

(b) Taxiing (continued)
(4) When taxiing over uneven ground, avoid holes and ruts.
(5) Do not operate the engine at high RPM when running up
or taxiing over ground containing loose stones, gravel, or
any loose material that may cause damage to the propeller
blades.
(c) Parking
When parking the airplane, be sure that it is sufficiently pro-

tected from adverse weather conditions and that it presents no
danger to other aircraft. When parking the airplane for any length of
time or overnight, it is suggested that it be moored securely.
(l) To park the airplane, head it into the wind if possible.
(2) Set the parking brake by pulling back on the brake lever and
depressing the knob on the handle. To release the parking
brake, pull back on the handle until the catch disengages;
then allow the handle to swing forward.
rcMTNN
Care should be taken when setting brakes that
are overheated or during cold weather when
accumulated moisture may freeze a brake.
(3) Aileron and stabilator controls should be secured with the front
seat belt and chocks used to properly block the wheels.

8-8
SECTION 8
PA.28.181, ARCHER III HANDLING, SERV & MAINT
8.9 GROUND HANDLING (continued)

(d) Mooring
The airplane should be moored for immovability, security and
protection. The following procedures should be used for the proper
mooring of the airplane:
(1) Head the airplane into the wind if possible.
(2) Retract the flaps.
(3) Immobilize the ailerons and stabilator by looping the seat belt
through the control wheel and pulling it snug.
(4) Block the wheels.
(5) Secure tie-down ropes to the wing tie-down rings and to the tail
skid at approximately 45 degree angles to the ground. When
using rope of non-synthetic material, leave sufficient slack to
avoid damage to the airplane should the ropes contract,
N()l'rt
Additional preparations for high winds include
using tie-down ropes from the landing gear forks
and securing the rudder.
(6) Install a pitot head cover if available. Be sure to remove the

pitot head cover before flight.
(7) Cabin and baggage doors should be locked when the airplane
is unattended.

8-9
SECTION 8
8.11 ENGINE AIR FILTER

Inspect inlet for foreign particles and obstructions. Engine Air Filter should
be removed and inspected or replaced at intervals as outlined in the aircraft
Maintenance Manual. Operations in severe environments may require more
frequent attention.
8.13 BRAKE SERVICE

The brake system is filled with MIL-PRF-5606 (petroleum base)
hydraulic brake fluid. The fluid level should be checked periodically or
at every SO-hour inspection and replenished when necessary. The brake
reservoir is located on the fire wall in the engine compartment.
No adjustment of the brake clearances is necessary. If after extended service

brake blocks become excessively worn, they should be replaced with new
segments.

8-10
SECTION 8
(-
l//
t--
j t
( r
\
I
)
.I I
\,,
4 -jri
i
2.
3
{\--l
1. BRAKE RES€RVOIR
2. RIGHT BRAKE AND RUDOER PEDAL
S, LEFTBRAKE AND RUDDER PEDAL
4. RIGHT BRAKE CYUNDER
5. LEFTBRAKE CYLINDER
6. BRAKE HANDLE
7, HANDLE RELEA$E BUTTON
8, LINE, II.ILET
s. cl-Evtg PtN
10. MASTER CYLINDER ASSEI/iBLY
BOLTA$SEMBLY
'1.
12. TORAUETUBE
13. COPILOTS RIGHT BRAKE AND RUDDEH PEDAL
14. COPILOT'S LEFT BRAK€ AND RUDDER PEDAL
BRAKE SYSTEM
Figure 8-1

8-11.
SECTION 8
8.15 LANDING GEAR SERVICE

The three landing gears use Cleveland Aircraft Products 6.00 x 6, four-ply
rating, type III tires with tubes. (Refer to paragraph 8.23).
Landing gear oleos on the ARCHER III should be serviced according to

the instructions on the units. The main oleos should be extended under normal
I static load until 4.50 + 0.50 inches of oleo piston tube is exposed, and the nose
gear should show 3.25 + 0.25 inches. Should the strut exposure be below that
required, refer [o Maintenance Manual for servicing instructions.
8.17 PROPELLER SERVICE

The spinner and backing plate should be frequently cleaned and inspected
for cracks. Before each flight the propeller should be inspected for nicks,
scratches, and corrosion. If found, they should be repaired as soon as possible
by a rated mechanic, since a nick or scratch causes an area of increased
stress which can lead to serious cracks or the loss of a propeller tip. The back
face of the blades should be painted when necessary with flat black paint to
retard glare. To prevent corrosion, the surface should be cleaned and waxed
periodically.

SECTION 8
8.L9 OrL REQUTREMENTS

The oil capacity of the engine is 8 quarts and the minimum safe quantity
is 2 quarts. It is recommended that the oil be drained and renewed, and
the screen cleaned, every 25 hours. However, if the full flow (cartridge type)
oil filter is used, the oil and filter should be drained and renewed every
50 hours of operation. The interval between oil and oil filter change is not
to exceed four (4) months.
8.21 FUEL SYSTEM

(a) Servicing Fuel System
At every 50 hour inspection, the fuel screens in the strainer, and at
the fuel injection servo inlet must be cleaned.
(b) Fuel Requirements (AVGAS ONLY)

The minimum aviation grade fuel for the PA-28-181 is 100
or l00LL. Since the
use of lower grades can cause serious engine
damage in a short period of time, the engine warranty is invalidated
by the use of lower octanes.

SECTION 8
HANDLING, SERV & MAINT PA-28.181, ARCHER III

(c) Filling Fuel Tanks
Observe all required precautions for handling gasoline. Fill the

fuel tanks through the filler located on the forward slope of the wing.
Each wing holds a maximum of 25 U.S. gallons. When using less
than the standard 50 gallon capacity, fuel should be distributed equally
between each tank. There is approximately 17 gallons in the fuel tank
when fuel level is even with bottom of filler neck indicator..
(d) Draining Fuel Strainer, Sumps and Lines
The fuel tank sumps and strainer should be drained daily prior
to the first flight and after refueling to avoid the accumulation of
contaminant's such as water or sediment. Each fuel tank is equipped
with an individual quick drain located at the lower inboard rear
corner of the tank. The fuel strainer is equipped with a quick drain
located on the front lower corner of the fire wall. Each of the fuel
tank sumps should be drained first. Then the fuel strainer should be
drained twice, once with the fuel selector valve on each tank. Each
time fuel is drained, sufficient fuel should be allowed to flow to
ensure removal of contaminant's. This fuel should be collected in a
suitable container, examined for contaminant's, and then discarded.
rcmTnn
starting the engine.
Each quick drain should be checked ajler closing

it to make sure it has closed completely and is not
leaking.

8-14
SECTION 8
r|,
itJ
rl
FUEL DRAIN
Figure 8-3
(e) Draining Fuel System
The bulk of the fuel may be drained from the system by opening
the valve at the inboard end of each fuel tank. Push up on the arms of
the drain valve and turn counterclockwise to hold the drain open. The
remaining fuel in the system may be drained through the filter bowl.
Any individual tank may be drained by closing the selector valve and
then draining the desired tank.
rcrornNl
Whenever the fuel system is completely drained
and fuel is replenished it will be necessary to run
the engine for a minimum of three minutes at 1000
RPM on each tank to ensure that no air exists in
the fuel supply lines.

8-1s
SECTION 8
HANDLING, SERV & MAINT PA.28.181. ARCHER III
8.23 TIRE INFLATION

For maximum service from the tires, keep them inflated to the proper
pressures - 18 psi for the nose gear and 24 psi for the main gear. All wheels
and tires are balanced before original installation, and the relationship of tire,
tube and wheel should be maintained upon reinstallation. Unbalanced wheels
can cause extreme vibration in the landing gear:' therefore, in the installation
of new components, it may be necessary to rebalance the wheels with the
tires mounted. When checking tire pressure, examine the tires for wear, cuts,
bruises, and slippage.
8.25 BATTERY SERVICE

Access to the 24-volt battery is through an access panel at the right rear
side of the baggage compartment. Refer to Maintenance Manual for Battery
Servicing Instructions.
THIS SPACE INTENTIONALLY LEFT BLANK

8-16
SECTION 8
PA.28.18I. ARCHER III HANDLING, SERV & MAINT
8.27 CLEANING
(a) Cleaning Landing Gear
Before cleaning the landing gear, place a plastic cover or similar

material over the wheel and brake assembly.
(l) Place a pan under the gear to catch waste.
(2) Spray or brush the gear area with solvent or a mixture of solvent
and degreaser, as desired. Where heavy grease and dirt depos-
its have collected, it may be necessary to brush areas that were
sprayed, in order to clean them.
(3) Allow the solvent to remain on the gear from five to ten minutes.
Then rinse the gear with additional solvent and allow to dry.
(4) Remove the cover from the wheel and remove the catch pan.
(5) Lubricate the gear in accordance with the Lubrication Chart.
(b) Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water. Harsh
abrasives or alkaline soaps or detergents could make scratches on
painted or plastic surfaces or could cause coffosion of metal. Cover
areas where cleaning solution could cause damage. To wash the
airplane, use the following procedure:
(l) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or soft bristle
brush.
(3) To remove exhaust stains, allow the solution to remain on the sur-
face longer.
(4) To remove stubborn oil and grease, use a cloth dampened with
naphtha.
(5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted sur-
faces. Soft cleaning cloths or a chamois should be used to prevent
scratches when cleaning or polishing. A heavier coating of wax
on the leading surfaces will reduce the abrasion problems in these
areas.

8-17
SECTION 8
HANDLING, SERV & MAINT PA.28.I8I. ARCHER III
8,27 CLEANING (continued)

(c) Cleaning Windshield and Windows
(1) Remove dirt, mud and other loose particles from exterior
surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft plastic
cleaner. Use a soft cloth or sponge in a straight back and forth
motion. Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with kerosene.
rcMTNN
Do not use gasoline, alcohol, benzene, carbon
tetrachloride, thinner, acetone, or window
cleaning sprays.
(4) After cleaning plastic surfaces, apply a thin coat of hard

polishing wax. Rub lightly with a soft cloth. Do not use a
circular motion.
(5) A severe scratch or mar in plastic can be removed by rub-
bing out the scratch with jeweler's rouge. Smooth both sides
and apply wax.
(d) Cleaning Headliner, Side Panels and Seats
(1) Clean headliner, side panels, and seats with a stiff bristle
brush, and vacuum where necessary.
(2) Soiled upholstery, except leather, may be cleaned with a good
upholstery cleaner suitable for the material. Caref'ully follow
the manufacturer's instructions. Avoid soaking or harsh
rubbing.
rcMTNN
S olv ent c leaners require adequate v entilation.
(3) Leather should be cleaned with saddle soap or a mild hand

soap and water.

8-18
SECTION 8
P4.28.181. ARCHER III HANDLING, SERV & MAINT
8.27 CLEANING (continued)

(e) Cleaning Carpets
To clean carpets, first remove loose dirt with a whisk broom or

vacuum. For soiled spots and stubborn stains use a non-flammable
dry cleaning fluid. Floor carpets may be removed and cleaned like any
household carpet.
8.29 COLD WEATHER OPERATION

For cold weather operation a winterization plate is installed on the
inlet opening of the oil cooler duct on the left rear engine baffle. This plate
should be installed whenever the ambient temperature reaches 50"F or less
or whenever oil temperature cannot be maintained at or above 140"F during
continuous operation. The plate should be removed and stored in the cockpit
when the ambient temperature exceeds 50oF.

8-19
SECTION 8
HANDLING, SERV & MAINT PA.28.1.81. ARCHER III

8-20
SECTION 9
PA.28.181, ARCHER III SUPPLEMENTS
TABLE OF CONTENTS
SECTION 9
SUPPLEMENTS
Paragraph Page
No. No.
9.1 General 9-l
1 Air Conditioning Installation ............... (6 pages) 9-3
2 Bendix/King KR-87 Digital ADF with
Garmin PFD Indicator................. (10 pages) 9-9
.,) Bendix/King KN-63 DME (4 pages) 9-19
4 Appareo Vision 1000 Unit (4 pages) 9-23
5 Flightcom Model 403 Intercom (4 pages) 9-27
6 Carbureted 0-360 Engine Installation ... (22 pages) 9-31
7 AMSAFE Inflatable Seat Restraints
(sTC SA02276AK) 9-53
8 Continental Aerospace Technologies Diesel Engine
(T AB 125 -02- I 1 4) Installation (STC SA03 303AT) 9-55
9 Safe Flight Angle of Attack System .....,.. (8 pages) 9-57
ISSUED: December 22, 2017 REPORT: YB'2749

REVISED: March 27,2020 9-i
SECTION 9
SUPPLEMENTS PA.28.181.. ARCHER III

f-ii
SECTION 9
PA.28.181, ARCHER III SUPPLEMENTS
SECTION 9
SUPPLEMENTS
9.1 GENERAL
This section provides information in the form of Supplements which are
necessary for efficient operation of the airplane when equipped with one or
more of the various optional systems and equipment not approved with the
standard airplane.
All of the supplements provided in this section are FAA Approved and
consecutively numbered as a permanent part of this Handbook. The information
contained in each Supplement applies only when the related equipment is
installed in the airplane.
ISSUED: December 22, 20L7 REPORT: YB-2749

9-t.
SECTION 9
SUPPLEMENTS PA.28.181. ARCHER III

9-2
SECTION 9
PA.28.181., ARCHER III SUPPLEMENT 1
SUPPLEMENT 1
AIR CONDITIONING INSTALLATION
This supplement must be attached to the Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual when the optional air conditioning
system is installed in accordance with Piper Drawing 99575-13. The
information contained herein supplements or supersedes the Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual only in those areas
listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual.
This supplement has been FAA Approved as a permanent part of this
handbook and must remain in this handbook at all times when the optional air
conditioning system is installed.
FAA APPROVED
oDA-510620-CE
Vero Beach, Florida
DATE OF APPROVAL: December 22.2017

I of6, 9-3
SECTION 9
SUPPLEMENT 1 PA-28.181, ARCHER III
SECTION 1. GENERAL
This supplement supplies information necessary for the efficient opera-
tion of the airplane when the optional air conditioning system is installed. The
information contained within this supplement is to be used "as described" in
conjunction with the complete handbook.
SECTION 2. LIMITATIONS
(a) To ensure maximum climb performance the air conditioner must be
turned OFF manually prior to takeoff to disengage the compressor and
retract the condenser door. Also the air conditioner must be turned OFF
manually before the landing approach in preparation for a possible
go-around.
(b) Placards
In full view of the pilot, in the area of the air conditioner controls when
the air conditioner is installed:
MNM
AIR CONDITIONER MUST BE OFF TO
ENSURE NORMAL TAKEOFF CLIMB
PERFORMANCE.
SECTION 3. EMERGENCY PROCEDURES

3.1 GENERAL
The following CAS messages are specific to this POH supplement.
Caution Messages - Amtrer
Checklist
CAS Event CAS Message Pase Cause
Non-hidden CAS Messases
Air Conditioning 9-5 Air conditioning condenser
Door Open door is open during an in-flight
engine failure condition.

9-4, 2of6
SECTION 9
PA-28-I8I. ARCHER III SUPPLEMENT 1
Advisory Messages - White

Checklist
CAS Event CAS Messaee Page Cause
Non- hidden CAS Messages
Air Conditioning
Door Open
@@ N/A Air conditioning
door is open
condenser
Air Conditioning Door Open

Indication: Master Caution, Double Chime, !$@[
EEArnFl
Air conditioner should be turned off during engine
failure situations.
AIR COND Switch ............... oFF
To achieve performance figures stated in Section 5 of this pilot

Operating Handbook, the air conditioning system must be turned OFF
during takeoff, landing, and engine failure situations.
SECTION 4 - NORMAL PROCEDURES

Prior to takeoff, the air conditioner should be checked for proper operation as
follows:
(a) Check aircraft battery swirch ON.

(b) Turn the air conditioner control switch to ON and the fan switch
to one of the operating positions - the AC DOOR OPEN Advisory
CAS message will activate, thereby indicating proper air conditioner
condenser door actuation.
(c) Turn the air conditioner control switch ro OFF - the AC DOOR
OPEN Advisory CAS message extinguishes, thereby indicating the air
conditioner door is in the retracted position.
(d) If the AC DOOR OPEN CAS Advisory does not respond as specified
above, an air conditioner system malfunction is indicated and further
investigation should be conducted prior to flight.
The above operational check may be performed during flight if an inflight
failure is suspected.

3 of 6, 9-5
SECTION 9
SUPPLEMENT 1 PA-28-181 ARCHER III
SECTION 5 - PERFORMANCE
Operation of the air conditioner will cause slight decreases in cruise speed
and range. Power from the engine is required to run the compressor, and the
condenser door, when extended, causes a slight increase in drag. When the air
conditioner is turned off there is normally no measurable difference in climb,
cruise or range performance of the airplane.
l--ToT-E-l
To ensure maximum climb performance the air
conditioner must be turned off manually before
takeoff to disengage the compressor and retract the
condenser door. Also the air conditioner must be
turned off manually before the landing approach in
preparation for a possible go-around.
Although the cruise speed and range are only slightly aff'ected by the air
conditioner operation, these changes should be considered in preflight planning.
To be conservative, the following figures assume that the compressor is
operating continuously while the airplane is airborne. This will be the case only
in extremely hot weather.
(a) The decrease in true airspeed is approximately 4 KTS at all power
settings.
(b) The decrease in range may be as much as 32 nautical miles for the 48
gallon capacity.
The climb performance is not compromised measurably with the air

conditioner operating since the compressor is declutched and the condenser
door is retracted, both automatically, when a full throttle position is selected.
When the full throttle position is not used or in the event of a malfunction
which would cause the compressor to operate and the condenser door to be
extended, a decrease in rate of climb of as much as 100 fpm can be expected.
Should a malfunction occur which prevents condenser door retraction when the
compressor is turned off, a decrease in rate of climb of as much as 50 fpm can
be expected.
SECTION 6 - WEIGHT AND BALANCE

Factory installed optional equipment is included in the certified weight and
balance data in Section 6 of the Pilot's Operating Handbook.

9-6, 4 of 6
SECTION 9
PA-28-181 ARCHER III SUPPLEMENT 1
SECTION 7. DESCRIPTION AND OPERATION

The air conditioning system is a recirculating air system. The major items
include: evaporator, condenser, compressor, blower, switches and temperature
controls.
The evaporator is located behind the left rear side of the baggage com-
partment. This cools the air that is used for air conditioning.
The condenser is mounted on a retractable scoop located on the bottom of
the fuselage and to the rear ofthe baggage compartment area. The scoop extends
when the air conditioner is ON and retracts to a flush position when the system
is OFF.
The compressor is mounted on the forward right underside of the engine. It
has an electric clutch which automatically engages or disengages the compressor
to the belt drive system of the compressor.
An electrical blower is mounted on the aft side of the rear cabin panel.
Air from the baggage area is drawn through the evaporator by the blower and
distributed through an overhead duct to individual outlets located adjacent to
each occupant.
The switches are located to the left of the the throttle quadrant and the
temperature control is located on the right side of the instrument panel. The
temperature control regulates the desired temperature of the cabin. Turn the
control clockwise for increased cooling, counterclockwise for decreased cooling.
Located to the left of the the throttle quadrant is the fan speed switch and the
air conditioning ON-OFF switch. The fan can be operated independently of the
air conditioning. However, it must be on for air conditioner operation. Turning
either switch off will disengage the compressor clutch and retract the condenser
door. Cooling air should be felt within one minute after the air conditioner is
turned on.
I-TOTE_I
If the system is not operating in 5 minutes, turn the
system OFF until the fault is corrected.
The FAN switch allows operation of the fan with the air conditioner turned
OFF to aid cabin air circulation if desired. A LOW or HIGH flow of air can be
selected to the air conditioner outlets located in the overhead duct. The outlets
can be adjusted or turned off by each occupant to regulate individual cooling
effect.

5 of 6, 9-7
SECTION 9
SUPPLEMENT 1 PA.28.I81. ARCHER III
SECTION 7 - DESCRIPTION AND OPERATION (continued)

An "AC DOOR OPEN" CAS advisory alert will appear on the PFD
whenever the condenser door is open and remains on until the door is closed.
The "AC DOOR OPEN" CAS advisory will turn to a CAS caution if the
condenser door is open during engine out situations.
A circuit breaker located on the circuit breaker panel protects the air
conditioning electrical system.
Whenever the throttle is in the full throttle position, it actuates a micro
switch which disengages the compressor and retracts the condenser door. This is
done to obtain maximum power and maximum rate of climb. The f'an continues
to operate and the air will remain cool for approximately one minute. When
the throttle is retarded approximately I/4 inch, the clutch will engage and the
condenser door will extend, again supplying cool, dry air.

9-8, 6of6
SECTION 9
PA.28.181, ARCHER III SUPPLEMENT 2
PILOT'S OPERATING HANDBOOK

AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO.2
FOR
BENDIX/KING KR.87 DIGITAL ADF
WITH GARMIN PFD INDICATOR

FAA Approved Airplane Flight Manual when the Bendix/King KR-87 Digital
ADF with the Garmin Primary Flight Display (PFD) Indicator is installed per
the Equipment List. The information contained herein supplements or
supersedes the Pilot's Operating Handbook and FAA Approved Airplane Flight
Manual only in those areas listed herein. For limitations, procedures and
performance information not contained in this supplement, consult the pilot's
Operating Handbook and FAA Approved Airplane Flight Manual.
FAA APPROVED
oDA-510620-CE
Vero Beach, Florida
DATE OF APPROVAL: l[,Inv'7 .2018

REVISED: May 7,2018 1 of 10 9-9
SECTION 9
SUPPLEMENT2 PA-28-181. ARCHER III
SECTION 1. GENERAL
The Bendix/King Digital ADF is a panel mounted, digitally tuned, automatic
direction finder. It is designed to provide continuous I kHz digital tuning in the
frequency range of 200 kHz to 1799 kHz and eliminates the need for mechanical
band switching. The system comprises a receiver, a builrin electronic timer, a
bearing indicator on the Garmin PFD and a KA-44B combined loop and sense
antenna,
The Bendix/King Digital ADF can be used for position plotting and homing
procedures, and for aural reception of amplitude modulated (AM) signals.
The "flip-flop" frequency display allows switching between pre-selected
"STANDBY" and "ACTIVE" frequencies by pressing the frequency transfer
button. Both preselected frequencies are stored in a non-volatile memory circuit
(no battery power required) and displayed in self-dimming gas discharge numer-
ics. The active frequency is continuously displayed in the left window, while the
right window will display either the standby frequency or the selected readout
from the builrin timer.
The builrin electronic timer has two separate and independent timing func-
tions: (1) An automatic flight timer that starts whenever the unit is turned on.
This timer functions up to 59 hours and 59 minutes. (2) An elapsed timer which
will count up or down for up to 59 minutes and 59 seconds. When a preset time
interval has been programmed and the countdown reaches :00, the display will
flash for 15 seconds. Since both the flight timer and elapsed timer operate inde-
pendently, it is possible to monitor either one without disrupting the other. The
pushbutton controls are internally lighted.
SECTION 2 - LIMITATIONS
No change.
No change
REPORT: VB-2749 ISSUED: December 22, 20t7

9-10, 2oflO REVISED: May 7,2018
SECTION 9
PA-28-181. ARCHER III SUPPLEMENT2
SECTION 4. NORMAL PROCEDURES

To Operate as an Automatic Direction Finder:
1. OFF/VOL Conrrol - ON.
2. Frequency Selector Knobs - SELECT desired frequency in the standby
frequency display.
3. FRQ Button - PRESS to move the desired frequency from the standby to
the active position.
4. ADF Button (on ADF receiver) - PRESS to activate ADF mode.
5. ADF Button (on audio panel) - PRESS to activate ADF audio rhrough
headset.
6. SPKR Button (on audio panel) - PRESS to activate ADF audio through
cockpit speaker.
7. OFF/VOL Control - SET to desired volume level.
8. ADF Bearing - Display ADF bearing on PFD by selecting the PFD soft
key, then pressing the BRGI or BRG2 softkey until "ADF" is displayed
in the appropriate Bearing I or Bearing 2 Information Window and the
bearing pointer is displayed on the HSI.
ADF Test (Pre-flight or In-flight):

1. ADF Button - SELECT ANT mode and note pointer moves towards the
90" position and then disappears.
2. ADF Button - SELECT ADF mode and note the pointer moves without
hesitation to the station bearing. Excessive pointer sluggishness, wavering
or reversals indicate a signal that is too weak or a system malfunction.

REVISED: May 7,2018 3 of L0 9-11
SECTION 9
SECTION 4 - NORMAL PROCEDURES (continued)
r-No-m--l
The Standby Frequency which is in memory while
Flight Time or Elapsed Time modes are being
displayed may be called back by pressing the FRQ
button, then transferred to active use by pressing
the FRQ button again.
To Operate Elapsed Time Timer-Count Down Mode:

1. OFF/VOL Control - ON.
2. FLT/ET Mode Button - PRESS (once or twice) until ET is annunciated.
3. SET/RST Button - PRESS until the ET annunciation begins to flash.
4. FREQUENCY SELECTOR KNOBS - SET desired time in the elapsed
time display. The small knob is pulled out to tune the 1's. The small knob
is pushed in to tune the 10's. The outer knob tunes minutes up to 59 min-
utes.
from--l
Selector knobs remain in the time set mode for 15
seconds after the last entry or until the SET/RST,
FLT/ET, or FRQ button is pressed.
5. SET/RST Button - PRESS to start countdown. When the timer reaches 0,

as display flashes for 15 seconds.
it will start to count up
While FLT or ET are displayed, the active

frequency on the left side of the window may be
changed, by using the frequency selector knobs,
without any effect on the stored standby frequency
or the other modes.

19-12, 4 of 10 REVISED: May 7,2018
SECTION 9
P4.28.181, ARCHER III SUPPLEMENT2

ADF Operation NOTES:
Erroneous ADF Bearing Due to Radio Frequency Phenomena:
In the U.S., the FCC, which assigns AM radio frequencies, occasionally will
assign the same frequency to more than one station in an area. Certain condi-
tions, such as Night Effect, may cause signals from such stations to overlap.
This should be taken into consideration when using AM broadcast station for
navigation.
sunspots and atmospheric phenomena may occasionally distort reception so that
signals from two stations on the same frequency will overlap. For this reason,
it is always wise to make positive identification of the station being tuned, by
switching the function selector to ANT and listening for station call letters.
Electrical Storms:
In the vicinity of electrical storms, an ADF indicator pointer tends to swing from
the station tuned toward the center of the storm.
Night Effect:
This is a disturbance particularly strong just after sunset and just after dawn. An
ADF indicator pointer may swing erratically at these times. If possible, tune to
the most powerful station at the lowest frequency. If this is not possible, take the
average of pointer oscillations to determine relative station bearing.
Mountain Effect'.
Radio waves reflecting from the surface of mountains may cause the pointer to
fluctuate or show an erroneous bearing. This should be taken into account when
taking bearings over mountainous terrain.
Coastal Refraction:
Radio waves may be refracted when passing from land to sea or when moving
parallel to the coastline. This also should be taken into account.

REVISED: May 7,2018 5 of 1.0 9-13
SECTION 9
SUPPLEMENT2 PA.28.181, ARCHER III
SECTIONs. PERFORMANCE
No change.
SECTION 6. WEIGHT AND BALANCE

balance data in Section 6 of the Pilot's Operating Handbook and Airplane Flight
Manual.

19-14,
6 of 10 REVISED: lNlay 7,2018
SECTION 9
PA-28.I81. ARCHER III SUPPLEMENT 2
SECTION 7 - DESCRIPTION AND OPERATION
123456
13 12 11 10 I 8 7
KR-87 Digital ADF
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14
ADF Displays on Garmin PFD
Digital ADF Operating Controls and PFD Indicator

Figure 1

REVISED: May 7,2018 7 of 10 9-15
SECTION 9

Legend - Figure L
1. Mode Annunciation - Antenna (ANT) is selected by the "out" position of

the ADF button. This mode improves the aural reception and is usually
used for station identification. The bearing pointer is deactivated and will
move towards the 90' relative position and then disappear. Automatic
Direction Finder (ADF) mode is selected by the depressed position of the
ADF button, This mode activates the bearing pointer. The bearing pointer
will point in the direction of the station relative to the aircraft heading.
2. Active Frequency Display - The frequency to which the ADF is tuned is
displayed here. The active ADF frequency can be changed directly when
either of the timer functions are selected.
3. Beat Frequency Oscillator (BFO) - The BFO mode, activated and annun-
ciated when the "BFO" button is depressed, permits the carrier wave and
associated morse code identifier broadcast on the carrier wave to be heard.
rNom-]
CW signals (Morse Code) are unmodulated and
no audio will be heard without use of BFO. This
type of signal is not used in the United States air
navigation. It is used in some foreign countries and
marine beacons.
4. Standby Frequency Annunciation (FRQ) - When FRQ is displayed,

the STANDBY frequency is displayed in the right hand display. The
STANDBY frequency is selected using the frequency select knobs' The
selected STANDBY frequency is put into the ACTIVE frequency window
by pressing the frequency transfer button.
5. Standby Frequency Display - Either the standby frequency, the flight
timer, or the elapsed time is displayed in this position. The flight timer
and elapsed timer are displayed replacing the standby frequency which
goes into "blind" memory to be called back at any time by depressing the
FRQ button. Flight time or elapsed time are displayed and annunciated
alternatively by depressing the FLT/ET button.

'9-16, 8 of 10 REVISED: l[{ay7,2018
SECTION 9

Legend - Figure I (continued)
6. Timer Mode Annunciation - Either the elapsed time (ET) or flight time
(FLT) mode is annunciated here.
7. Frequency Selector Knobs - Selects the standby frequency when FRQ is
displayed and directly selects the active frequency whenever either of the
timer functions is selected. The frequency selector knobs may be rotated
either clockwise or counterclockwise. The small knob is pulled out to tune
the l's. The small knob is pushed in to tune the l0's. The outer knob tunes
the 100's with rollover into the 1000's. These knobs are also used to set
the desired time when the elapsed timer is used in the countdown mode.
8. Off/Volume Control (OFF/VOL) - Controls primary power and audio
output level. Clockwise rotation from OFF position applies primary power
to receiver; further clockwise rotation increases audio level. Audio mut-
ing causes the audio output to be muted unless the receiver is locked on a
valid station.
9. Set/Reset Button (SET/RST) - The set/reset button, when pressed, resets
the elapsed timer whether it is being displayed or not.
10. Flight Time/Elapsed Time Mode Selector Button (FLT/ET) - The Flight
Timer/Elapsed Time mode selector button, when pressed, alternatively
selects either Flight Timer mode or Elapsed Timer mode.
I l. Frequency Transfer Button (FRQ) - The FRQ transfer button, when
pressed, exchanges the active and standby frequencies. The new frequen-
cy becomes active and the former active frequency goes into standby.
12. BFO Button - The BFO button selects the BFO mode when in the
depressed position (see Note under item 3).
13. ADF Button - The ADF button selecrs either the ANT mode or the ADF
mode. The ANT mode is selected with the ADF button in the out position.
The ADF mode is selected with the ADF button in the depressed position.
14. Bearing Pointer (on PFD) - The cyan arrow indicates magnetic bearing to
the station in degrees.

REVISED: May 7,2018 9 of 10 9-17
SECTION 9
SUPPLEMENT2 PA.28.181. ARCHER III

9-18, 10 of 10 REVISED: May 7,2018
SECTION 9

AND
SUPPLEMENT NO.3
FOR
BENDIX/KING KN.63 DME

FAA Approved Airplane Flight Manual when the Bendix/King KN-63 DME I
is installed per the Equipment List. The information contained herein '
supplements or supersedes the Pilot's Operating Handbook and FAA Approved

Airplane Flight Manual only in those areas listed herein. For limitations,
procedures and performance information not contained in this supplement,
consult the Pilot's Operating Handbook and FAA Approved Airplane Flight
Manual.
FAA APPROVED:
oDA-510620-CE
Vero Beach, Florida
DATE OF APPROVAL: December 22.201'7

REVISED: NIay 7,2018 1 of 4 9-19
SECTION 9
SUPPLEMENT 3 PA.28.181, ARCHER III
SECTION 1. GENERAL
The Bendix/King KN-63 DME supplies continuous slant range distance infor-
mation from a fixed ground station to an aircraft in flight.
The equipment consists of a Garmin Primary Flight Display (PFD) which con-
tains all the operating controls and displays, and a remotely mounted KN-63
Receiver-Transmitter.
No change.
SECTION 3 - EMERGENCY PROCEDURES

No change.

DME Operation
1. NAV I andNAV2VHFNavigation Receivers - ON; TUNEFREQUENCY
to VOR/DME or VORTAC station frequencies, as required.
t-NoTtr_l
When the VORTAC or VOR/DME frequency
is selected, the appropriate DME frequency is
automatically channeled.
2. DME IDENTIFICATION - select DME button on audio panel (audio ID

will always come through the headset and will come through the cockpit
speaker if SPKR is selected on the audio panel).
3. Select PFD softkey, then DME softkey to display DME Information win-
dow.
4. Select DME softkey on PFD to display DME TUNING Window.
5. Select NAVI, NAV2 or HOLD mode from DME TUNING window.
No change.

balance data in Section 6 of the Pilot's Operating Handbook and Airplane
Flight Manual.

9-20, 2 of 4 REVISED: ifiIay7,2Ol8
SECTION 9
PA-28.181. ARCHER III SUPPLEMENT 3

c0H1
'132.500 nx c0tt2
x :]lirJtl
20 ."--- - 20
41,
:l{1 10_ __10
t0 -- -10
l;'1,
X 326"
R
)r"rVr"r/ ,;/
l ktH;l
tar
n
.,.r'.\o ll 'a/
t
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ofl-
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.f.
/ \rgo or
-- D.l
\;.$
\,,/,/ (;l 1lr r n,ill
'-_-"/,1, Havzl )iP0R1
XPDR
DME Display on Garmin PFD

Figure I
Legend - Figure I
1. DME Information Window 1
E
2. DME MODE ANNUNCIATOR 2 v1
Displays the DME operating mode;NAV I or NAV 2 I 1,JU
3
or HOLD as selected in the DME TUNING window.
4
3. FREQUENCY
Displays the frequency of the VOR/DME or VORTAC selected on the
associated navigation radio or the frequency being held (HOLD) that
was previously selected.
4. DISTANCE DISPLAY (NM)

DME distance to VOR/DME or VORTAC displayed in .1 nautical mile
increments up to 99.9 NM, then in increments of one nautical mile to
up to 389 NM.

3 of 4 9-21
SECTION 9

Legend - Figure 1 (continued)
5. DME TUNING Window (NAVI, NAV2, HOLD)
Allows access to the DME operating mode as follows:
NAV 1 Selects DME operation Dr,rE t100E

with No. I VIIF naviga-
tion set; enables chan- WN
NAV2
nel selection by NAV I
HOLD
frequency selector con-
trols.
NAV 2 Selects DME operation with No. 2 VHF navigation set; enables
channel selection by NAV 2 freqrtency selector controls'
HOLD Selects DME memory circuit; DME remains channeled to station

which was last channeled when HOLD was selected and will
continue to display information relative to this channel. Allows
both the NAV I and NAV 2 navigation receivers to be set to new
operational frequencies without affecting the previously selected
(HOLD) DME operation.
l-j{o-NoTtr_l
In the HOLD mode, the frequency being held
remains in the DME Information Window and
does not update when NAVI or NAV2 frequencies
are being updated.
rNom-]
If NAVI or NAV2 are yellow-x'd on the PFD, the
associated DME indication will be valid if it was
the active DME when the NAV failure occuned.
Switching to the DME associated with the failed
NAV will not be possible.

9-22, 4 of 4
SECTION 9

AND
SUPPLEMENT NO.4
FOR
APPAREO VISION 1OOO UNIT

FAA Approved Airplane Flight Manual when the oprional Appareo Vision 1000
unit is installed in accordance with Piper Drawing lo742o. The information
contained herein supplements or supersedes the Pilot's Operating Handbook
and FAA Approved Airplane Flight Manual only in those areas listed herein.
For limitations, procedures and performance information not contained in
this supplement, consult the Pilot's Operating Handbook and FAA Approved
Airplane Flight Manual. This supplement has been FAA Approved as a
permanent part of this handbook and must remain in this handbook at all times
when the optional Appareo Vision 1000 unit is installed.
FAA APPROVED
oDA-510620-CE
Vero Beach, Florida
DATE OF APPROV AL: December 22. 2Ol7

I of 4, 9-23
SECTION 9
SUPPLEMENT 4 PA.28.181. ARCHER III
SECTION 1. GENERAL
This supplement supplies information necessary for the operation of the
airplane when the optional Appareo Vision 1000 unit is installed. The
information contained within this supplement is to be used "as described"
in conjunction with the complete handbook.
No change.

No change.

OPERATION
This system does not require flight crew interface during aircraft operation.
The flight crew need only ensure that an Appareo SD card is in the Vision
1000 prior to flight operations.
During low light operations, quality of images

may be reduced.
To insert memory card:

L Open access door on Vision 1000
2. Ensure proper orientation of SD memory card and Insert, push in to secure
3. Check status of LED (see table below)
4. Close Vision 1000 access door
To remove memory card:

1. Open access door on Vision 1000
2. Push on SD memory card to release and remove
3. Close Vision 1000 access door

9-24, 2 of 4
SECTION 9
PA.28-181, ARCHER III SUPPLEMENT 4
Status Indicators:
w&
I Red Fault detected: Refer to ICA
2 Blue Booting
-t Green Operating
4 Yellow SD card not inserted: insert SD card and veri$ Green LED
SD card not formatted correctly: fomat SD to NTSR veriff
GreenLED
GPS lock not received: Allow l5 minutes to clear, if problem
persists contact Appareo
5 NO LED Not functioning: Refer to ICA
SECTION 5. PERFORMANCE
No change.


3 of 4, 9-25
SECTION 9
SECTION 7- DESCRIPTION AND OPERATION

The Vision 1000 system is a data gathering system utilizing global positioning,
image capturing, flight attitude acquisition, and ambient audio recording' It
will record the aircraft's airframe attitudes, rates, accelerations, GPS position,
and record cockpit audio and images.
The Vision 1000 system is protected via an in-line fuse located behind the
instrument panel. Power may be removed from the Vision 1000 system
by selecting AVION MASTER OFF or unplugging the cannon plug on the
camera.

9-26, 4 of 4
SECTION 9

AND
SUPPLEMENT NO.5
FOR
FLIGHTCOM MODEL 403 INTERCOM

FAA Approved Airplane Flight Manual when rhe optional Flightcom model
403 intercom is installed in accordance with Piper Drawing 107421. Îhe
information contained herein supplements or supersedes the Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual only in those areas
listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual. This supplement has been FAA Approved as
a permanent part of this handbook and must remain in this handbook at all times
when the optional model 403 unit is installed.
FAAAPPROVED:
oDA-510620-CE
Vero Beach, Florida
DATE OF APPROV AL: December 22. 2Ol7

I of 4 9-27
SECTION 9
SECTION 1. GENERAL
airplane when the optional Flightcom model 403 intercom is installed. The
information contained within this supplement is to be used in conjunction
with the complete handbook.
No change.

Intercom Failsafe Feature
In the event of a power supply intenuption to the intercom, the integral failsafe
mode in the intercom will provide the pilot's and copilot's headsets with normal
ICS and aircraft radio operation. When using a stereo headset set the headset
switch to Mono. Using headsets with a stereo headphone plug but without a
Mono setting will cause only one earphone to be active.
The Flightcom model 403 intercom does not have a dedicated circuit breaker
but is protected via an in-line fuse located behind the instrument panel.

Adjusting the Intercom and Headsets
To adjust the intercom and headsets:
1. Plug headsets into the co-pilot and passengerjacks in the aircraft.
Using stereo headphones without a Mono setting

willcause only one earphone to be active.
2. Turn on the aircraft BATT MASTR switch to turn on the intercom.

3. Set the intercom Volume control knob to the l1 o'clock position.
4. Set the intercom Squelch control knob to the 3 o'clock position.
5. Turn up each headset volume to l/2 the available volume control.
6. Position the headset boom microphone l/8" from your lips to the side
of your mouth.

9-28, 2 oI4
SECTION 9
PA.28.181, ARCHER III SUPPLEMENT5

Adjusting the Intercom and Headsets (continued)
)
r-Noril
Noise canceling microphones will not operate
correctly if they are more than 1/8" from the
mouth.
7. While speaking loudly, adjust the ICS volume controls on the Garmin
audio panel to set the pilot and copilot volumes to a comfortable level.
The Flightcom 403 ICS volume should then be adjusted to set passenger
ICS volumes.
Adjusting the Squelch Control
To adjust the squelch control:
l. While no one is talking, turn the intercom Squelch control knob as far
clockwise as possible while still blocking background noise.
2. Re-adjust the setting in flight to compensate for different noise levels.
[Nmtr_l
If you set the squelch too high by turning the
Squelch control knob counterclockwise, your
voice will be cut out unless you talk very loudly;
if you set the squelch too low by turning the
Squelch control knob clockwise, the background
noise will be heard occasionally. The intercom
will not interfere with normal use of the radio and
will allow passengers to hear the aircraft radio and
sidetone.
Radio Transmission
To transmit on the radio as the co-pilot and/or passengers, push the prr switch
associated with your headset plug-in panel. Only the person whose push-
to-talk switch is depressed will be heard over the radio. No other intercom
conversations will be transmitted over the radio at that time.
t-ForB--l
Ifyour push-to-talk switch fails, you can use the
existing handheld microphone to talk on the radio
while listening over the intercom.

3 of 4 9-29
SECTION 9
SUPPLEMENT 5 PA-28-I.81. ARCHER III

Isolate Switch
For normal intercom and transmit operations, place the Isolate switch in the
ICS position. To isolate the passengers from transmitting and receiving radio
communications, place the Flightcom 403 Isolate switch in the Isolate position.
Placing the Isolate switch in this position will allow continued use of the
intercom between copilot and passengers. Isolation of the the pilot ICS and
radio transmission/reception will be controlled through use of the Garmin audio
panel ICS isolation intercom controls.
SECTION 5. PERFORMANCE
No change.
SECTION 6, WEIGHTAND BALANCE


See Flightcom Model 403 Panel-Mount Intercom Installation/Operation Manual
for a complete description of the Flightcom model 403 system (www.Flightcom.
net).
The Flightcom 403 panel-mount intercom is installed in the aircraft to provide
radio communication capability to the aft seat passengers. The Flightcom 403
system is interfaced with the copilot and both aft passenger headset plug-in
panels. The aft seat passengers may transmit on the radio by pressing the
press to talk (PPT) switch on their associated headset plug-in panel. Pilot
radio transmissions will have priority over the passengers. The pilot is not
effected by the configuration of the Flightcom 403 system and is independently
controlled by the Garmin GMA 1360 audio panel. Isolation of the ICS and
radio transmissions is performed using a combination of Garmin GMA 1360
audio panel and Flightcom 403 system isolation switches . See section 4 of this
supplement for normal operating procedures.

9-30, 4of4
SECTION 9
PA.28.181, ARCHER III SUPPLEMENT6
SUPPLEMENT 6
CARBURETED 0.360 ENGINE INSTALLATION

FAA Approved Airplane Flight Manual when the Carbureted 0-360 Engine
is installed in accordance with Piper Drawing 109002-001. The information
contained herein supplements or supersedes the Pilot's Operating Handbook
and FAA Approved Airplane Flight Manual only in those areas listed herein.
For limitations, procedures and performance information not contained in this
supplement, consult the Pilot's Operating Handbook and FAA Approved
Airplane Flight Manual.
This supplement has been FAA Approved as a permanent part of this
handbook and must remain in this handbook at all times when the Carbureted
0-360 Engine is installed.
FAA APPROVED
oDA-5r0620-CE
Vero Beach, Florida
DATE OF APPROVAL: December 22.2017

1of22 9-31
SECTION 9
SUPPLEMENT 6 PA-28.18I. ARCHER III
SECTION 1. GENERAL
airplane when the Carbureted 0-360 Engine is installed. The information
contained within this supplement is to be used "as described" in conjunction
with the complete handbook.
| 1.s ENGTNES
(c) Engine Model Number
Carbureted O-360-A4M
C) Engine Type Four Cylinder, Direct Drive,

Horizontally Opposed, Air Cooled
2.7 POWERPLANT LIMITATIONS
(c) Engine Model No.
Carbureted o-360-A4M
REPORT: VB'2749 ISSUED: December 22, 2017

9-32, 2 of 22 REVISED: July 31,2018
SECTION 9

l--Tom-_l
Only those Emergency Procedures that are specific
to a Carbureted engine, are provided in this
supplement. Refer to Pilot Operating Handbook
Section 3 for all Emergency Procedures.
3.5b Engine Power Loss
Engine Power Loss During Takeoff

If suffrcient runway remains for a complete stop:
Landing ..................LAND and STOP STRAIGHT AHEAD
8rakes,......... ................as required
If insufficient runway remains:

Flaps AS REQUIRED
l-TOIE--l
Make only shallow turns to avoid obstructions.
If sufficient altitude has been gained to attempt a restart:

FUEL Se1ector.................. ...... SWITCH to tank
containing fuel
FUEL PUMP Check ON
MIXTURE... ...RICH
CARB HEAT ......... oN
If power is not regained, proceed with power-off tnnding.
Proper action following a loss of power, depends on circumstances. If
the situation allows, flaps are normally fully extended for touchdown. If
power loss was caused by fuel exhaustion, power will not be regained after
switching fuel tanks until the empty fuel lines are filled. This may require
up to ten seconds.

3o122 9-33
SECTION 9
SUPPLEMENT6 PA.28.18I.. ARCHER III

Engine Power Loss In Flight
FUEL Selector SWITCH to tank
containing fuel
FUEL PUMP .................. oN
MIXTURE .. ....RICH
CARB HEAT.......... ................oN
LEFT/RIGHT MAG Switches...... ...........Turn OFF then ON
one at a time
When power is restored:

CARB HEAT.......... OFF
FUEL PUMP OFF
Innd as soon as practical and investigate cause ofpower loss.

If power is not restored prepare for power-off landing.
Complete engine power loss is usually caused by fuel flow interruption,

attempt to restore power by turning the fuel pump ON and selecting the
other fuel tank. Move the throttle and mixture control levers to different
settings. This may restore power if the problem is too rich or too lean a
mixture or if there is a partial fuel system restriction. Water in the fuel could
take some time to be consumed, so allowing the engine to windmill may
restore power. If engine failure was caused by fuel exhaustion, power will
not be restored after switching fuel tanks until the empty fuel lines are filled.
This may require up to ten seconds. If power is still not restored, select
Carburetor Heat ON, and turn the left and right magneto switches OFF then
ON one at a time

9-34, 4 of 22
SECTION 9
PA-28.18I., ARCHER III SUPPLEMENT 6
3.5j Carburetor Icing

Carburetor Icing
CARB HEAT ...........,.... oN
MIXTURE..... ................Adjust for Maximum
Smoothness
Under certain moist atmospheric conditions at temperatures of -5"C to

20"C,it is possible for ice to form in the induction system. This is due to the
high air velocity through the carburetor venturi and the absorption of heat
from this air by vaporization of the fuel. To avoid this, carburetor preheat
is provided to replace the heat lost by vaporization. Carburetor heat should
be full on when carburetor ice is encountered.
ISSUED: December 22, 2017 REPORT: YB-T;,49

5of22 9-35
SECTION 9
3.5k Engine Roughness
ENGINE ROUGHNESS
t-TO-rE-_l
Partial carburetor heat may be worse than no heat
at all, since it may melt part of the ice, which
will refreeze in the intake system. When using
carburetor heat, always use full ON, and when
ice is removed return the control to the full OFF
position.
CARB HEAT.......... ................oN
If roughness continues after one minute:

CARB HEAT OFF
MIXTURE. Adjust for Maximum Smoothness
FUEL PUMP ON
Fuel Selector ...SWITCH TANKS
Engine Indicators ... CHECK
LEFT/RIGHT MAG Switches................ Individually Select OFF and ON
.If operation is satisfactory on either MAG, continue on that magneto at
reduced power and full RICH mixture to nearest airport.
Prepare for power-off landing.
NOII'
Engine roughness due to carburetor icing is indicated by a drop in RPM,

and may be accompanied by a slight loss of airspeed or altitude. If too much
ice is allowed to accumulate, restoration of full power may not be possible;
therefore, prompt action is required. Upon completion of this checklist, if
roughness persists, prepare for a precautionary landing at pilot's discretion.

9-36, 6 of 22
SECTION 9
PA-28-181, ARCHER III SUPPLEMENT6
Only those Normal Procedures that are specific

to a Carbureted engine, are provided in this
supplement. Refer to Pilot Operating Handbook
Section 4 for all Normal Procedures.

7 of 22 9-37
SECTION 9
SUPPLEMENT 6 PA.28.181. ARCHER III

4.5c Before Starting Engine Checklists
BEFORE STARTING ENGINE
Flaps ...................RETRACT
Passengers ..BOARD
CLOSED and SECURE
Seats............ ...,...ADJUSTED and LOCKED IN POSITION
Seat Berts and Harness.
&illT;?Y,1"{HI
FUEL Selector .DESIRED TANK
PARK BRAKE SET
Circuit Breakers CHECK IN
CARB HEAT OFF
ALTERNATE STATIC SOURCE OFF
All Electrical Switches........... OFF
BATT MASTR ....... oFF
AVION MASTER, OFF
r-Nom--l
The EMERG BATT may remain ON after checking
for proper bus operation, thereby allowing the
displays to remain active prior to engine start.
Avoid delays between this check and engine
starting to preserve emergency battery power.
EMERG BATT Switch ..ARM

E VOLTS Indication .... 23.? VOLTS (Minimum)
Verify operation of:
. PFD with no red-x's on:
. Attitude
. Airspeed
. Altitude
. Vertical Speed
. Audio Panel
. COMI
. NAVI
. Engine Indications (except oil pressure)
. Standby Flight Instruments

9-38, 8of22 REVISED: August 29, 2019
SECTION 9
PA.28-181. ARCHER III SUPPLEMENT6
4.5c Before Starting Engine Checklists (continued)
If the E VOLTS indication is less than 23.3 VOLTS, the voltage should
be checked again at the end of the GROUND CHECK checklist (after being
charged for some time by the primary electrical system). If E VOLTS is still
less than 23.3 volts, determine the cause and correct the issue prior to flight.
4.5d Engine Start Checklists

NORMAL START - COLD ENGINE
BATT MASTR Switch ..,........oN
ALTR Switch......... .....,...........ON
LEFT MAG Switch.......... .......ON
FUEL PUMP
FIN STROBE Switch........ ON
MIXTURE. FULL RICH
CAS Messages CONSIDER ANY ILLLIMINATED
STARTSWitCh.......... ... ENGAGE
THROTTLE ...................ADJUST
RIGHT MAG Switch ON
Oil Pressure. CHECK
I NOTE I
Ifengine does not start within l0 seconds, prime

and repeat starting procedure.

9 of 22 9-39
SECTION 9
SUPPLEMENT 6 PA.28-I8I. ARCHER III

NORMAL START . HOT ENGINE
ALTR Switch......... ON
LEFT MAG Switch.......... ON
FUEL PUMP ON

START Switch ....PRESS
THROTTLE .ADJUST
RIGHT MAG Switch ON
Oil Pressure CHECK
ENGINE START - FLOODED

THROTTLE OPEN FULL
BATT MASTR Switch ...............oN
ALTR Switch .oN
LEFT MAG Switch................ .oN
FUEL PLIMP OFF
MXTURE.. IDLE CUT-OFF
CAS Messages CONSIDER ANY ILLLIMINATED
Propeller....,. CLEAR
START Switch PRESS
MIXTURE... ADVANCE
THROTTLE RETARD
RIGHT MAG Swirch ..............ON
Oil Pressure. CHECK

9-40, lOof22
SECTION 9

ENGINE START. USING EXTERNAL POWER SOURCE
NOTE
The EMERG BATT switch may remain ON while
using external power. The emergency bus does not
receive power from the external power source due
to a relay in the circuit.
ALTR Switch OFF
LEFT MAG Switch ....... .oN
EMERG BATT Switch... VERIFY ARM
All Electrical Equipment. OFF
External Power................ .............APPLY
THROTTLE ....114 in. OPEN
FUEL PUMP ON
MIXTURE FULL RICH
) Propeller .............CLEAR
START Switch .................PRESS
RIGHT MAG Switch ..............ON
Oil Pressure
BATT MASTR Switch ... ON
THROTTLE LOWEST POSSIBLE RPM
ExternalPower.......... DISCONNECT
ALTR Switch ON - Check Ammeter Indication
[-mrE-_l
DO NOT ATTEMPT FLIGHT IF THERE IS NO
INDICATION OF ALTERNATOR OUTPUT.
N()l'ti
can be intem.rpted by the formation of fuel vapor
4.15.

REVISED: January 9, 2Ol9 1lof22 9-41
SECTION 9
SUPPLEMENT6 PA.28.1.81. ARCHER III
4.5g Ground Check Checklist

GROUND CHECK
PARK BRAKE .SET
THROTTLE RPM
2OOO
LEFT/RIGHT MAG Check.......... ...MAX. DROP 175 RPM
MAX. DIFF. 50 RPM
Oil Temperature CHECK
Oil Pressure CHECK
VOLTS Indication..... CHECK BUS (28 +/- I VOLT)
ALTR AMPS Indication.... CHECK NORMAL
CARB HEAT .APPROX. 75 RPM DROP
FUEL PUMP .... OFF
Verify Engine Operation
THROTTLE .RETARD
If E VOLTS indication
less than 23.3 VOLTS during BEFORE
STARTING ENGINE Checklist:
AVION MASTER Switch ............ oFF
ALTR Switch OFF
E VOLTS Indication.............. ..23.3 VOLTS MINIMUM
If E VOLTS less than 23.3 VOLTS, determine cause of low voltage
prior to flight.
If E VOLTS Greater Than or Equal to 23.3 VOLTS:
BATT MASTR Switch ...,.......ON
ALTR Switch......... ON
Operation on one magneto should not exceed 10 seconds. Avoid

prolonged ground operation with CARB HEAT "ON" as the air is
unfiltered.

9-42, 12of22
SECTION 9
4.5h Before Takeoff Checklist

BEFORE TAKEOFF
BATT MASTR Switch ... VERIFY ON
ALTR Switch VERIFY ON
FUEL PUMP ...,..ON
LEFT/RIGHT MAG Switches.. VERIFY ON
Flight Instruments.............. CHECK
Standby Flight Instruments.... ........CHECK
CAS Messages CONSIDER ANY ILLTIMINATED
System Messages (Messages Softkey)....... .........CONSIDER I
Engine Indications... ........ CHECK
CARB HEAT ............ oFF
MIXTURE. SET
Seat Backs... ERECT
Seats ADJUSTED AND LOCKBD IN POSITION
) Empty Seats SEAT BELTS SECURELY FASTENED

SET
Stabilator and Rudder Trims. SET
Door .........LATCHED
Air Conditioner (if installed) OFF
r-Nom_l
Takeoff should not be attempted with ice, snow, or frost on the wings.
To achieve the takeoff performance specified in Section 5, it is necessary
to set maximum power prior to brake release. Takeoff distances shown in
Section 5 will be increased by uphill runway gradient, soft, wet, rough or
grassy runway surface, or poor pilot technique. As power is applied at the
start of the takeoff, monitor at the engine instruments to verify that the
engine is operating properly and the airspeed indicator to confirm that it is
functioning. Full throttle should also be achieved without engine backfiring,
skipping, faltering or a reduction in engine oil pressure.

REVISED: August 29, 2019 13of22 9-43
SECTION 9
SUPPLEMENT 6 P4.28.181, ARCHER III
4.51 Descent Checklist

DESCENT
Normal Descent:
THROTTLE 25OO RPM
Airspeed 122 KIAS
MIXTURE. RICH
CARB HEAT ON IF REQUIRED
Power Off Descent:

CARB HEAT ON IF REQUIRED
THROTTLE.. CLOSED
Airspeed AS REQUIRED
MIXTURE... AS REQUIRED
VERIFY WITH THROTTLE
EVERY 30 SECONDS
If a prolonged power off descent is to be made, apply full carburetor

heat prior to power reduction if carburetor icing conditions are suspected.
Throttle should be retarded and mixture control leaned as required. Power
response should be verified approximately every 30 seconds by partially
opening and then closing the throttle (clearing the engine). When leveling
off enrichen mixture, set power as required and select carburetor heat off
unless carburetor icing conditions are suspected.
4.5m Approach and Landing Checklist

APPROACHAND LANDING
Carburetor heat should not be applied unless there is an indication
of carburetor icing, since the use of carburetor heat causes a reduction in
power which may be critical in case of a go-around. Full throttle operation
with carburetor heat on can cause detonation.

9-44, 14 of22
SECTION 9
PA.28-181, ARCHER III SUPPLEMENT6
No change.

No change.

7.5 ENGINE AND PROPELLER
The ARCHER III is powered by a four cylinder, direct drive, horizontally
opposed engine rated at 180 horsepower at27O0 rpm. It is furnished with a
starter, a 70 ampere, 28 volt alternator, a shielded ignition, a fuel pump, and a
dry, automotive type carburetor air filter.
7.7 INDUCTION SYSTEM

Not applicable.

REVISED: July 31,2018 l5 oI22 9-45
SECTION 9
| 7.9 ENGTNE CONTROLS

A carburetor heat control is located on the instrument panel right of the
control quadrant. The control displays two positions: ON (down), OFF (up).
| 7.19 FUEL SYSTEM

An electric engine priming system is provided to facilitate starting. The
primer switch is located right of the starter switch in the overhead switch panel
(see Fig. 7-10).

9-46, 16of22 REVISED: July 31,2018
SECTION 9
PA.28-18I. ARCHER III SUPPLEMENT 6
CARBURETOR
MULTI FUNCTION
II{ROTILE
DISPUY MIXTURE
INTERFACE
FUEL
.<-PFIMER
SOLENOID
PRIMER
ELECTRIC SWITCH
FUEL PUMP
FUEL STRAINEB
LEFT MAIN TANK FUELTANK
SELECTOR FIGHT MAIN TANK
VALVE
MULTI FUNCTION
FUEL SYSTEM SCHEMATIC

- Carbureted Engine -
Figure 7-6
7.23 INSTRUMENT PANEL

The instrument panel is designed to accommodate the Garmin G1000
system, the standby instrument, required switches, and remaining avionics/
options (See Figures '7-9 and 7-10 for location of each item/details).

REVISED: March n,2020 17 of22 9-47
SECTION 9
o lo
o) o
o ^^
(o) (o)
o
o o
o
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000
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ts
a
I
a
*E
c)
Egil
tr
q
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o
ggo P
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o
ffi: o
N
F
€c)
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(.)
bo
6l o a
P
X
OO O
tr
6 o
o
a
i ffi I
p c
o
o @ o
lt ro z
INSTRUMENT PANEL
Figure 7-9

9-48, l8of22 REVISED: March 27,2020
aa
<e I
N
c2g 1. Standby instrument 13. Electrical accessories (L to R)
aI
alv €
a) Aspen EBD-1000 a) Flight director / autopilot switch (option)
FH b) Garmin G5 b) Pitot heat
.5+ 2. Plate - Aircraft Registration Number c) Ventilation fan o
N r':
3. PFD Air conditioner (option)
d)
"JP 4. Audio panel 14. Dimmer rheostats (L to R)
c r.)
lio 5. MFD a) Switches
{
6. Cabin heater temp / wnd shield defroster b) Panel
7. Air conditioning temp. controller c) Avionics
8. ELT switch 15. USB
9. HOBSS meter - Billing (optional) 16. ADF (option)
10. HOBSS meter - Maintenance (optional) 17. Level Mode (LVL) Switch (optional)
11. Circuit breakers
12. Carbheat
a
:g e
BFI Ja
ItJ X
= \)
}J
t..)< Figure 7-9 (continued) r>i
Fl Fi
roN
.{
I
zo
az
55 \o o\ \o
\o
SECTION 9
SUPPLEMENT 6 PA.28-181, ARCHER III
| 7.23 TNSTRUMENT PANEL (continued)
'o o
m
____JI_
tffit
----1r
m i
(J
o
b0
6 frl
r! boo
l5
:PE
UiU
C)
g 9
€bu)>
_ ,F Eu
..L!ho-<
o o gEH gEf" g m-6
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HFE-oPFo:{-€, h>
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>- 9 E S"SAf'IE
99.HE>:.=5qttr'EFs
E eef;+ptFSE;9fi€
# rrlElcq<rr.JE
(.)
rt
I
l5
o o
OVERHEAD SWITCH PANEL

Figure 7- 10
REPORT: VB-2749 ISSUED: December 22' 2017

9-50,2Oof22 REVISED: July 31' 2018
SECTION 9
PA-28-181 ARCHER III SUPPLEMENT6
SECTION 8 . HANDLING, SERVICING, AND MAINTENANCE

8.21 FUEL SYSTEM
(a) Servicing Fuel System
At every 50 hour inspection, the fuel screens in the strainer, in the
electric fuel pump, and at the carburetor inlet must be cleaned.

2lof22 9-51
SECTION 9

9-52, 22of22
SECTION 9
PA-28-181 ARCHER III SUPPLEMENT 7

AND
SUPPLEMENT NO.7
FOR
AMSAFE INFLATABLE SEAT RESTRAINTS

(FAA STC SA02276AK)
(EASA STC 10031010)
The FAA approved operational supplement for the AMSAFE Inflatable

Seat Restraints, installed in accordance with STC SA02276AK, is required for
operation of this system. AMSAFE will be responsible to supply and revise
the operational supplement. It is permitted to include the AMSAFE Inflatable
Seat Restraints supplement in this location of the Pilot's Operating Handbook
unless otherwise stated by AMSAFE. The information contained in the
AMSAFE Inflatable Seat Restraints supplement may supersede or supplement
the information in the basic Pilot's Operating Handbook and FAA Approved
Airplane Flight Manual with respect to the operarion of the AMSAFE Inflatable
Seat Restraints system. For limitations, procedures and performance information
not contained in the AMSAFE supplement, consult the basic Pilot's operating
Handbook and FAA Approved Airplane Flight Manual.

REVISED: July 31,2018 9-s3
SECTION 9
SUPPLEMENTT PA.28.18I. ARCHER III
REPORT: VB-2749 ISSUED : December ?2, 2Ol7

9-s4
SECTION 9
PA.28.181. ARCHER III SUPPLEMENTS

AND
SUPPLEMENT NO.8
FOR
CONTINENTAL AEROSPACE TECHNOLOGIES
DIESEL ENGINE (TAE 125-02-114) INSTALLATION
(FAA STC SA03303AT)
(EASA STC 10014364)
The FAA approved operational supplement for the Continental Aerospace

Technologies diesel engine (TAE 125-02-114) installation, installed in
accordance with STC SA03303AT, is required for operation of this engine.
Continental Aerospace Technologies will be responsible to supply and revise
this operational supplement. It is permitted to include the Continental Aerospace
Technologies diesel engine (TAE 125-02-l l4) supplement in this location of the
Pilot's Operating Handbook unless otherwise stated by Continental Aerospace
Technologies. The information contained in the Continental Aerospace
Technologies diesel engine (TAE 125-02-114) supplement may supersede
or supplement the information in the basic Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual with respect to the operation of this
engine. For limitations, procedures and performance information not contained
in the Continental Aerospace Technologies diesel engine (TAE 125-02-114)
supplement, consult the basic Pilot's Operating Handbook and FAA Approved
Airplane Flight Manual.

SECTION 9
SUPPLEMENTS PA.28.18I..ARCHER III
REPORT: YB-n49 ISSUED: December 22, 2017

I e-s6 REVISED: August 29, 2019
SECTION 9
PA-28-L81 ARCHER III SUPPLEMENT9

AND
SUPPLEMENT NO.9
FOR
SAFE FLIGHT ANGLE OF ATTACK SYSTEM

FAA Approved Airplane Flight Manual when the Safe Flight Angle of Attack
(AoA) system is installed per the Eqgipment List.
The information contained herein supplements or supersedes the pilot's
Operating Handbook and FAA Approved Airplane Flight Manual only in those
areas listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual.
FAA APPROVED:
A.
oDA..5
PIPER AIRCRAFT,INC.
VERO BEACH, FLORIDA
DATE OF APPROVAL: March )'l .2020

REVISED: March 27,2020 1 of8, 9-57 |
SECTION 9
SECTION 1. GENERAL
The Safe Flight Angle of Attack (AoA) Indexer, referred to as the "AoA
Indicator" or simply "display" in this supplement, is a system that receives and
displays angle of attack information from the lift transducer vane installed in the
right wing of the aircraft.
l. The angle ofattack system provides advisory information only and does
not replace the aircraft's primary stall warning system,

No change.

| 9-58, 2of8 REVISED: March n,2020
SECTION 9
PA.28-18I, ARCHER III SUPPLEMENT9

4.5e BEFORE TAXIING
AVION MASTER Switch.....,.... .................ON
AoA Indicaror................... vERIFy SELF TEST
AoA Indication................. .....,.lights illuminated (not blank)
NOTE
IfAoA indications are suspected to not be accurate,
discontinue use of the AoA Indicator.
If the AoA Indicator screen turns off after

the power-on self-test, check that the AOA
INDICATOR circuit breaker is pushed in.
4.5i BEFORE TAKEOFF
AoA Reference Marker SET (if desired)

REVISED: March 27,2020 3 of8, 9-59 |
SECTION 9
SUPPLEMENT 9 PA-28.181, ARCHER III
SECTION 5 . PERFORMANCE
No change.
Factory installed optional equipment is included in the licensed weight and
balance data in Section 6 of the Pilot's Operating Handbook and Airplane Flight
Manual.
SECTION 7 - DESCRIPTION AND OPERATION OF THE AIRPLANE

AND ITS SYSTEMS
t-NoTtrl
The AoA Indicator provides advisory information
only and does not replace the aircraft's primary
stall warning system.
The Safe Flight AoA Indicating system receives and displays Angle of
Attack (AoA) information from the lift transducer on the leading edge of the
right wing. The position of the lift transducer vane on the wing's leading edge is
converted to AoA within the indicator computer on the glareshield. Indication of
angle of attack can serve as a reliable aid for low airspeed awareness. The AoA
system is completely independent of the existing stall warning system.
SYSTEM DESCRIPTION
The AoA Indicator consists of a series of red, yellow and green lights, a
reference marker, and two buttons on the right side as shown in Figure 7- I below.
Reference
Markers
Bottom
Button
AoA Indicator
Figure 7- I
REPORT: YB-2749 ISSUED: December 22, 2OI7

| 9-60, 4of8 REVISED: March 27,2020
SECTION 9
PA.28.I81. ARCHER III SUPPLEMENT 9
SECTION 7. DESCRIPTION AND OPERATION OF THE AIRPLANE

AND ITS SYSTEMS (continued)
The lights on the display shown in Figure J-1 are a general representation
of angle of attack.
l. Stall is imminent or stall is occurring.
2. Approaching stall, such as stall warning.
3. Aircraft is operating at an angle of attack which provides adequate stall
margin.
4. Aircraft is operating at a relatively low angle of attack.
The reference marker is a white triangle along the right side of the display
which can be set by the pilot as a target angle of attack during specific phases of
flight. Experience with various flight conditions will allow the reference marker
to be set at the optimum locations.
The two buttons on the right side of the display perform multiple functions.
when the upper button is pressed quickly, it raises the reference marker towards
the high AoA side and when the lower button is pressed quickly, it lowers the
reference marker towards the low AoA side. Immediately after either button is
pressed, all lights on the display will momentarily illuminate giving the pilot
awareness of where the reference marker is being set. Holding the top button
for four seconds mutes or unmutes the audio. Holding the bottom button for two
seconds dims or brightens the display.
Circuit protection for the Safe Flight AoA system is provided by the AOA
INDICATOR circuit breaker located on the bottom right of the instrument panel,
Row 3, Col. 12.
SYSTEM USAGE
After rurning on rhe AVION MASTER swirch in the BEFORE TAXIING
checklist, the pilot should verify that the AoA system self-test has successfully
completed. During the self-test all indicator lights will illuminate for
approximately five seconds, followed by a set of lights that corresponds to the
current lift transducer vane position. An audio warning will also sound for the
duration of the self-test. There is no specific lighting expectation during ground
operations, however, two red flashing lights at the top of the display or one green
light at the bottom of the display could indicate a jammed lift transducer vane. If
the red LED on the high side of the display is blinking slowly, the system must
not be used until a system calibration has been completed. Refer to Section 8 of
this supplement for further instructions.
ISSUED: December 22, 2017 REPORT: VB'2749

REVISED: March 27,2020 5 of8, 9-61 |
SECTION 9
SUPPLEMENT 9 PA,28-181, ARCHER III
SECTION 7. DESCRIPTION AND OPERATION OF THE ATRPLANE

AND ITS SYSTEMS (continued)
IfAoA indications are suspected to not be accurate,

discontinue use of the AoA Indicator.
The reference marker can be set to a target angle of attack for the desired
phase of flight. During the takeoff roll, as airflow increases over the wing, the
AoA indication will change to a representative in-flight condition. See Figure 7- I
for representative AoA indications.
Power is removed from the AoA Indicator when the AVION MASTER
switch is turned off.

| 9-62, 6 of 8 REVISED: March 27,2020
SECTION 9
PA-28-I81. ARCHER III SUPPLEMENT 9
SECTION 8 . AIRPLANE HANDLING, SERVICING, AND

MAINTENANCE
The Safe Flight AoA indicating system is not field repairable. If the
operation of the system is in doubt, apply power to the system and verify that
the power-on self-test has completed properly. If the power-on self-test is
unsuccessful, hold the top and bottom buttons on the AoA Indicator for two
seconds while power is applied. The display will illuminate all reference marker
segments and then will illuminate a particular light segment on the display. Note
which light segments illuminated, as this will aid in diagnosing the problem.
When contacting support, have the following information available:
1. Unit part number
2. Unit serial number
3. Unit software revision
4. Fault code (which LEDs illuminated on the display)
The part number, serial number, and software revision can be found on the
nameplate on the lower surface of the AoA Indicator. Detaching the unit is not
necessary as the values can be seen with the aid of a mirror or by taking a picture
with a slim camera.
SECTION 10. OPERATING TIPS

No change.

REVISED: March n,2020 7of8, 9-63 |
SECTION 9
SUPPLEMENT9 PA-28-181 ARCHER III

| 9-64, 8 of 8 REVISED: March 27,2n20
SECTION 10
PA-28.181. ARCHER III OPERATING TIPS
TABLE OF CONTENTS
) SECTION 10
OPERATING TIPS
Paragraph Page
No. No.
l0.l General 10-1

10.3 Operating Tips 10-1

L0-i
SECTION I.O
OPERATING TIPS PA-28.181, ARCHER III

10-ii
SECTION 10
PA.28.181., ARCHER III OPERATING TIPS
SECTION 10
)
OPERATING TIPS
10.1 GENERAL
This section provides operating tips of particular value in the operation

of Archer III.
10.3 OPERATING TIPS

(a) Learn to trim for takeoff so that only a very light back pressure on the
control wheel is required to lift the airplane off the ground.
(b) The best speed for takeoff is about 57 KIAS under normal conditions.
Trying to pull the airplane off the ground at too low an airspeed
decreases the controllability of the airplane in the event of engine
failure.
(c) Flaps may be lowered at airspeeds up to 102 KIAS, To reduce flap
operating loads, it is desirable to have the airplane at a slower speed
before extending the flaps. The flap step will not support weight if
the flaps are in any extended position. The flaps must be placed in the
"UP" position before they will lock and support weight on the step.
(d) The pilot should only reset a tripped circuit breaker if the system/
component is considered essential for safety of flight. Prior to resetting
the circuit breaker, wait at least one minute and verify there is no smoke
or burning smell. If the circuit breaker opens a second time, leave the
circuit breaker out. Have a maintenance inspection performed prior
to resetting the circuit breaker. Do not reset any nonessential circuit
breakers in flight.
(e) Before starting the engine, check that all radio switches, light switches
and the pitot heat switch are in the off position so as not to create an
overloaded condition when the starter is engaged.

10_1
SECTION 10
OPERATING TIPS PA.28.I8I. ARCHER III
10.3 OPERATING TIPS (continued)

(f) Anti-collision lights should not be operating when flying through cloud,
fog or haze, since reflected light can produce spacial disorientation.
Strobe lights should not be used in close proximity to the ground such
as during taxiing, takeoff or landing.
(g) The rudder pedals are suspended from a torque tube which extends
across the fuselage. The pilot should become familiar with the proper
positioning of his feet on the rudder pedals so as to avoid interference
with the torque tube when moving the rudder pedals or operating the toe
brakes.
(h) In an effort to avoid accidents, pilots should obtain and study the
safety related information made available in FAA publications such as
regulations, advisory circulars, Aviation News, AIM and safety aids.
(i) Prolonged slips or skids which result in excess of 2000 ft. of altitude
loss, or other radical or extreme maneuvers which could cause un-
covering of the fuel outlet must be avoided as fuel flow interruption
may occur when tank being used is not full.
C) Hand starting of the engine is not recommended, however, should hand

starting of the engine be required, only experienced personnel should
attempt this procedure. The magneto selector should be placed to
"LEFT" during the starting procedure to reduce the probability of "kick
back." Place the ignition switch to "BOTH" position after the engine
has started.

t0-2

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ARCHER III

FAA APPROVED IN NORMAL AND UTILITY CATEGORIES BASED ON CAR 3.

THIS FLIGHT MANUAL IS EASA

REPORT: VB-2749 ISSUED: December 22, 2017

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

ISSUED: December 22, 2Ol7 REPORT: VB-2749

The information compiled in the Pilot's Operating Handbook, with the

Revision material will consist of information necessary to update the text

Black vertical lines indicate current revisions only. correction of typographical

ORIGINAL PAGES ISSUED

REPORT: VB-2749 ISSUED: December 22, 2017

Revision FAA Approval

Rev.2 Added EASA approval

l-8a thru Added pages for table.

ISSUED: December 22, 2017 REPORT: VB-2749

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (continued)

Rev.3 ll Updated copyright.

Rev.4 VI Added Rev.4 to TOC.

REPORT: VB-2749 ISSUED: December 22, 2017

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (continued)

Rev. 5 vl-a Added Rev. 5 to TOC.

Rev.6 1l Updated copyright.

ISSUED: December 22, 2Ol7 REPORT: YB-2749

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (continued)

REPORT: VB-2749 ISSUED: December 22, 2017

SECTION 3 EMERGENCY PROCEDURES

SECTION 4 NORMAL PROCEDURES

SECTION 6 WEIGHT AND BALANCE

sEcTtoN 7 DESCRIPTION AND OPERATION OF

ISSUED: December 22, 2Ol7 REPORT: YB-2749

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-2749 ISSUED: December 22, 2017

ISSUED: December 22, 2Ot7 REPORT: YB-2749

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT vB-n49 ISSUED: December 22, 2017

This handbook is not designed as a substitute for adequate and competent

Assurance that the airplane is in an airworthy condition is the responsi-

Although the arangement of this handbook is intended to increase its

ISSUED: December 22, 2OI7 REPORT: VB-2749

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: YB-2749 ISSUED: December 22, 2017

Supplemental information or highlights considered of

THIS SPACE INTENTIONALLY LEFT BLANK

ISSUED: December 22, 2017 REPORT: VB-2749

Min tumlng radius 30 (ft)

REPORT: YB-2749 ISSUED: December 22, 2017

(b) PropellerManufacturer Sensenich

ISSUED: December 22, 2Ol7 REPORT: VB-2749

1.13 MAXIMUM WEIGHTS

1.15 STANDARD AIRPLANE WEIGHTS

REPORT: VB-2749 ISSUED: December 22, 2Ol7

1.17 BAGGAGE SPACE

1.19 SPECIFIC LOADINGS

1.21 G1000 GNSS (GPS/SBAS) NAVTGATTON SYSTEM EQUTPMENT

The Garmin G1000 Integrated Avionics GNSS navigation system as installed

The Garmin G1000 Integrated Avionics GNSS navigation system as installed

ISSUED: December 22, 2017 REPORT: VB-2749

1.21 G1OOO GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT

No time limit using

Part 91, Pafi 91