Cheyenne IIXL

Reference Manual
CHEYENNE I/II

CHEYENNE IA

CHEYENNE IIXL
Cheyenne IIXL
Reference Manual
Piper PA-31T2 Reference Manual

Chapter 1
Aircraft General
Table of Contents

Overview ..................................................................................... 1
Airframe Structure...................................................................... 2
Nose Section .............................................................................. 2
Center Section............................................................................ 4
Aft Section................................................................................. 14
Ground Handling....................................................................... 16
Ground Security........................................................................ 17
Limitations................................................................................ 18
Emergency Procedures............................................................ 18

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Overview

The Piper PA-31T2 Cheyenne IIXL is a high performance, twin

turboprop, pressurized, six to ten place airplane certificated
in the normal category. The standard airplane is approved for
day and night VFR operations. With the appropriate optional
equipment installed and operational, the airplane may be flown
under IFR and in icing conditions as defined by the FAA.

Publications
The Piper Aircraft Corporation publishes handbooks providing
airplane systems information and operating instructions. These
publications include, but are not limited to, the FAA approved
Airplane Flight Manual (AFM), the Pilot Operating Handbook
(POH), and the Information Manual.

Airplane Equipment
Airplane systems and equipment provided by the manufacturer
as standard from the factory, as well as manufacturer installed
optional accessories will be covered in this text. Vendor sup-
plied Supplemental-type Certificated (STC) accessories will not
be included. This general description chapter will discuss the
basic airframe structure and related accessories.

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Airframe Structure

The PA-31T2 is a low-wing airplane of primarily all-metal con-

struction with retractable landing gear. The external skin is
fastened to longitudinal beams, bulkheads, stringers, and stiff-
eners, to form a rigid structure. Fiberglass is used to form the
nose and tail cones, some fairings, and the tips of the vertical
and horizontal stabilizers.

The fuselage is of semimonocoque design consisting of the

nose section, pressurized center section, and aft section.

Nose Section

The unpressurized nose section contains the nose baggage

compartment and the avionics bay. The nose baggage com-
partment is located just aft of the hinged swing-open type nose
cone which contains the weather radar antenna and provides
access to the battery.

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s NOSE BAGGAGE DOOR LATCH s AVIONICS BAY

Access to the nose baggage compartment is through a left

side hinged door secured with a key lock and a handle operat-
ing two latches. Included in the nose section is the hydraulic
power pack, hydraulic wheel brake reservoir, oxygen supply
bottle, and environmental control system.

Aft of the nose baggage compartment and forward of the

center section pressure bulkhead is the avionics bay. Access
is gained through left and right side panels secured by quick
disconnect fasteners.

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Center Section

The airplane center section is reinforced and sealed for pres-

surization to the skin between forward and aft pressure bulk-
heads. Included in the center section are the cabin door, flight
compartment, and passenger cabin.

The two-piece glass windshield is standard with heating ele-

ments installed.

There are nine stretched acrylic plastic windows, which are part
of the pressure vessel, located in the center section with five on
the right side and four on the left. All nine windows are fixed,
with a small storm window located in the forward part of the
pilot’s side window. The nine stretched acrylic plastic windows
have an inner window installed.

Note: No pressurized flight is allowed if any cracks are ob-

served in a window, windshield, or any structure within the
pressurized area of the fuselage.

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Proper care and maintenance of windshields and windows is

essential for a pressurized airplane. Windshields and windows
should be kept clean and waxed following the methods and
materials prescribed by the manufacturer.

Caution: Do not use gasoline, alcohol, benzene, carbon tet-

rachloride, thinner, acetone, other strong solvents, or window
cleaning sprays. Do not use plastic cleaner on heated wind-
shield.

Cabin Door
The cabin door is a single section assembly which, when
closed and latched, forms an integral part of the pressure ves-
sel.

s CABIN AIRSTAIR DOOR OPEN

The door, when fully open, forms a stairway for access to the
aircraft. Installed in the center of the door are three stair steps
which extend or retract as the door is opened or closed. An
optional pneumatic snubber may be installed on the door to
cushion the rate of opening. Two plastic covered cables are
used to form hand rails and to support the door in the open
position.

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The door is attached to the
fuselage with a piano-type 3
hinge at the bottom and is
held securely closed by seven
locking pins (three on each
side of the door and one in
the top) which extend into the
door frame. An auxiliary lock 2
is incorporated in the latching
mechanism to prevent inad-
vertent opening of the door 1
from the inside.

5
4 6

1. Locking Pin 4. Exterior Door Handle

2. Pneumatic Seal 5. Interior Door Handle
3. Step Extender 6. Safety Release Button

To open the door from the outside, pull the flush mounted
handle out and rotate it clockwise. The door will swing out and
down to form the entrance stair. To open the door from the
inside, pull the safety release button located adjacent to the
handle and rotate the handle counterclockwise.

Note: To prevent damage or injury, lower the door gently by

supporting it while opening from the outside or by using the
cable assemblies when opening from the inside.

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To close the door, position it in the frame by pulling up on the

support cable (inside) or pushing up from the bottom (outside).
Hold the door in place and secure it by rotating the handle
(outside-counterclockwise, inside-clockwise).

s EXTERIOR CABIN DOOR HANDLE s INTERIOR CABIN DOOR HANDLE

With electrical power applied to the airplane, a red [CABIN DR

UNSAFE] annunciator light in the flight compartment will illu-
minate if the door locking pins are not properly seated. This
annunciator light is controlled by a door warning switch located
in the frame of the cabin door. With the door unsecured, the
electrical circuit through the switch is completed causing the
annunciator light to illuminate.

When the cabin door is se-

curely closed, the locking pins
depress the door warning
switches which interrupt the
circuit and cause the annun-
ciator light to extinguish.

s CABIN DOOR WARNING SWITCH

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A pneumatic seal is installed
around the periphery of the
door. The seal is inflated by
pressurized bleed air from the
engines at 18 +1/-3 psi. The
lower forward door warning
switch also operates a sole-
noid valve located in the frame
just forward of the cabin door.
When the door locking pin is
fully seated, the solenoid valve
routes the bleed air to the door
seal. When the door locking pin s CABIN DOOR SEAL PRESSURE LINE
is retracted, the solenoid valve
deflates the seal to allow easy opening and closing of the door.
A pressure sensor in the bleed air line will cause the [CABIN
DR UNSAFE] annunciator light to illuminate if the pressure
drops below 12 psi.

Cargo Door (optional)

The cargo door is a single section assembly which, when
closed and latched, forms an integral part of the pressure ves-
sel.

When fully open, the door provides an opening 52 inches high

and 49 inches wide to allow loading of bulky items into the
aircraft. The top of the door is attached to the fuselage with a
piano-type hinge and is held securely closed by three locking
pins (two in the bottom and one in the side) which extend into
the door frame. A pneumatic seal is installed around the pe-
riphery of the door which operates in conjunction with the cabin
door seal. The cargo door latching mechanism can only be
operated from the outside and the cabin door must be open in
order to open the cargo door.

To open the door, the flush mounted handle must be pulled out
and rotated counterclockwise. Swing the door out and up to
the open position. The door is held open by two latches locat-
ed in the top of the door. The door is closed by pulling it down,
and secured by rotating the handle clockwise.

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Flight Compartment
The flight compartment provides for a crew of two, with full
instrumentation for the pilot, and optionally available equipment
for the copilot. Dual elevator, aileron, and rudder controls are
standard on the PA-31T2. Pilot wheel brakes are the standard
installation with copilot wheel brakes optional.

The pilot’s and copilot’s seats

are installed on track assem-
blies attached to the flight
compartment floor. Each seat
is provided with seat belts and
a shoulder harness. The seat
belts are attached to each
side of the seat and fasten
in the center. The shoulder
harness is attached to the
airplane overhead structure
aft and outboard of each seat.
The opposite end of the harness s PILOT'S SEAT BELT FASTENERS
attaches to the end of the out-
board seatbelt. An inertia reel is installed which allows normal
occupant movement until abrupt forward motion causes a lock-
ing device to secure the harness.

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2

3 1

1. Fore and Aft Adjustment

2. Vertical Height Adjustment
3. Seat Back Adjustment
4. Hand-Held Fire Extinguisher

These seats can be adjusted fore and aft by lifting the low-
est handle located on the forward face of the seat frame. The
seats are also adjustable vertically and with a reclining seat
back. The seats are raised or lowered by lifting the upper han-
dle located on the forward face of the seat frame, and the seat
back tilted by a lever located on the inboard side of the seat
cushion. When not in use, the inboard armrests are stowed
flush with the seat cushion. The armrests are lowered by press-
ing the latch release located in the lower front of the armrest
and pushing the armrest down.

An optional hand-held fire extinguisher may be mounted to the

seat frame beneath the pilot’s seat. Refer to the emergency
procedures for proper operation of this fire extinguisher.

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Passenger Cabin
The passenger cabin may be separated from the flight com-
partment by optional curtains or partitions.

s FORWARD PASSENGER CABIN

Parallel seat tracks, installed

along both sides of the cabin,
allow for installation of up to
eight passenger seats. Stan-
dard executive style seats with
a headrest are adjustable fore
and aft and recline and are
equipped with safety belts.
Seats may be installed fac-
ing forward or aft, as desired.
When not in use the inboard
armrests are stowed flush with
the seat cushion. The armrests s AFT PASSENGER CABIN
are lowered by pressing the latch
release located in the lower front of the armrest and pushing
the armrest down. Seats installed facing aft must be locked in
the upright position. An executive writing table is also available
as an option.

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s AIR OUTLET s PASSENGER READING LIGHTS

I ndividually controlled air outlets and reading lights are installed

for each passenger.

s AFT TOILET AREA s REFRESHMENT CABINET

n optional toilet and refreshment cabinets are also available.

A
When installed, the hinged cover of the toilet is used as an ad-
ditional passenger seat. Privacy for the aft toilet area is pro-
vided by a curtain.

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s EMERGENCY EXIT WINDOW

An emergency exit window is

located aft of the copilot’s side
window on the right side of the
passenger cabin. The rect-
angular plug-type exit is held
in the airframe by brackets
on the bottom and a pull-type
latch located in the top of the
window. There is no security
indicating system associated
with the emergency exit win-
dow. Refer to the emergency
procedures for proper operation s EMERGENCY EXIT WINDOW HANDLE
of this exit.

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Aft Section

The unpressurized tail cone structure contains the control

cables for the tail control surfaces, the emergency locator
transmitter and other miscellaneous optional equipment. At-
tachment points for the tail surfaces are also incorporated in the
tail cone.

Empennage
The empennage includes the vertical stabilizer and rudder, the
two-piece horizontal stabilizer and elevators, with the attached
trim tabs. Semimonocoque construction of the empennage
includes spars, stringers, ribs, and skin.

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Wings
Both wings are all-metal, full cantilever structures consisting of
a center main spar, and a front and rear spar with ribs installed
between the spars. The center main spar of each wing extends
into the center of the fuselage where they are fastened together
with high strength butt fittings forming a continuous main spar.
Attachment points are provided in the sides of the fuselage for
the front and rear spars as well as the main spar.

The wings provide the support

structure for the engines, main
landing gear, ailerons, and
flaps. A wing tip fuel tank, two
bladder-type fuel cells, and a
wet nacelle tank are incorpo-
rated in each wing.

s TYPICAL ENGINE NACELLE

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Ground Handling

A tow bar attached to the nose gear towing lugs is used to tow
the airplane forward or to push it aft when it is positioned on a
hard surface. With the airplane positioned on a soft surface,
or anytime damage might be caused to the nose gear, the
airplane may be towed with lines (rope) attached to the main
gear struts just below the side brace link attachments. The
lines should be long enough to clear the nose or tail by at least
fifteen feet and a qualified person must ride in the pilot’s seat to
use the nose wheel steering and wheel brakes.

s TOW BAR ATTACHMENT s TURN/TOW LIMITATIONS PLACARD

hen using a tow bar attached to the nose gear, the nose gear
W
turning limits of 40° must not be exceeded. Do not push or pull
on propellers or control surfaces when moving the airplane on
the ground. The pilot should ensure that all personnel involved
with repositioning the airplane are aware of the proper proce-
dures and limitations as outlined by the manufacturer.

Caution: Do not tow the airplane when the controls are se-
cured. When towing, do not turn the nose gear in either direc-
tion beyond its 40° arc from center as this will result in damage
to the nose gear and steering mechanism.

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Ground Security

To ensure proper ground security during regular weather con-

ditions, the airplane should be parked on a hard surface with
the nose pointing into the wind. To prevent damage to the
airplane when parked, the parking brake should be engaged,
wheel chocks installed, the controls locked, a static ground
cable connected, and protective covers installed. In conditions
of excessive moisture/freezing the parking brake should not be
engaged.

Caution: Care should be exercised when setting brakes that

are overheated or during cold weather when accumulated
moisture may freeze brake shoes and discs together.

s WING TIE DOWN POINT s AFT FUSELAGE TIE DOWN POINT

or extended parking or if gusty wind conditions are expected

F
the airplane should also be tied down with ropes at an angle to
the ground of 45° leaving sufficient slack to prevent damage
should the ropes contract.

Note: Additional preparations for high winds include using tie

down ropes from the landing gear forks and securing the rud-
der.

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Limitations

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material, markings and plac-
ards, or any combination thereof for all limitations.

Emergency Procedures

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material (supplementary
checklist) as revised, for procedural information.

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Chapter 2
Powerplant
Table of Contents

Overview...................................................................................... 1
Engine Description..................................................................... 1
Principal Engine Sections.......................................................... 3
Engine Operation ....................................................................... 4
Compressor Bleed Valve Schematic......................................... 5
Engine Airflow Stations............................................................. 7
Engine Controls.......................................................................... 8
Engine Instrumentation........................................................... 12
Engine Oil System..................................................................... 15
Engine Oil System Schematic.................................................. 17
Ignition and Engine Start......................................................... 18
Ignition System Schematic...................................................... 19
Auto Ignition System Schematic............................................. 19
Fuel Control System ................................................................ 21
Propeller Underspeed Condition Schematic.......................... 27
Propeller Overspeed Condition Schematic............................ 28
Propeller Onspeed Condition Schematic............................... 29
Autofeather System (optional) .............................................. 33
Propeller Synchronizer............................................................. 34
Propeller Synchrophaser......................................................... 35
Fire Detection System (optional) ............................................. 37
Fire Extinguisher System (optional) . ....................................... 37
Fire Detection System Schematic........................................... 38
Fire Extinguisher System Schematic...................................... 38
Limitations................................................................................ 39
Emergency Procedures............................................................ 39

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Overview

This chapter will describe the basic components, sub-systems,

and operation of the engines. Knowing and operating within
safe parameters of the engine and propeller systems, extends
engine life and ensures safety. For engine ice protection sys-
tems refer to Chapter 10.

Engine Description

s TYPICAL POWERPLANT INSTALLATION

The Piper Cheyenne IIXL is

powered by two Pratt and
Whitney PT6A-135 reverse
flow, free turbine, turboprop
engines rated at 620 shaft
horsepower manufactured by
United Aircraft of Canada, Ltd.

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Principal sections of the PT6A turboprop engine are the com-
pressor section, power section, combustion section, accessory
gearbox, and the reduction gearbox.

Compressor Section
The compressor section has a three-stage axial-flow, and single
stage centrifugal-flow compressor, driven by a single-stage re-
action turbine (compressor turbine). An output shaft, extending
aft from the compressor section, drives the accessory gearbox.

Power Section
The power section incorporates a single-stage reaction turbine
(power turbine) which rotates opposite the direction of the com-
pressor turbine. An output shaft, extending forward from the
power turbine, drives the reduction gearbox.

Combustion Section
The combustion section creates the gases that drive both the
compressor turbine and power turbine and their associated ac-
cessories.

Accessory Gearbox
The accessory gearbox is a direct drive unit which operates the
fuel pump, fuel control unit, oil pump, starter/generator, and the
NG (compressor turbine speed) tachometer transmitter.

Reduction Gearbox
A reduction gearbox provides gearing for the propeller and
drives the NP (propeller speed) tachometer transmitter, the pri-
mary propeller governor, hydraulic topping (overspeed) gover-
nor, and the fuel topping governor.

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Principal Engine Sections

Right Rear View

COMBUSTION ITT TRIM
ANNULAR AIR SECTION THERMOCOUPLE
REVERSE AND ENGINE INLET SCREEN
CONTROL LINKAGES

REVERSING
LINKAGE

OIL-TO-FUEL
HEATER
REDUCTION
GEARBOX

EXHAUST FLANGE

FUEL
CONTROL
UNIT IGNITER POWER
SECTION

COMPRESSOR
FUEL SECTION
PUMP P 2.5 AIR
AIR FILTER PRESSURE LINES
ASSEMBLY

ANNULAR AIR
INLET SCREEN
OIL FILLER CAP
Left Front View PROP GOVERNOR FUEL
PNEUMATIC LINE (Py) MANIFOLD
IGNITION
EXCITER BOX

PRIMARY
PROP GOVERNOR

REVERSING
LEVER

ACCESSORY
SECTION

COMPRESSOR
PROPELLER BLEED VALVE
SHAFT EXTERNAL OIL
FLANGE TRANSFER TUBES
REDUCTION
GEAR BOX

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Engine Operation

s INDUCTION AIR INLET

The compressor draws air for combustion and engine cooling

through the induction air inlet located on the lower front of the
engine nacelle. During flight, the ram air passing through the
air inlet is compressed by forward airspeed.

The induction air is routed

from the inlet and enters an
annular air intake, through a
protective screen, located at
the rear of the engine.

s ANNULAR AIR INTAKE

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Compressor Bleed Valve Schematic

Closed Open

Px PRESSURE

Px PRESSURE
ROLLING
DIAPHRAGM

PISTON DISCHARGE
TO ATMOSPHERE

P3 AIR P3 AIR
INLET INLET

P2.5 COMPRESSOR P2.5 BLEED AIR PRESSURE P2.5 COMPRESSOR

BLEED AIR BLEED AIR
P3 BLEED AIR PRESSURE
Px CONTROL PRESSURE
AMBIENT PRESSURE

Compression
The air is initially compressed in three stages by the axial-flow
compressor. Stator vanes, located between each stage, diffuse
the air, raise its static pressure and direct it to the next stage.

Final compression is accomplished by a centrifugal compres-

sor which also changes the direction of the air flow and directs
it into the turbine plenum. Excess pressure in the compres-
sor section, caused by changes in engine speed, is relieved
through a bleed air valve located between the second and third
stages of the axial-flow compressor.

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Combustion
An annular combustion chamber surrounds the compressor
turbine and power turbine. Compressed air from the turbine
plenum is discharged into the combustion chamber through a
series of holes in the combustion chamber liner.

1. Fuel Manifold Adapter

2. Igniter Plug Connection

Fuel metered by the fuel control system is sprayed into the

combustion chamber liner through fourteen simplex nozzles
located in a ring around the outside of the combustion cham-
ber. The resulting fuel/air mixture is ignited and the expanding
gases change direction 180° and are routed to the turbines.

The gases pass through the

compressor turbine guide
vanes which direct the flow to
the compressor turbine. After
driving the compressor tur-
bine, the still expanding gases
drive the power turbine.

Exhaust
Exhaust gases are routed
through two exhaust ports
near the front of the engine.
s EXHAUST PORT

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PA-31T2 03/10
LEGEND
N1 OR NG ................................................GAS GENERATOR SPEED
Engine Airflow Stations

N2 OR NP ......................................................... PROPELLER SPEED

NF .............................. FREE TURBINE SPEED (NOT INDICATED) STATION 5 FUEL IGNITERS STATION 4 AXIAL FLOW STATION 1 OIL TANK ACCESSORY
POWER TURBINE MANIFOLDS (4:00 AND 9:00 COMPRESSOR COMPRESSOR ENGINE INLET AREA GEAR BOX
INLET POSITIONS) TURBINE INLET (37,500 RPM
AT 100% NG)

PROPELLER AXIAL FLOW

SHAFT STATORS
COMPRESSOR
(1900 RPM NP AT 100% NF) STATION 6 TURBINE
EXHAUST DUCT

POWER TURBINE ITT COMPRESSOR

(33,000 RPM PROBE ACCESSORY
TWO STAGE TURBINE GEARBOX
AT 100% NF)

FOR TRAINING PURPOSES ONLY

POWER TURBINE GUIDE VANES INPUT SHAFT
REDUCTION GEARING

STATION P2.5

INLET AIR
COMPRESSED AIR ACCESSORY
DRIVE PAD
COMBUSTION AIR AREA
EXHAUST AIR CENTRIFUGAL COMPRESSOR
STATION 7 POWER STATION 3 IMPELLER BLEED VALVE STATION 2 ENGINE INLET
EXHAUST OUTLET TURBINE FUEL COMBUSTION (37,500 RPM (7:00 POSITION) COMPRESSOR INLET SCREEN
STATORS NOZZLE CHAMBER INLET AT 100% NG)

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Piper PA-31T2 Reference Manual
Engine Controls

Levers and switches used to control engine functions are lo-

cated on the control pedestal and overhead switch panel in the
flight compartment. The primary engine controls are cable-
operated and positioned in groups of two at the top of the
pedestal forward of, and between the pilot’s and copilot’s seats.
These are from left to right: power levers, propeller levers, and
condition Levers. The knobs are shaped so they can be identi-
fied by feel. Lever friction control is also provided.

2 4

1. Power Levers
The power levers are used to set engine power from idle to
maximum by controlling the NG governing section of each en-
gine’s fuel control unit. When the power levers are moved for-
ward from the “IDLE” position, NG (compressor turbine speed)
is increased and engine power increases. Lifting the power
levers and pulling them aft past an idle detent will control the
engines and propellers in the beta and reversing range.

Note: Propeller reversing on unimproved surfaces may cause

propeller erosion from reversed airflow and, in dusty conditions,
obscure the pilot’s vision.

Caution: Moving the power levers to the “REVERSE” position

when the engines are not running will damage the reversing
linkage.

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2. Propeller Levers
The propeller levers are used to select a desired propeller
RPM. Movement of a propeller lever changes the setting of its
associated primary governor which automatically adjusts blade
pitch to maintain selected propeller RPM as airspeed and/or
engine power changes. Pulling a lever fully aft to the “FEATH-
ER” position allows its associated prop to feather. Increased
friction in the aft range of propeller lever travel prevents inad-
vertent selection of “FEATHER.”

3. Condition Levers
The condition levers control fuel flow through the start control/
flow divider valve from the fuel control unit to the fuel manifold.
In the “HIGH IDLE” position, each condition lever sets the idle
speed of its respective engine at 65 % NG. In the “LOW IDLE”
position, each condition lever sets the idle speed of its respec-
tive engine at 56 % NG. Pulling the levers fully aft to the “STOP”
position interrupts fuel flow through the start control/flow divider
valve. Increased friction in the aft range of condition lever
travel prevents inadvertent selection of “STOP.”

A second function of the condition lever is actuation of a mi-

croswitch, located in the control pedestal, which interrupts or
completes the electrical circuit for the engine ignition system.

4. Friction Lock
The power quadrant friction lock, located on the right side of
the pedestal, adjusts the amount of force required to move
the three pairs of primary engine controls. Clockwise rotation
increases friction and prevents the controls from creeping once
they have been set.

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Overhead Switch Panel
Rocker-type control switches, located in the overhead switch
panel, are arranged in groups for their respective engine and
labeled LEFT ENGINE - RIGHT ENGINE on the left and right
side of the panel.

5 4 3 2

1. Ice Protection Switch

The ICE PROTECTION switch
controls the operation of the
engine intake inertial sepa-
ration system, heated inlet
lip boot and propeller deice
boots. Engine ice protection 1
systems are covered in detail
in Chapter 10.

2. Cowl Flap/Oil Cooler Door Switch

A three-position switch labeled OIL COOLER DOOR - OPEN
- CLOSE, spring-loaded to the center (off) position, is used to
position an oil cooler exhaust door located on the aft lower por-
tion of the engine nacelle.

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3. Fuel Pump Switch

A three-position switch labeled FUEL PUMP - 1 - 2, with a
center (off) position, controls the operation of two fuel boost
pumps, located in each wing fuel system.

4. Ignition Switch
A two-position ignition switch, labeled IGNITION - ON (or MAN-
UAL - AUTO with optional auto ignition), in conjunction with the
engine condition lever microswitch, energizes the igniter plugs.
An ignition indicator light, labeled IGN IND, located adjacent to
the switch will illuminate when the ignition circuit is complete.

5. Starter/Generator Switch
A three-position switch labeled STARTER - GENERATOR
is used to control the function of the starter/generator. The
“STARTER” position energizes the starter, and illuminates the
[LEFT/RIGHT START] annunciator light , located on the lower
left center panel. The “GENERATOR” position brings the gen-
erator on-line, and the center (off) position takes the starter/
generator off-line.

Starter/Generator Switch (Auto Start)

The three position switch labeled STARTER - GENERATOR
which is spring loaded to the center off position from the
STARTER position is used to energize the starter or put the
generator on line. When the “STARTER” position is selected the
starter will be energized and a respective [LEFT/RIGHT START]
annunciator light will illuminate. Upon reaching 46% to 56%
Ng the system will automatically de-energize the starter. The
automatic start sequence can be stopped by pressing the start
disengage switch located above the respective starter switch.

Note: Operating time limits for the starter motor are 30 seconds
on, 60 seconds off; 30 seconds on, 60 seconds off; 30 seconds
on, 30 minutes off.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 2-11

Engine Instrumentation

The operating functions of each engine are monitored through

a Torquemeter, ITT (Interstage Turbine Temperature) Gage, Pro-
peller Tachometer, Compressor Turbine Tachometer, Fuel Flow
Gage, Fuel Pressure Gage, Oil Pressure Gage, and Oil Temper-
ature Gage. Colored markings indicate normal and restricted
operating limitations on all these gages.

All engine instruments are located on the left side of the center
instrument panel. The column on the left are the indicators for
the left engine and the column on the right are the indicators
for the right engine. The Torque, Fuel Flow, Oil Pressure, and
Oil Temperature indicating systems are DC powered; the ITT,
Propeller RPM (NP), and Compressor Turbine RPM (NG) indicat-
ing systems are self-generating systems.

Torquemeters

ITT Gages

Propeller Tachometers

Compressor Turbine
Tachometers

Fuel Flow Gages

Fuel Pressure Gages

Oil Pressure Gages

Oil Temperature Gages

2-12 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Torquemeter
Indicates the engine torque,
calibrated in foot-pounds x
100, from a pressure transmit-
ter mounted on the reduction
gearbox case.

ITT Gage
Indicates the interstage tur-
bine temperature, calibrated
in degrees centigrade x 100,
measured by eight thermocou-
ple probes located between
the compressor turbine and
power turbine.

Propeller Tachometer
Indicates propeller speed
(NP), calibrated in RPM x 100,
from a tachometer transmit-
ter mounted on the reduction
gearbox case. The rotational
speed of the power turbine is
lowered through the reduc-
tion gearbox which drives the
propeller. With an indicated
propeller speed of 1900 RPM,
power turbine speed (NF) is
33,000 RPM.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 2-13

Compressor Turbine
Tachometer
Indicates compressor tur-
bine speed (NG), calibrated
in percent, from a tachometer
transmitter mounted on the ac-
cessory gearbox case. With a
100% indication, compressor
turbine speed is 37,500 RPM.
At the maximum 101.5% in-
dication, compressor turbine
speed is 38,100 RPM.

Fuel Flow Gage

Indicates the rate of fuel flow
to the engine calibrated in
hundreds of pounds per hour.

Fuel Pressure Gage

Indicates fuel boost pump
pressure to the engine cali-
brated in PSI.

Oil Pressure Gage

Indicates engine oil pressure,
calibrated in PSI, transmit-
ted from the output of the oil
pressure pump prior to the oil
entering the engine lubrication
channels.

Oil Temperature Gage

Indicates engine oil tempera-
ture, calibrated in degrees centigrade, transmitted from the out-
put of the oil pressure pump prior to the oil entering the engine
lubrication channels.

2-14 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Engine Oil System

Engine oil serves two main

functions, lubricating as well
as cooling the engine, the
reduction gearbox, and the
accessory gearbox. Engine
oil is also used to operate the
propeller governor and torque
sensing system, and to pre-
heat the engine fuel supply.

s ENGINE OIL FILLER INLET

Oil Tank
The total system capacity is 13 quarts with an integral 9.2 quart
tank located between the annular air intake and the accessory
gearbox case. The filler cap incorporates a dipstick indicating
up to 5 quarts for filling purposes.

Oil Pumps
The gear-driven main pressure pump is located in the oil tank
and powered by the accessory gearbox. Engine oil pressure is
regulated by a preset plunger-type relief valve mounted on the
pump which returns oil in excess of regulated pressure to the
tank. Two dual-element scavenge pumps, one internal to the
accessory gearbox and one mounted on the rear of the engine,
are used to route oil from the reduction gearbox and accessory
gearbox through the oil cooler and back to the tank. Pressure
switches in the system will cause red [L/R ENG OIL PRESS] an-
nunciator lights to illuminate if oil pressure drops below 40 PSI.

Oil Filter
The main pressure pump supplies oil to the oil filter which is
mounted on the compressor inlet case. From the filter, clean
oil is routed under pressure to the system. A bypass valve is
incorporated in the filter housing to ensure oil flow in the event
of filter blockage.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 2-15

Oil Cooler
The oil cooler, located under the accessory gearbox in the
lower nacelle, is provided to maintain engine oil temperature
within the operating limits. Airflow through the cooling fins is
used to cool the oil. Temperature sensors will cause red [L/R
OIL TEMP] annunciator lights to illuminate if oil temperature
exceeds approximately 90°C.

s OIL COOLER EXHAUST DOOR

The oil cooler exhaust door,

controlled by the COWL FLAP
or OIL COOLER DOOR switch,
can be opened for additional
oil cooling during high ambi-
ent temperature operations.
Green [OIL DR L/R ENG] an-
nunciator lights will illuminate
when the door is fully open.

s OIL COOLER DOOR SWITCH

2-16 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

OIL COOLER
(LOWER NACELLE)

PA-31T2 03/10
THERMOSTATIC
BYPASS VALVE
CHECK VALVE
DEAERATOR
TRAY
OIL-TO-FUEL
SECOND STAGE FIRST STAGE RESERVOIR HEATER
PROPELLER REDUCTION REDUCTION
GOVERNOR RING GEAR RING GEAR
OIL FILLER
AND
DIPSTICK
Engine Oil System Schematic

SPLINES, BEARINGS OIL TANK

PRIMARY AND REDUCTION GEARS TORQUEMETER OIL BREATHER CENTRIFUGAL
GOVERNOR CONTROL VALVE BREATHER
OIL PUMP 9.2 QUART
INTEGRAL
OIL TANK
OIL FILTER
AND CHECK
VALVE
OIL SUPPLY #1*
TO PROPELLER #4* #3 #2

PROPELLER PRESSURE
SHAFT RELIEF VALVE
THRUST COMPRESSOR FILTER
POWER BEARINGS BYPASS
BEARING TURBINE VALVE
BEARINGS A
B C D
TORQUEMETER
PRESSURE

FOR TRAINING PURPOSES ONLY

CHIP OIL
OIL DETECTOR PRESSURE
TRANSFER PUMP GRAVITY
SLEEVE DRAIN
PROPELLER SHAFT BYPASS VALVE
ROLLER BEARING

PROPELLER AND REDUCTION

GEARBOX SCAVENGE OIL TEMPERATURE
TORQUE A NO. 2 BEARING SCAVENGE PUMP
PRESSURE BULB OIL TANK
TRANSMITTER DRAIN *
B ACCESSORY CASE SCAVENGE PUMP

PROPELLER AND REDUCTION OIL PRESSURE C POWER TURBINE BEARINGS SCAVENGE PUMP
GEARBOX OIL SUPPLY TRANSMITTER **
D REDUCTION CASE SCAVENGE PUMP

MINIMUM INTERNAL DUAL ELEMENT

OIL PRESSURIZING *
PRESSURE OIL PROPELLER OIL PRESSURE PRESSURE VALVE (40 PSIG)
GAGE ** EXTERNAL DUAL ELEMENT
SCAVENGE OIL TORQUEMETER PRESSURE
OIL
BREATHER LINE ELECTRICAL CONNECTION TEMPERATURE
TORQUEMETER GAGE
* BALL BEARING

2-17
Piper PA-31T2 Reference Manual
Ignition and Engine Start

Each engine’s ignition system

consists of a capacitance-type
electronic ignition exciter, two
shielded ignition cables, and
two spark igniters. The IGNI-
TION switch and condition
lever microswitch are wired
in series so that both must be
actuated for ignition to occur.

For engine start, the IGNITION

switch is set to the “ON” posi-
tion energizing the ignition circuit to the condition lever micro-
switch. Setting the starter/generator switch to the “STARTER”
position energizes the starter driving the compressor and illumi-
nates the [LEFT/RIGHT START] annunciator light.

Note: Turn on the ignition switches when penetrating turbulent

air in heavy rain or with less than 250 pounds of fuel remaining
per tank.

2-18 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Ignition System Schematic

LEFT ARMING CURRENT

IGNITER RIGHT IGNITION CURRENT IGNITER
PLUGS PLUGS

IGN IND IGN IND

L ENG R ENG
IGN IGN
LEFT RIGHT
IGNITION IGNITION
EXCITER PRE 1981 1981 AND ON 1981 AND ON PRE 1981 EXCITER

CONDITION CONDITION
LEVER LEVER
SWITCH SWITCH

IGNITION
ON LEFT RIGHT ON
5
5 5

IGNITION IGNITION

Auto Ignition System Schematic

LEFT ARMING CURRENT

IGNITER IGNITER
PLUGS RIGHT IGNITION CURRENT PLUGS

NOSE GEAR
SAFETY SWITCH
> 400 FT-LBS < 400 FT-LBS
L ENG
IGN

LEFT L ENG R ENG RIGHT

IGNITION IGN IGN IGNITION
EXCITER TORQUE TORQUE EXCITER
PRESSURE PRESSURE
SWITCH SWITCH

CONDITION CONDITION
LEVER LEVER
MANUAL SWITCH SWITCH MANUAL

AUTO IGNITION AUTO

IGNITION IGNITION
LEFT RIGHT
5
5 5

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 2-19

Auto Ignition
The auto ignition system is controlled by a rocker-type switch
labeled MANUAL - AUTO and located on the overhead switch
panel. In the “MANUAL” position, the ignition circuit is ener-
gized to the condition lever microswitch. In the “AUTO” posi-
tion, the ignition circuit is energized to the condition lever mi-
croswitch through the starter/generator switch.

For engine start, the ignition switch is set to the “MANUAL”

position. Setting the starter/generator switch to the “STARTER”
position energizes the starter driving the compressor and il-
luminates the [LEFT/RIGHT START] annunciator light. When
NG has stabilized above 12%, moving the condition lever to
“LOW IDLE” completes the ignition circuit, energizing the ignit-
ers and illuminating the [LEFT/RIGHT IGN] annunciator light.
After engine start, with NG stabilized at 56%, the starter/genera-
tor switch should be returned to its off position and the ignition
switch set to “AUTO.”

When the ignition switch is

in the “AUTO” position and
engine torque falls below 400
FT-LBS, the igniters are auto-
matically energized to ensure
combustion, and the respec-
tive [LEFT/RIGHT IGN] an-
nunciator light will illuminate.
A nose gear safety switch
disables the engine torque
sensing circuit while the air-
plane is on the ground and
s NOSE GEAR SQUAT SWITCH
prevents system operation when
the starter is not energized.

2-20 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Fuel Control System

Each engine’s fuel control system provides desired power

settings through the interaction of the engine condition lever,
power lever, and propeller lever settings. Major components of
the fuel control system are an engine-driven fuel pump, a fuel
control unit, start control/flow divider valve, a primary and sec-
ondary fuel manifold, fourteen simplex nozzles (seven on each
manifold), drain valves, and pneumatic sensing lines.

Fuel Control Unit

The fuel control unit establishes compressor turbine speed (NG)
and controls fuel flow to the combustion section to produce
desired engine power. Engine power requirements are deter-
mined by the computing section of the fuel control unit based
on input from the NG and NF governing sections and modulated
compressor discharge pressure.

2 4

1. Fuel Control Unit

2. Fuel Control Arm
3. Fuel Inlet
4. Metering Section
5. Fuel Control Rod
6. Cut-off Stop

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 2-21

Start Control/Flow Divider Valve
The position of the start control/flow divider valve is set by
the engine condition lever. When the condition lever is in the
“STOP” position, the valve is closed interrupting fuel flow from
the fuel control unit to the fuel manifold. When the condition
lever is positioned to “LOW IDLE” or “HIGH IDLE,” the valve is
opened and fuel is routed to the primary fuel manifold for en-
gine start and both fuel manifolds during normal operation.

Fuel Control System Operation

Fuel under boost pump pressure is delivered to the engine-
driven fuel pump. The gear-type positive displacement pump,
driven by the accessory section, increases the fuel pressure
(600-800 PSI) and routes the fuel through an integral filter to
the metering section of the fuel control unit. In the event of filter
blockage, a bypass valve will ensure constant fuel flow.

Movement of the power lever positions a speed scheduling

cam which sets the governor spring load of the NG govern-
ing section. As NG increases to the desired level, the outward
force of the governor flyweights, opposing the governor spring
load, causes a pressure input to the computing section. The
computing section compares the governor requirements to the
compressor state and controls the operation of the metering
section.

The metering section adjusts engine-driven fuel pump pres-

sure (P1) to metered fuel pressure (P2), as determined by the
computing section, and controls the delivery of metered fuel
through the metering valve to the fuel manifold for distribution to
the fourteen simplex nozzles.

In the event of a power turbine (NF) overspeed condition, the NF

governing section of the primary propeller governor will provide
input to the computing section resulting in a reduction of me-
tered fuel flow to the combustion section.

2-22 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

TO PRIMARY CUT-OFF
MANIFOLD VALVE

ACCELERATION

PA-31T2 03/10
ADJUSTMENT
MINIMUM
PRESSURIZING
VALVE MINIMUM
FLOW STOP

TO SECONDARY
MANIFOLD

TRANSFER STARTING
VALVE FLOW CONTROL METERING
VALVE
Fuel Control Unit Schematic

SOLENOID VALVE COMPUTING

(OPEN DURING SECTION BYPASS
ENGINE START) EPA TANK MAXIMUM VALVE
PY
BELLOWS FLOW STOP
STOP

PX TORQUE P0
TUBE

JET PUMP RETURN

TO PUMP
GOVERNING PRESSURE
TO NACELLE BELLOWS RELIEF VALVE
TANK
EVACUATED
INLET FUEL PRESSURE POWER BELLOWS
LEVERS SPEED VENT IDLE SPEED ENGINE-DRIVEN BYPASS
SCHEDULING PORT STOP FUEL PUMP VALVE
P1 UNMETERED FUEL PRESSURE CONDITION CAM
LEVERS
FILTER
P0 BYPASS FUEL PRESSURE (10 MICRON)

FOR TRAINING PURPOSES ONLY

P2 METERED FUEL PRESSURE
GOVERNOR
FLYWEIGHTS

OUTPUT
COUPLING

VENT PRIMARY
PORT PROPELLER FUEL NG GOVERNING
GOVERNOR CONTROL SECTION
HEAT
ENRICHMENT
LEVER
(PX)
NF GOVERNING
SECTION PY PX PY
GOVERNOR
LEVER
(PY) BYPASS
REGULATING
GOVERNOR VALVE
GOVERNING ORIFICE
ORIFICE
FUEL FROM
Pa AMBIENT PRESSURE CONTROL ENRICHMENT
VALVE BOOST INLET
HEAT PUMP SCREEN
AIR BLEED PY GOVERNOR PRESSURE (74 MICRON)
LINK ARM
PX ENRICHMENT PRESSURE P3

BEARING PRESSURIZATION FUEL

2-23
Piper PA-31T2 Reference Manual
Propellers

s RIGHT ENGINE PROPELLER

The engines are equipped

with 93-inch Hartzell three-
bladed, full feathering, con-
stant speed, reversing propel-
lers. Centrifugal force from
the propeller counterweights,
assisted by spring force,
moves the blades to high
pitch. Engine oil under gover-
nor boosted pressure moves
the blades to low pitch.
s PROPELLER SECURED

Note: When not in operation, the propellers should be re-

strained as a safety measure for personnel and to prevent dam-
age from propeller windmilling at zero oil pressure.

2-24 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Propeller Governors
The propeller is controlled by two governors: the primary gover-
nor and the hydraulic topping governor (overspeed governor).
The primary governor is located on top of, and is driven by, the
reduction gearbox and controls the propeller through its normal
range. Major components of the primary governor include an
integral gear-type oil pump, flyweights, a speeder spring, and a
pilot valve.

s PRIMARY PROPELLER GOVERNOR

In the event of a primary gov-

ernor failure, when propeller
speed exceeds selected RPM
the hydraulic topping gover-
nor (H.T.G.) will take control
and prevent the propeller from
exceeding 1976 RPM.

s HYDRAULIC TOPPING GOVERNOR

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 2-25

3
2

1. Power Lever Linkage

2. Fuel Control Linkage
3. Beta and Reverse Linkage
4. Cam Box Assembly

Propeller speed (NP) is selected by the propeller control levers.

Movement of a propeller control lever sets the tension of the
speeder spring in its associated primary governor. As NP in-
creases to the desired level, the outward force of the governor
flyweights, opposing the speeder spring tension, repositions
the pilot valve allowing governor-boosted oil to flow into the pro-
peller dome, or out, as the appropriate command is executed.
Blade pitch is altered in response to this pressure gradient,
maintaining the selected propeller RPM.

2-26 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Propeller Underspeed Condition Schematic

PROPELLER OIL PRESSURE RETURN OIL

PRIMARY GOVERNOR SPEED

ADJUSTING RELIEF VALVE RETURN STATIONARY OIL
WORM
PY GOVERNING PRESSURE PA AMBIENT PRESSURE
FEATHERING
SPEED LIFT ROD PUSH-PULL ELECTRICAL CURRENT MECHANICAL LINKAGE
ADJUSTING CONTROL
CONTROL SECONDARY
LEVER LOW PITCH
SOLENOID REVERSING
VALVE LEVER
NF GOVERNING
SECTION
RELIEF
VALVE

PY LINE
FROM FCU

AIR BLEED
LINK ARM

PROPELLER
POWER CONTROL
LEVERS LEVERS MINIMUM
GOVERNING
ADJUSTMENT

PILOT
VALVE BLADE PITCH
BETA VALVE DECREASING
PRIMARY IN AFT POSITION
GOVERNOR
DRIVESHAFT

GOVERNOR
OIL PUMP

HYDRAULIC TOPPING
GOVERNOR BLADE ANGLE
(SET TO 1976 RPM NP)
TO
SUMP OIL SWITCH
INLET
BIAS NP SHAFT FEATHER
SPRING BEVEL GEAR LINK RETURN ROD END
ARM SPRINGS RING
FEEDBACK
RING
TEST H.T.G.
SOLENOID RESET

OVERSPEED
GOVERNOR LOCK
DRIVESHAFT PITCH
TEST

HYDRAULIC
TRANSFER PROPELLER PROPELLER REVERSE BETA ROD LOW PITCH PISTON
OVERSPEED SLEEVE SHAFT HUB RETURN ADJUSTMENT
GOVERNOR SPRING
PILOT VALVE

COUNTERWEIGHT
N2 SHAFT
BEVEL GEAR
TO
SUMP

An underspeed condition occurs when engine power or NG is

reduced. The primary governor senses a reduction in the ro-
tational speed of the propeller shaft and the inward motion of
flyweights in the governor repositions the pilot valve allowing
more engine oil to flow into the propeller dome. The pressure
of the oil, resisting pressure applied by counterweights at the
propeller hub and the internal feathering springs, forces the
blades into reduced pitch. The reduced blade pitch allows the
propeller to maintain a constant, selected speed when engine
power is reduced.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 2-27

Propeller Overspeed Condition Schematic
PROPELLER OIL PRESSURE RETURN OIL

PRIMARY GOVERNOR SPEED

ADJUSTING RELIEF VALVE RETURN STATIONARY OIL
WORM
PY GOVERNING PRESSURE PA AMBIENT PRESSURE
FEATHERING
SPEED LIFT ROD PUSH-PULL ELECTRICAL CURRENT MECHANICAL LINKAGE
ADJUSTING CONTROL
CONTROL SECONDARY
LEVER LOW PITCH
SOLENOID REVERSING
VALVE LEVER
NF GOVERNING
SECTION
RELIEF
VALVE

PY LINE
FROM FCU

AIR BLEED
LINK ARM

PROPELLER
POWER CONTROL
LEVERS LEVERS MINIMUM
GOVERNING
ADJUSTMENT

PILOT
VALVE
BETA VALVE
PRIMARY IN AFT POSITION BLADE PITCH
GOVERNOR INCREASING
DRIVESHAFT

GOVERNOR
OIL PUMP

HYDRAULIC TOPPING
GOVERNOR BLADE ANGLE
(SET TO 1976 RPM NP)
TO
SUMP OIL SWITCH
INLET
BIAS NP SHAFT FEATHER
SPRING BEVEL GEAR LINK RETURN ROD END
ARM SPRINGS RING
FEEDBACK
RING
TEST H.T.G.
SOLENOID RESET

OVERSPEED
GOVERNOR LOCK
DRIVESHAFT PITCH
TEST

HYDRAULIC
TRANSFER PROPELLER PROPELLER REVERSE BETA ROD LOW PITCH PISTON
OVERSPEED SLEEVE SHAFT HUB RETURN ADJUSTMENT
GOVERNOR SPRING
PILOT VALVE

COUNTERWEIGHT
N2 SHAFT
BEVEL GEAR
TO
SUMP

An overspeed condition occurs when engine power or NG is

increased. The primary governor senses an increase in pro-
peller speed requiring that blade pitch be increased to main-
tain constant selected speed. This increase in blade pitch is
achieved when the outward motion of the flyweights in the pri-
mary governor repositions the pilot valve allowing oil to return
to the engine. Pressure applied by the counterweights at the
propeller hub and the internal feathering springs forces oil out
of the propeller dome back to the engine and moves the blades
into an increased pitch.

2-28 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Propeller Onspeed Condition Schematic

PROPELLER OIL PRESSURE RETURN OIL

PRIMARY GOVERNOR SPEED

ADJUSTING RELIEF VALVE RETURN STATIONARY OIL
WORM
PY GOVERNING PRESSURE PA AMBIENT PRESSURE
FEATHERING
SPEED LIFT ROD PUSH-PULL ELECTRICAL CURRENT MECHANICAL LINKAGE
ADJUSTING CONTROL
CONTROL SECONDARY
LEVER LOW PITCH
SOLENOID REVERSING
VALVE LEVER
NF GOVERNING
SECTION
RELIEF
VALVE

PY LINE
FROM FCU

AIR BLEED
LINK ARM

PROPELLER
POWER CONTROL
LEVERS LEVERS MINIMUM
GOVERNING
ADJUSTMENT

PILOT
VALVE
BETA VALVE BLADE PITCH
PRIMARY IN AFT POSITION STATIONARY
GOVERNOR
DRIVESHAFT

GOVERNOR
OIL PUMP

HYDRAULIC TOPPING
GOVERNOR BLADE ANGLE
(SET TO 1976 RPM NP)
TO
SUMP OIL SWITCH
INLET
BIAS NP SHAFT FEATHER
SPRING BEVEL GEAR LINK RETURN ROD END
ARM SPRINGS RING
FEEDBACK
RING
TEST H.T.G.
SOLENOID RESET

OVERSPEED
GOVERNOR LOCK
DRIVESHAFT PITCH
TEST

HYDRAULIC
TRANSFER PROPELLER PROPELLER REVERSE BETA ROD LOW PITCH PISTON
OVERSPEED SLEEVE SHAFT HUB RETURN ADJUSTMENT
GOVERNOR SPRING
PILOT VALVE

COUNTERWEIGHT
N2 SHAFT
BEVEL GEAR
TO
SUMP

When engine RPM is constant, the propeller pitch control is in

a static state. The input/output energy demands of the system
are balanced and no oil pressure changes are made in the
propeller dome. To prevent the oil in the dome from congeal-
ing during high altitude or cold weather operations, a transfer
sleeve permits the circulation of warm engine oil between the
propeller hub and dome. Should the oil supply to the propeller
hub be interrupted, the propeller counterweights and internal
feather return springs will force the blades to feather.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 2-29

H.T.G. Test
Two center-locking switches, located below the pilot’s control
column, are used to test the hydraulic topping governors prior
to flight. When operating properly, with the propeller lever fully
forward and NP set at 1450 RPM, holding the appropriate switch
in the upper “H.T.G. RESET” position will result in a 120 RPM
reduction in NP. Returning the switch to the center position will
return the NP to 1450 RPM.

Fuel Topping Governor

The fuel topping governor is incorporated to prevent propel-
ler overspeed should the H.T.G. (overspeed governor) fail, or
should the propeller stick or move too slowly during a transient
condition. The fuel topping (NF) governor is an integral part of
the primary governor. When propeller rotational speed reaches
106% of selected RPM, the NF governor vents PY air from the
computing section of the fuel control unit through the primary
governor. The resultant pressure change in the computing
section causes a reduction in metered fuel flow to the en-
gine, which prevents the propeller from exceeding 2014 RPM.
Should failure of the primary governor occur, the fuel topping
(NF) governor will not be operational as it is operated by the
same flyweights and pilot valve as the primary governor. In this
condition, overspeed will be controlled by the hydraulic topping
governor.

2-30 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Low Pitch Stops

The flight idle stop on the power lever provides the primary low
pitch stop and sets a low pitch propeller blade angle of approx-
imately 20° in flight. The secondary low pitch stop is electri-
cally set and serves as a backup low pitch stop preventing the
selection of “REVERSE” during flight. During ground operation
the system is disabled by safety switches on the nose gear and
right main gear which allow microswitches on the power levers
to bypass the secondary low pitch stop for propeller revers-
ing operation. A lock pitch test function is provided so that the
system can be tested prior to flight.

Caution: During the test, do not force the power lever into full
reverse. Forcing a lever may damage the linkage.

Propeller Reversing
Lifting the power levers and pulling them aft past the idle de-
tents allows the propellers to be used for reverse thrust braking
action and illuminates the respective [LEFT/RIGHT BETA] an-
nunciator lights. For proper propeller reversing operation, the
propeller levers should be in the full forward position.

Movement of the power levers into the REVERSE range actu-

ates a cable linkage which repositions the low pitch stop and
moves the beta valve to a position which allows governor-
boosted oil flow to the propeller servo piston to reverse the
pitch of the propeller blades. In the “REVERSE” position, the
power levers are linked to their associated power turbine (fuel
topping) governors to limit propeller RPM and prevent over-
speed.

Propeller Feathering
The propellers may be moved into a minimum drag blade pitch
known as feather position. Pulling the propeller control lever
fully aft to "FEATHER" repositions the pilot valve in the primary
governor to permit dumping oil from the propeller dome back to
the engine. With the interruption of governor-boosted oil pres-
sure to the dome, the propeller counterweights and feathering
springs force the oil out of the dome and move the blades to
the feather position.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 2-31

OIL PRESSURE
PRIMARY GOVERNOR SPEED

2-32
ADJUSTING PY GOVERNING PRESSURE
WORM
PA AMBIENT PRESSURE
FEATHERING
SPEED LIFT ROD PUSH-PULL MECHANICAL LINKAGE
ADJUSTING CONTROL
CONTROL SECONDARY
LEVER LOW PITCH ELECTRICAL CURRENT
SOLENOID REVERSING
VALVE LEVER
NF GOVERNING
SECTION
RELIEF
VALVE

PY LINE
FROM FCU

AIR BLEED
LINK ARM

PROPELLER
POWER CONTROL
LEVERS LEVERS MINIMUM
GOVERNING
ADJUSTMENT
BLADE PITCH
PILOT REVERSED
VALVE
Propeller Reversing System Schematic

BETA VALVE
PRIMARY IN AFT POSITION
GOVERNOR
DRIVESHAFT

GOVERNOR
OIL PUMP

HYDRAULIC TOPPING
GOVERNOR BLADE ANGLE
(SET TO 1976 RPM NP)
TO
SUMP OIL SWITCH
INLET

FOR TRAINING PURPOSES ONLY

BIAS NP SHAFT FEATHER
SPRING BEVEL GEAR LINK RETURN ROD END
ARM SPRINGS RING
FEEDBACK
RING
TEST H.T.G.
SOLENOID RESET

OVERSPEED
GOVERNOR LOCK
DRIVESHAFT PITCH
TEST

HYDRAULIC
TRANSFER PROPELLER PROPELLER REVERSE BETA ROD LOW PITCH PISTON
OVERSPEED SLEEVE SHAFT HUB RETURN ADJUSTMENT
GOVERNOR SPRING
PILOT VALVE

COUNTERWEIGHT
N2 SHAFT
BEVEL GEAR
TO
SUMP

PA-31T2 03/10
Piper PA-31T2 Reference Manual

Autofeather System (optional)

An automatic propeller feathering system is available for use

any time engine power sufficient for flight has been set and
the system is armed. Major components of the system include
right and left engine autofeather valves, arming relays, torque
and bleed air pressure sensors, power lever position switches,
a green [ARM-AUTOFEATHER] annunciator light and an amber
[FAIL-AUTOFEATHER]. The system is operated by a switch
labeled AUTO FEATHER - ARM/OFF located on the pilot’s left
subpanel. A switch labeled AUTOFEATHER TEST - LEFT/
RIGHT is used to test the system prior to flight.

Moving the two position switch to the “ARM” position will allow
the power lever position switches to arm the system when both
levers are advanced above the 80 percent NG setting. Retard-
ing either POWER lever below the 80 percent NG setting will
disarm the system even with the switch in the “ARM” position.
With the system armed, the [ARM-AUTOFEATHER] annuncia-
tor light will be illuminated. A torque and bleed air pressure
drop, indicating a failing engine, will be sensed by the pres-
sure switches which will activate the relay and feather the failed
engine.

The relay will disarm the autofeather system on the non-failing

engine to prevent it from feathering, and cause the autofeather
valve on the failed engine to dump the oil from the dome of the
propeller allowing the propeller counterweights at the hub and
the internal spring reaction in the dome to move the blades to
the feather position.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 2-33

Propeller Synchronizer

The propeller synchronizer senses the RPM of both propellers

and adjusts the left (slave) propeller RPM to match the right
(master) propeller RPM. The system’s range of authority is
limited to approximately ± 35 RPM with a maximum range of
± 50 RPM. Normal governor operation is unchanged, but the
synchronizer continuously monitors propeller RPM and ad-
justs the left governor as required. Major components of the
system include a magnetic pickup, mounted in each propeller
governor, which provide signals to a transistorized control box
located under the right instrument panel and an actuator motor,
within the left engine nacelle, that drives a trimmer assembly on
the left propeller governor via a flexible shaft.

The system is controlled by a

toggle switch labeled PROP
SYNC - ON/OFF located on
the lower instrument panel
adjacent to the control pedes-
tal. The system is designed
for in-flight operations only
and should be turned off when
changing propeller speed,
during take-off, landing, and
single engine operations.

The limited synchronization s PROP SYNCHRONIZER SWITCH

range of up to ± 50 RPM pre-
vents the left engine from losing more than a fixed amount of
RPM in case the right engine is feathered with the synchronizer
on.

Note: Manually synchronize the RPM of the engines prior to

switching the propeller synchronizer system on.

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Propeller Synchrophaser

Woodward Type I
The propeller synchrophaser senses the RPM of both propel-
lers and adjusts the left (slave) propeller RPM to match the right
(master) propeller RPM and maintains a preset phase relation-
ship between the propeller blades. The system has a limited
range of RPM authority to prevent the left engine from losing
more than a fixed amount of RPM in the event the right engine
is feathered while the synchrophaser is on. Normal governor
operation is unchanged, but the synchrophaser continuously
monitors propeller RPM and adjusts the left governor as re-
quired.

Major components of the system include magnetic pickups,

three phase targets, which provide signals to a transistor-
ized control box located in the cockpit, and an actuator mo-
tor installed in the left engine nacelle. The actuator motor, in
response to commands from the control box, drives a trimmer
assembly on the left propeller governor via a flexible shaft.

The system is controlled by a

toggle switch labeled PROP
SYNC - ON/OFF located on
the lower instrument panel
adjacent to the control ped-
estal. To operate the system,
synchronize the propellers in
the normal manner and set
the synchrophaser switch to
the “ON” position. To change
propeller RPM, adjust both
propeller controls at the same
s TYPE 1 PROP SYNCHROPHASER SWITCH
time. This will keep the setting
within the limiting range of the system. If the synchrophaser is
on but is unable to adjust the propeller RPM, the system has
reached its range limit. Set the synchrophaser switch to “OFF,”
synchronize the propellers manually, and reset the synchro-
phaser switch to “ON.”

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 2-35

Woodward Type II
The propeller synchrophaser automatically senses the RPM of
both propellers and maintains a specific phase relationship,
as set by the pilot, between both sets of propeller blades. The
system’s range of authority is limited to approximately ±35
RPM. Normal governor operation is unchanged but the syn-
chrophaser will continuously monitor propeller RPM and adjust
the slower governor as required.

Major components of the system consist of magnetic transduc-

ers and target discs incorporated in the governors, electromag-
netic control coils, and an electronic control box. The mag-
netic pickups transmit electrical pulses to the control box that
converts any pulse rate differences into correction commands,
which are transmitted to the slower governor.

The system is controlled by

a knob, labeled PHASE SE-
LECT - ON - OFF, located on
the lower instrument panel
adjacent to the control ped-
estal. To operate the system,
synchronize the propellers in
the normal manner and set the
synchrophaser switch to the
“ON” position. The desired
phase relationship is set by
positing the control knob to
s TYPE 2 PROP SYNCHROPHASER SWITCH
the “PHASE SELECT” position.
This will keep the setting within the limiting range of the system.
If the synchrophaser is on but is unable to adjust the propeller
RPM, the system has reached its range limit. Set the synchro-
phaser switch to “OFF,” synchronize the propellers manually,
and reset the synchrophaser switch to “ON.”

The system is designed for in-flight operations only and should

be turned off when changing propeller speed, during take-off,
landing, and single engine operations.

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Piper PA-31T2 Reference Manual

Fire Detection System (optional)

The fire detection system is designed to give immediate warn-

ing of a fire in either engine compartment. Major components
of the system are six thermal detector units (three installed
in each engine nacelle) and red [L/R ENG FIRE] annunciator
lights.

When the temperature of

450°F is sensed by any of
the thermal detector units an
electrical circuit is completed
which will cause the warning
horn to sound and illuminate
the master caution light with
the appropriate annuncia-
tor light in the cockpit. When
the annunciator test switch is
actuated the actual electrical
circuit is checked, not just the s THERMAL DETECTOR UNIT
annunciator light. Failure of an
annunciator to illuminate indicates a fault in the system.

Fire Extinguisher System (optional)

The engine fire extinguisher system is designed to discharge

an extinguishing agent within the nacelle in the event of fire.
Major components of the system installed for each engine are
an extinguisher cylinder, explosive squib, discharge tubing,
red [R/L FIRE EXTNG INOP] annunciator lights, and actuating
switches.

The extinguisher cylinders,

located on the right side of the
rear fire seal in each acces-
sory section, are charged with
Bromotrifluoromethane (Halon
1301) as the extinguishing
agent, and pressurized with
dry nitrogen to 350 +/- 25 PSI
at 70°F.

s EXTINGUISHER CYLINDER

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 2-37

Fire Detection System Schematic

L ENG FIRE

FIREWALL

FIRESEAL

SENSORS

Fire Extinguisher System Schematic

FIREWALL

FIRESEAL
FIRE
EXTINGUISHER
HOSE

FIRE
EXTINGUISHER

LEFT
FIRE
EXT

LEFT
FIRE EXT

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Piper PA-31T2 Reference Manual

The discharge tubing is routed

to introduce the extinguish-
ing agent into two areas of the
engine nacelle, the engine
hot section and the accessory
area. The annunciator lights
are tested with the annunciator
test switch.

s DISCHARGE TUBING

Fire extinguisher switches for each engine, labeled FIRE EX-

TINGUISHERS LEFT - RIGHT, are located on the left and right
overhead switch panel. When selected, the associated explo-
sive squib detonates and discharges the extinguishing agent.
The extinguisher can be used only once and only on its respec-
tive engine.

Limitations

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material, markings and la-
bels, or any combination thereof for all limitations.

Emergency Procedures

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material (supplementary
checklist) as revised, for procedural information.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 2-39

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Piper PA-31T2 Reference Manual

Chapter 3
Fuel System
Table of Contents

Overview...................................................................................... 1
Fuel Tanks................................................................................... 1
Fuel Vents................................................................................... 2
Fuel Drains.................................................................................. 3
Fuel Boost Pumps ...................................................................... 4
Fuel System Control................................................................... 5
Fuel System Schematic.............................................................. 6
Fuel System Schematic (normal operation) ............................... 7
Fuel System Schematic (single-engine crossfeed) . .................... 7
Servicing.................................................................................... 10
Fuel Additives........................................................................... 10
Limitations................................................................................ 11
Emergency Procedures............................................................ 11

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Piper PA-31T2 Reference Manual

Overview

This chapter will describe the components of the Piper PA-31T2

fuel system, their operation, and fuel management. Major com-
ponents of the system include the fuel tanks, pumps, control
valves, and indicating gages. When filled to capacity, a total of
374 gallons of fuel, with 366 gallons usable, is contained in two
independent wing tank systems connected by a crossfeed line.

Fuel Tanks

Each wing tank system consists of two bladder-type main tanks

(inboard and outboard), a nacelle tank, and a tip tank. The
tanks are interconnected and gravity feed to the inboard main
tank.

s NACELLE TANK FILLER CAP s TIP TANK FILLER CAP

he wing tank systems are serviced through two flush filler

T
caps each, one located on the upper surface of the engine
nacelle and one located on the tip tank. These filler caps must
be checked for security during preflight.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 3-1

Fuel Vents

s NACA-TYPE ANTI-ICING FUEL VENT

A venting system is installed in each wing to equalize exter-

nal and internal tank pressure. A float valve is installed on the
inboard end of the main vent line within the upper portion of the
nacelle tank. Each tip tank incorporates a vent well assembly
connected to the outboard end of the main vent line, which
includes a flat valve and relief tube. Pressure caused by ex-
panding fuel passes through the main vent line and is automati-
cally vented from the system by two NACA-type, non-siphon-
ing, recessed vents with flame arrestors. The design of the
vents prevents icing without the need for supplemental heat.
The float valves prevent fuel from entering the venting system.
The relief tube vents the wing system when the airplane is in
a climb attitude with a full fuel load. The relief tube may also
allow the escape of fuel when the tanks are full and fuel expan-
sion occurs with increasing temperatures on the ground. All
vents should be free of obstructions prior to flight.

3-2 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Fuel Drains

Fuel drains, used to check for

contamination and to remove
water and sediment from the
tanks, are located on the lower
surface of each wing. The
main fuel filter drain for each
engine is accessed through
a door on the left side of the
engine cowling.

s TYPICAL FUEL DRAIN

Normal preflight fuel draining procedures will generally re-

move most excess water from the fuel tanks. However, small
amounts of water will remain in solution within the fuel. This
residual water will facilitate microbe and bacterial growth in
settlement areas of the fuel system which can lead to fuel
contamination and fuel system obstruction. To minimize the ef-
fects of fuel contamination, the pilot should ensure that the fuel
has been properly handled by the source. In addition, the fuel
system should be drained frequently to remove water and sedi-
ment, and maintained in accordance with the airplane service
manual. (Refer to the manufacturers FAA approved airplane
flight manual under servicing for further details.)

Tank Drains Location

Tip Tank (if installed) On underside of tip tank

Outboard Main Tank Sump Just outboard of wheel well

Inboard Main Tank Sump Near junction of wing and

fuselage

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 3-3

Fuel Boost Pumps

During normal operation, fuel

is supplied to the engine-driv-
en pump under pressure from
either one of two submerged
electric boost pumps located
in the bottom of each inboard
main tank. The boost pumps
are controlled by a switch
located on the overhead panel
and labeled FUEL PUMP - 1 -
2.

s BOOST PUMP SWITCH

Note: All boost pumps must be operable prior to takeoff. For

all other flight operations at least one boost pump must be op-
erable for each system.

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Piper PA-31T2 Reference Manual

Fuel System Control

1 2 3

1. Left Tank Selector Lever

2. Crossfeed Control Lever
3. Right Tank Control Lever

Fuel Selectors
Three guarded valves are located at the base of the control
pedestal. The two outboard valves are connected by cables to
fuel shutoff valves located in the wing root cavities. With these
levers pushed fully in, the shutoff valves are opened allowing
fuel to flow to the engines.

From the shutoff valve, fuel flows under boost pump pressure
through the fuel filter, fuel flow transmitter, and oil to fuel heater;
to the fuel pressure annunciator light switch, fuel pressure gage
(or fuel pressure transmitter); and to the engine-driven fuel
pump. Upon engine shutdown, residual fuel is drained from
the engine into a storage reservoir. The system incorporates
an ejector pump to return fuel from the storage reservoir to the
respective nacelle tank during engine start.

During single-engine operation only, fuel from either wing

system can supply the opposite engine through a crossfeed
system. Fuel cannot be transferred from one wing system to
the other. Pulling the center FUEL CROSSFEED lever fully-out,
operates a cable connected to a crossfeed valve located in the
left wing root cavity. With the crossfeed valve open, fuel under
boost pump pressure may flow from either wing system to the
opposite operative engine.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 3-5

3-6
TO FCU

ENGINE-DRIVEN R ENG
FUEL PUMP FUEL PRESS FUEL
QUANTITY
GAGE
FUEL PRESSURE
TRANSMITTER

FUEL FLOW
TRANSMITTER

OIL-TO-FUEL
Fuel System Schematic

FUEL FLOW HEATER

GAGE
FUEL
FUEL PRESSURE
FILTER GAGE
TO HEATER
FIREWALL
SHUTOFF
SOLENOID VALVE
VALVE

FROM LEFT
FUEL SYSTEM
#2
CROSSFEED TIP TANK
VALVE

#1 T

INBOARD MAIN TANK

D VF

FOR TRAINING PURPOSES ONLY

FROM EPA TANK
(DURING ENGINE START) F

T
T VF F T

OUTBOARD MAIN TANK

NACELLE TANK
MAIN 1 D
FUEL PUMP

RIGHT MAIN BUS 10

AUX FUEL
PUMP ELECTRIC FUEL BOOST PUMP F FUEL FILLER PORT RIGHT WING FUEL STORAGE
BOOST PUMP PRESSURE FUEL
RIGHT MAIN BUS 10 D SUMP DRAIN VALVE
NACA ANTI-ICING FUEL VENT HIGH PRESSURE FUEL
T FUEL QUANTITY TRANSMITTER FUEL VENT LINE
2
VF LEFT WING FUEL
FUEL PUMP CHECK VALVE VF VENT FLOAT VALVE
SWITCH
TIP TANK VENT/RELIEF LINE
BOOST PUMP CURRENT

PA-31T2 03/10
Piper PA-31T2 Reference Manual

Fuel System Schematic (normal operation)

TO FCU TO FCU

L ENG ENGINE-DRIVEN R ENG

FUEL PRESS
ENGINE-DRIVEN
FUEL PUMP FUEL PUMP FUEL PRESS

FUEL PRESSURE FUEL PRESSURE

TRANSMITTER TRANSMITTER

FUEL FLOW FUEL FLOW

TRANSMITTER TRANSMITTER

OIL-TO-FUEL OIL-TO-FUEL
HEATER FUEL FUEL HEATER
FLOW FLOW
FUEL GAGE FUEL
GAGE PRESSURE
PRESSURE FUEL FILTER FUEL FILTER
GAGE GAGE
FIREWALL TO HEATER FIREWALL
SHUTOFF SHUTOFF
VAVLE VAVLE
CROSSFEED SOLENOID
VALVE VALVE

FUEL SUPPLY
RIGHT BOOST PUMP PRESSURE
LEFT BOOST PUMP PRESSURE
HIGH PRESSURE (ENGINE PUMP) FUEL
D DC ELECTRIC CURRENT D

1 MAIN MAIN 1
FUEL PUMP FUEL PUMP

10 LEFT MAIN BUS RIGHT MAIN BUS 10

10 LEFT MAIN BUS RIGHT MAIN BUS 10

AUX AUX
2 FUEL PUMP FUEL PUMP 2
FUEL FUEL
PUMP PUMP
SWITCH SWITCH

Fuel System Schematic (single-engine crossfeed)

TO FCU TO FCU
L ENG ENGINE-DRIVEN R ENG
FUEL PRESS ENGINE-DRIVEN
FUEL PUMP FUEL PUMP FUEL PRESS

FUEL PRESSURE FUEL PRESSURE

TRANSMITTER TRANSMITTER

FUEL FLOW FUEL FLOW

TRANSMITTER TRANSMITTER

OIL-TO-FUEL OIL-TO-FUEL
HEATER FUEL FUEL HEATER
FLOW FLOW
FUEL GAGE FUEL
PRESSURE GAGE
FUEL FILTER PRESSURE
GAGE FUEL FILTER GAGE
FIREWALL TO HEATER FIREWALL
SHUTOFF SHUTOFF
VAVLE VAVLE
CROSSFEED SOLENOID
VALVE VALVE

FUEL SUPPLY
RIGHT BOOST PUMP PRESSURE
LEFT BOOST PUMP PRESSURE
HIGH PRESSURE (ENGINE PUMP) FUEL
D DC ELECTRIC CURRENT D

1 MAIN MAIN 1
FUEL PUMP FUEL PUMP

10 LEFT MAIN BUS RIGHT MAIN BUS 10

10 LEFT MAIN BUS RIGHT MAIN BUS 10

AUX AUX
2 FUEL PUMP FUEL PUMP 2
FUEL FUEL
PUMP PUMP
SWITCH SWITCH

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 3-7

Fuel Quantity Gage
Fuel quantity is measured by
capacitance-type transmit-
ter units located within each
tank. The transmitters provide
a common level input for each
wing system to a dual indica-
tor located on the copilot’s
instrument panel. The fuel
quantity gage is calibrated
in hundreds of pounds (LBS
X 100) and compensates for
changes in fuel temperature to provide accurate indication
under all conditions.

Fuel Flow Gage

A transducer, located in-line
prior to each engine-driven
pump, transmits electrical
signals which are converted
to an analog indication of fuel
flow, in hundreds of pounds
per hour, on individual gages
for each wing system.

Totalizer (optional)
A totalizer, located on the
copilot’s right subpanel when
installed, utilizes electrical sig-
nals from the fuel flow trans-
mitters to indicate pounds of
fuel consumed. A push button
is used to set the counter to
zero.

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Piper PA-31T2 Reference Manual

Fuel Pressure Gage

Fuel under boost pump pres-
sure is tapped prior to each
engine-driven pump and
routed directly to the fuel pres-
sure gages in the instrument
panel. The gages, calibrated
in pounds, provide an indica-
tion of boost pump pressure to
each engine.

Fuel Pressure Warning Lights

Failure of an electric fuel boost pump is indicated by the illumi-
nation of a red fuel pressure warning light on the annunciator
panel. A pressure sensing switch located between the fuel flow
transducer and the fuel pressure gage will cause the appropri-
ate warning light to illuminate if fuel pressure drops below 5 psi.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 3-9

Servicing

The inboard main tank, outboard main tank, and the nacelle
tank are filled through the filler neck located on the nacelle
tank. After filling these tanks, the tip tank may be filled through
its independent filler neck.

Caution: Do not open the nacelle filler cap with more than two
inches of fuel in the tip tank.

Use of Aviation Gasoline

Aviation gasoline may be used as an emergency fuel, how-
ever time between engine overhaul will be greatly reduced.
Each engine is allowed only 150 hours of operation on aviation
gasoline between overhaul. If a partial mixture of jet fuel and
aviation gasoline is used, the operation time is computed pro-
portional to the mixture. (50% aviation gasoline x 3 hours flight
time = 1.5 hours aviation gasoline use).

Fuel Additives

Normal preflight fuel draining procedures will generally re-

move most excess water from the fuel tanks. However, small
amounts of water may remain in solution within the fuel. This is
not normally a problem unless the airplane will encounter high
humidity conditions on the ground followed by flight to high
altitudes with low temperatures. Under these operating condi-
tions, the use of an anti-icing fuel additive is recommended.

Ethylene Glycol Monomethyl Ether (EGME)

Ethylene Glycol Monomethyl Ether (EGME), may also be used.
EGME is better known by the commercial name “Prist.” The
product absorbs dissolved water in the fuel and also lowers the
freezing temperature of the fuel.

Note: Increasing numbers of fuel vendors are offering their

product with a “premix” of EGME. Verify the additives that exist
within the FBO’s fuel prior to servicing.

Caution: The EGME is a very aggressive chemical and should

not exceed 0.15% of fuel volume, as it can damage the fuel
cells. Improperly used, EGME will cause damage to the pro-
tective primer, sealants and O-rings in the fuel system, and
should never come into contact with the aircraft paint or fin-
ish. It must be thoroughly mixed with the fuel according to the
manufacturers directions.

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Piper PA-31T2 Reference Manual

Limitations

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material, markings and plac-
ards, or any combination thereof for all limitations.

Emergency Procedures

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material (supplementary
checklist) as revised, for procedural information.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 3-11

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Chapter 4
Performance/Flight Planning
Table of Contents

Overview...................................................................................... 1
Performance Factors................................................................. 1
Calculating Performance Data.................................................. 2
Flight Performance Data Card .................................................. 3
Manufacturers Flight or Information Manual.......................... 4

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Overview

After completing the necessary weight and balance computa-

tions, which will be covered in a later chapter, the manufacturer
provided performance charts must be utilized to properly plan
a safe and efficient flight. It is essential that the pilot be familiar
with the numerous factors that have an effect on airplane per-
formance.

Performance Factors

Density Altitude
Pressure altitude, when compensated for temperature, will pro-
vide the density altitude. An increase in temperature or pres-
sure altitude will result in a decrease in the density of the air.
Density altitude is the actual altitude that will be affecting the
performance of an airplane.

Wind
Surface winds will have an effect on the takeoff and landing
performance. A headwind component can reduce the takeoff
or landing roll required, while a tailwind component will signifi-
cantly increase the required distance.

Runway Conditions
Most manufacturer provided performance charts for takeoff,
accelerate-stop, and landing distances are based on a paved,
dry, smooth and level surface. Operating an airplane on wet,
grassy, or snow covered surfaces will have an adverse effect
on takeoff and landing performance. In addition, the runway
gradient or slope, will affect the takeoff and landing roll re-
quired.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 4-1

Calculating Performance Data

The Flight Data Performance Card (Figure 1) is provided to as-

sist in completing a thorough flight performance plan prior to
flight. Utilizing this form will prepare the pilot for all phases of
the flight from takeoff through climb, cruise, descent, and land-
ing including the possibility of an engine failure.

4-2 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Flight Performance Data Card

Turbine Powered
Departure:
Airport Elevation PA OAT
Surface Wind HW Comp X-W Comp
Altimeter Setting Runway/Length /
Takeoff Weight C.G.

Captain's Briefing
Takeoff Data:
Takeoff Distance Accelerate-Stop Accelerate-Go

Climb:
VY VYSE VX VXSE KTS MPH
IAS CAS
S.E.Rate of Climb (fpm) S.E.Gradient
over

Flight Performance Data Card (reverse)

Cruise:
Altitude OAT °F °C TAS
Power Setting: ITT Torque Prop RPM Ng (%)
F/F (PPM) Range Endurance S.E. Ceiling

Descent:
Time Fuel (lbs) Distance (NM)
Destination Airport:
Elevation PA OAT
Surface Wind HW Comp. X-W Comp.
Altimeter Setting Runway/Length /

Landing Data:
Weight C.G.
Landing Flaps VREF Distance:
No Flaps VREF Distance:

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 4-3

Manufacturers Flight or Information Manual

The performance section of the manufacturer provided Flight

or Information Manual (or information provided with optional
equipment and STC’s) contains the necessary performance
charts required to complete the Flight Data Performance Card.
When using the performance charts follow the guidelines pro-
vided with the chart and always read the conditions and notes
applicable to the chart prior to making any calculations. If
interpolation of the data is required, always round to the next
highest, or most conservative number for safety.

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Chapter 5
Flight Controls/Wing Flaps
Table of Contents

Overview ..................................................................................... 1
Control Yokes.............................................................................. 1
Ailerons and Aileron Trim........................................................... 2
Rudder and Rudder Trim............................................................ 3
Elevators and Elevator Trim....................................................... 4
Electric Elevator Trim (optional) ................................................. 5
Control Locks.............................................................................. 6
Wing Flaps .................................................................................. 7
Wing Flap Control Schematic ................................................... 8
Nosewheel Steering................................................................... 9
Minimum Wing Tip Turning Radius.......................................... 10
Limitations................................................................................ 11
Emergency Procedures............................................................ 11

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Piper PA-31T2 Reference Manual

Overview

The flight controls of the Piper PA-31T2 consist of dynamically

and statically balanced ailerons, elevators, rudder, and associ-
ated trim systems for each. The control surfaces are bearing
supported and operated through push-pull rods, conventional
cable systems, and bellcranks. Trim tabs on the rudder, right
aileron, and both elevators are adjustable by manual trim con-
trols located on the control pedestal through cable systems.
Mechanical position indicators for each of the trim tabs are in-
tegrated with their respective controls. Elevator trim is accom-
plished through either the manual or optional electric pitch trim
system. The nosewheel steering, associated with the rudder
pedals, the wing flaps, and the stall warning system will also be
covered in this section.

Control Yokes

s PILOT'S CONTROL YOKE

Dual control yokes for aileron and elevator control are posi-
tioned in front of the pilot’s and copilot’s seats and are joined
by a chain and torque tube assembly located behind the instru-
ment panel.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 5-1

Ailerons and Aileron Trim

The ailerons are attached at

three hinge points on the rear
spar of each wing outboard of
the flaps. Control yoke rota-
tion is transmitted through
cables, connected to the
control column by a chain,
pulleys, and bellcranks to rod
assemblies which position the
ailerons. The aileron control
system is interconnected to
the rudder control system by
cable and spring assemblies s MANUAL AILERON TRIM CONTROL
causing the rudder to automati-
cally assist in maintaining coordinated flight.

Aileron trim is provided by a leading link-type balance tab at-

tached to the trailing edge of the right aileron by two hinges.
The trim tab is actuated by a push-pull rod attached to a jack-
screw-type actuator installed in the right wing. This actuator is
cable-driven by a drum assembly attached to the aileron trim
control knob located on the control pedestal. Due to the posi-
tioning of the actuator, the trim tab moves in the same direction
as aileron movement, functioning as an anti-servo type trim tab,
increasing the control forces required to position the aileron
during flight.

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Piper PA-31T2 Reference Manual

Rudder and Rudder Trim

The rudder is attached at two hinge points on the rear spar of

the vertical stabilizer and operated by the right and left pilot’s
or copilot’s rudder pedals. The rudder pedal torque tubes are
attached to rudder cables which are routed aft under the floor
and through the tail cone by pulleys, to a bellcrank attached
directly to the bottom of the rudder torque tube.

Rudder trim is provided by a

lagging link-type balance tab
attached to the lower half of
the rudder with a full length
piano-type hinge. The trim tab
is actuated by a push-pull rod
attached to a jackscrew-type
actuator installed in the verti-
cal stabilizer. This actuator
is cable-driven by a sprocket
and chain assembly attached
to the rudder trim control knob
located on the control ped- s MANUAL RUDDER TRIM CONTROL
estal. Due to the positioning of
the trim tab actuator, the rudder trim tab moves in the opposite
direction of rudder movement, functioning as a servo-type trim
tab, reducing the control forces required to position the rudder
during flight.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 5-3

Elevators and Elevator Trim

Each elevator is attached at hinge points on the rear spar of the

horizontal stabilizer. The elevator control surfaces are con-
nected by a torque tube and elevator arm which is connected
to a bellcrank in the tail. The bellcrank is actuated by cables
running through the fuselage to the pilots’ control columns.
Fore and aft movement of the control yoke is transmitted to the
elevator arm which position the elevators.

Elevator trim is provided by

trim tabs attached at hinge
points to the trailing edge of
both elevators. The trim tabs
are actuated by push-pull
rods attached to jackscrew-
type actuators installed in the
horizontal stabilizer. These
actuators are cable-driven by
drum assemblies attached to
the elevator trim control knob
located on the control
pedestal. s MANUAL ELEVATOR TRIM CONTROL

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Piper PA-31T2 Reference Manual

Electric Elevator Trim (optional)

The electric elevator trim system consists of a trim disconnect

switch labeled TRIM - INTERRUPT and a momentary-on dual-
element slider-type pitch trim thumb switch labeled TRIM DN/
TRIM UP located on the pilot’s control yoke, and an actuator
motor and clutch assembly.

The system is energized by holding both elements of the pitch

trim thumb switch forward to the “TRIM DN” position, or aft to
the “TRIM UP” position. When released, the spring-loaded
thumb switch returns to the center (off) position. The pilot’s
thumb switch will override the copilot’s during normal opera-
tion. The trim-disconnect switch is a two-level push button-type
with the first level used to disconnect the autopilot (if installed).
When depressed to the second level, the electric elevator
trim will be disconnected. When the elevator trim system is
not being electrically actuated, the elevator may be manually
trimmed.

Note: If the electric elevator trim malfunctions, overpower it with

the control yoke, disengage the electric trim, reduce airspeed
below VNE if applicable, pull the circuit breaker, and manually
trim the airplane.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 5-5

Control Locks

The aileron and elevator controls may be secured by the front

seat belts for parking.

Warning: Ensure all control locks are removed/unlocked before

starting the engines.

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Piper PA-31T2 Reference Manual

Wing Flaps

Wing flaps are a slotted fowler design, extended and retracted

by transmission tubes attached to jackscrew transmission as-
semblies located in the trailing edge of each wing. The trans-
mission assemblies are driven by flexible shafts connected to
an electric flap motor located in the fuselage center section.

Wing Flap Control

The flap motor is controlled by the wing flap selector switch lo-
cated on the instrument panel to the left of the copilot’s control
column. The selector provides preselect settings for wing flap
positioning of 0°, 15°, or 40°, or variable positioning in incre-
ments of as little as 2°.

s FLAP POSITION SELECTOR s FLAP POSITION INDICATOR

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 5-7

Wing Flap Control Schematic
FLAP POSITION
SELECTOR
CONTROL BOX
CONTROL
FAULT LIGHT FLAP AMPLIFIER
TEST
SWITCH

LEFT FLAP POSITION INDICATOR

TRANSMISSION MOTOR CIRCUIT BREAKER
ASSEMBLY
CONTROL
FLAP MOTOR CIRCUIT BREAKER

RIGHT FLAP
TRANSMISSION CONTROL
ASSEMBLY RHEOSTAT

RHEOSTAT
LINKAGE

A flap position indicator is located to the left of the selector. A

test switch, located to the lower right of the indicator, is pro-
vided to check the operation of the flaps prior to flight. The flap
motor is protected by a 35 ampere circuit breaker and the flap
control circuit is protected by a 3 ampere circuit breaker, both
powered by the nonessential bus.

The electronic control system includes an amplifier, three rheo-

stats, and two power solenoids. The amplifier provides a regu-
lated voltage supply to the three external rheostats, circuit logic
to analyze the system condition and position, and provides
commands to the power solenoids to activate the flap motor.

The three rheostats feed back to the amplifier the signals nec-
essary to operate the system. One is located in the wing flap
selector switch and one is located in each wing to sense the
position of each flap independently. If the right flap rheostat
does not agree with the left within 5° at all times, the system will
shut down and cannot be reactivated until the imbalance has
been corrected.

A [FLAP] annunciator light will indicate when an imbalance ex-

ists or a critical component of the amplifier has failed.

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Piper PA-31T2 Reference Manual

Nosewheel Steering

For nosewheel steering, rudder pedal movement is transmitted

through cables to the nose gear steering linkage. The nose
gear automatically engages the steering system when the land-
ing gear is extended. As the gear is retracted on takeoff, the
nosewheel automatically straightens for storage in flight.

3
4

1. Steering Tube 4. Bellcrank Assembly

2. Forward Steering Arm 5. Steering Rollers
3. Steering Actuator 6. Aft Steering Arm

Smooth turning is accom-

plished by allowing the air-
plane to roll while displacing 6
the appropriate rudder pedal.
Sharper turns, up to 40° left or
right of center, require brake
pedal pressure on the dis-
placed rudder and/or differen-
tial power application.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 5-9

Minimum Wing Tip Turning Radius

68’2”

34’1”

The minimum wing tip turning radius, using partial braking ac-
tion and differential power, is 34'1". This method causes exces-
sive wear on the tires, and should only be employed sparingly.
If the aircraft is parked with the nosewheel cocked to one side,
initial taxiing should be done with caution. To straighten the
nosewheel in this situation, use full opposite rudder and differ-
ential power instead of differential braking.

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Piper PA-31T2 Reference Manual

Limitations

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material, markings and plac-
ards, or any combination thereof for all limitations.

Emergency Procedures

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material (supplementary
checklist) as revised, for procedural information.

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Piper PA-31T2 Reference Manual

Chapter 6
Electrical System
Table of Contents

Overview...................................................................................... 1
Battery......................................................................................... 2
External Power . ......................................................................... 4
Starter/Generators.................................................................... 5
Electrical Distribution................................................................ 6
Electrical System Schematic #1
(static w/charged battery) . ...................................................... 7
Electrical Power Distribution..................................................... 8
Electrical System Switches....................................................... 9
Circuit Protection..................................................................... 10
Electrical System Schematic #2
(battery relay closed) ............................................................. 11
Electrical System Schematic #3
(left engine starting) .............................................................. 12
Electrical System Schematic #4
(left engine operating, generator off-line) ............................... 13
Electrical System Schematic #5
(left engine operating, generator on-line) ............................... 14
Electrical System Schematic #6
(both engines operating, generators on-line) .......................... 15
Electrical System Schematic #7
(external power source applied) ............................................. 16
Alternating Current (AC) .......................................................... 17
Indicators.................................................................................. 18
Airplane Lighting Systems....................................................... 19
Internal Lighting....................................................................... 21
Limitations................................................................................ 22
Emergency Procedures............................................................ 22

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Piper PA-31T2 Reference Manual

Overview

The PA-31T2 main electrical system is powered by two 28 volt

Direct Current (DC), negative-ground, starter/generators. A
24 volt DC battery is provided for engine starting and to serve
as an emergency source of power. An external power recep-
tacle is installed to allow the system to be energized when the
airplane is on the ground. Electrical power is provided to the
system through a multiple bus arrangement which will ensure
continued operation in the event of a source failure. Items in
the system requiring Alternating Current (AC) for operation are
powered by either of two 115/26 VAC, 400Hz inverters. Light-
ing systems are provided for internal and external illumination.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 6-1

Battery

The Nickel Cadmium (NiCad) battery, located in the nose sec-

tion, is rated at 24 volts and 36 ampere-hours. The voltage rat-
ing indicates that the battery can store 24 volts of power when
it is fully charged. The 36 ampere-hour rating indicates that a
new, fully charged battery is capable of delivering 1 ampere of
current for 36 hours, before reaching a fully discharged condi-
tion. The following formula (example: 36 amp-hr/100 amp load
= .36 hours) allows the pilot to approximate the available bat-
tery time remaining in the event of a dual generator failure by
dividing any total amperage load into 36.

COVER

BATTERY
CELL
INSULATOR

RECEPTACLE
AND TERMINAL

Note: If a NiCad battery is allowed to completely discharge,

some cells may reach zero potential and charge in the reverse
direction, affecting the battery in such a manner that it will not
retain a full capacity charge. In such cases the battery should
be completely discharged before recharging the battery.

6-2 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Airflow for battery cooling is provided by a ram air scoop lo-

cated on the lower nose section. The cooling air is routed up
and into the battery compartment, then discharged through two
vents aft of the battery.

2
3

1. Battery Ram Air Scoop

2. Cooling Air Duct
3. Exhaust Vents

Overheating or thermal runaway of a NiCad battery is a seri-

ous malfunction. The most common cause of thermal runaway
is damage to the gas barrier between the plates, which results
when the battery is overcharged at a high rate under high tem-
peratures. If sustained overheating (10 minutes) should occur,
the battery should be removed and serviced.

Battery Charge Current Detector

When the battery temperature rises above 110°F, a battery tem-
perature sensor circuit will cause an amber [BATTERY OVER-
TEMP] light on the annunciator panel to illuminate.

Note: The condition of the battery should be determined every

50 to 100 hours initially.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 6-3

External Power

s EXTERNAL POWER RECEPTACLE

The external power receptacle is of a three pin "AN"-type de-

sign and is located on the lower left surface of the nose section.
An external power source may be connected to the aircraft
electrical system to conserve battery power while starting the
aircraft in cold temperatures, if the battery is weak (but service-
able), or when testing electrical equipment on the ground.

Caution: Do not allow external auxiliary power to be applied

to the airplane before ensuring that the battery master switch,
condition levers, ignition switches, starter switches, and radio
master switch are all off. During an external start, monitor the
airplane voltmeter until the reading stabilizes (27 volts minimum
- 30 volts maximum), and turn the battery master switch on.
Generator switches are to be off until the engines are running
and the external power source is disconnected.

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Piper PA-31T2 Reference Manual

Starter/Generators

BEARING AND
BRUSH HOLDER

ARMATURE

DRIVE END

DRIVE DAMPER
SHAFT

The two 30 volt (regulated to 28.5 volt) starter/generators, in-

stalled on the upper left accessory section of each engine, are
dual-wound motors used to start the engines and, after engine
start, to power the DC electrical system and charge the bat-
tery. The standard/generators are each capable of producing
a maximum continuous current of 200 amperes at 63% NG.

DC Control Panels
Generator output is shared through the use of left and right DC
control panels located in the nose section on the left electrical
accessory shelf. The control panels monitor each generator’s
output through paralleling circuitry and provide reverse current
protection, voltage regulation, and load sharing.

Overvoltage Control
Two overvoltage relays, also located on the left electrical ac-
cessory shelf, protect the electrical system from excess volt-
age. When a voltage of 32 volts is sensed, the respective relay
will trip, disabling the affected generator and removing it from
the system. The overvoltage relays can be reset by turning the
affected generator off and then back on.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 6-5

Electrical Distribution

Electrical power is routed from the battery (or external power

source) or from the left and right generators to the main tie bus
located below the flight compartment floor between the pilots’
seats. Selected items such as the engine fire extinguishers,
and courtesy lights are powered directly by the number 1 bat-
tery bus regardless of the BATTERY MASTER switch position.

Main Tie Bus

When energized, the main tie bus provides power to the other
buses throughout the airplane. With the generators on-line
delivering 28.5 volts to the system and the battery producing
only 24 volts, the current flow reverses allowing the generators
to power the system and the battery to be charged.

Non Essential Bus

The non essential bus is powered by the main tie bus also pro-
vides power to the autopilot/flight director bus.

Left/Right Ice Buses

Power from the main tie bus is routed to the left and right ice
buses which supply electricity to selected anti-ice and deice
equipment installed on the airplane.

Left/Right Distribution Buses

In addition to powering the main tie bus, each generator pow-
ers its own distribution bus and, through the main tie bus, is
capable of powering the opposite engine’s distribution bus.

Left/Right Main Buses

Power is routed to the left and right main bus from both distribu-
tion buses. The main buses supply electricity to equipment that
is necessary for safe operation of the airplane.

Gyro Bus
A gyro bus, used to supply the electrically powered gyro instru-
ments, is also included in the system. Power to the gyro bus is
controlled through pilot operated switches.

Avionics Buses
During normal operation, power from the distribution buses is
routed to the number 1 and number 2 avionics buses which
supply electricity to the avionics equipment installed in the
airplane. The two avionics buses are connected by an avionics
bus tie circuit breaker.

6-6 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

EXTERNAL POWER
RECEPTACLE

LEFT ENGINE STARTER - + STARTER RIGHT ENGINE

+ + -
STARTER/ SOLENOID SOLENOID STARTER/
GENERATOR BATTERY GENERATOR

PA-31T2 03/10
LEFT RIGHT
START START

STARTER ENERGIZED STARTER ENERGIZED

ANNUNCIATOR ANNUNCIATOR

STARTER CONTROL BATTERY BUS 1 STARTER CONTROL

LEFT RIGHT
OVERLOAD OVERLOAD
5 5
SENSOR SENSOR
LEFT STARTER/
EXT PWR RIGHT STARTER/
GENERATOR SWITCH
RELAY ON GENERATOR SWITCH
L VOLT R VOLT
REG REG
BATTERY BATTERY
10 FROM MASTER RELAY FROM 10
LEFT SWITCH RIGHT
GEN OFF-LINE MAIN BUS MAIN BUS
BATTERY BUS 2 GEN OFF-LINE
ANNUNCIATOR ANNUNCIATOR
L GEN INOP R GEN INOP
5A 5A

VOLTAGE 5
VOLTAGE
GEN LINE REGULATOR REGULATOR GEN LINE
VOLTS
CONTACTOR CONTACTOR

MAIN BUS
GEN TRIP GEN TRIP
SWITCH LEFT LEFT NON RIGHT BATTERY RIGHT SWITCH
5A GENERATOR ICE ESSENTIAL ICE GENERATOR 5A

200 70 100 70 180 200

AMPS AMPS

FOR TRAINING PURPOSES ONLY

LEFT DISTRIBUTION BUS RIGHT DISTRIBUTION BUS
Electrical System Schematic #1 (static w/charged battery)

LEFT NO 1 RIGHT LEFT NO 2 RIGHT

LEFT ICE BUS RIGHT ICE BUS
MAIN AVIONICS MAIN MAIN AVIONICS MAIN
AP/FD
BUS TIE ON
NON ESSENTIAL AVIONICS
50 50 50 AP/FD BUS 25 MASTER 50 50 50
BUS
SWITCH
OFF

AVIONICS
BUS TIE

AVIONICS 1 BUS 35 AVIONICS 2 BUS

AVIONICS 1 AVIONICS 2
CONTACTOR CONTACTOR

LEFT MAIN BUS RIGHT MAIN BUS

15 15

L GYRO R GYRO BATTERY CURRENT

BUS TIE GYRO/INV BUS TIE LEFT GEN CURRENT
LEFT BUS TIE RIGHT RIGHT GEN CURRENT
SWITCH
GEN CONTROL CURRENT

6-7
GYRO BUS EXTERNAL POWER
Piper PA-31T2 Reference Manual
Electrical Power Distribution
Battery Bus #1 Avionics #1 Bus Left & Right Distribution Bus Gyro Bus
Left Fire Extinguisher Comm 1 Left Main Bus Left Gyro - Horizon
Right Fire Extinguisher NAV 1 Right Main Bus Left Gyro - Directional
Cockpit Lights XPOND 1 Avionics #1 Bus Turn and Bank
Courtesy Lights ADF 1 Avionics #2 Bus

Clock CoPilot RMI

Memory DME 1 Right Main Bus Left Main Bus

Ground Clear Comm RNAV Fuel Flow Starter Control Left

Ground Clear Audio VNAV Oil Temp Starter Control Right
Ground Clear Nav VLF Torque Left Ignition
Spare CoPilot Enc Alt Fuel Press Right Ignition
Spare Checklist Oil Press Fuel Control Heat
Spare Spare Main Fuel Pump Oil Cooler
Spare HTG and Beta HTG and Beta

Battery Bus #2 Oil Cooler Main Fuel Pump

Hourmeter and OAT Avionics #2 Bus Fuel Cont Heat Oil Pressure
Tail Beacon Comm 2 Right Pitot Heat Fuel Pressure
Razor Inv NAV 2 Stall Warning Heat Torque
Cigar Lighter XPOND 2 Emerg Battery Oil Temp
Stereo/Cabin Inst ADF 2 IVSI Fuel Flow
Voltmeter Pilot RMI Wing Inspection Light SAS Motor (Chey II only)
Thermos Radar Fuel Totalizer Aux Fuel Pump
Telephone Radar Alt Surface Deice A/A Computer (Chey II only)
Annun Aux Power CoPilot Compass Landing Light Gyro Inv
Landing Lights CoPilot HSI Gear Pos Ind Encoding Alt
Flush Toilet HF Anti-Collision Lights L Panel Lights
Cabin/Map Lights DME 2 R Panel Lights Avionics Acc
Audio 2 Position Lights Audio Amp

Non-Essential Bus ACC 2 Placard Lights Annunciator

A/P - F/D Bus Tie Radio Lights Cabin Press Control

Prop Sync Main Tie Bus Gyro Inv Taxi Light

Comb Air Blower Left Generator Right Horiz Gyro Stall Warning
Wing Flap Motor Right Generator Right Dir Gyro Fuel Quantity
Wing Flap Control Battery Aux Fuel Pump Left Pitot Heat
Cabin Comfort Nonessential SAS Monitor (Chey II only) Gear Warn and SDL
Cond Blower Left Ice Bus

Comb Air/Heat Right Ice Bus Left Ice Bus Right Ice Bus

Recirc. Fan Air Intake Air Intake

Recognition Lights Ice Deflector Ice Deflector

Windshield Wiper Windshield Heat Windshield Heat

Aux Heat Control Windshield Heat Cont Windshield Heat Cont

Supplemental Heat Power Cont Prop

Spare Prop

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Piper PA-31T2 Reference Manual

Electrical System Switches

Switches used for control of the electrical system are located

on the overhead panel. The switches are up and down rocker-
type switches with the exception of the generator trip switches.

1. Battery Master Switch

The BATTERY MASTER switch operates the battery relay which
controls battery power or external power supplying the main tie
bus.

2. Starter/Generator Switches
The STARTER/GENERATOR switches have three positions
with the center position being off. After engine start, selecting
“GENERATOR” position brings its respective generator on-line
supplying power to its associated distribution bus and the main
tie bus.

3. Generator Trip Switches

Push button-type generator trip (GEN TRIP) switches, are locat-
ed on the left and right sides of the BATTERY MASTER switch.
When pushed, power from the respective generator is removed
from the system. To regain generator power, the respective
generator switch must be recycled.

Master Avionics Power Switch

The master avionics bus
switch, located in the center of
the instrument panel, is used
to control the power to the
avionics buses.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 6-9

Circuit Protection

s FLOOR CIRCUIT BREAKER PANEL

Main Tie Bus

A panel located on the floor between the pilots’ seats contains
thermal-type circuit breakers associated with the main tie bus
and the left and right distribution buses. The 180 ampere
thermal breaker labeled BATTERY and the 200 ampere LEFT
GENERATOR and RIGHT GENERATOR thermal breakers pro-
tect the main tie bus. The 100 ampere thermal breaker labeled
NON ESSENTIAL feeds power from the main tie bus to the non
essential bus. The ice buses are powered through 70 ampere
thermal breakers labeled LEFT ICE and RIGHT ICE.

Distribution Buses
Thermal breakers routing power from the generators through
the distribution buses are also located in the floor panel. The
50 ampere breakers, three for each bus, are labeled LEFT GEN
FEED - LEFT MAIN, NO 1 AVIONICS, RIGHT MAIN and RIGHT
GEN FEED - LEFT MAIN, NO 2 AVIONICS, RIGHT MAIN.

Circuit Breakers
Individual electrical systems and components are protected
against overload by circuit breakers located on the pilot’s and
copilot’s side panels. These push-to-reset type circuit break-
ers will pop out, or “trip”, when heat is generated by an elec-
trical overload. After a cooling period of approximately three
minutes, the affected circuit breaker can be reset by pushing it
back in. If the circuit breaker trips a second time, a short circuit
is indicated and it should not be reset or held in as this may
damage the system.

6-10 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

EXTERNAL POWER
RECEPTACLE

LEFT ENGINE STARTER - + STARTER RIGHT ENGINE

+ + -
STARTER/ SOLENOID SOLENOID STARTER/
GENERATOR BATTERY GENERATOR

PA-31T2 03/10
LEFT RIGHT
START START

STARTER ENERGIZED STARTER ENERGIZED

ANNUNCIATOR ANNUNCIATOR

STARTER CONTROL BATTERY BUS 1 STARTER CONTROL

LEFT RIGHT
OVERLOAD OVERLOAD
5 5
SENSOR SENSOR
LEFT STARTER/
EXT PWR RIGHT STARTER/
GENERATOR SWITCH
RELAY ON GENERATOR SWITCH
L VOLT R VOLT
REG REG
BATTERY BATTERY
10 FROM MASTER RELAY FROM 10
LEFT SWITCH RIGHT
GEN OFF-LINE MAIN BUS MAIN BUS
BATTERY BUS 2 GEN OFF-LINE
ANNUNCIATOR ANNUNCIATOR
L GEN INOP R GEN INOP
5A 5A

VOLTAGE 5
VOLTAGE
GEN LINE REGULATOR REGULATOR GEN LINE
VOLTS
CONTACTOR CONTACTOR

MAIN BUS
GEN TRIP GEN TRIP
SWITCH LEFT LEFT NON RIGHT BATTERY RIGHT SWITCH
5A GENERATOR ICE ESSENTIAL ICE GENERATOR 5A

200 70 100 70 180 200

Electrical System Schematic #2 (battery relay closed)

AMPS AMPS

FOR TRAINING PURPOSES ONLY

LEFT DISTRIBUTION BUS RIGHT DISTRIBUTION BUS
LEFT NO 1 RIGHT LEFT NO 2 RIGHT
LEFT ICE BUS RIGHT ICE BUS
MAIN AVIONICS MAIN MAIN AVIONICS MAIN
AP/FD
BUS TIE ON
NON ESSENTIAL AVIONICS
50 50 50 AP/FD BUS 25 MASTER 50 50 50
BUS
SWITCH
OFF

AVIONICS
BUS TIE

AVIONICS 1 BUS 35 AVIONICS 2 BUS

AVIONICS 1 AVIONICS 2
CONTACTOR CONTACTOR

LEFT MAIN BUS RIGHT MAIN BUS

15 15

L GYRO R GYRO BATTERY CURRENT

BUS TIE GYRO/INV BUS TIE LEFT GEN CURRENT
LEFT BUS TIE RIGHT RIGHT GEN CURRENT
SWITCH
GEN CONTROL CURRENT

6-11
GYRO BUS EXTERNAL POWER
Piper PA-31T2 Reference Manual
EXTERNAL POWER
RECEPTACLE

6-12
LEFT ENGINE STARTER - + STARTER RIGHT ENGINE
+ + -
STARTER/ SOLENOID SOLENOID STARTER/
GENERATOR BATTERY GENERATOR
LEFT RIGHT
START START

STARTER ENERGIZED STARTER ENERGIZED

ANNUNCIATOR ANNUNCIATOR

STARTER CONTROL BATTERY BUS 1 STARTER CONTROL

LEFT RIGHT
OVERLOAD OVERLOAD
5 5
SENSOR SENSOR
LEFT STARTER/
EXT PWR RIGHT STARTER/
GENERATOR SWITCH
RELAY ON GENERATOR SWITCH
L VOLT R VOLT
REG REG
BATTERY BATTERY
10 FROM MASTER RELAY FROM 10
LEFT SWITCH RIGHT
GEN OFF-LINE MAIN BUS MAIN BUS
BATTERY BUS 2 GEN OFF-LINE
ANNUNCIATOR ANNUNCIATOR
L GEN INOP R GEN INOP
5A 5A

VOLTAGE 5
VOLTAGE
GEN LINE REGULATOR REGULATOR GEN LINE
VOLTS
CONTACTOR CONTACTOR

MAIN BUS
GEN TRIP GEN TRIP
SWITCH LEFT LEFT NON RIGHT RIGHT SWITCH
BATTERY 5A
5A GENERATOR ICE ESSENTIAL ICE GENERATOR

200 70 100 70 180 200

Electrical System Schematic #3 (left engine starting)

AMPS AMPS

FOR TRAINING PURPOSES ONLY

LEFT DISTRIBUTION BUS RIGHT DISTRIBUTION BUS
LEFT NO 1 RIGHT LEFT NO 2 RIGHT
LEFT ICE BUS RIGHT ICE BUS
MAIN AVIONICS MAIN MAIN AVIONICS MAIN
AP/FD
BUS TIE ON
NON ESSENTIAL AVIONICS
50 50 50 AP/FD BUS 25 MASTER 50 50 50
BUS
SWITCH
OFF

AVIONICS
BUS TIE

AVIONICS 1 BUS 35 AVIONICS 2 BUS

AVIONICS 1 AVIONICS 2
CONTACTOR CONTACTOR

LEFT MAIN BUS RIGHT MAIN BUS

15 15

L GYRO R GYRO BATTERY CURRENT

BUS TIE GYRO/INV BUS TIE LEFT GEN CURRENT
LEFT BUS TIE RIGHT RIGHT GEN CURRENT
SWITCH
GEN CONTROL CURRENT
GYRO BUS EXTERNAL POWER

PA-31T2 03/10
EXTERNAL POWER
RECEPTACLE

LEFT ENGINE STARTER - + STARTER RIGHT ENGINE

+ + -
STARTER/ SOLENOID SOLENOID STARTER/
GENERATOR BATTERY GENERATOR

PA-31T2 03/10
LEFT RIGHT
START START

STARTER ENERGIZED STARTER ENERGIZED

ANNUNCIATOR ANNUNCIATOR

STARTER CONTROL BATTERY BUS 1 STARTER CONTROL

LEFT RIGHT
OVERLOAD OVERLOAD
5 5
SENSOR SENSOR
LEFT STARTER/
EXT PWR RIGHT STARTER/
GENERATOR SWITCH
RELAY ON GENERATOR SWITCH
L VOLT R VOLT
REG REG
BATTERY BATTERY
10 FROM MASTER RELAY FROM 10
LEFT SWITCH RIGHT
GEN OFF-LINE MAIN BUS MAIN BUS
BATTERY BUS 2 GEN OFF-LINE
ANNUNCIATOR ANNUNCIATOR
L GEN INOP R GEN INOP
5A 5A

VOLTAGE 5
VOLTAGE
GEN LINE REGULATOR REGULATOR GEN LINE
VOLTS
CONTACTOR CONTACTOR

MAIN BUS
GEN TRIP GEN TRIP
SWITCH LEFT LEFT NON RIGHT RIGHT SWITCH
BATTERY 5A
5A GENERATOR ICE ESSENTIAL ICE GENERATOR

200 70 100 70 180 200

AMPS AMPS

FOR TRAINING PURPOSES ONLY

LEFT DISTRIBUTION BUS RIGHT DISTRIBUTION BUS
LEFT NO 1 RIGHT LEFT NO 2 RIGHT
LEFT ICE BUS RIGHT ICE BUS
MAIN AVIONICS MAIN MAIN AVIONICS MAIN
AP/FD
BUS TIE ON
NON ESSENTIAL AVIONICS
50 50 50 AP/FD BUS 25 MASTER 50 50 50
BUS
SWITCH
OFF

AVIONICS
Electrical System Schematic #4 (left engine operating, generator off-line)

BUS TIE

AVIONICS 1 BUS 35 AVIONICS 2 BUS

AVIONICS 1 AVIONICS 2
CONTACTOR CONTACTOR

LEFT MAIN BUS RIGHT MAIN BUS

15 15

L GYRO R GYRO BATTERY CURRENT

BUS TIE GYRO/INV BUS TIE LEFT GEN CURRENT
LEFT BUS TIE RIGHT RIGHT GEN CURRENT
SWITCH
GEN CONTROL CURRENT

6-13
GYRO BUS EXTERNAL POWER
Piper PA-31T2 Reference Manual
EXTERNAL POWER
RECEPTACLE

6-14
LEFT ENGINE STARTER - + STARTER RIGHT ENGINE
+ + -
STARTER/ SOLENOID SOLENOID STARTER/
GENERATOR BATTERY GENERATOR
LEFT RIGHT
START START

STARTER ENERGIZED STARTER ENERGIZED

ANNUNCIATOR ANNUNCIATOR

STARTER CONTROL BATTERY BUS 1 STARTER CONTROL

LEFT RIGHT
OVERLOAD OVERLOAD
5 5
SENSOR SENSOR
LEFT STARTER/
EXT PWR RIGHT STARTER/
GENERATOR SWITCH
RELAY ON GENERATOR SWITCH
L VOLT R VOLT
REG REG
BATTERY BATTERY
10 FROM MASTER RELAY FROM 10
LEFT SWITCH RIGHT
GEN OFF-LINE MAIN BUS MAIN BUS
BATTERY BUS 2 GEN OFF-LINE
ANNUNCIATOR ANNUNCIATOR
L GEN INOP R GEN INOP
5A 5A

VOLTAGE 5
VOLTAGE
GEN LINE REGULATOR REGULATOR GEN LINE
VOLTS
CONTACTOR CONTACTOR

MAIN BUS
GEN TRIP GEN TRIP
SWITCH LEFT LEFT NON RIGHT RIGHT SWITCH
BATTERY 5A
5A GENERATOR ICE ESSENTIAL ICE GENERATOR

200 70 100 70 180 200

AMPS AMPS

FOR TRAINING PURPOSES ONLY

LEFT DISTRIBUTION BUS RIGHT DISTRIBUTION BUS
LEFT NO 1 RIGHT LEFT NO 2 RIGHT
LEFT ICE BUS RIGHT ICE BUS
MAIN AVIONICS MAIN MAIN AVIONICS MAIN
AP/FD
BUS TIE ON
NON ESSENTIAL AVIONICS
50 50 50 AP/FD BUS 25 MASTER 50 50 50
BUS
SWITCH
OFF

AVIONICS
Electrical System Schematic #5 (left engine operating, generator on-line)

BUS TIE

AVIONICS 1 BUS 35 AVIONICS 2 BUS

AVIONICS 1 AVIONICS 2
CONTACTOR CONTACTOR

LEFT MAIN BUS RIGHT MAIN BUS

15 15

L GYRO R GYRO BATTERY CURRENT

BUS TIE GYRO/INV BUS TIE LEFT GEN CURRENT
LEFT BUS TIE RIGHT RIGHT GEN CURRENT
SWITCH
GEN CONTROL CURRENT
GYRO BUS EXTERNAL POWER

PA-31T2 03/10
EXTERNAL POWER
RECEPTACLE

LEFT ENGINE STARTER - + STARTER RIGHT ENGINE

+ + -
STARTER/ SOLENOID SOLENOID STARTER/
GENERATOR BATTERY GENERATOR

PA-31T2 03/10
LEFT RIGHT
START START

STARTER ENERGIZED STARTER ENERGIZED

ANNUNCIATOR ANNUNCIATOR

STARTER CONTROL BATTERY BUS 1 STARTER CONTROL

LEFT RIGHT
OVERLOAD OVERLOAD
5 5
SENSOR SENSOR
LEFT STARTER/
EXT PWR RIGHT STARTER/
GENERATOR SWITCH
RELAY ON GENERATOR SWITCH
L VOLT R VOLT
REG REG
BATTERY BATTERY
10 FROM MASTER RELAY FROM 10
LEFT SWITCH RIGHT
GEN OFF-LINE MAIN BUS MAIN BUS
BATTERY BUS 2 GEN OFF-LINE
ANNUNCIATOR ANNUNCIATOR
L GEN INOP R GEN INOP
5A 5A

VOLTAGE 5
VOLTAGE
GEN LINE REGULATOR REGULATOR GEN LINE
VOLTS
CONTACTOR CONTACTOR

MAIN BUS
GEN TRIP GEN TRIP
SWITCH LEFT LEFT NON RIGHT RIGHT SWITCH
BATTERY 5A
5A GENERATOR ICE ESSENTIAL ICE GENERATOR

200 70 100 70 180 200

AMPS AMPS

FOR TRAINING PURPOSES ONLY

LEFT DISTRIBUTION BUS RIGHT DISTRIBUTION BUS
LEFT NO 1 RIGHT LEFT NO 2 RIGHT
LEFT ICE BUS RIGHT ICE BUS
MAIN AVIONICS MAIN MAIN AVIONICS MAIN
AP/FD
BUS TIE ON
NON ESSENTIAL AVIONICS
50 50 50 AP/FD BUS 25 MASTER 50 50 50
BUS
SWITCH
OFF

AVIONICS
BUS TIE

AVIONICS 1 BUS 35 AVIONICS 2 BUS

Electrical System Schematic #6 (both engines operating, generators on-line)

AVIONICS 1 AVIONICS 2
CONTACTOR CONTACTOR

LEFT MAIN BUS RIGHT MAIN BUS

15 15

L GYRO R GYRO BATTERY CURRENT

BUS TIE GYRO/INV BUS TIE LEFT GEN CURRENT
LEFT BUS TIE RIGHT RIGHT GEN CURRENT
SWITCH
GEN CONTROL CURRENT
GYRO BUS

6-15
EXTERNAL POWER
Piper PA-31T2 Reference Manual
EXTERNAL POWER
RECEPTACLE

6-16
LEFT ENGINE STARTER - + STARTER RIGHT ENGINE
+ + -
STARTER/ SOLENOID SOLENOID STARTER/
GENERATOR BATTERY GENERATOR
LEFT RIGHT
START START

STARTER ENERGIZED STARTER ENERGIZED

ANNUNCIATOR ANNUNCIATOR

STARTER CONTROL BATTERY BUS 1 STARTER CONTROL

LEFT RIGHT
OVERLOAD OVERLOAD
5 5
SENSOR SENSOR
LEFT STARTER/
EXT PWR RIGHT STARTER/
GENERATOR SWITCH
RELAY ON GENERATOR SWITCH
L VOLT R VOLT
REG REG
BATTERY BATTERY
10 FROM MASTER RELAY FROM 10
LEFT SWITCH RIGHT
GEN OFF-LINE MAIN BUS MAIN BUS
BATTERY BUS 2 GEN OFF-LINE
ANNUNCIATOR ANNUNCIATOR
L GEN INOP R GEN INOP
5A 5A

VOLTAGE 5
VOLTAGE
GEN LINE REGULATOR REGULATOR GEN LINE
VOLTS
CONTACTOR CONTACTOR

MAIN BUS
GEN TRIP GEN TRIP
SWITCH LEFT LEFT NON RIGHT RIGHT SWITCH
BATTERY 5A
5A GENERATOR ICE ESSENTIAL ICE GENERATOR

200 70 100 70 180 200

AMPS AMPS

FOR TRAINING PURPOSES ONLY

LEFT DISTRIBUTION BUS RIGHT DISTRIBUTION BUS
LEFT NO 1 RIGHT LEFT NO 2 RIGHT
LEFT ICE BUS RIGHT ICE BUS
MAIN AVIONICS MAIN MAIN AVIONICS MAIN
AP/FD
BUS TIE ON
NON ESSENTIAL AVIONICS
Electrical System Schematic #7 (external power source applied)

50 50 50 AP/FD BUS 25 MASTER 50 50 50

BUS
SWITCH
OFF

AVIONICS
BUS TIE

AVIONICS 1 BUS 35 AVIONICS 2 BUS

AVIONICS 1 AVIONICS 2
CONTACTOR CONTACTOR

LEFT MAIN BUS RIGHT MAIN BUS

15 15

L GYRO R GYRO BATTERY CURRENT

BUS TIE GYRO/INV BUS TIE LEFT GEN CURRENT
LEFT BUS TIE RIGHT RIGHT GEN CURRENT
SWITCH
GEN CONTROL CURRENT
GYRO BUS EXTERNAL POWER

PA-31T2 03/10
Piper PA-31T2 Reference Manual

Alternating Current (AC)

GYRO BUS
INVERTER 1 POWER
INVERTER 2 POWER
GENERATOR POWER
15 15

INVERTER
POWER
1 2

OFF

26 VAC
INVERTER 1 INVERTER 2

115 VAC

Inverters
Two inverters and inverter power select relays convert DC
power to AC power for aircraft systems.

A two-position switch labeled

GYRO BUS TIE/INV BUS TIE,
located on the lower left side
of the pilot’s instrument panel,
is used to select either the left
or right main bus as a source
of 28 volt DC power to the
inverters.

s GYRO/INVERTER POWER SWITCH

AC power at 115/26 VAC, 400Hz is provided to avionics com-

ponents by either the number 1 (left) or the number 2 (right)
inverter. A three-position INVERTER POWER selector switch
and its relay circuitry activates one or the other inverter and
connects it to AC loads.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 6-17

Indicators

Electrical system operation is indicated by an ammeter for each

generator and a voltmeter located in the overhead panel, and
warning lights in the annunciator panel.

2. 1. 2.

1. Voltmeter...................................................................................
The voltmeter is provided to monitor battery charge, or genera-
tor output current, from the essential bus. With both generators
off line and no external power applied to the system, the battery
voltage is indicated.

2. Ammeters
The ammeters are provided to monitor the amperage from their
respective generator.

Annunciator Lights
With the warning system functioning normally, a [L. GEN INOP]
or [R. GEN INOP] annunciator light will illuminate indicating that
the respective generator has failed. Illumination of an [INVERT-
ER POWER] annunciator light indicates a failure of the selected
AC power source.

6-18 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Airplane Lighting Systems

External Lighting
The standard airplane is provided with navigation lights, anti-
collision lights, a landing light, and a taxi light. An optional
wing deice light, and various recognition lights may also be
installed. All external lights are controlled by switches, labeled
by function, located on the overhead switch panel.

s LIGHTING SWITCHES

Navigation Lights
Standard navigation lights are installed on each wing tip tank
and on the tail. The navigation lights are operated by the
switch labeled POSITION.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 6-19

Anti-Collision Lights
Anti-collision lights are installed on each wing tip tank and on
the tail with the navigation lights. These strobe lights are illu-
minated with airplane bus power, boosted by individual power
supplies located in the wings.

Warning: Anti-collision lights should not be operating when

flying through clouds, 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 taxiing,
takeoff or landing.

Taxi Light
A 250 watt taxi light is installed
on the nose gear to provide il-
lumination for night ground op-
erations. The taxi light switch,
labeled TAXI - ON/OFF, is
wired through the nose gear
uplock switch to extinguish
the light if the landing gear is
retracted with the switch in the
“ON” position and illuminate it
when the gear is extended.

Landing Light
The landing light is installed in the same mounting fixture as the
taxi light. With the switch, labeled LAND - ON/OFF, in the “ON”
position, both the landing light and the taxi light are illuminated.
The landing light switch is also wired through the nose gear
uplock switch.

Wing Ice Inspection Light

A 50 watt flood light, used to
check for wing ice accumula-
tion during night operations, is
installed on the outboard side
of the left engine nacelle.

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Piper PA-31T2 Reference Manual

Internal Lighting

Baggage Area
Interior lighting is available for
the nose baggage area. This
light is powered directly by the
battery and operated by door
switches which cause the light
to illuminate when the door is
opened, and extinguish when
the door is closed.

Cabin
Two dome lights, one located
in the cockpit and one in the
aft cabin headliner, provide
interior cabin lighting. Aisle
and stair lighting are also pro-
vided.

The rear dome light is con-

trolled by a switch mounted
in the overhead switch panel
marked EXIT and a switch
located just aft of the cabin
door. A timer is installed to
operate the lights for 20 min-
utes upon opening the cabin
door when the airplane is on
the ground. The lights operate
with the master switch off to
aid night loading.

A time delay reset switch, located aft of the cabin door, can be
used to reilluminate the lights for additional 20 minute incre-
ments. When the cabin door is closed the lights will extinguish.
In flight the landing gear safety switch system disables the tim-
er and the lights are controlled only by the dome light switches.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 6-21

Individual Passenger
Reading Lights
Individual reading lights, oper-
ated by adjacent “push but-
ton” switches, are provided
above each passenger seat.

Cockpit Lighting
Overhead map lights and the cockpit dome light, located on
the overhead panel are provided for cockpit area illumination.
The dome light is controlled by a push button switch on the
overhead panel. The map light switches are adjacent to the
lights. Variable intensity, rheostatic controlled lighting for cock-
pit switch and circuit breaker panels is provided by electrolu-
minescent back-lighting of sub-panels, and instrument panel
post lights. A bank of rheostats located on the overhead panel
controls the intensity of the lights.

Limitations

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material, markings and plac-
ards, or any combination thereof for all limitations.

Emergency Procedures

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material (supplementary
checklist) as revised, for procedural information.

6-22 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Chapter 7
Flight Instruments
Table of Contents

Overview...................................................................................... 1
Pitot-Static Instruments . .......................................................... 2
Pitot-Static System Sensors...................................................... 4
Pitot-Static System Schematic.................................................. 6
Instrument Pressure System Schematic.................................. 7
Gyroscopic Instruments............................................................. 8
Instrument Pneumatic System ............................................... 10
Limitations................................................................................ 10
Emergency Procedures............................................................ 10

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 7-i

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7-ii FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Overview

s PILOT'S FLIGHT INSTRUMENTATION

The flight instruments in the

Piper PA-31T2 are positioned
on a panel directly in front of
the pilot. Copilot flight instru-
mentation is optional. Basic
flight instrumentation consists
of three pitot-static instruments
(airspeed indicator, altimeter,
vertical speed indicator), and
three gyroscopic instruments
(attitude indicator, heading
indicator, turn-and-slip indi-
cator). A magnetic compass s COPILOT'S FLIGHT INSTRUMENTATION
is mounted on the windshield
center post above the instrument panel. An outside air temper-
ature indicator and a clock are located in the upper left section
of the pilot’s instrument panel. The standard pitot-static system
consists of an electrically heated pitot mast mounted externally
on the lower left side of the aircraft nose and two intercon-
nected static air ports, one on each side of the aft fuselage.
The standard gyro installation uses DC electrical power to drive
the attitude indicator and heading indicator, and a pneumatic
source to drive the turn-and-slip indicator.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 7-1

Pitot-Static Instruments

Airspeed Indicator
The airspeed indicator, cali-
brated in knots, measures the
difference between dynamic
(impact) air and static air
pressure. Colored arcs on the
face of the indicator denote
airspeed operating ranges
and limitations.

Altimeter
The altimeter is a pressure instrument which indicates the
airplane altitude by measuring the difference between static
air pressure and reference pressure trapped within aneroid
wafers. A barometric scale, calibrated in inches of mercury, is
manually adjusted by a knob located in the lower corner of the
altimeter case. Altitude is indicated by three pointers or a rotat-
ing drum, in hundreds, thousands and tens of thousands of feet
above sea level.

s POINTER TYPE s ROTATING DRUM TYPE

7-2 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Vertical Speed Indicator

The vertical speed indica-
tor is a differential pressure
instrument which indicates
vertical velocity. The differ-
ential pressure is measured
between instantaneous static
pressure provided to a dia-
phragm within the instrument
and a calibrated air leak from
the instrument case. The
indicator is calibrated to read
altitude rate of change in hundreds of feet per minute. Sudden
or abrupt changes in the airplane’s attitude could cause air flow
fluctuations over the static source resulting in erroneous indi-
cations. To eliminate these erroneous indications, the instan-
taneous vertical speed indicator incorporates air acceleration
pumps to supply extra air to the diaphragm to compensate for
the air flow fluctuations.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 7-3

Pitot-Static System Sensors

s PITOT TUBES

Pitot Tube
The standard pitot pressure system consists of a pitot tube
connected by tubing to an airspeed indicator on the pilot’s
instrument panel. The pitot tube is electrically heated to pre-
vent icing and incorporates a drain opening to prevent moisture
accumulation in the pitot system. An optional, completely inde-
pendent pitot system adds an additional pitot tube, located just
forward of the right nose gear door, connected to an airspeed
indicator on the copilot’s instrument panel. The pitot tube(s) air
entrance and drain opening must be clear and free of obstruc-
tions for proper operation.

Individual pitot heat switches

for each pitot system installed
are located on the overhead
panel and supply power to
heating elements in their re-
spective pitot tubes.

s PITOT HEAT SWITCHES

7-4 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Static Air Source

Two interconnected static
air ports, one on each side
of the aft fuselage aft of the
rear pressure bulkhead,
are plumbed to the pilot’s
airspeed indicator, vertical
speed indicator, and altimeter.
Static ports for the optional
copilot’s flight instrumentation,
if installed, are located adja-
cent to the pilot’s static ports.
Pressure from the pilot’s static s STATIC AIR PORTS

air system is also provided to the

cabin differential pressure indicator.

The interconnected static ports are located on opposite sides

of the airplane to minimize system pressure errors caused by
uncoordinated flight. The static ports must be clear and free of
obstructions for proper operation.

Alternate Instrument Static Air

Abnormal readings of instru-
ments supplied with static air
could indicate a restriction in
the outside static air ports. An
alternate source is provided to
supply static air to the pilot’s
instruments from inside the
nose section just forward of
the pressure bulkhead.

s STATIC AIR SOURCE SELECTOR

Selecting the “ALTERNATE SOURCE” position of the static

pressure selector valve, located to the right of the control ped-
estal, disconnects the pilot’s instruments from their normal
source and connects them to the alternate source.

Note: Refer to the Airspeed Calibration and Altimeter Correc-

tion charts in the Performance section of the FAA approved
flight manual for correct Airspeed and Altitude indications when
using alternate static air.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 7-5

7-6
PITOT PITOT
TUBE ALTERNATE TUBE
SOURCE
Pitot-Static System Schematic

PILOT’S PANEL COPILOT’S PANEL

STATIC PRESSURE
SELECTOR VALVE

NORMAL ALTERNATE
AIRSPEED ALTIMETER VERTICAL SOURCE SOURCE AIRSPEED ALTIMETER VERTICAL
INDICATOR SPEED INDICATOR SPEED

FOR TRAINING PURPOSES ONLY

PRESSURE VESSEL

STATIC STATIC
PORTS PORTS
IMPACT AIR
COPILOT’S STATIC PRESSURE
PILOT’S STATIC PRESSURE
PILOT’S ALTERNATE STATIC AIR

PA-31T2 03/10
PA-31T2 03/10
LEFT ENGINE EXHAUST RIGHT ENGINE
BLEED AIR BLEED AIR
GYRO TURN AND SLIP
PRESSURE INDICATOR
GAGE
TO ECU

BLEED AIR BLEED AIR

VALVE VALVE
PNEUMATIC
PRESSURE MANIFOLD
GAGE
Instrument Pressure System Schematic

AMBIENT INTERCOOLER AMBIENT

AIR PRESSURE AIR
VALVE

FILTER F SEPARATOR
GYRO EJECTOR AMBIENT AIR PRESSURE

FOR TRAINING PURPOSES ONLY

BLEED AIR PRESSURE
PRESSURE
REGULATOR REGULATED BLEED AIR PRESSURE
(18 PSI)

PRESSURE
RELIEF VALVE
(21 PSI)
TO DOOR SEAL

TO WING
DEICE SYSTEM

7-7
Piper PA-31T2 Reference Manual
Gyroscopic Instruments

Gyroscopic instruments may be powered by either air pres-

sure or electricity. The standard PA-31T2 attitude and heading
indicators are electrically powered. The standard turn-and-slip
indicator is powered by airflow from the pneumatic system and
serves as a trim indicator and an emergency source of bank
information in the event of electrical system failure.

Attitude Indicator
The attitude indicator in-
corporates an electrically-
driven gyro, stabilized in the
horizontal plane, providing a
constant visual reference of
the airplane’s attitude relative
to pitch and roll axis. A bar
across the face of the gyro in-
dicator represents the horizon.
An adjustable representation
of the airplane, mounted to
the face of the instrument case, indicates the airplane’s attitude
in relation to the actual horizon when compared to the gyro
horizon bar. A bank index pointer, located at the top of the
instrument, indicates the airplane’s bank angle in relation to the
actual horizon.

Heading Indicator
The heading indicator incor-
porates an electrically-driven
gyro stabilized in the vertical
plane. An adjustable dial-type
azimuth card, driven by the
gyro, rotates to indicate the
airplane’s heading in relation
to markings on the instru-
ment case. Adjusting the dial
to agree with the airplane’s
magnetic compass provides
a heading indication free from
swing and turning error.

7-8 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Turn-and-slip Indicator
The turn-and-slip indicator is actually two instruments in one.
The turn portion is a pointer, attached to an air-driven gyro
which indicates the airplane’s turning rate in degrees per sec-
ond. The gyro is rotated at a high rate of speed by airflow,
provided by the pneumatic system, entering the instrument and
impacting against gyro buckets. If installed, the copilot’s turn
indicator is electrically powered. Operation of the turn indica-
tor can be checked by initiating a standard rate turn and cross
checking the turn rate with the heading indicator. An indicated
standard rate turn should show a turning rate of 3° per second
on the directional gyro.

s PNEUMATIC DRIVEN s DC ELECTRIC DRIVEN

he slip portion indicates gravitational and centrifugal forces

T
acting on the airplane. The slip indicator is a simple inclinome-
ter comprised of a ball contained in a sealed, liquid filled, glass
tube. The tube is curved and mounted such that the ball will
rest in the center lowest position in coordinated flight. In a skid
or a slip, the rate of turn is too fast or too slow for the angle of
bank and will be indicated by the ball moving from the center to
the outside or inside of the turn.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 7-9

Instrument Pneumatic System

Airflow for the pneumatically-driven gyroscopic flight instru-

ments is provided by compressor bleed air from each engine.
The unregulated bleed air passes through an intercooler to
reduce its temperature, a water separator to remove moisture,
and a gyro ejector where ambient air is combined with the
bleed air. The resultant air mixture is filtered, regulated in pres-
sure, and provided to the gyro manifold.

The pneumatic pressure is

indicated on a gyro pressure
gage located on the pilot’s
instrument panel.

Limitations

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material, markings and plac-
ards, or any combination thereof for all limitations.

Emergency Procedures

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material (supplementary
checklist) as revised, for procedural information.

7-10 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Chapter 8
Landing Gear
Table of Contents

Overview...................................................................................... 1
Landing Gear System Description............................................. 1
Nose Gear.................................................................................... 2
Nose Gear Assembly.................................................................. 3
Main Gear.................................................................................... 4
Main Gear Assembly................................................................... 5
Landing Gear Safety Switches.................................................. 6
Landing Gear Control................................................................. 7
Gear Position Indicators............................................................ 8
Landing Gear Hydraulic System................................................ 9
Landing Gear Operational Schematic #1
(in flight, inboard main gear doors opening) ........................... 10
Landing Gear Operational Schematic #2
(in flight, inboard main gear doors open, gear extending) ............ 11
Landing Gear Operational Schematic #3
(in flight, gear extended, inboard main gear doors closing) . ........ 12
Landing Gear Operational Schematic #4
(in flight, gear extended, inboard main gear doors closing) . ........ 13
Emergency Landing Gear Extension System.......................... 14
Landing Gear Operational Schematic #5
(emergency hand pump extension) ........................................ 15
Pneumatic Extension............................................................... 16
Landing Gear Operational Schematic #6
(emergency pneumatic extension) ......................................... 17
Brakes....................................................................................... 18
Limitations................................................................................ 19
Emergency Procedures............................................................ 19

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8-ii FOR TRAINING PURPOSES ONLY PA-31T2 03/10

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Overview

The Piper PA-31T2 is equipped with retractable tricycle landing

gear that is controlled electrically and operated hydraulically.
The main gear is located aft of each engine nacelle. The nose
gear is located in the nose section. Emergency extension is
provided through a hydraulic hand pump or a backup pneu-
matic system. The aircraft has an independent hydraulic sys-
tem for the main gear wheel brakes.

Landing Gear System Description

Normal extension and retraction is accomplished by directing

hydraulic fluid under pressure to hydraulic actuators on each
gear assembly. All three gear are held in the extended or re-
tracted position by mechanical locking hooks.

4
1

1. Main Gear Actuator 2. Downlock Hook

3. Uplock Hook 4. Uplock Switch

Eight limit switches, three operated by the uplock hooks, three
operated by the downlock hooks, and two operated by the in-
board main gear doors are incorporated. One of the functions
of these limit switches is to energize the gear position indica-
tors in conjunction with the landing gear selector lever circuitry.
Normal cycle time for the landing gear operation is approxi-
mately 6 seconds.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 8-1

Nose Gear

The nose gear is of conventional design incorporating a lower

piston and upper strut assembly with torque links and a shimmy
damper. An orifice and tapered metering pin incorporated
in the air-oil type shock strut will vary the resistance to shock
loads in relation to their severity.

s NOSE GEAR

The hydraulic shimmy damper

is installed on the nose gear
strut and functions to resist
lateral oscillations by forcing
hydraulic fluid through small
holes in a piston.

s NOSE GEAR STRUT DETAIL

The nose gear retracts aft into a wheel well in the nose section
and, when fully retracted, is enclosed by mechanically actuated
doors which open during extension and close during retraction.

8-2 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Nose Gear Assembly

UPLOCK UP LIMIT
HOOK UPLOCK SWITCH
ROD

DOWNLOCK
SPRING

EMERGENCY
STRUT ACTUATOR

HYDRAULIC
ACTUATOR
DOOR
RETRACTION
ROD
IDLER LINK

DRAG LINK

HINGE

SHIMMY
DAMPER
DOOR

TORQUE
LINK PISTON

FORK
ASSEMBLY

NOSEWHEEL
ASSEMBLY

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 8-3

Main Gear

s MAIN GEAR

s MAIN GEAR ACTUATOR s INBOARD GEAR DOOR ACTUATOR

The main gear also incorporates air-oil type struts similar in de-
sign to the nose gear strut. The main gear assemblies retract
inboard into the wing wheel wells and are enclosed by doors
when fully retracted. The outboard main gear doors, attached
to their respective struts, operate by mechanical linkage and
remain open with the gear extended. The inboard main gear
doors operate hydraulically and are controlled by the limit
switches, opening for gear extension or retraction and closing
after the gear is fully extended or retracted.

8-4 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Main Gear Assembly

EMERGENCY UPLOCK
ACTUATOR ROD

UPPER UPLOCK
STRUT HOOK

HYDRAULIC
ACTUATOR
HINGE
DOWNLOCK
ROD

DOWNLOCK
OUTBOARD SWITCH
DOOR
DOWNLOCK
HOOK
DOOR
PISTON
BRACKET

TORQUE
LINK

BRAKE LINE
DOOR
ACTUATING ROD

LOWER
BRAKE STRUT
HOSE

WHEEL BRAKE
ASSEMBLY

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 8-5

Landing Gear Safety Switches

NOSE GEAR
PROPELLER REVERSE LOCKOUT

LEFT MAIN GEAR

PRESSURIZATION SYSTEM
ENGINE ICE PROTECTION
GEAR WARNING HORN (GROUND)
LANDING GEAR HANDLE SOLENOID

RIGHT MAIN GEAR

STALL WARNING
PROPELLER REVERSE LOCKOUT

Safety switches are installed on all three landing gear assem-

blies primarily to prevent inadvertent retraction of the gear
when the left main gear strut is compressed. Numerous addi-
tional functions of each switch are listed in the above table.

8-6 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Landing Gear Control

The landing gear hydraulic system is activated by a three-

position wheel-shaped selector lever, labeled LANDING GEAR
- UP/DN, located on the pilot’s right subpanel. When the selec-
tor lever is pulled out and moved from neutral to either the “UP”
or “DN” position, the inboard main gear door solenoid valve is
electrically actuated and the gear selector valve is mechanical-
ly repositioned to permit gear extension or retraction. After the
gear has fully extended or retracted and the inboard main gear
doors have fully closed, the selector lever will return to neutral.

A solenoid latch, located in the selector lever assembly, pre-

vents the lever from being raised to the “UP” position while the
airplane is on the ground. After takeoff, the left landing gear
safety switch disables the solenoid allowing the gear to be
retracted.

Note: In the event of electrical failure or when the master switch

is set to “OFF” the selector lever will not return to neutral, the
inboard main gear doors will not close, and the gear down indi-
cator lights will not illuminate.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 8-7

Gear Position Indicators

Three green indicator lights,

labeled DOWN LOCKED and
located to the right of the
selector lever, illuminate when
the landing gear is in the down
and locked position. These
lights are energized by the
down limit switches located on
each gear assembly. When
all of the landing gear are fully
up and locked, all gear posi-
tion indicator lights should be
extinguished. A single red
indicator light labeled NOT
LOCKED is located above the
DOWN LOCKED lights. The
primary function of this light
is to indicate when one or all
of the landing gear are not
in either the up and locked or down and locked position. This
light is normally extinguished by the mating of all three up or
down limit switches on the gear assemblies. A second function
of this light is to indicate, through the limit switches actuated
by the inboard main gear doors, when the doors are not fully
closed.

Caution: When retracting the landing gear be sure that the

gear unsafe light is extinguished before exceeding the maxi-
mum gear operating speed.

Landing Gear Warning Horn

Two microswitches, located in the control pedestal, will cause
a warning horn to sound intermittently if either or both power
levers are retarded below a preset position (approximately 150
FT-LBS of torque) with the landing gear not down and locked.
The warning horn will also sound if the landing gear selector
lever is moved to the “UP” position while the airplane is on the
ground.

8-8 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Landing Gear Hydraulic System

Major components of the hydraulic system covered in this sec-

tion are the engine-driven pumps and the power pack.

Engine-Driven Hydraulic Pumps

Pressure for the hydraulic system is supplied by fixed-displace-
ment, gear-type, engine-driven pumps, each supplying approx-
imately 1.6 gallons per minute of flow, mounted on the acces-
sory section of each engine. A hydraulic fluid filter is installed
in the pressure line from each hydraulic pump.

Hydraulic Power Pack

The hydraulic power pack, containing the system reservoir
and assorted valves which control system operation, is located
in the nose section just aft of the nose baggage compart-
ment. The engine-driven hydraulic pumps draw fluid from the
power pack reservoir and pump it through the system filters
and check valves back to the pressure port of the power pack.
The power pack works in conjunction with various electrical
switches and solenoid valves to perform the desired sequences
of operation as determined by the position of the gear selector
lever.

Moving the selector lever up or down from neutral, electrically

repositions the door solenoid valve allowing fluid under pres-
sure to flow to the extend side of the inboard main gear door
actuators (see schematic #1). With the inboard main gear
doors fully open, increasing hydraulic pressure causes the
priority valve to open permitting fluid to flow through the selec-
tor valve to the gear actuators and causing the gear to extend
or retract (see schematic #2). When the gear has fully ex-
tended or retracted, the limit switches are actuated electrically
repositioning the door solenoid valve and allowing fluid to flow
to retract side of the inboard main gear door actuators (see
schematic #3). When the inboard main gear doors have fully
closed, increasing pressure opens a time delay valve which
allows fluid to flow to a release valve that returns the selec-
tor lever to neutral. With the selector lever in neutral, the fluid
bypasses the system and circulates back to the reservoir (see
schematic #4).

Note: The electrically operated door solenoid valve is spring-
loaded to the door open position. In the event of electrical
failure, the valve will be repositioned allowing the doors to open
when the selector lever is actuated and pressure is applied to
the system.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 8-9

FLUID SUPPLY STATIC FLUID
VENT PUMP SUCTION HAND PUMP PRESSURE

8-10
PUMP PRESSURE HANDLE RELEASE PRESSURE
RETURN FLUID 28 VDC CURRENT FLOW
RESERVOIR
STANDPIPE EMERGENCY
HAND PUMP
TIME DELAY
CHECK VALVE
HAND PUMP
THERMAL PRIMARY HAND PUMP CHECK VALVE
L ENGINE-DRIVEN RELIEF RELIEF RELIEF R ENGINE-DRIVEN
HYDRAULIC PUMP VALVE VALVE VALVE HYDRAULIC PUMP

PUMP CHECK
FILTER VALVES FILTER

GEAR SOL
& WARN
ANTI-RETRACT
ENGINE PUMP SOLENOID
5 ESSENTIAL BUS
CHECK VALVE (SPRING LOADED
TIME DELAY
GEAR WARN PRE 1981 VALVE TO LOCK)
& SOL

5 LEFT MAIN BUS

1981 AND ON PRIORITY SELECTOR

VALVE HANDLE HANDLE HANDLE
RELEASE RELEASE
DOOR SOLENOID MECH VALVE
VALVE
(SPRING LOADED DETENT
TO OPEN) CAM
RESTRICTOR

FOR TRAINING PURPOSES ONLY

R GEAR LIMIT SWITCHES

SELECTOR RETURN RETURN NOSE GEAR

VALVE SPRINGS CAM ACTUATOR
UP DN

L GEAR SQUAT SWITCH

UP UP

DN L GEAR LIMIT SWITCHES R GEAR LIMIT SWITCHES DN

L MAIN GEAR R MAIN GEAR

ACTUATOR ACTUATOR
Landing Gear Operational Schematic #1 (in flight, inboard main gear doors opening)

L INBD DOOR R INBD DOOR

ACTUATOR ACTUATOR

PA-31T2 03/10
FLUID SUPPLY STATIC FLUID
VENT PUMP SUCTION HAND PUMP PRESSURE
PUMP PRESSURE HANDLE RELEASE PRESSURE
RETURN FLUID 28 VDC CURRENT FLOW
RESERVOIR

PA-31T2 03/10
STANDPIPE EMERGENCY
HAND PUMP
TIME DELAY
CHECK VALVE
HAND PUMP
THERMAL PRIMARY HAND PUMP CHECK VALVE
L ENGINE-DRIVEN RELIEF RELIEF RELIEF R ENGINE-DRIVEN
HYDRAULIC PUMP VALVE VALVE VALVE HYDRAULIC PUMP

PUMP CHECK
FILTER VALVES FILTER

GEAR SOL
& WARN
ANTI-RETRACT
ENGINE PUMP SOLENOID
5 ESSENTIAL BUS
CHECK VALVE (SPRING LOADED
TIME DELAY
GEAR WARN PRE 1981 VALVE TO LOCK)
& SOL

5 LEFT MAIN BUS

1981 AND ON PRIORITY

VALVE HANDLE HANDLE
RELEASE RELEASE SELECTOR HANDLE
DOOR SOLENOID MECH VALVE
VALVE
(SPRING LOADED DETENT
TO OPEN) CAM
RESTRICTOR

FOR TRAINING PURPOSES ONLY

R GEAR LIMIT SWITCHES

SELECTOR RETURN RETURN NOSE GEAR

VALVE SPRINGS CAM ACTUATOR
UP DN

L GEAR SQUAT SWITCH

UP UP

DN L GEAR LIMIT SWITCHES R GEAR LIMIT SWITCHES DN

L MAIN GEAR R MAIN GEAR

ACTUATOR ACTUATOR

L INBD DOOR R INBD DOOR

ACTUATOR ACTUATOR

8-11
Landing Gear Operational Schematic #2 (in flight, inboard main gear doors open, gear extending)
Piper PA-31T2 Reference Manual
FLUID SUPPLY STATIC FLUID
VENT PUMP SUCTION HAND PUMP PRESSURE

8-12
PUMP PRESSURE HANDLE RELEASE PRESSURE
RETURN FLUID 28 VDC CURRENT FLOW
RESERVOIR
STANDPIPE EMERGENCY
HAND PUMP
TIME DELAY
CHECK VALVE
HAND PUMP
THERMAL PRIMARY HAND PUMP CHECK VALVE
L ENGINE-DRIVEN RELIEF RELIEF RELIEF R ENGINE-DRIVEN
HYDRAULIC PUMP VALVE VALVE VALVE HYDRAULIC PUMP

PUMP CHECK
FILTER VALVES FILTER

GEAR SOL
& WARN
ANTI-RETRACT
ENGINE PUMP SOLENOID
5 ESSENTIAL BUS
CHECK VALVE (SPRING LOADED
TIME DELAY
GEAR WARN PRE 1981 VALVE TO LOCK)
& SOL

5 LEFT MAIN BUS

1981 AND ON PRIORITY

VALVE HANDLE HANDLE
RELEASE RELEASE
SELECTOR HANDLE
DOOR SOLENOID MECH VALVE
VALVE
(SPRING LOADED DETENT
TO OPEN) CAM
RESTRICTOR

FOR TRAINING PURPOSES ONLY

R GEAR LIMIT SWITCHES

SELECTOR RETURN RETURN NOSE GEAR

VALVE SPRINGS CAM ACTUATOR
UP DN

L GEAR SQUAT SWITCH

UP UP

DN L GEAR LIMIT SWITCHES R GEAR LIMIT SWITCHES DN

L MAIN GEAR R MAIN GEAR

ACTUATOR ACTUATOR

L INBD DOOR R INBD DOOR

ACTUATOR ACTUATOR

PA-31T2 03/10
Landing Gear Operational Schematic #3 (in flight, gear extended, inboard main gear doors closing)
FLUID SUPPLY STATIC FLUID
VENT PUMP SUCTION HAND PUMP PRESSURE
PUMP PRESSURE HANDLE RELEASE PRESSURE
RETURN FLUID 28 VDC CURRENT FLOW
RESERVOIR

PA-31T2 03/10
STANDPIPE EMERGENCY
HAND PUMP
TIME DELAY
CHECK VALVE
HAND PUMP
THERMAL PRIMARY HAND PUMP CHECK VALVE
L ENGINE-DRIVEN RELIEF RELIEF RELIEF R ENGINE-DRIVEN
HYDRAULIC PUMP VALVE VALVE VALVE HYDRAULIC PUMP

PUMP CHECK
FILTER VALVES FILTER

GEAR SOL
& WARN
ANTI-RETRACT
ENGINE PUMP SOLENOID
5 ESSENTIAL BUS
CHECK VALVE (SPRING LOADED
TIME DELAY
GEAR WARN PRE 1981 VALVE TO LOCK)
& SOL
SELECTOR HANDLE
5 (DOWN NEUTRAL
LEFT MAIN BUS
POSITION)
1981 AND ON PRIORITY
VALVE HANDLE HANDLE
RELEASE RELEASE
DOOR SOLENOID MECH VALVE
VALVE
(SPRING LOADED DETENT
TO OPEN) CAM
RESTRICTOR
R GEAR LIMIT SWITCHES

FOR TRAINING PURPOSES ONLY

SELECTOR RETURN RETURN NOSE GEAR
VALVE SPRINGS CAM ACTUATOR
UP DN

L GEAR SQUAT SWITCH

UP UP

DN L GEAR LIMIT SWITCHES R GEAR LIMIT SWITCHES DN

L MAIN GEAR R MAIN GEAR

ACTUATOR ACTUATOR

L INBD DOOR R INBD DOOR

ACTUATOR ACTUATOR

8-13
Landing Gear Operational Schematic #4 (in flight, gear extended, inboard main gear doors closing)
Piper PA-31T2 Reference Manual
Emergency Landing Gear Extension System

s EMERGENCY GEAR EXTENSION CONTROLS

mergency Hand Pump Extension

E
In the event of hydraulic system failure, the emergency land-
ing gear extension system permits manual lowering of the gear
using the emergency hydraulic hand pump located between
the pilot's seats. The pump handle is normally in the stowed
position below a protective cover which forms part of the cabin
pressure seal. The cover, placarded EMERGENCY GEAR EX-
TENSION, includes instructions on how to access the handle.
Instructions for system use are located on the inside of the
cover.

Note: Depressurize the cabin prior to raising the emergency

gear access cover.

After raising the cover and moving the gear selector lever to the
“DN” position, the pump handle can be pulled from its stowed
position and extended. Pumping the handle draws hydraulic
fluid from the reservoir to pressurize the extend lines and lower
the gear. Check valves in the system prevent the fluid from
backing up through the engine-driven pumps into the reservoir.
In the event of hydraulic fluid loss, a standpipe in the reser-
voir ensures sufficient fluid for the operation of the system. To
ensure that the gear is fully extended and locked, the handle
should be pumped until all DOWN LOCKED indicator lights il-
luminate and the gear selector lever returns to neutral.

8-14 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

FLUID SUPPLY STATIC FLUID
VENT PUMP SUCTION HAND PUMP PRESSURE
PUMP PRESSURE HANDLE RELEASE PRESSURE
RETURN FLUID 28 VDC CURRENT FLOW
RESERVOIR EMERGENCY

PA-31T2 03/10
STANDPIPE HAND PUMP
TIME DELAY
CHECK VALVE
HAND PUMP
THERMAL PRIMARY HAND PUMP CHECK VALVE
L ENGINE-DRIVEN RELIEF RELIEF RELIEF R ENGINE-DRIVEN
HYDRAULIC PUMP VALVE VALVE VALVE HYDRAULIC PUMP

PUMP CHECK
FILTER VALVES FILTER

GEAR SOL
& WARN
ANTI-RETRACT
ENGINE PUMP SOLENOID
5 ESSENTIAL BUS
CHECK VALVE (SPRING LOADED
TIME DELAY
GEAR WARN PRE 1981 VALVE TO LOCK)
& SOL

5 LEFT MAIN BUS SELECTOR HANDLE

1981 AND ON PRIORITY

VALVE HANDLE HANDLE
RELEASE RELEASE
DOOR SOLENOID MECH VALVE
VALVE
(SPRING LOADED DETENT
TO OPEN) CAM
RESTRICTOR

FOR TRAINING PURPOSES ONLY

R GEAR LIMIT SWITCHES

SELECTOR RETURN RETURN NOSE GEAR

VALVE SPRINGS CAM ACTUATOR
UP DN

L GEAR SQUAT SWITCH

UP UP

DN L GEAR LIMIT SWITCHES R GEAR LIMIT SWITCHES DN

Landing Gear Operational Schematic #5 (emergency hand pump extension)

L MAIN GEAR R MAIN GEAR

ACTUATOR ACTUATOR

L INBD DOOR R INBD DOOR

ACTUATOR ACTUATOR

8-15
Piper PA-31T2 Reference Manual
Pneumatic Extension

The PA-31T2 features a pneumatically-operated emergency

landing gear extension system, independent of the hydraulic
system and as a backup to the hydraulic hand pump. The
system includes four nitrogen bottles pressurized to 3000 psi
(two for the nose gear and one for each main gear assembly)
connected by pneumatic tubing to a respective emergency
extension actuator at each gear assembly, and associated con-
trols located adjacent to the hydraulic hand pump. The system
should be used when any gear assembly fails to fully extend
and lock after completion of emergency landing gear exten-
sion procedures using the hydraulic hand pump. Malfunction-
ing gear will be identified by the gear position indicator lights.
After ensuring that the landing gear selector lever is in the “DN”
position, pulling the control handle of the appropriate nitrogen
bottle will pressurize the pneumatic tubing to its respective
emergency actuator.

The pressure is routed first to an uplock hook actuator. On the

main gear, pressure is simultaneously routed to a shuttle valve
at the inboard main gear door actuator allowing the door to
swing open. After the uplock hook has been disengaged, the
pressure is then routed to the emergency actuator extending
the gear. Do not attempt gear retraction after pneumatic ex-
tension. Residual pressure retained in the system may cause
damage to the landing gear.

Caution: Do not attempt removal of a discharged nitrogen bot-

tle. The nitrogen bottles should be removed only after a landing
has been made and the pressure bled from the system.

8-16 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

NOSE GEAR
NOSE GEAR
PNEUMATIC
ACTUATOR
ACTUATOR

VENT

PA-31T2 03/10
UPLOCK HOOK
ACTUATOR

N2 N2

N2

PNEUMATIC PRESSURE NORMAL NORMAL

RETURN RETRACT LINES EXTEND LINES
STATIC N2

FOR TRAINING PURPOSES ONLY

UPLOCK HOOK UPLOCK HOOK
ACTUATOR ACTUATOR
LEFT MAIN GEAR RIGHT MAIN GEAR
PNEUMATIC PNEUMATIC
ACTUATOR ACTUATOR

VENT VENT
Landing Gear Operational Schematic #6 (emergency pneumatic extension)

LEFT MAIN GEAR RIGHT MAIN GEAR

ACTUATOR SHUTTLE SHUTTLE ACTUATOR
VALVE VALVE

LEFT INBOARD RIGHT INBOARD

GEAR DOOR GEAR DOOR

8-17
ACTUATOR ACTUATOR
Piper PA-31T2 Reference Manual
Brakes

s MAIN WHEEL BRAKE ASSEMBLY

The brakes are hydraulically actuated by independent mas-

ter cylinders attached to the pilot’s rudder pedals. Copilot’s
brakes are optional. From these cylinders, hydraulic fluid is
routed through lines and hoses to the individual wheel brake
assemblies located on each main landing gear. A reservoir,
accessible through an access door atop the nose section, sup-
plies fluid to each master cylinder.

The system on the main landing gear is operated by applying

pressure to the top of the rudder pedals. This pressure actu-
ates piston rods attached to master cylinders which transmit
the pressure to the brake disc assemblies.

8-18 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T2 Reference Manual

Parking Brake
The PARKING BRAKE handle,
located below the pilot’s con-
trol column, controls parking
brake valves located between
the master cylinders of the
pilot’s rudder pedals and
the brake discs. The park-
ing brake is set by pressing
the rudder toe pedals until
pressure is developed in the
lines, then pulling the handle
out. With the handle pulled s PARKING BRAKE HANDLE
out, both parking brake valves
will be closed and the pressure retained in the lines will hold
the brakes on. Applying toe pressure and pushing the brake
handle in will release the brakes.

Limitations

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material, markings and plac-
ards, or any combination thereof for all limitations.

Emergency Procedures

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material (supplementary
checklist) as revised, for procedural information.

PA-31T2 03/10 FOR TRAINING PURPOSES ONLY 8-19

This Page Intentionally Left Blank

8-20 FOR TRAINING PURPOSES ONLY PA-31T2 03/10

Piper PA-31T1/1A Reference Manual

Chapter 9
Environmental Systems
Table of Contents

Overview...................................................................................... 1
Air Distribution............................................................................ 1
Air Distribution System Schematic........................................... 3
Environmental Control System ................................................ 4
Bleed Air Supply Schematic....................................................... 5
Environmental Control System (ECS)........................................ 6
Environmental Control System Schematic............................... 8
Environmental Controls........................................................... 10
Cabin Pressurization System ................................................. 12
Pressurization Controls........................................................... 13
Cabin Pressurization System Schematic................................ 15
Oxygen System......................................................................... 16
Oxygen System Schematic...................................................... 19
Limitations................................................................................ 20
Emergency Procedures............................................................ 20

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 9-i

This Page Intentionally Left Blank

9-ii FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

Piper PA-31T1/1A Reference Manual

Overview

Airplane environmental systems are designed for the comfort

and safety of the flight crew and passengers. In this section
they will be covered in four major groupings: the air distribution
system (including defrost and ventilation equipment), the envi-
ronmental control system (providing cooling and heating), the
pressurization system, and the oxygen system.

Air Distribution

s RAM AIR INLET s COMPRESSOR BLEED AIR LINE

Two sources of air are available to the cabin during normal

operation. A ram air inlet on the lower right side of the nose
section provides an ambient air source during unpressurized
operation and compressor bleed air (P3) from each engine
provides a pressurization air source through the environmental
control system (ECS) and the air distribution box.

The desired air source is

selected by the CABIN AIR
control lever located on the
copilot’s right subpanel. The
lever controls a cable which
actuates a flapper valve in the
air distribution box. Moving
the lever to the “OUTSIDE” po-
sition opens the flapper valve
allowing ambient air to enter
the cabin. In the “PRESS”
position, the flapper valve is
closed allowing only pressur- s CABIN AIR CONTROL LEVER
ization air to enter the cabin.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 9-1

The air distribution box also
supplies conditioned air to
windshield defroster outlets,
located along both sides of
the windshield center post,
through the W/S DEFOG con-
trol lever located adjacent the
CABIN AIR control.

s WINDSHIELD DEFOGGER CONTROL LEVER

From the air distribution box, conditioned air is routed through

ducting in the left and right cabin sidewalls to a pair of indepen-
dent recirculation blowers installed forward of the wing spar.
Each blower forces the conditioned air through associated
circulation ducting to individually adjustable outlets in the flight
compartment and passenger cabin.

Both recirculation blowers are

controlled by the CABIN FAN
switch located on the CABIN
COMFORT control panel
below the copilot’s control
column. Power is provided by
the nonessential bus and the
control circuit is protected by
a 15 ampere circuit breaker.

s CABIN FAN SWITCH

A recirculation switch, installed in the left conditioned air distri-

bution duct, controls a solenoid operated flapper valve in each
recirculation blower box. When the duct temperature remains
below 70°F, the recirculation switch is open, the flapper valves
are closed, and conditioned air is drawn from the air distribu-
tion box. Should the temperature exceed 100°F, this switch will
close causing the flapper valves to open and air to be drawn
through filtered inlets above the cabin floor.

9-2 FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

CABIN W/S
AIR DEFOG CABIN FAN
PRESS OUTSIDE OFF ON SWITCH
HI

OFF
FROM
AMBIENT AIR FROM TO
SOURCE ECS ECS RECIRC
*OVERTEMP
FAN
SWITCH (N.O.)

PA-31T1/1A 02/10
ECS
OVERTEMP OFF 15 NON ESSENTIAL BUS

FLAPPER
* CLOSES AT 250°F VALVE
LO
** CLOSED ABOVE 100°F
OPEN BELOW 70°F

**RECIRC
AIR FWD PRESSURE
SWITCH (N.O.)
DISTRIBUTION BULKHEAD
BOX

WINDSHIELD
DEFROSTER
OUTLET
Air Distribution System Schematic

PILOT’S COPILOT’S
Pa P3 AIR OUTLET AIR OUTLET P3 Pa
FLAPPER RECIRC BLOWER
VALVE INLET BOX

FLAPPER
VALVE
SOLENOID
BLEED AIR VENTILATION BLEED AIR

FOR TRAINING PURPOSES ONLY

SHUTOFF AIR DUCT SHUTOFF
VALVE VALVE
(N.O.) (N.O.)

RECIRC DISTRIBUTION
BLOWER AIR DUCT
BLEED AIR
SHROUD SUPPLY DUCT

SLIDING BALL CHECK VALVE

VENT TO PASSENGER VENT TO

INTERCOOLER
ATMOSPHERE AIR OUTLET ATMOSPHERE

TO
PNEUMATIC
SYSTEM INTERCOOLER AMBIENT AIR
BLOWER
BLEED AIR
CONDITIONED AIR
CABIN CABIN
SAFETY OUTFLOW AFT PRESSURE VENTILATION AIR
VALVE VALVE BULKHEAD

9-3
ELECTRICAL CONNECTION
MECHANICAL CONNECTION
Piper PA-31T1/1A Reference Manual
Environmental Control System

The PA-31T2 features an air cycle-type Environmental Control

System (ECS) for heating, cooling, and ventilation. The ECS,
located in the right nose section forward of the pressure bulk-
head, utilizes engine bleed air for operation and for cabin pres-
surization.

Bleed Air Supply

Compressor bleed air (P3) is routed from each engine through
stainless steel ducting to the ECS. The left and right engine
supply ducts join aft of the main spar to form a central supply
duct.

Electrically operated, normally

open, bleed air shutoff valves
are installed in the engine
supply ducts forward of the
engine firewalls. These valves
are controlled by left and right
BLEED AIR switches located
on the overhead switch panel.

s RIGHT BLEED AIR SWITCH

With the switches in the “ON” position or when no electrical

power is applied to the airplane, the valves will be open. With
electrical power applied to the airplane, setting either switch to
the lower (off) position will close its respective valve. The bleed
air shutoff valves are also closed automatically during engine
start. Check valves are installed in the engine supply ducts to
prevent reverse airflow resulting from bleed air interruption or
loss of power in one engine.

Bleed Air Cooling

Each duct is surrounded by a protective shroud supplied with
ambient air, through an inlet in the nacelle, for bleed air cool-
ing. To enhance ambient air flow, each engine supply duct
shroud is vented to the atmosphere at its respective engine fire-
seal and wing root. The central supply duct shroud is vented
through the underside of the airplane.

9-4 FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

Piper PA-31T1/1A Reference Manual

Bleed Air Supply Schematic

LEFT ENGINE TO RIGHT ENGINE

BLEED AIR ECU BLEED AIR

AMBIENT AMBIENT
AIR LEFT ENGINE RIGHT ENGINE AIR
ON ON

BLEED AIR VENT VENT BLEED AIR

SHUTOFF T T SHUTOFF
VALVE 350° 350° VALVE
BLEED BLEED
AIR AIR
VENT
VENT
T T
350° 350°

T VENT VENT T
475° INTERCOOLER T 475°
T
350° 350°

L BLEED R BLEED
HOT HOT

L BLEED R BLEED
HOT TO HOT
PNEUMATIC
AMBIENT AIR PRESSURE SYSTEM

BLEED AIR PRESSURE

ELECTRICAL CONNECTION

Overheat Protection
Thermal switches are provided to detect bleed air leakage
or overheat conditions. One 475° switch is installed in each
engine supply duct, two 350° switches are installed in each
engine supply duct shroud, and one 350° switch is installed in
the central supply duct shroud. Should any thermal switch or
switches in the left or right engine supply duct or shroud reach
its temperature limit, the appropriate [L/R BLEED HOT] annun-
ciator will illuminate. Should bleed air leakage occur in the cen-
tral supply duct shroud, both [L/R BLEED HOT] annunciators
will illuminate.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 9-5

Environmental Control System (ECS)

Major components of the ECS include the pressure regulator/

shutoff valve, ECS regulator bypass valve, hot air bypass valve,
primary and secondary heat exchangers, compressor, turbine,
and water separator.

4
2
5

1. Ram Air Plenum 4. Mixing Muff

2. Compressor 5. Hot Air Bypass Valve
3. Turbine 6. Water Separator

The flow and pressure of

compressor bleed air (P3) from
the central supply duct to the
ECS is controlled by the pres-
sure regulator/shutoff valve.
This valve is solenoid oper-
ated through the ECS SELECT
switch, located on the CABIN
COMFORT panel below the
copilot’s control column.

s ECS SELECT SWITCH

With the ECS SELECT switch in the “LO” position, bleed air
pressure is regulated to 18 ±1.5 psi. In the “HI” position, bleed
air pressure is regulated to 31 ±2 psi.

9-6 FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

Piper PA-31T1/1A Reference Manual

A bleed air overpressure switch is provided which signals the

pressure regulator/shutoff valve to cancel bleed air flow when
the pressure exceeds 40 ±3 psi.

The regulated bleed air is routed to the primary heat exchanger

where it is cooled by airflow which enters the ram air plenum,
essentially a curved tubular duct, through an intake scoop in
the lower right nose section, and exits through a louvered ex-
haust outlet aft of the intake scoop.

s RAM AIR INTAKE SCOOP s RAM AIR EXHAUST OUTLET

uring ground operation a 28 volt DC ground blower, powered

D
by the left main bus and energized through the right landing
gear safety switch, provides airflow through the ram air plenum.

After passing through the primary heat exchanger, the reduced

temperature bleed air is delivered to the compressor. The
compressor, shaft driven by the turbine, compresses the bleed
air which increases its pressure and temperature. A normally
closed compressor discharge overtemperature switch is pro-
vided which signals the pressure regulator/shutoff valve to
cancel bleed air flow when the temperature exceeds 425 ±5°F.

From the compressor, the increased pressure/temperature

bleed air is routed to the secondary heat exchanger where it
is cooled by the airflow passing through the ram air plenum.
After passing through the secondary heat exchanger, the high
pressure bleed air is delivered to and drives the turbine. The
turbine in turn drives the compressor, and the expansion which
occurs in the process “super cools” the bleed air.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 9-7

INCREASED PRESSURE
ECS
REDUCED PRESSURE BYPASS ECS REG
BYPASS
CONDITIONED AIR

9-8
RIGHT MAIN BUS 5
REDUCED TEMP AUTO ON HI BLEED
RESET ECS
AMBIENT AIR ON
HI
BLEED AIR RAM AIR 60 LEFT MAIN BUS 5
INTAKE ECS REG
WATER
BYPASS OFF
ELECTRICAL CURRENT ECS
SELECT LO
PROP CONTROL
RT MAIN GEAR LEVER SWITCHES
SAFETY SWITCH
FEATHER

GROUND
GROUND BLOWER
BLOWER CONTACTOR GND BLOWER
UNFEATHER CONT

WATER
INJECTION
NOZZLE
CHECK
VALVE
Environmental Control System Schematic

OVERTEMP
SWITCH
SECONDARY HEAT (425 ± 5°)
EXCHANGER

PRIMARY HEAT OVERPRESS

FOR TRAINING PURPOSES ONLY

HOT AIR SWITCH
EXCHANGER TO CABIN TEMPERATURE VENTURI
BYPASS (40 ± 3 PSIG)
SENSOR AND CONTROLLER
VALVE

MIXING
MUFF WATER
SEPARATOR
MIXING
VALVE
TURBINE PRESSURE
BYPASS SENSING
VALVE VENTURI
LINE

EXHAUST COMPRESSOR ECS

BYPASS
VALVE
PRESSURE
REGULATOR
SHUTOFF
CONDENSOR VALVE

FROM BLEED
TO AIR DISTRIBUTION DUCTS AIR AIR SOURCE
DISTRIBUTION

PA-31T1/1A 02/10
TO DEFROST DUCTS BOX
Piper PA-31T1/1A Reference Manual

The hot air bypass valve, located in the bleed air duct upstream
of the primary heat exchanger, controls the amount of regulated
bleed air permitted to bypass the air cycle process. The mixing
muff receives air flow from the turbine outlet and hot air bypass
valve, and the air mixture is routed through the conditioned air
discharge tube to the water separator.

The water separator utilizes a condenser to extract moisture

from the conditioned air. Any water collected through conden-
sation is drawn through a drain hose, by venturi effect, to a noz-
zle located in the ram air plenum forward of the heat exchang-
ers. The venturi effect is created by bleed air which is tapped
from the duct immediately downstream of the secondary heat
exchanger to a port located adjacent to the nozzle. The water
sprayed from the nozzle increases the cooling efficiency of the
heat exchangers. From the water separator, the conditioned air
is delivered to the air distribution box.

ECS Bypass
The ECS bypass valve functions to minimize bleed air require-
ments for heating and cooling while maintaining cabin pressur-
ization, primarily during single engine operation.

The valve is operated manu-

ally by the ECS REG BY PASS
switch, located to the left of
the copilot’s control column,
or automatically through the
propeller control levers. When
the switch is set to “ON” or
when either propeller control
lever is moved to “FEATHER,”
the bypass valve will open,
the pressure regulator/shutoff
valve will close, and the [ECS
REG BYPASS] annunciator will s ECS REG BYPASS SWITCH
illuminate. The bypass airflow is
routed to a jet pump assembly which draws ambient air into a
mixing valve to supplement the reduced bleed air flow.

Note: Bleed air overpressure or compressor discharge over-

temperature conditions, indicated only by slow loss or fluctua-
tion of cabin pressure, require manual activation of the ECS
bypass valve.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 9-9

Environmental Controls.

Controls for the operation of the ECS are located below the co-
pilot’s control column in a group labeled CABIN COMFORT.

s CABIN COMFORT CONTROL PANEL

The MODE switch is used to select between automatic and

manual function of the ECS. In the “AUTO” position, desired
cabin temperature is selected with the COOL/WARM rheostat
and is automatically maintained by a cabin temperature con-
troller which receives signals from a cabin temperature sensor
located in the headliner. The controller transmits a signal to the
hot air bypass valve which regulates the amount of bleed air
permitted to bypass the air cycle process.

If a temperature increase is required, more bleed air is routed

through the hot air bypass valve to the mixing muff. If a tem-
perature decrease is required, less bleed air is routed through
the hot air bypass valve to the mixing muff. This modulation of
the valve continuously adjusts the mixture of hot and cool air to
maintain desired cabin temperature within the range of 60°F to
90°F.

9-10 FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

Piper PA-31T1/1A Reference Manual

In the “MAN” position, the cabin temperature controller and

cabin temperature sensor are bypassed, the COOL/WARM
rheostat is inactive, and the hot air bypass valve is manually
controlled using the spring-loaded MAN TEMP CONT switch.

If a temperature increase is desired, holding the switch in

the upper “HEAT” position allows more bleed air to be routed
through the hot air bypass valve to the mixing muff. If a tem-
perature decrease is desired, holding the switch in the lower
“COOL” position allows less bleed air to be routed through the
hot air bypass valve to the mixing muff. This manual modu-
lation of the valve adjusts the mixture of hot and cool air to
achieve a comfortable cabin temperature. When the switch is
released it returns to center and the hot air bypass remains in
the last manually selected position.

Note: To avoid overshooting the desired temperature during

manual operation, sufficient time should be allowed for the
cabin temperature to stabilize between the initiation of cooling
or heating commands using the MAN TEMP CONT switch.

Overtemperature Protection
A duct overtemperature sensor, located in the left conditioned
air distribution duct and operating in conjunction with the cabin
temperature sensor, cabin temperature controller, and the hot
air bypass valve, functions as a temperature limiter to keep the
duct temperature within the range of 35 ±3°F and 250°F.

A duct temperature sensing switch is also located in the left

conditioned air distribution duct. When duct air temperature
exceeds 250°F, the switch trips illuminating the [ECS OVER-
TEMP] annunciator. This high temperature condition can be
corrected through the use of the manual temperature control
system.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 9-11

Cabin Pressurization System

Engine bleed air conditioned by the ECS is utilized to pres-

surize the cabin. The pressurization air provides a maximum
pressure differential of 5.5 psi between the pressure vessel and
the ambient air. This pressure differential will provide a cabin
pressure altitude of approximately 10,000 feet with the aircraft
at 29,000 feet. A cabin outflow valve and a safety valve, both
mounted in the cabin aft pressure bulkhead, vent excess pres-
surized air overboard to maintain the selected cabin altitude or
pressure differential in reference to the static air pressure.

Cabin Outflow Valve

The outflow valve, spring-loaded to the closed position, is con-
trolled by the cabin altitude controller and regulates the outflow
of pressurized air to maintain the selected cabin altitude or the
maximum pressure differential.

Note: The airplane is not approved for landing with the cabin
pressurized.

Cabin Safety Valve

The cabin safety valve serves as a backup for the outflow valve
preventing cabin overpressurization. In the event of a cabin
outflow valve malfunction, the safety valve will open and main-
tain the cabin differential pressure at approximately 5.65 psi.

9-12 FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

Piper PA-31T1/1A Reference Manual

Pressurization Controls

1. Pressurization Controller
The pressurization controller, located on the pilot’s left sub-
panel, utilizes referenced vacuum air to modulate the position
of the outflow valve in order to maintain the selected cabin
altitude. This reference vacuum is achieved by diluting aircraft
vacuum system suction after referencing it to existing cabin air
pressure and an auxiliary air volume tank. The controller incor-
porates two selector knobs, the cabin altitude selector and the
cabin rate selector. The cabin rate selector adjusts the posi-
tion of a needle valve which controls the rate of cabin pressure
change between 175+/-125 to 2500+/-500 feet per minute.

During cruise flight, if an altitude change of 1,000 feet or more

is to be made, the new cruise altitude plus 500 feet should be
set on the cabin altitude selector. Prior to descent, the selector
should be set to 500 feet above the destination airport altitude
and the rate selector should be set to provide the most comfort-
able rate of cabin descent.

Note: During normal operation, setting the cabin altitude selec-

tor to 500 feet above the desired altitude (cruise flight or des-
tination airport altitude), will provide a constant cabin altitude
during flight, prevent transient pressure surges, and ensure that
the aircraft is depressurized for landing.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 9-13

2. Cabin Pressurization Switch
A three-position lever-lock type switch, labeled CABIN-PRES-
SURE - DUMP/NORMAL/TEST, controls a DC electrically oper-
ated, normally closed, solenoid valve incorporated in the vacu-
um line to the safety dump valve.

In flight, with the switch positioned to “NORMAL,” electrical

power to the solenoid valve is removed allowing it to close.
With the solenoid valve closed, the supply of vacuum to the
safety valve is interrupted, allowing it to close and the cabin to
pressurize. The solenoid valve is protected by a circuit breaker
labeled PRESS CONT.

When the switch is positioned to “DUMP,” electrical power

is applied to the solenoid valve allowing it to open. With the
solenoid valve open, vacuum is applied to the safety valve, al-
lowing it to open and exhausting the pressurized cabin air. An
electrical circuit routed through the left main gear safety switch
is connected to the solenoid valve ensuring unpressurized
operation when the airplane is on the ground. This circuit is
bypassed by positioning the switch to “TEST” to permit testing
of the pressurization system prior to flight.

3. Cabin Altitude and Differential Pressure Indicator

The cabin altitude and differential pressure indicator is a com-
bination gage with an outer scale indicating cabin altitude in
feet X1000, and an inner scale indicating the differential pres-
sure in PSI between the cabin and the atmosphere.

4. Cabin Rate of Change Indicator

The cabin vertical speed indicator depicts the rate of cabin
pressure change in feet per minute.

Cabin Altitude Warning

An amber [CABIN PRESS] annunciator light is provided to indi-
cate that the cabin differential pressure has exceeded 5.7 PSI
or that the cabin altitude has exceeded 11,500.

9-14 FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

PRESSURIZATION CONTROLLER

CABIN
PRESSURE

FILTER
ENVIRON
BLEED AIR

PA-31T1/1A 02/10
FOLLOWER INFLOW
METERING VACUUM
SPRING REGULATED
VALVE VACUUM
SOURCE
RATE REFERENCE
CONTROL PRESSURE
VALVE DUMP
CHAMBER
SOLENOID
(N.C.)
RATE RATE
SPRING DIAPHRAGM

CABIN
RATE RATE LDG GEAR PRESSURIZATION
CHAMBER PRESSURE SAFETY SWITCH SWITCH PRESS
CHECK CHAMBER CONT
VALVE
ON GROUND DUMP
CABIN 5 ESSENTIAL BUS
PRESSURE
SENSE PORT PRESS PRE 1981
CABIN PRESS
CONT
ABSOLUTE
BELLOWS 5 LEFT MAIN BUS
AUXILIARY IN FLIGHT TEST
VOLUME
1981 AND ON
CABIN TANK
PRESSURE
Cabin Pressurization System Schematic

CHAMBER *SHOWN ON-GROUND IN TEST MODE

CABIN
RATE
SELECTOR CABIN PRESSURE AMBIENT PRESSURE RATE PRESSURE

CONTROL PRESSURE VACUUM CURRENT FLOW

CABIN
ALTITUDE DIFFERENTIAL
SELECTOR VACUUM
CONTROL
LINE
CALIBRATION
ADJUSTMENT

FOR TRAINING PURPOSES ONLY

SAFETY VALVE METERING OUTFLOW VALVE
VALVE METERING
VALVE
MAXIMUM MAXIMUM DIFFERENTIAL
DIFFERENTIAL DIFFERENTIAL NOMINAL
DIFFERENTIAL PRESSURE RELIEF LIMIT CONTROL DIFFERENTIAL
CONTROL VALVE (N.C.) CONTROLLER CALIBRATION PRESSURE RELIEF
POPPET DIAPHRAGM SPRING VALVE (N.C.)
VALVE
POPPET
RETURN
VALVE
SPRING
RETURN
SPRING

REFERENCE
CHAMBER
CABIN UPPER
PRESSURE UPPER
PLUG DIAPHRAGM
DIAPHRAGM

CABIN INNER CABIN

PRESSURE DIAPHRAGM PRESSURE

PICCOLO NEGATIVE
NEGATIVE TUBE PRESSURE
PRESSURE RELIEF VALVE
RELIEF VALVE
PICCOLO NOISE
PRESSURE
TUBE SUPPRESSION POPPET
POPPET VESSEL
SCREEN VALVE
VALVE

9-15
Piper PA-31T1/1A Reference Manual
Oxygen System

The oxygen system is designed to provide emergency oxygen

for the crew and passengers for flight at altitudes above 10,000
feet. The pilot’s and copilot’s receptacles are located in the
cockpit sidewalls. Six (or optional 8) plug-in oxygen recep-
tacles are installed in the cabin for passenger use.

Oxygen Bottle
A 22 cubic foot oxygen bottle is installed on the aft bulkhead
of the nose baggage compartment. A regulator is attached to
the bottle to reduce the pressure supplied to the system. The
regulator incorporates a cable-operated manual shutoff valve
and ports for a filling line and pressure gage line. A green high
pressure rupture disk, located on the bottom left side of the
nose section, is plumbed to the system to indicate system over-
pressure. When equipped for FAR 135 operations, an altitude
compensator is included with the regulator.

Oxygen Filler Valve

The oxygen filler valve, locat-
ed on the lower left nose sec-
tion behind an access cover,
incorporates a filler valve and
valve cap. A check valve,
installed in the filler line, pre-
vents the escape of oxygen
from the filler valve.

Oxygen Control Knob

The oxygen control lever, lo-
cated below the pilot’s control
column, controls the cable-
operated manual shutoff valve.
When positioned to “ON,” oxy-
gen is supplied to the cockpit
and cabin outlets. On air-
planes equipped for FAR 135
operations, an additional valve
labeled PASSENGER OXYGEN
is installed in the pilot’s left
side panel which supplies oxygen to the passenger masks.

9-16 FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

Piper PA-31T1/1A Reference Manual

Oxygen Gage
The oxygen pressure gage,
located on the pilot’s left sub-
panel, indicates bottle pres-
sure. With the system fully
charged, the pressure gage
will indicate 1800 psi at 70°F;
however, indicated pressure
will vary with ambient tem-
perature.

Oxygen Outlets
The oxygen outlets contain
a spring-loaded valve which
prevents oxygen flow until the
mask hose is engaged in the
outlet. Outlets for the pilot
and copilot are located in the
cockpit sidepanels. The out-
lets and masks for passengers
are located in center overhead
compartments regardless of
seating configuration.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 9-17

Oxygen masks
Oxygen will flow through the mask whenever the fitting is in the
receptacle and the control valve is set to “ON.” On airplanes
PA-31T-8166001 and after, a lanyard valve pin, connected to
the mask by a cord, is installed in the top of the oxygen mask
hose and must be removed to start the oxygen flow. Pulling
the mask down will remove the pin. To stop the flow, the pin
must be reinserted. The masks are identified by a green band
around the supply hose which indicates that they supply 180
liters per hour.

For oxygen use requirements, refer to the oxygen duration and

required pressure tables located in the Emergency Procedures
section of the FAA approved flight manual.

Note: A Diluter Demand Mask operating at 100% or Therapeu-

tic Mask shall count as 2 masks.

Warning: Positively no smoking while oxygen is being used by

anyone in the airplane. Certain petroleum base substances
(mustache wax, lipstick, etc.) are combustible in the presence
of 100% oxygen. Donning mask set to 100% oxygen could
cause burns to areas where petroleum base substances have
been applied. Keep oil, grease, hydraulic fluid, paint or any
flammable material away from oxygen equipment.

9-18 FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

Piper PA-31T1/1A Reference Manual

Oxygen System Schematic

OXYGEN
DISCHARGE
INDICATOR

OXYGEN
BOTTLE

OXYGEN OXYGEN
CHARGING CONTROL
VALVE KNOB

OXYGEN
PRESSURE
GAGE

PILOT’S COPILOT’S
OUTLET OUTLET

PASSENGER
OUTLETS

LOW PRESSURE

HIGH PRESSURE

MECHANICAL ACTUATION

PASSENGER
OUTLETS

PASSENGER
OUTLETS

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 9-19

Limitations

Refer to the applicable airplane manufacturers FAA approved

airplane flight manual or approved manual material, markings
and placards, or any combination thereof for all limitations.

Emergency Procedures

Refer to the applicable airplane manufacturers FAA approved

airplane flight manual or approved manual material (supple-
mentary checklist) as revised, for procedural information.

9-20 FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

Piper PA-31T1/1A Reference Manual

Chapter 10
Anti-Ice/Deice Systems
Table of Contents

Overview...................................................................................... 1
Anti-Ice Systems......................................................................... 2
Windshield Anti-Ice System Schematic.................................... 4
Surface Deice System................................................................ 5
Surface Deice System Schematic............................................. 6
Engine Ice Protection Systems................................................. 9
Air Inlet Ice Deflector System Schematic (extending) . .......... 10
Air Inlet Ice Deflector System Schematic (retracting) ............ 10
Engine Air Inlet and Propeller Deice System Schematic...... 14
Limitations................................................................................ 16
Emergency Procedures............................................................ 16

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 10-i

This Page Intentionally Left Blank

10-ii FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

Piper PA-31T1/1A Reference Manual

Overview

This chapter will discuss the anti-ice and deice systems re-
quired on the Piper PA-31T2 for flight in icing conditions, their
components, their operation, procedures, and limitations.

Anti-ice systems are designed to prevent the formation of ice

and should be energized prior to entering icing conditions.
Electrical heating elements are installed in the pitot tube(s),
stall warning system lift detector, and pilot’s windshield for this
purpose. Engine anti-ice systems, including air inlet ice deflec-
tors, fuel control unit heat, and oil-to-fuel heat exchangers, are
covered separately under engine ice protection.

Deice systems are designed to remove ice that has accumulat-

ed. Pneumatic deice boots are installed on the leading edges
of the wings and the horizontal and vertical stabilizers for this
purpose. Engine deice systems, including electrically-heated
engine air inlet lip boots and propeller deice boots, are also
covered under engine ice protection.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 10-1

Anti-Ice Systems

Pitot Heat
The pilot’s pitot tube and optional copilot’s pitot tube are pro-
tected from icing by DC electric heating elements to ensure
accurate airspeed indication in icing conditions.

s HEATED PITOT TUBES s PITOT HEAT SWITCHES

A separate pitot heat switch for each pitot tube installed, lo-
cated on the right overhead switch panel, controls the heating
elements. To prevent overheating of elements during ground
operations, pitot heat should remain off except for testing or for
short intervals of time to remove ice or snow from the pitot tube.
To test the system prior to flight, ensure that the pitot tube
cover(s) are removed and turn the pitot heat on momentarily.
The pitot tube(s) should be warm to the touch.

Stall Warning System Heat

The stall warning system lift
detector, located on the lead-
ing edge of the right wing, is
also protected from icing by
a DC electric heating ele-
ment. The heating element
is controlled by the left pitot
heat switch. Current is routed
through the right main landing
gear safety switch to prevent
overheating of the lift detector
during ground operations.

10-2 FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

Piper PA-31T1/1A Reference Manual

Windshield Heat
The standard pilot’s windshield incorporates DC electric heat-
ing elements bonded between the inner and outer layers of the
glass. A temperature sensor in the windshield, transmits a sig-
nal to a temperature controller which causes the power to cycle
on and off controlling the windshield temperature. A heated
copilot's windshield is available as optional equipment.

s HEATED WINDSHIELD

Windshield heat is controlled

by three-position rocker-type
switches located on the right
overhead switch panel. The
heating elements are con-
nected to the switches through
terminal blocks located at
the inboard corners of each
heated windshield installed.
With the switch set to “LO,” a
large area of the windshield is
heated. With the switch set to
“HI,” a smaller area of the wind- s WINDSHIELD HEAT SWITCHES

shield is heated, but at a greater

power density.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 10-3

Windshield Anti-Ice System Schematic

PILOT’S WINDSHIELD COPILOT’S WINDSHIELD

HI HEAT HI HEAT
ELEMENT ELEMENT

LOW HEAT TEMPERATURE TEMPERATURE LOW HEAT

ELEMENT SENSOR TERMINAL SENSOR ELEMENT
BLOCK

SOLENOID SOLENOID
SOLENOID
SOLENOID

TIMER TIMER
W’SHLD W’SHLD W’SHLD W’SHLD
HEAT CONT HEAT HEAT HEAT CONT

5 35 35 5

HI HI

OFF LEFT ICE BUS RIGHT ICE BUS OFF

LOW LOW

L W’SHLD R W’SHLD
HEAT HEAT

The windshield heating elements are powered by the left and

right ice buses respectively and are protected by 35 ampere
circuit breakers. The windshield heat control circuits are pow-
ered by the left and right ice buses respectively and are pro-
tected by 5 ampere circuit breakers.

Note: Under rare meteorological conditions and below -18°C, if

ice accumulation rate should exceed the windshield’s ability to
anti-ice and visibility becomes limited, a reduction of airspeed
will reduce the heat input required.

10-4 FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

Piper PA-31T1/1A Reference Manual

Surface Deice System

The electrically controlled and pneumatically operated sur-

face deice system is used to remove ice accumulations from
the leading edges of the wings and the horizontal and vertical
stabilizers.

s WING DEICE BOOT

Deicer boots, bonded to the

leading edges of the surfaces
being protected, are fabric
reinforced rubber sheets con-
taining built-in inflation tubes.
Bleed air provided by the
engine is used to inflate the
boots. The bleed air passes
through an intercooler and a
water separator, is reduced in
pressure to 18 PSI by a regu-
lator valve, and routed to the
deice ejector and the deicer so- s EMPENNAGE DEICE BOOT
lenoid valve. When the system is
not in operation, venturi effect from the ejector applies vacuum
to the deicer boots which deflates them and holds them flat to
the surface.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 10-5

LEFT ENGINE RIGHT ENGINE
BLEED AIR BLEED AIR

PNEUMATIC

10-6
PRESSURE
GAGE

INTERCOOLER INTERCOOLER

CHECK CHECK CHECK CHECK

VALVE VALVE VALVE VALVE

TO RIGHT BLEED
Surface Deice System Schematic

TO LEFT
BLEED AIR AIR JET PUMP
SEPARATOR
JET PUMP PRESSURE
LEFT WING DEICE BOOT RIGHT WING DEICE BOOT
REGULATOR
(18 PSI)
ESSENTIAL BUS TO INSTRUMENT PRESSURE
VACUUM SYSTEM RELIEF VALVE
PRE 1981 (21 PSI)
5

SURFACE
RIGHT MAIN BUS DEICE TO DOOR SEAL
DE-ICE
EJECTOR
1981 AND ON

SURFACE DEICE

FOR TRAINING PURPOSES ONLY

ON
INDICATOR LIGHT

OFF
SOLENOID
DEICE TIMER VALVE
SURFACE
DE-ICE

PRESSURE
SWITCH

BLEED AIR PRESSURE

REGULATED BLEED AIR PRESSURE

VACUUM PRESSURE

EMPENNAGE
DEICE BOOTS

PA-31T1/1A 02/10
Piper PA-31T1/1A Reference Manual

The deice system is controlled

by a spring-loaded rocker-
type switch located on the
overhead switch panel. Hold-
ing the switch in the “ON”
position for 2 seconds and re-
leasing it to the “OFF” position
activates a system timer which
initiates the deice cycle.

s SURFACE DEICE SWITCH

The timer electrically opens the deicer solenoid valve inflating

all of the boots for six seconds. After the six second inflation
cycle, the timer closes the deicer solenoid valve and vacuum
then holds the boots in the deflated position. Check valves are
incorporated in the bleed air lines to ensure proper functioning
of the system in the event of single engine operation. In order
for the deice boots to properly crack and remove the ice, an
accumulation of at least 1/4" to 3/8" of ice must be present.

Caution: Operation of the pneumatic deicing system is not

approved in temperatures below -40°C. Such operation may
result in damage to the deice boots.

A blue light labeled SURFACE

DE-ICE, with press-to-test and
dimming features, is located
on the pilot’s side panel. This
light will illuminate during boot
inflation and extinguish during
boot deflation.

s SURFACE DEICE INDICATOR LIGHT

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 10-7

Surface deice pressure is in-
dicated by a pneumatic pres-
sure gage located on the left
side of the pilot’s instrument
panel. During normal system
operation, the needle should
remain within the green arc,
fluctuating only slightly as the
system cycles.

s PNEUMATIC PRESSURE GAGE

s ICE DETECTION LIGHT s ICE DETECTION LIGHT SWITCH

I ce Detection
An optional wing ice detection light, used to check for ice ac-
cumulation during night operation, may be located on the out-
board side of the left engine nacelle. The light is controlled by a
rocker-type switch located on the overhead switch panel.

10-8 FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

Piper PA-31T1/1A Reference Manual

Engine Ice Protection Systems

Air Inlet Ice Deflectors

An ice deflector system is installed on each engine to prevent
engine induction air icing during flight in cold weather with vis-
ible moisture. Major components of the system include a DC
electrically-driven actuator, a moveable vane installed inside
the engine air inlet, and a bypass door on the lower engine na-
celle. The system is controlled by rocker-type switches located
on the overhead switch panel.

s BYPASS DOOR s ICE DEFLECTOR SWITCH

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 10-9

Air Inlet Ice Deflector System Schematic (extending)

INDUCTION
INLET SCREEN

MOTOR

ICE VANE

INDUCTION AIR

BYPASS DOOR

MOTOR
ICE DEFLECT CONTROL
RELAY
ON 5 LEFT ICE BUS

L ENG
DEICE

L ENG
DEICE
ICE
PROTECTION UP LIMIT DOWN LIMIT
SWITCH SWITCH

Air Inlet Ice Deflector System Schematic (retracting)

INDUCTION
INLET SCREEN

MOTOR

ICE VANE

INDUCTION AIR

BYPASS DOOR

MOTOR
ICE DEFLECT CONTROL
RELAY
ON 5 LEFT ICE BUS

L ENG
DEICE

L ENG
DEICE
ICE
PROTECTION UP LIMIT DOWN LIMIT
SWITCH SWITCH

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Piper PA-31T1/1A Reference Manual

When the switches are placed in the upper “ON” position, their
respective left and right actuators extend the moveable vanes
into the induction air stream and open the bypass doors. Due
to venturi effect, the velocity of the induction air increases and
heavier moisture particles, prevented from making the abrupt
turn necessary to enter the engine, are exhausted through the
bypass door. A slight loss of torque will be experienced when
the vanes are extended. This torque can be regained by ad-
vancing the power levers.

Returning the switches to the lower position will retract the

vanes and close the doors. Limit switches are incorporated
in the system to stop the movement of the actuators when the
vanes have reached their fully extended or fully retracted posi-
tion and to illuminate annunciator lights in the cockpit when the
vanes are fully extended. The vanes should either fully retract
or fully extend; there is no intermediate position. Ice deflec-
tor actuators and control circuits are independently powered
by their respective left and right ice buses and independently
protected by 5 ampere circuit breakers.

Note: The air inlet ice deflector vanes shall be extended when
encountering or suspecting visible moisture at or below + 5°C.

Fuel Control Unit Heat

DC electric heating elements are installed on each engine’s
compressor discharge air line, near its connection to the fuel
control unit, and on the pneumatic line, between the fuel control
unit and the primary governor. These units operate continuous-
ly any time electrical power is applied to the airplane. Circuit
protection is provided by 10 ampere circuit breakers.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 10-11

Oil-to-Fuel Heat Exchangers
Oil-to-fuel heat exchangers
are located on the acces-
sory section of each engine.
These units use engine oil
at operating temperature to
heat the fuel and prevent any
water in the fuel from freezing.
The heat exchangers func-
tion whenever the engine is in
operation and are thermostati-
cally controlled to maintain a
set temperature range.

Note: Under certain flight conditions the oil-to-fuel heater may

not be sufficient to prevent fuel control icing.

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Piper PA-31T1/1A Reference Manual

Engine Air inlet and Propeller Deice

Electrothermal deicer boots, bonded to the leading edges of
the engine air inlet lips and propeller blades, are designed to
reduce the adhesion of ice so that the effects of airstream blast
and/or centrifugal force can remove it. Each independent en-
gine system includes a timer relay, brush blocks, slip rings, and
the boots. Both systems are controlled by the same switches
that are used to operate the air inlet ice deflector system. Set-
ting a switch to “ON,” activates the timer relay and the deicing
cycle begins.

Each inlet lip deice boot pro-

vides heating in three sepa-
rate areas: a parting strip,
located on the leading edge of
the inlet lip, and two shedding
areas located on the outer
and inner areas of the boot
aft of the parting strip. Power
is supplied continuously to
the parting strip through the
control relay and cycled to
the shedding areas, in 34
second intervals each, through s INLET LIP DEICE BOOT
the timer relay. After the lip boot
sequence, power is cycled to the propeller deice boots.

Each propeller deice boot

incorporates separate outer
and inner heating elements.
Power is cycled by the timer
relay through the brush block
and slip ring, to the outer then
inner elements of the boots, in
intervals of 34 seconds each.
After the propeller boot se-
quence, the automatic deicing
cycle continues in sequence
until the system is turned off.
s PROPELLER DEICE BOOTS

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 10-13

3
3

10-14
4
4

3
3

4
4 4
4
3 LEFT RIGHT 3
DEICE DEICE
PROPELLER TIMER TIMER PROPELLER
2 2
DEICE BOOTS RELAY RELAY DEICE BOOTS
1 1

4 4

3 3

LEFT ENGINE AIR INLET RIGHT ENGINE AIR INLET

DEICE BOOT DEICE BOOT

2 2
1 1

FOR TRAINING PURPOSES ONLY

PARTING STRIP PARTING STRIP
Engine Air Inlet and Propeller Deice System Schematic

30 15 5 5 15 30
LEFT GEAR
ON SAFETY ON
ICE DEFLECT AIR INTAKE PROP PROP AIR INTAKE ICE DEFLECT
SWITCH
& CONT DE-ICE DE-ICE DE-ICE DE-ICE & CONT

ICE ICE
PROTECTION PROTECTION DC POWER SUPPLY
GND TIMER SEQUENCE 1
TIMER SEQUENCE 2
TIMER SEQUENCE 3
AMPERES TEST TIMER SEQUENCE 4
TO GROUND

LEFT RIGHT
ENGINE DE-ICE

PA-31T1/1A 02/10
Piper PA-31T1/1A Reference Manual

s ENGINE DEICE AMMETER

An engine deice ammeter, located on the pilot’s left side panel,

monitors the current through the engine deicing system. A
switch located adjacent to the ammeter is used to select which
engine system is monitored. With the deicing system on, the
ammeter needle should remain within the green arc (26 to 30
amperes) for normal operation. Proper operation is indicated
by periodic momentary fluctuations as the system cycles. Indi-
cations below the green arc indicate at least one heating ele-
ment is not operating properly and the system should be turned
off. The engine deicer systems are powered by their respective
left and right ice buses. The engine lip deicers are protected
by 20 ampere circuit breakers and the propeller deicers are
protected by 15 ampere circuit breakers.

Electrical current for the engine deice system is routed through

the left main landing gear safety switch to prevent inadvertent
actuation during ground operations. A ground test button is
provided to bypass the safety switch for testing the system
prior to flight.

Caution: Inlet lip deice boots can be damaged if heated with-

out the cooling effect of propeller slipstream. Do not press
ground test button at lower than 1800 propeller RPM.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 10-15

Limitations

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material, markings and plac-
ards, or any combination thereof for all limitations.

Emergency Procedures

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material (supplementary
checklist) as revised, for procedural information.

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Piper PA-31T1/1A Reference Manual

Chapter 11
Weight and Balance
Table of Contents

Overview...................................................................................... 1
Airplane Weight.......................................................................... 1
Airplane Balance........................................................................ 1
Weight and Balance Documents ............................................. 2
Weight and Balance Data Form................................................. 3
Weight and Balance Record...................................................... 4
Calculation of Weight and Balance........................................... 5
Weight and Balance Form.......................................................... 6
C.G. Limits Envelope Graph....................................................... 8
Weight and Balance Visual Plotter.......................................... 9
Limitations................................................................................ 11
Emergency Procedures............................................................ 11

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Piper PA-31T1/1A Reference Manual

Overview

It is the pilot’s responsibility to ensure that the airplane is safely

loaded and properly configured for flight. Manufacturer sup-
plied graphs and tables which provide the weight and balance
data for the aircraft, and the forms which are used to determine
load placement, must be utilized prior to any flight.

Airplane Weight

In addition to the possibility of structural damage, an improp-

erly loaded airplane will not operate as efficiently as a prop-
erly loaded one. Attempting flight in an overloaded condition
will result in longer takeoff and landing runs, lower angle and
rate of climb, and an increase in stall speed. Excess weight
will also decrease the maximum altitude capability, operating
range, and maneuverability.

Airplane Balance

Airplane balance is determined by the location of the Center of

Gravity (C.G.) along the longitudinal axis. An airplane loaded
such that the C.G. is located forward of its center of gravity limit
will result in decreased performance, an increased stall speed
and require greater than normal rearward control pressures.
If loaded so that the C.G. is aft of the center of gravity limit,
greater than normal forward control pressures may be required
and the airplane will have poor handling characteristics. In
both cases, elevator trim may not be able to compensate for an
extremely unbalanced condition and controlled flight may be
impossible.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 11-1

Weight and Balance Documents

Weight and Balance Data Form

The Basic Empty Weight and C.G. of the airplane is determined

by weighing the airplane according to the manufacturers direc-
tions, to include all unusable fuel and full operating fluids. This
information is initially provided from the factory and is entered
on the Weight and Balance Data Form in the Pilot’s Operating
Handbook or Information Manual. Airplanes that are oper-
ated under FAR Part 135 are required to be weighed every 36
months.

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Piper PA-31T1/1A Reference Manual

Weight and Balance Data Form

MODEL PA-31T2 CHEYENNE IIXL

Airplane Serial Number ______________________________

Registration Number ________________________________
Date ______________________________________________

AIRPLANE BASIC EMPTY WEIGHT

C.G. ARM
WEIGHT
(INCHES AFT MOMENT
ITEM (LBS)
OF DATUM) (IN-LBS)
X
=

Standard Empty Weight*

Optional Equipment (if applicable)

Basic Empty Weight

*The standard empty weight includes full 6.5 gallon oil capacity,
full operating fluids, and 8 gallons of unusable fuel

AIRPLANE USEFUL LOAD - NORMAL CATEGORY OPERATION

(Max. Ramp Weight) - (Basic Empty Weight) = Useful Load
(9540 lbs) - (________lbs) = ________lbs

This Basic Empty Weight, C.G. and Useful Load

are for the Airplane as delivered from the factory.
Refer to appropriate Aircraft Record
when alterations have been made.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 11-3

Weight and Balance Record

WEIGHT AND BALANCE RECORD

PA-31T2 Serial Number Registration Number Page Number

Weight Change Running

Basic
Item No.
Da- Description of Article Empty
Added (+) Removed (-) Weight
te or Modification
Wt. Arm Mom Wt. Arm Mom Wt. Mom
In Out
(Lb) (In.) /100 (Lb) (In.) /100 (Lb) /100

The weight and moment of any modifications that are made, or optional equipment that is
added to the airplane must be listed on the Weight and Balance Record. The Weight and
Balance Record reflects the current weight and C.G. location to be used for flight planning.

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Piper PA-31T1/1A Reference Manual

Calculation of Weight and Balance

The Weight and Balance Form or the Weight and Balance Vi-
sual Plotter is used to determine if the airplane has been safely
loaded for flight.

In the loading of cargo, placement and weight should be known

before actual loading is started. The method of restraint should
also be determined and the weight of the restraints computed
with the load of the cargo.

Load distribution should be evenly placed. Any load that can-

not be located in the center of a section or extends into another
section must be computed by determining its own C.G. First
determine the C.G. arm (Fuselage Station) aft of the Datum in
inches. Multiply by the weight that is involved, this will give the
moment that is involved. Divide the moment by 100 and enter
with the other loading data.

Weight and Balance Form

Determination of the weight and balance of the airplane prior to
flight may be accomplished through the use of the Weight and
Balance Form. The weight and moment arm of all pilots, pas-
sengers, cargo, and fuel are entered on the Weight and Bal-
ance Form in the columns labeled WT. LBS. and MOMENT as
read from the manufacturer provided loading charts.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 11-5

Weight and Balance Form

WEIGHT AND BALANCE WORKSHEET

ITEM WT. LBS. ARM-IN. MOMENT

Basic Airplane

Revised Airplane

Pilot's Seat 95.0

Copilot's Seat 95.0

Seat No. 3 *142.6/165.9

Seat No. 4 *142.6/165.9

Seat No. 5 196.5

Seat No. 6 196.5

Seat No. 7 229.0

Seat No. 8 242.0

Fwd. Baggage 3.0

Rwd. Baggage 255.0

Fuel Gal.

Total Weight Total Moment

CG Location for
*Aft Facing Seats
Take-off

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Piper PA-31T1/1A Reference Manual

1. Enter the basic empty weight and moment of the air-

plane on the line labeled Basic Airplane. The line la-
beled Revised Airplane is used to enter any necessary
adjustments to the basic empty weight and moment of
the airplane.

2. Enter the weight and moment of all items to be loaded,

using the loading charts to obtain the moment, in the ap-
propriate lines.

3. Add the weights and moments of all items to be loaded

to the Basic Empty Weight and moment to obtain the
total weight and total moment of the loaded airplane
without fuel.

Note: Do not exceed the Zero Fuel Weight of 7600 pounds.

4. Add the weight and moment of fuel to the weight and

moment obtained in step 3.

5. Divide the total moment by the total weight to determine

the C.G. location.

6. By using the figures of item 1 and item 5, locate a point

on the C.G. Limits graph. If the point falls within the C.G.
envelope, the loading meets the weight and balance
requirements.

7. The location of the point on the C.G. Limits graph in-

dicates whether the airplane is slightly nose heavy or
slightly tail heavy and can assist in setting pitch trim for
takeoff.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 11-7

C.G. Limits Envelope Graph

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Piper PA-31T1/1A Reference Manual

Weight and Balance Visual Plotter

The manufacture provided Weight and Balance Visual Plotter is a weight and center of
gravity computing device.

The face of the plotter provides slots to be used for plotting weight and balance on a graphic
Center of Gravity envelope. On the back of the plotter are printed instructions for use and
general loading recommendations.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY 11-9

1. Mark the point on the plotter face corresponding to the
Basic Empty Weight and C.G. location.

2. Moving the cursor, zero the 1ST & 2ND seat slot over the
point marked in step one and, following the slot, mark a
new point on the plotter at the weight indicated on the
cursor corresponding to the seat occupants weight.

3. For 3RD & 4TH SEATS, repeat step 2 from the point
marked in step 2.

Note: Use correct cursor slot for AFT or FORE facing seating
configuration.

4. For 5TH & 6TH SEATS, repeat step 3 from point marked
in step 3.

5. For 7TH SEAT, repeat step 4 from point marked in step 4.

6. For 8TH SEAT, repeat step 5 from point marked in step 5.

7. For the nose baggage compartment repeat step 6 using

the FWD BAGGAGE slot over point marked in step 6.

8. For the aft baggage compartment repeat step 7 using

the AFT BAGGAGE slot over point marked in step 7.

Note: In no case shall the payload result in a zero fuel weight in

excess of 7600 pounds.

9. Repeat step 8 from point marked in step 8 using the US-

ABLE FUEL - A/B/C slots in order.

Note: Should the fuel slot leave the “C.G. Envelope” (outlined
in red) between 129.5 and 136 inches, the fuel indicated at the
exit point is the maximum allowable. Should the fuel slot leave
the “C.G. Envelope” other than between 129.5 and 136 inches,
the baggage or passenger load should be redistributed forward
or aft as required, to allow a higher load up to 9474 pounds.

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Piper PA-31T1/1A Reference Manual

Limitations

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material, markings and plac-
ards, or any combination thereof for all limitations.

Emergency Procedures

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material (supplementary
checklist) as revised, for procedural information.

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Appendix 1
Annunciators
Table of Contents

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Overview

The annunciator display system uses word read-out type lights

in an annunciator warning panel to warn the pilot that a system
fault condition has occurred or to indicate selected system con-
ditions. A master caution light, warning horn, test switch, and
a light dimming switch are incorporated in the system. System
fault conditions will cause the appropriate annunciator light and
the master caution light to flash, and the warning horn to sound.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY A1-1

Annunciator Display System

Annunciator Display Panel

The annunciator light panel is installed in the glareshield and
extends across the upper center of the instrument panel. The
panel indicates with flashing red lights a fault condition that
requires immediate attention and reaction by the pilot. The
annunciator light will flash initially and be steadily illuminated
when the master caution light has been reset. In the event of
an additional fault, the existing warning light will remain illumi-
nated and the additional warning light will begin to flash until it
is reset. The red warning lights in the panel can only be extin-
guished by correcting the fault indicated. A malfunction of the
annunciator display system is indicated by illumination of the
[ANN POWER] annunciator light. Refer to the emergency pro-
cedures section of the applicable airplane FAA approved flight
manual for detailed information.

Green and amber lights are installed in the annunciator light

panel to indicate the operation of selected systems. These
lights have no flasher associated with them and do not activate
the master caution light or warning horn.

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Piper PA-31T1/1A Reference Manual

Test Switch
A press-to-test switch is installed on the glareshield to the left of
the annunciator display panel. When pressed, proper opera-
tion of the system is indicated by immediate illumination of the
green and amber lights on the display panel, and after a one
second delay, flashing of the master caution light and all red
annunciator lights except [FLAP], and the horn sounding.

Dimmer Switch
A push button type switch, located on the glareshield to the
right of the annunciator display panel, is used to raise or lower
the intensity of the annunciator panel lights. The master caution
light does not have a dimming feature.

Master Caution Light

The red master caution light,
installed in upper section of
the instrument panel in front
of the pilot, will flash when an
annunciator warning light illu-
minates on the display panel.
This flashing light is extin-
guished by pressing the face
of the light. After the master
caution light has been extin-
guished, a subsequent fault
indicating light will cause it to begin flashing again.

Warning Horn
A warning horn, mounted behind the center instrument panel,
will sound anytime the master caution light is illuminated. The
horn is silenced when the master caution light is extinguished.

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Cheyenne IIXL Annunciator Lights

L ENG FIRE
RED Temperature in left engine
compartment is above 450° F.

R ENG FIRE RED Temperature in right engine

compartment is above 450° F.

L ENG RED Left electric fuel boost pump

FUEL PRESS pressure is below 5 psi.

R ENG RED Right electric fuel boost pump

FUEL PRESS pressure is below 5 psi.

L ENG RED Left engine oil pressure is be-

OIL PRESS low 40 psi.

R ENG RED Right engine oil pressure is

OIL PRESS below 40 psi.

L ENG RED Left engine oil temperature is

OIL TEMP above 90° C.

R ENG RED Right engine oil temperature is

OIL TEMP above 90° C.

RED The flap control amplifier sys-

FLAP
tem has failed or the flaps are
asymmetric.
LEFT
YELLOW Left ignition exciter box is pow-
IGN
ered.

RIGHT YELLOW Right ignition exciter box is

IGN
powered.

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Piper PA-31T1/1A Reference Manual

Cheyenne IIXL Annunciator Lights

LEFT YELLOW Left propeller blade angle is

BETA 12° or lower.

RIGHT YELLOW Right propeller blade angle is

BETA 12° or lower.

LEFT
START YELLOW Left starter is energized.

RIGHT
START YELLOW Right starter is energized.

INVERTER
POWER
RED Inverter power has failed.

L GEN INOP RED Left generator is not on line.

R GEN INOP RED Right generator is not on line.

BATTERY RED Battery temperature is above

OVERTEMP 110° F.

ANN RED Annunciator panel power has

POWER
failed.

CABIN RED Cabin differential pressure has

PRESS exceeded 5.7 psi or cabin alti-
tude is above 11,500 feet.
CABIN DR
UNSAFE RED Cabin door is not secure.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY A1-5

Cheyenne IIXL Annunciator Lights

NOSE/BAG RED The nose baggage door or

DR AJAR
radome access is not secure.

HI BLEED YELLOW High ECS mode is selected

ON
(31psi).

BLEED YELLOW Left bleed air switch is posi-

L OFF
tioned to OFF.

BLEED YELLOW Right bleed air switch is posi-

R OFF tioned to OFF.

L BLEED RED Left bleed air duct has devel-

HOT
oped a leak or an overheat
condition of 350° to 475°.
R BLEED RED Left bleed air duct has devel-
HOT oped a leak or an overheat
condition of 350° to 475°.
L ENG YELLOW Left ice deflector door and by-
DEICE pass door are fully extended.

R ENG YELLOW Right ice deflector door and

DEICE bypass door are fully extend-
ed.
OIL DR
L ENG GREEN Left oil cooler door is open (full
down).
OIL DR
R ENG GREEN Right oil cooler door is open
(full down).
ECS RED Cabin air distribution duct tem-
OVER TEMP perature has exceeded 250°F.

ECS REG
BYPASS YELLOW The ECS bypass is on.

A1-6 FOR TRAINING PURPOSES ONLY PA-31T1/1A 02/10

Piper PA-31T1/1A Reference Manual

Limitations

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material, markings and plac-
ards, or any combination thereof for all limitations.

Emergency Procedures

Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material (supplementary
checklist) as revised, for procedural information.

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Piper PA-31T1/1A Reference Manual

Appendix 2
Glossary
Table of Contents

Symbols, Abbreviations and Terminology................................ 1

Engine ......................................................................................... 2
Engine Instrumentation............................................................. 2
Engine Controls.......................................................................... 3
Engine Power.............................................................................. 3
Electrical..................................................................................... 4
Performance and Flight Planning............................................. 6
Weight and Balance................................................................... 7
Airspeed.................................................................................... 10
Meteorological . ....................................................................... 12

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Symbols, Abbreviations and Terminology

The following glossary is applicable to the Piper Cheyenne IIXL

Series Aircraft.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY A2-1

Engine

Igniter
A device used to start the burning of the fuel/air mix-
ture in a combustion chamber.

Impeller
The main rotor of a radial compressor which increas-
es the velocity of the air which is pumped.

Plenum
A duct, housing or enclosure used to contain air un-
der pressure.

Propeller Governor
Senses changes in RPM and hydraulically changes
propeller blade angle to compensate for the chang-
es. Constant propeller RPM is thereby maintained at
the selected RPM setting.

Stator
A row of stationary airfoils which direct airflow be-
tween the rows of rotor blades.

Turbine
A rotating device actuated either by reaction or im-
pulse (or a combination of both), used to transform
some of the kinetic energy of the exhaust gases into
shaft horsepower to drive the compressor(s) and ac-
cessories.

Turboprop
A type of gas turbine that converts heat energy into
propeller shaft work.

Engine Instrumentation

ITT (Interstage Turbine Temperature)

Gas temperature measured between the compressor
and power turbines.

NG Tachometer (gas generator RPM)

Registers the RPM of the gas generator with 100%
representing a gas generator speed of 37,500 RPM.

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Torquemeter
Indicates the shaft output torque. Torque values are
obtained by tapping into two outlets on the reduction
gear case and recording the differential pressure
from the outlets. The relationship between torque-
meter pressure and propeller shaft power is shown in
LIMITATIONS. Instrument readout is in foot-pounds.

Engine Controls

Condition Lever (fuel shutoff lever)

Actuates a valve in the fuel control unit controlling the
flow of fuel at the fuel control outlet.

Power Lever (gas generator NG RPM)

Modulates engine power from reverse thrust to for-
ward thrust. The position for idle represents the low-
est recommended level of power for flight operation.

Propeller Control Lever (NP RPM)

Controls the RPM setting of the propeller governor.
Movement of lever results in an increase or decrease
in propeller RPM. Propeller feathering is the result of
lever movement beyond the detents at the low RPM
(high pitch) end of lever travel.

Engine Power

Beta Range
The region of the Power Lever control which is aft of
the Idle Stop and forward of reversing range where
blade pitch angle can be changed without a change
of gas generator RPM.

Cruise Climb
Maximum power approved for normal climb. These
powers are torque or temperature (ITT) limited.

High Idle
Obtained by placing the Condition Lever in the High
Idle position. This limits the power operation to a
minimum of 65% of NG RPM.

PA-31T1/1A 02/10 FOR TRAINING PURPOSES ONLY A2-3

Low Idle
Obtained by placing the Condition Lever in the Low
Idle position. This limits the power operation to a
minimum of 56% of NG RPM.

Electrical

Armature
The rotating element of an aircraft alternator. Load
current is generated in the armature.

Brush A device designed to provide an electrical contact

between a stationary conductor and the armature.

Coil One or more turns of a conductor used in a circuit to

produce inductance or an electromagnetic field.

Direct Current (DC)

Current which flows continuously in one direction.

Excitation
The application of electric current to the field wind-
ings of an alternator to produce a magnetic field.

Field Space in which magnetic or electric lines of force ex-

ist.

Field Coil
A winding or coil used to produce a magnetic field.

Magnetic Field
Space where magnetic lines of force exist.

Rotor The rotating element in an alternator. It is excited by

direct current.

Stator The stationary winding of a rotating AC machine.

Voltage Regulator
A circuit which maintains a constant level voltage
supply despite changes in input voltage or load.

Bus Bar
A power distribution point to which a number of
circuits may be connected. It often consists of a
solid metal strip in which a number of terminals are
installed.

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Piper PA-31T1/1A Reference Manual

Circuit Breaker
A circuit-protection device which will open a circuit
that has an excessive flow of current.

Diode Device that permits the flow of electricity in one di-

rection only.

Fuse A metal link which melts when overheated by excess

current; used to break an electric circuit whenever
the load becomes excessive.

Shunt A calibrated resistor connected across an electric

device to bypass a portion of the current.

Solenoid
An electromagnetic switch.

Maximum Continuous Power

The highest power rating not limited by time. Use of
this rating is intended for emergency situations at the
discretion of the pilot.

Maximum Cruise Power

The highest power rating for cruise and is not time
limited.

Reverse
Reverse thrust is obtained by lifting the Power Levers
and moving them aft into the Beta range.

RPM Revolutions Per Minute.

SHP Shaft Horsepower

Take-off Power
The maximum power rating; is limited to a maximum
of 5 minutes operation. Use of this rating should be
limited to normal takeoff operations and emergency
situations.

Torque
An indication of the power output of the engine.

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Performance and Flight Planning

Accelerate-go
The distance to accelerate to Take-off Decision
Speed (V1), experience an engine failure, continue
accelerating to lift-off speed (VLOF) then climb and
accelerate in order to achieve climb speed (V2) at 35
feet above the runway.

Accelerate-stop
The distance to accelerate to Take-off Decision
Speed (V1) and stop.

AGL Above Ground Level

Best Angle-of-Climb
The airspeed which delivers the greatest gain of alti-
tude in the shortest possible horizontal distance with
gear and flaps up.

Best Rate-of-Climb
The airspeed which delivers the greatest gain of alti-
tude in the shortest possible time with gear and flaps
up.

Clearway
A clearway is an area beyond the airport runway
not less than 500 feet wide, centrally located about
the extended centerline of the runway, and under
the control of the airport authorities. The clearway
is expressed in terms of a clear plane, extending
from the end of the runway with an upward slope not
exceeding 1.25 percent, above which no object or
any terrain protrudes. However, threshold lights may
protrude above the plane if their height above the
end of the runway is 26 inches or less, and if they are
located to each side of the runway.

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

Demonstrated Crosswind
The maximum 90° crosswind component for which
adequate control of the airplane during take-off and
landing was actually demonstrated during certifica-
tion.

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Piper PA-31T1/1A Reference Manual

Net Gradient of Climb

The gradient of climb with the flaps in the take-off
position, and the landing gear retracted. “Net” indi-
cates that the climb has been reduced by .8 percent
to allow for turbulence and pilot technique. The Net
Gradient of Climb graphs are constructed so that the
value(s) obtained using the airport pressure altitude
and outside air temperature will be the average gra-
dient from 35 feet above the runway up to 1500 feet
above the runway.

MEA Minimum Enroute Altitude.

Power Loading
Maximum take-off weight divided by shp - in lbs. per
hp.

PPH Pounds Per Hour

Route Segment
A part of a route. Each end of that part is identified
by:
1. a geographic location, or
2. a point at which a definite radio fix can be estab-
lished.

Take-off Flight Path

The minimum gradient of climb required to clear
obstacles in excess of 35 feet, measured horizon-
tally from reference zero, and vertically at the altitude
above the runway. Reference zero is the point where
the airplane has reached 35 feet above the runway
as determined from the Accelerate-Go graphs.
Wing Loading
Maximum take-off weight divided by wing area - in
lbs. per sq. ft.

Weight and Balance

Airplane Center of Gravity

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

Approved Loading Envelope

Those combinations of airplane weight and center of
gravity which define the limits beyond which loading
is not approved.

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Arm The distance from the center of gravity of an object to
a line about which moments are to be computed.

Basic Empty Weight

The weight of an empty airplane including full engine
oil and unusable fuel. This equals empty weight plus
the weight of unusable fuel, and the weight of all the
engine oil required to fill the lines and tanks. Basic
empty weight is the basic configuration from which
loading data is determined.

Center of Gravity
A point at which the weight of an object may be con-
sidered concentrated for weight and balance pur-
poses.

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

Datum
A vertical plane perpendicular to the airplane lon-
gitudinal axis from which fore and aft (usually aft)
measurements are made for weight and balance
purposes.

Empty Weight
The weight of an empty airplane before any oil or
fuel has been added. This includes all permanently
installed equipment, fixed ballast, full hydraulic fluid,
full chemical toilet fluid, and all other operating fluids
full, except that the engines, tanks, and lines do not
contain any engine oil or fuel.

Engine Oil
That portion of the engine oil which can be drained
from the engine.

Jack Point
Points on the airplane identified by the manufacturer
as suitable for supporting the airplane for weighing or
other purposes.

Landing Weight
The weight of the airplane at landing touchdown.

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Piper PA-31T1/1A Reference Manual

Leveling Points
Those points which are used during the weighing
process to level the airplane.

Maximum Zero Fuel Weight

Any weight above the value given must be loaded as
fuel.

Maximum Weight
The highest weight allowed by design, structural,
performance or other limitations.

Moment
A measure of the rotational tendency of a weight,
about a specified line, mathematically equal to the
product of the weight and the arm.

Payload
Combined weight of occupants, cargo and baggage.

Ramp Weight
The weight of the airplane before engine start. In-
cluded is the take-off weight plus a fuel allowance for
start, taxi, run-up and take-off ground roll to lift-off.

Standard Empty Weight

The basic empty weight of a standard airplane as
specified by the manufacturer.

Station
The longitudinal distance from some point to the zero
datum or zero fuselage station.

Take-off Weight
The weight of the airplane at lift-off from the runway.

Tare The apparent weight which may be indicated by a

scale before any load is applied.

Unusable Fuel
Fuel remaining after a runout test has been complet-
ed in accordance with governmental regulations.

Usable Fuel
That portion of the total fuel which is available for
consumption as determined in accordance with ap-
plicable regulatory standards.

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Zero Fuel Weight
The airplane ramp weight minus the weight of fuel on
board.

Airspeed

CAS Calibrated Airspeed is the indicated airspeed of an

airplane corrected for position and instrument error.
Calibrated airspeed is equal to true airspeed in stan-
dard atmosphere at sea level.

GS Ground Speed is the speed of an airplane relative to

the ground.

IAS Indicated Airspeed is the speed of an airplane as

shown on the airspeed indicator when corrected for
instrument error. IAS values published in this hand-
book assume zero instrument error.

KCAS Calibrated Airspeed expressed in knots.

KIAS Indicated Airspeed expressed in knots.

M Mach Number; the ratio of true airspeed to the

speed of sound.

TAS True Airspeed; the airspeed of an airplane relative

to undisturbed air, which is the CAS corrected for
altitude, temperature, and compressibility.

V1 Take-off Decision Speed. V1 and V2 and VEF are

equivalent.

V2 Take-off Safety Speed.

VA Maneuvering Speed; the maximum speed at which

application of full available aerodynamic control will
not overstress the airplane.

VEF Engine Failure Speed.

VF Design Flap Speed; the highest speed permissible

at which wing flaps may be actuated.

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Piper PA-31T1/1A Reference Manual

VFE Maximum Flap Extended Speed; the highest speed

permissible with wing flaps in a prescribed extended
position.

VLE Maximum Landing Gear Extended Speed; the maxi-

mum speed at which an airplane can be safely flown
with the landing gear extended.

VLO Maximum Landing Gear Operating Speed; the maxi-

mum speed at which the landing gear can be safely
extended or retracted.

VLOF Lift-off Speed.

VMCA Air Minimum Control Speed; the minimum flight

speed at which the airplane is directionally control-
lable as determined in accordance with Federal Avia-
tion Regulations. The airplane certification condi-
tions include one engine becoming inoperative and
windmilling, a 5-degree bank towards the operative
engine, take-off power on operative engine, landing
gear up, flaps in take-off position, and most rearward
C.G. For some conditions of weight and altitude,
stall can be encountered at speeds above VMCA as
established by the certification procedure described
above, in which event stall speed must be regarded
as the limit of effective directional control.

VMCG Ground Minimum Control Speed.

VMO Maximum Operating Limit Speed; the speed limit

that may not be deliberately exceeded in normal
flight operations. V is expressed in knots.

VR Rotation Speed.

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.

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VSSE Intentional One-Engine-Inoperative Speed; a speed
above both VMCA and stall speed, selected to provide
a margin of lateral and directional control when one
engine is suddenly rendered inoperative. Intentional
failing of one engine below this speed is not recom-
mended.

VX Best Angle-of-Climb Speed; the airspeed which

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

VY Best Rate-of-Climb Speed; the airspeed which deliv-

ers the greatest gain in altitude in the shortest possible time.

Meteorological

Altimeter Setting
Barometric pressure corrected to sea level.

Indicated Pressure Altitude

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

IOAT Indicated Outside Air Temperature is the temperature

value read from an indicator.

ISA International Standard Atmosphere in which:

1. The air is a dry perfect gas;
2. The temperature at sea level is 15° Celsius (59°);
3. The pressure at sea level is 29.92 inches of mer-
cury
(1013.2 millibars), and
4. The temperature gradient from sea level to the
altitude
at which the temperature is -56.5°C (-69.7°F) is
-0.00198°C
(0.003566°F) per foot and zero above that altitude.

OAT Outside Air Temperature is the free air static temper-

ature, obtained either from the temperature indicator
(IOAT) adjusted for compressibility effects, or from
ground meteorological sources.

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Piper PA-31T1/1A Reference Manual

Pressure Altitude
Altitude measured from standard sea-level pressure
(29.92 in. Hg) by a pressure (barometric) altimeter. It
is the indicated pressure altitude corrected for posi-
tion and instrument error. In this handbook, altimeter
instrument errors are assumed to be zero. Position
errors may be obtained from the Altimeter Correction
graphs.

Station Pressure
Actual atmospheric pressure at field elevation.

Temperature Compressibility Effects

An error in the indication of temperature caused by
airflow over the temperature probe. The error varies,
depending on altitude and airspeed.

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.

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