JetProp LLC

JetProp DLX Document No. 560.1002

JetProp DLX

Pilot’s Operating Handbook

And

FAA Approved Airplane Flight Manual

NXXX

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FAA Approval Date (Orig): 30 July 1998
Change 26
Revision Date: 7/1/2014
JetProp LLC
JetProp DLX

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS

The basie JetProp DLX Operating Handbook issued Jul 30, 1998.
Change Revised Description of Revision
Number Pages

23 Cover Reflects Change 23

23 xxviii Change 23 revision page
23 1-3a Changed fuel information to require anti-icing additive
23 2-; Section 2 Table of Contents Update
23 2-17 Changed fuel information to require anti-icing additive
23 2-23 Added Placard information to require anti-icing additive
23 3-i to 3-iv Updated Section 3 Contents
23 3-12 Added loss of oil pressure information
23 3-17 Clarified Emergency gear extension by serial number
23 3-18 (0 3-19 Added specilic Manual Override Operation paragraph
23 3.30 Correct Typographical error
23 3.40 Referred to Section 2 for alt airspeed chart for restart
23 3-44 Expanded loss of oil pressure discussion
23 3-45 to 3-46 Expanded discussion for header tank high pressure
23 3-50 Minor wording change for clarity
23 3-52 to 3-73 Added manual override section & adjusted paged #5
23 4-5 Added information on vented fuel caps
23 7-57 Added information on vented fuel caps
23 8-17108-19 Addcd information on fuel anti-icing additivcs
••••••••••• •••••••••• [~nd
••••••••••••••••••••••••••••• *•• * •

FAA Approved:
r'A Manager. Flight
Seattle Aircraft ertification Office
Federal Aviation Administration
Seattle. Washington

FAA Approval Date:

Change 23 XXVIII
JetProp LLC
JetProp DLX

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS

The basie JetProp DLX Operating Handbook issued Jul 30, 1998.
Change Revised Description of Revision
Numhcr Pages

24 Cover Reflects Change 24

24 xxix Change 24 revision page
24 2-28 to2 Added Avidyne DFC90 Autopilot Information
24 4-47 to 4-48 Added Avidyne DFC90 Autopilot Information
24 6-14 Added Avidyne DFC90 Autopilot Information
* •• ** •••••• •••••••••• End ••••••••••••••••••••••••••••••••••

FAA Approved: ?--/:i~L

- ,f/;-r Date: !-iO-!}
r:r Manager, Flight Test Branch
Seattle Aircraft Certification Office
Federal Aviation Administration
Seattle, Washington

FAA Approval Date:

1/10/2013
Change 24 XXIX
12 May 2014
7/1/2014
JetProp LLC Section 1
JetProp DLX General

SECTION 1

GENERAL

1.1 INTRODUCTION

This Pilot's Operating Handbook is designed for maximum

utilization as an operating guide for the pilot. It includes the
material required to be furnished to the pilot by the Federal
Aviation Regulations and additional information provided by the
manufacturer and constitutes the FAA Approved Airplane Flight
Manual Supplement.
This handbook is not designed as a substitute for adequate
and competent flight instruction, knowledge of current
airworthiness directives, applicable federal air regulations or
advisory circulars. It is not intended to be a guide for basic flight
instruction or a training manual and should not be used for
operational purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the
responsibility of the owner. The pilot in command is responsible
for determining that the airplane is safe for flight. The pilot is
also responsible for remaining within the operating limitations as
outlined by instrument markings, placards, and this handbook.
Although the arrangement of this handbook is intended to
increase its in-flight capabilities, it should not be used solely as
an occasional operating reference. The pilot should study the
entire handbook to familiarize himself with the limitations,
performance, procedures and operational handling characteristics
of the airplane before flight.
The handbook has been divided into numbered sections for
quick reference. The limitations and emergency procedures have
been placed ahead of the normal procedures, performance and
other sections to provide easier access to information that may be
required in flight. Provisions for expansion of the handbook have
been made by the deliberate omission of certain paragraph
numbers. figure numbers, item numbers and pages noted as being
intentionally left blank.

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FAA Approval Date: 30 July 1998
1-1
JetProp LLC Section 1
JetProp DLX General

NXXX

JetProp
Figure 1-1

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FAA Approval Date: 30 July 1998
1-2
JetProp LLC Section 1
JetProp DLX General

1.3 ENGINE
(a) Number of Engines……………………………….……1
(b) Engine Manufacturer……………………Pratt&Whitney
(c) Engine Model Number..PT6A-21, PT6A-34 or PT6A-35
(d) Rated Horsepower…550 (PT6A-21)...560 PT6A-34/-35
(e) Engine Type…………………………………….Turbine

1.5 PROPELLER
(a) Number of Propellers…………………………………1
(b) Propeller Manufacturers..……………...Hartzell and MT
(c) Blade Models….........…......……..E8501B (Aluminum)
.……...…….E8190K (Composite)
..............…….D8292 (Aluminum)
.........…….D8292B-2 (Aluminum)
....………….CFR206 (Composite)

(d) Number of Blades……………………………………...4

(e) Hub Models.................…..HC-E4N-3I w/E8501B Blade
......................HC-E4N-3M w/E8190K Blade
......…...............HC-E4N-3N w/D8292 Blade
…………...HC-E4N-3N w/D8292B-2 Blade
....MTV-16-1-E-C-F-R(P) w/CFR206 Blade
(f) Propeller Diameter, inches
..……...82.5 (E8501 & D8292)
.….................80.5 (D8292B-2)
.............……….81.75 (E8190)
............………81.1 (MTV-16)

(g) Propeller Type………...Constant Speed, fully reversible

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FAA Approval Date: 15 June 2006
Change 18 1-3
JetProp LLC Section 1
JetProp DLX General

1.7 FUEL
(a) Fuel Capacity (U.S. gal.) (total)
Wing Tank………………………………….142 U.S. Gal
Header Tank (gal): 13.5 (JetProp # 1-9 unless modified later)
12.2 (Standard)
20.8 (Large header tank with MT Propeller)
(b) Usable Fuel (U.S. gal.)
Wings …………………140
Header Tank: 11.1 (JP #1-9 & Standard), 19.7 (Large)
Total: 151.1 (JP #1-9 & Standard), 159.7 (With Large Header
Tank)
(c) Fuel…………………… Jet A and Jet A-1 with an approved
anti-icing additive.
Note
Refer to P&WC S.B. 1244 for additional information on
approved fuels and additives.

1.9 OIL
(a) Oil Capacity …………………………….2.3 US Gallons
(b) Oil Specification…………………..Ref. P&WC SB1001

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FAA Approval Date: 1 Jun 2012
Change 23 1-3a
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JetProp DLX General

1.11 MAXIMUM WEIGHTS

(a) Maximum Ramp weight……………………………..4318 LB

(b) Maximum Takeoff Weight…………………………..4300 LB
(c) Maximum Landing Weight…………………………..4100 LB
(d) Maximum Zero Fuel Weight ………………………..4100 LB
(e) Maximum Baggage
Forward Baggage Compartment………………………...30 LB
Rear Baggage Compartment…………………………...100 LB

1.13 STANDARD AIRPLANE WEIGHTS

Refer to Figure 6-5 for the Standard Empty Weight and the
Useful Load.
1.15 CABIN AND ENTRY DIMENSIONS (IN.)
(a) Cabin Width (max.)…………………………………..49.5
(b) Cabin Length (Instrument panel
to rear bulkhead)………………………………………148
(c) Cabin Height (max.)………………………………….. 47
(d) Entry Width…………………………………………... 24
(e) Entry Height………………………………………….. 46

1.17 BAGGAGE SPACE AND ENTRY DIMENSIONS

(a) Compartment Volume (cu. ft.)
(1) Forward………………………………………….. 11
(2) Aft………………………………………………... 20
(b) Entry Dimensions (in.)
(1) Forward ……………………………………….19 x 23
(2) Aft……………………………………………..24 x 46

1.19 SPECIFIC LOADING

(a) Wing Loading (lbs. per sq. ft.)……………………….24.6

(b) Power Loading (lbs. per hp)…………………………...7.7

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FAA Approval Date: 30 July 1998
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JetProp LLC Section 1
JetProp DLX General

1.21 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

The following definitions are of symbols, abbreviations and

terminology used throughout the handbook and those which may
be of added operational significance to the pilot.

(a) General Airspeed Terminology and Symbols

CAS Calibrated Airspeed means the indicated speed of

an aircraft, corrected for position and instrument
error. Calibrated airspeed is equal to true airspeed
in standard atmosphere at sea level.
KCAS Calibrated Airspeed expressed in "Knots."
GS Ground Speed is the speed of an airplane relative
to the ground.
IAS Indicated Airspeed is the speed of an aircraft as
shown on the airspeed indicator when corrected
for instrument error. IAS values published in this
handbook assume zero instrument error.
KIAS Indicated Airspeed expressed in "Knots."
M Mach Number is the ratio of true airspeed to the
speed of sound.
TAS True Airspeed is the airspeed of an airplane
relative to undisturbed air which is the CAS
corrected for altitude, temperature and
compressibility

VA Maneuvering Speed is the maximum speed at

which application of full available aerodynamic
control will not overstress the airplane.

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FAA Approval Date: 30 July 1998
1-5
JetProp LLC Section 1
JetProp DLX General

1.21 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)

VFE Maximum Flap Extended Speed is the highest

speed permissible with wing flaps in a prescribed
extended position.

VLE Maximum Landing Gear Extended Speed

is the maximum speed at which an aircraft can be
safely flown with the landing gear extended.

VLO Maximum Landing Gear Operating Speed is the

maximum speed at which the landing gear can be
safely extended or retracted.

VMO Maximum Operating Limit Speed is the maximum

operating limit speed and should not be exceeded
in any operation.
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 at maximum gross weight.
Vx Best Angle of Climb Speed is the airspeed which
delivers the greatest gain of altitude in the shortest
possible horizontal distance.
Vy Best Rate of Climb Speed is the airspeed which
delivers the greatest gain in altitude in the shortest
possible time.

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FAA Approval Date: 30 July 1998
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JetProp DLX General

1.21 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)

(b) Meteorological Terminology

ISA International Standard Atmosphere in which:

(1) The air is a dry perfect gas;
(2) The temperature at sea level is 150 Celsius (590
Fahrenheit);
(3) The pressure at sea level is 29.92 inches hg.
(1013.2 mb);
(4) The temperature gradient from sea level to the
altitude at which the temperature is -56.50 C
(-69.70 F) is -0.00l980C (-0.0035640 F) per foot
and zero above that altitude.

OAT Outside Air Temperature is the free air static

temperature obtained either from inflight temperature
indications or ground meteorological sources,
adjusted for instrument error and compressibility
effects.
Indicated The number actually read from an altimeter when the
Pressure barometric subscale has been set to 29.92 inches of
Altitude mercury (1013.2 millibars).

Pressure Altitude measured from standard sea level pressure

Altitude (29.92 in. Hg) by a pressure or barometric altimeter.
It is the indicated pressure altitude corrected for
position and instrument error. In this handbook,
altimeter instrument errors are assumed to be zero.

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FAA Approval Date: 30 July 1998
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JetProp LLC Section 1
JetProp DLX General

1.21 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)
Station
Pressure Actual atmospheric pressure at field elevation

Wind The wind velocities recorded as variables on the

charts of this handbook are to be understood as the
headwind or tailwind components of the reported
winds.

(c) Power Terminology

Takeoff Power Maximum power permissible for takeoff.
Maximum
Continuous Power Maximum power permissible continuously
during flight.
Maximum
Climb Power Maximum power permissible during climb.
Maximum
Cruise Power Maximum power permissible during cruise.
(d) Engine Instruments
Torque Engine torque in ft-lb.
ITT Inter Turbine Temperature
Ng Gas generator speed

(e) Airplane Performance and Flight Planning Terminology

Climb Gradient The demonstrated ratio of the change in

height during a portion of a climb, to the
horizontal distance traversed in the same
time interval.

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FAA Approval Date: 30 July 1998
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JetProp LLC Section 1
JetProp DLX General

1.21 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)
Demonstrated
Crosswind The demonstrated crosswind
Velocity velocity is he velocity of the crosswind
component for which adequate control of
the airplane during takeoff and landing
was actually demonstrated during
certification tests.
Accelerate-Stop
Distance The distance required to accelerate an air-
plane to a specified speed and, assuming
failure of an engine at the instant that
speed is attained, to bring the airplane to
a stop.
Route Segment A part of a route. Each end of that part is
identified by (1) a geographical location
or (2) a point at which a definite radio fix
can be established.
(f) Weight and Balance Terminology

Reference Datum An imaginary vertical plane from which

all horizontal distances are measured for
balance purposes.

Station A location along the airplane fuselage

usually given in terms of distance from
the reference datum.
Arm The horizontal distance from the
reference datum to the center of gravity
(C.G.) of an item.

Moment The product of the weight of an item

multiplied by its arm. (Moment divided
by a constant is used to simplify balance
calculations by reducing the number of
digits.)

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FAA Approval Date: 30 July 1998
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JetProp LLC Section 1
JetProp DLX General

1.21 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)

Center of Gravity The point at which an airplane would

(C.G.) balance if suspended. Its distance from
the reference datum is found by dividing
the total moment by the total weight of
the airplane.
C.G. Arm The arm obtained by adding the airplane's
individual moments and dividing the sum
by the total weight.
C.G. Limits The extreme center of gravity locations
within which the airplane must be
operated at a given weight.
Usable Fuel Fuel available for flight planning.
Unusable Fuel Fuel remaining after a run out test has
been completed in accordance with
governmental regulations.
Standard Empty Weight of a standard airplane including
Weight unusable fuel, full operating fluids and
full oil.

Basic Empty Standard empty weight plus optional

Weight equipment.

Payload Weight of occupants, cargo and baggage.

Useful Load Difference between takeoff weight, or

ramp weight if applicable, and basic
empty weight.

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FAA Approval Date: 30 July 1998
1-10
JetProp LLC Section 1
JetProp DLX General

1.21 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)

Maximum Ramp
Weight Maximum weight approved for ground
maneuver. (It includes weight of start,
taxi and run up fuel.)
Maximum Takeoff
Weight Maximum Weight approved for the start
of the takeoff run.

Maximum Landing
Weight Maximum weight approved for the
landing touchdown.

Maximum Zero
Fuel Weight Maximum weight exclusive of usable
fuel.

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FAA Approval Date: 30 July 1998
1-4
JetProp LLC Section 2
JetProp DLX Limitations
TABLE OF CONTENTS
SECTION 2
LIMITATIONS
Paragraph Page
No. No.
2.1 General ……………………………………………….. 2-1
2.3 Airspeed Limitations………………………………….. 2-1
2.5 Airspeed Indicator Markings …………………………. 2-3
2.7 Power Plant Limitations ……………………………… 2-3
2.9 Leaning Limitations (Deleted)
2.11 Power Plant Instrument Markings…………………… 2-4
2.13 Weight Limits ……………………………………… 2-5
2.15 Center of Gravity Limits …………………………….. 2-5
2.17 Maneuver Limits…………………………………… 2-6
2.19 Flight Load Factors ………………………………….. 2-6
2.20 Icing Limitations……...……………………………… 2-7
2.21 Kinds of Operation Equipment List…………………... 2-8
2.23 Fuel Limitations ……………………………………. 2-17
2.24 Fatigue Life Limitation …………………………… 2-18
2.25 Operating Altitude Limitations……………………… 2-18
2.26 Use of Engine Ignition................................................ 2-18
2.27 Cabin Pressurization Limits…………………………. 2-18
2.29 Air Conditioning System Limitations ………………. 2-18
2.31 Electric Auxiliary Cabin Heater Limitations ……….. 2-19
2.33 Maximum Seating Configuration …………………… 2-19
2.35 Placards……………………………………………… 2-20
2.37 PT6A-34 & -35Engine Air Start Envelope…………… 2-24
2.38 PT6A-21 Engine Air Start Envelope………………… 2-26
2.39 Outside Air Temperature Limits…………………….. 2-26
2.40 Use of Reverse Thrust (Beta Regime)......................... 2-26
2.41 Autopilot Limitations ................................................. 2-28
2.42 Avidyne PFD Limitations …………………… …... 2-28
2.43 Avidyne MFD Limitations ……...……….………..… 2-29
2.44 CMax Chart Page Limitations …………………….... 2-29

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FAA Approval Date: 1 June 2012
Change 23 2-i
JetProp LLC Section 2
JetProp DLX Limitations
JetProp DLX Supplemental
Flight Manual

Section 2

Limitations
2.1 General

This section provides the FAA approved operating limitations,

instrument markings, color coding and basic placards necessary
for operation of the JETPROP DLX airplane and its systems.

Limitations associated with those optional systems and

equipment which require handbook supplements can be found in
the Piper flight manual in Section 9.

2.3 Airspeed Limitations

Speed KIAS KCAS

Maximum Operating Limit Speed (VMO)

Do not exceed this speed in any operation. 172 170

Design Maneuvering Speed (VA)

Do not make full or abrupt control movements
above this speed.
At 4300 LB Gross Weight 137 135
At 2905 LB Gross Weight 112 110

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FAA Approval Date: 30 Jul 1998
2-1
JetProp LLC Section 2
JetProp DLX Limitations
2.3 Airspeed Limitations (Continued)

Caution

Maneuvering speed decreases at lighter weight as the

effects of aerodynamic forces become more pronounced.
Linear interpolation may be used for intermediate gross
weights. Maneuvering speed should not be exceeded
while operating in rough air.

Speed KIAS KCAS

Maximum Speed for Pneumatic Boot Inflation 172 170

Maximum Flaps Extended Speed (VFE)

Do not exceed this speed at the given flap
setting.
100 169 167
200 134 132
360 117 115

Maximum Landing Gear Extension Speed (VLO)

Do not exceed this speed when extending the
landing gear. 169 167

Maximum Landing Gear Retraction Speed (VLO)

Do not exceed this speed when retracting the
landing gear. 130 128

Maximum landing Gear Extended Speed (VLE)

Do not exceed this speed with the landing gear
extended. 172 170

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FAA Approval Date: 30 Jul 1998
2-2
JetProp LLC Section 2
JetProp DLX Limitations
2.5 Airspeed Indicator Markings
Marking IAS
Red Line (Maximum Operating Limit
Speed (VMO)) 172 KTS

Green Arc (Normal Operating Range) 68 KTS - 172 KTS

White Arc (Flap Down) 57 KTS - 117 KTS

2.7 Power Plant Limitations

(a) Number of Engines 1

(b) Engine Manufacturer Pratt & Whitney
(c) Engine Model Nos. PT6A-21, -34 or -35
(d) Engine Operating Limitations.
PT6A-21 PT6A-34 PT6A-35
(1) Maximum Engine Torque (ft-lbs)
Continuous 1315 1337 1337
Climb/Cruise 1315 1337 1337
Acceleration 1337 1337 1337
Reverse (limited to one minute) 1315 1337 1337
(2) Maximum InterTurbine Temp (deg C)
Maximum Takeoff 695 790 790
Maximum Climb 680 740 740
Maximum Cruise 680 740 740
Starting (Limited to two seconds) 1090 1090 1090
Acceleration (Limited to two sec) 825 850 880
Reverse 695 790 790
Idle 660 685 685
(3) Max Gas Generator Speed (%)
Continuous 101.5 101.5 101.5
Acceleration (Limited to two sec) 102.6 102.6 102.6
Reverse 101.5 101.5 101.5

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FAA Approval Date: 2 October 2007
Change 20 2-3
JetProp LLC Section 2
JetProp DLX Limitations
2.7 Power Plant Limitations (Continued)
(4) Maximum Oil Temp (0F) 210
0
(5) Minimum Oil Temp (Starting, F): -40
(6) Maximum Oil Press (psi):
100 (PT6A-21); 105 (PT6A-34 & -35)
(7) Minimum Engine Oil Press at Idle (psi) 40
(e) Propeller Speed Limits (RPM).
(1) Continuous PT6A-21 & -34 & -35: 2190
(2) Acceleration PT6A-21 & -34 & -35: 2410
(3) Reverse (1 min limit) PT6A-21 & -34 & -35: 2100

2.11 Power Plant Instrument Markings

PT6A-21 PT6A-34 PT6A-35
(a) Engine Torque (ft-lb)
Green Arc 0-1315 0-1337 0-1337
Red Line 1315 1337 1337
(b) InterTurbine Temp (0C)
Green Arc 395-680 395–790 395-790
Red Line 695 790 790
Yellow & Red Arc 680-695 ---- ----
(c) Prop Speed (RPM) for approved propellers
(Same for PT6A-21, 34, & 35)
HC-E4N-3I/E8501B, HC-E4N-3M/E9190K, & HC-E4N-3N/D8292
Yellow Arc 450-1200
Green Arc 1200-1600
Yellow Arc 1600-1800
Green Arc 1800-2190
Red Line 2190
HC-E4N-3N/D8292B-2 & MTV-16-1-E-C-F-R(p)/CFR206
Yellow Arc 450-1250
Green Arc 1250-1600
Yellow Arc 1600-1800
Green Arc 1800-2190
Red Line 2190
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FAA Approval Date: 2 October 2007
Change 20 2-4
JetProp LLC Section 2
JetProp DLX Limitations

2.11 Power Plant Instrument Markings (Continued)

(d) Gas Generator Speed (%)
Green Arc: 51.0–101.5
Red Line: 101.5
(e) Engine Oil Temp (ºF)
Green Arc 32 - 210
Red Line 210
(f) Engine Oil Press (psi)
Green Arc: 80-100 (PT6A-21); 85-105 (PT6A-34 & -35)
Yellow Arc 40-80 (PT6A-21); 40-85 (PT6A-34 & -35)
Red Line (Max): 100 (PT6A-21); 105 (PT6A-34 & -35)
Red Line (Min idle) 40
2.13 Weight Limits
(a) Maximum Ramp weight 4318 LB (4358 LB)
(b) Maximum Takeoff Weight 4300 LB (4340 LB)
(c) Maximum Landing Weight 4100 LB (4123 LB)
(d) Maximum Zero Fuel Weight 4100 LB (4123 LB)
(e) Maximum Baggage
Forward / Rear Compartment 30 LB / 100 LB
(f) Minimum Flight Weight 2905 LB
Notes
Refer to Section 5 (Basic AFM) for maximum weight as
limited by performance. Values in parentheses apply to
S/N 4636196 and newer
2.15 Center of Gravity Limits
Weight Forward Limit Rearward Limit
Pounds Inches Aft of Datum Inches Aft of Datum
4300 (4340) 143.3 (144.1) 147.1
4100 (4123) 139.1 (139.6) 147.1
4000 137.0 146.5
2450 (and less) 130.7 137.6
2400 130.7 137.3

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FAA Approval Date: 2 October 2007
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JetProp DLX Limitations
2.15 Center of Gravity Limits (Continued)

Notes

Straight line variation between points given.

The datum used is 100.0 inches ahead of the forward

pressure bulkhead.

It is the responsibility of the airplane owner and the pilot

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

Values in parentheses apply to S/N 4636196 and higher

2.17 Maneuver Limits

No aerobatic maneuvers including spins approved.

2.19 Flight Load Factors

(a) Positive Load Factor (Maximum)

(1) Flaps Up 3.8 G
(2) Flaps Down 2.0 G
(b) Negative Load Factor (Maximum) No inverted
maneuvers approved

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FAA Approval Date: 6 December 2001
Change 10 2-6
JetProp LLC Section 2
JetProp DLX Limitations

2.20 Icing Limitations

WARNING

Severe icing may result from environmental conditions

outside of those for which the airplane is certificated.
Flight in freezing rain, freezing drizzle, or mixed icing
conditions (supercooled liquid water and ice crystals) may
result in ice build-up on protected surfaces exceeding the
capability of the ice protection system, or may result in ice
forming aft of the protected surfaces. This ice may not be
shed using the ice protection systems, and may seriously
degrade the performance and controllability of the
airplane.

During flight, severe icing conditions that exceed those for which
the airplane is certificated shall be determined by the following
visual cues. If one or more of these visual cues exists,
immediately request priority handling from Air Traffic Control to
facilitate a route or an altitude change to exit the icing conditions.
(a) Unusually extensive ice accumulation on the airframe and
windshield in areas not normally observed to collect ice.
(b) Accumulation of ice on the upper surface of the wing aft of
the protected area.

Since the autopilot, when installed and operating, may mask

tactile cues that indicate adverse changes in handling
characteristics, use of the autopilot is prohibited when any of the
visual cues specified above exist, or when unusual lateral trim
requirements or autopilot trim warnings are encountered while
the airplane is in icing conditions.
All wing icing inspection lights must be operative prior to flight
into known or forecast icing conditions at night.

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FAA Approval Date: 30 July 1998
2-7
JetProp LLC Section 2
JetProp DLX Limitations
2.21 Kinds of Operation Equipment List

This airplane may be operated in day or night VFR, day or night

IFR and known icing when the appropriate equipment is installed
and operable. The following equipment list identifies the systems
and equipment upon which type certification for each kind of
operation was predicated and must be installed and operable for
the particular kind of operation indicated.

Note

The following system and equipment list does not include

specific flight instruments and communication/ navigation
equipment required by the FAR Part 91 and 135 operating
requirements.

System Number Types of Operation and

Remarks Required (Day, Night, VFR, IFR
and icing Conditions)
1. Electrical

Generator 1 Day, Night, VFR, IFR, Icing

Alternator 1 Day, Night, VFR, IFR, Icing

Ammeter 1 Day, Night, VFR, IFR, Icing

DC Voltmeter 1 Day, Night, VFR, IFR, Icing

ALT Annunciator 1 Day, Night, VFR, IFR, Icing

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FAA Approval Date: 30 July 1998
2-8
JetProp LLC Section 2
JetProp DLX Limitations
System Number Types of Operation and
Remarks Required (Day, Night, VFR, IFR
and icing Conditions)

GEN Annunciator 1 Day, Night, VFR, IFR, Icing

LO BUS VOLT
Annunciator 1 Day, Night, VFR, IFR, Icing

Propeller Heat Ammeter 1 Icing

2. Equipment/
Furnishings

Safety Restraint Each

Occupant 1 Day, Night, VFR, IFR, Icing

Oxygen System Each

Occupant with quick
donning mask and at
least 10 minute supply 1 Flight above flight level 250

3. Flight Controls

Flap Position Indicator 1 Day, Night, VFR, IFR, Icing

Elevator and Rudder

Trim Position Indicator 1 ea. Day, Night, VFR, IFR, Icing

______________________________________________
FAA Approval Date: 30 July 1998
2-9
JetProp LLC Section 2
JetProp DLX Limitations
System Number Types of Operation and
Remarks Required (Day, Night, VFR, IFR
and icing Conditions)

4. Fuel

Fuel Quantity Indicating

System
Wing Tanks 2 Day, Night, VFR, IFR, Icing
Header Tank 1 Day, Night, VFR, IFR, Icing

WING TRANSFER PUMP

Annunciator 1 Day, Night, VFR, IFR, Icing

FUEL PRESS
Gage 1 Day, Night, VFR, IFR, Icing

LT FUEL LOW
Annunciator 1 Day, Night, VFR, IFR, Icing

RT FUEL LOW
Annunciator 1 Day, Night, VFR, IFR, Icing

HT FUEL LOW
Annunciator 1 Day, Night, VFR, IFR, Icing

HT HI PRESS
Annunciator 1 Day, Night, VFR, IFR, Icing

Wing Fuel Transfer

Pumps 2 Day, Night, VFR, IFR, Icing

Header Tank Fuel

Boost Pumps 2 Day, Night, VFR, IFR, Icing

______________________________________________
FAA Approval Date: 3 June 2002
Change 11 2-10
JetProp LLC Section 2
JetProp DLX Limitations
System Number Types of Operation and
Remarks Required (Day, Night, VFR, IFR
and icing Conditions)

Emergency Transfer
Pump 1 Day, Night, VFR, IFR, Icing

Fuel Filter Clogged

Annunciator 1 Day, Night, VFR, IFR, Icing

5. Ice Protection

Pneumatic De-ice
System (Wing and
Empennage Protection) 1 Icing

Wing Ice Protection

Light 1 Icing

Electro-thermal
Propeller De-ice Pads 4 Icing

Heated Windshield 1 Icing

Heated Stall Warning

Transducer 1 Icing

Heated Pitot Head 2 Icing

Alternate Static Source 1 Icing

______________________________________________
FAA Approval Date: 30 July 1998
2-11
JetProp LLC Section 2
JetProp DLX Limitations
System Number Types of Operation and
Remarks Required (Day, Night, VFR, IFR
and icing Conditions)

WSHLD HEAT
Annunciator 1 Icing

Vacuum Systems 2 Icing

SURF DE-ICE
Annunciator 1 Icing

Ice Deflector
Position Indicator 1 Icing

Inlet De-ice 1 Icing

Generator 1 Icing

Alternator 1 Icing

6. Instrumentation - Engine

Engine Torque 1 Day, Night, VFR, IFR, Icing

Inter Turbine
Temperature 1 Day, Night, VFR, IFR, Icing

Gas Generator Speed 1 Day, Night, VFR, IFR, Icing

Propeller Speed 1 Day, Night, VFR, IFR, Icing

______________________________________________
FAA Approval Date: 30 July 1998
2-12
JetProp LLC Section 2
JetProp DLX Limitations
System Number Types of Operation and
Remarks Required (Day, Night, VFR, IFR
and icing Conditions)

Fuel Pressure 1 Day, Night, VFR, IFR, Icing

Engine Oil
Temperature 1 Day, Night, VFR, IFR, Icing

Engine Oil Pressure 1 Day, Night, VFR, IFR, Icing

Low Oil Pressure

Annunciator 1 Day, Night, VFR, IFR, Icing

Chip Detector 1 Day, Night, VFR, IFR, Icing

7. Instrumentation - Flight

Airspeed Indicator 1 Day, Night, VFR, IFR, Icing

Altimeter 1 Day, Night, VFR, IFR, Icing

Magnetic Compass 1 Day, Night, VFR, IFR, Icing

Free Air Temperature

Gage 1 Day, Night, VFR, IFR, Icing

Gyroscopic Attitude
Indicator 1 IFR, Icing

Gyroscopic Heading
Indicator 1 IFR, Icing

______________________________________________
FAA Approval Date: 30 July 1998
2-13
JetProp LLC Section 2
JetProp DLX Limitations

System Number Types of Operation and

Remarks Required (Day, Night, VFR, IFR
and icing Conditions)

Turn Coordinator 1 IFR, Icing

Max Speed Aural

Warning System 1 Day, Night, VFR, IFR, Icing

8. Landing Gear

Hydraulic Pump 1 Day, Night, VFR, IFR, Icing

HYD PUMP
Annunciator 1 Day, Night, VFR, IFR, Icing

Landing Gear Down

Position Indicating
Lights 3 Day, Night, VFR, IFR, Icing

Landing Gear
Warning Horn 1 Day, Night, VFR, IFR, Icing

GEAR WARN
Annunciator 1 Day, Night, VFR, IFR, Icing

______________________________________________
FAA Approval Date: 30 July 1998
2-14
JetProp LLC Section 2
JetProp DLX Limitations

System Number Types of Operation and

Remarks Required (Day, Night, VFR, IFR
and icing Condition
9. Lights - External

Position Lights
Left Wing –
Red and White 1 ea. Night

Right Wing –
Green and White 1 ea. Night

Anti-Collision (Strobe)
Lights 2 Night

10. Light - Cockpit

Instrument Panel
Switch Lights AR Night

Instrument Lights AR Night

Map Lights 2 Night

11. Pneumatic/Vacuum

Vacuum Pump 1 IFR

Gyro Suction Gauge 1 IFR, Icing
Vacuum Standby Ejector 1 IFR

______________________________________________
FAA Approval Date: 26 May 2000
Change 7 2-15
JetProp LLC Section 2
JetProp DLX Limitations

System Number Types of Operation and

Remarks Required (Day, Night, VFR, IFR
and icing Condition
12. Pressurized Flight

Cabin Altimeter 1 Day, Night, VFR, IFR, Icing

Cabin Differential
Pressure Indicator 1 Day, Night, VFR, IFR, Icing

Cabin Vertical Speed

Indicator 1 Day, Night, VFR, IFR, Icing

Pressure Control Valve 1 Day, Night, VFR, IFR, Icing

Pressure Relief Safety

Valve 1 Day, Night, VFR, IFR, Icing
Pressurization
Controller 1 Day, Night, VFR, IFR, Icing

CAB ALT Annunciator 1 Day, Night, VFR, IFR, Icing

Vacuum Pump 1 Day, Night, VFR, IFR, Icing

13. Miscellaneous

Stall Warning System 1 Day, Night, VFR, IFR, Icing

STALL WARN FAIL

Annunciator 1 Day, Night, VFR, IFR, Icing

Annunciator Test
System 1 Day, Night, VFR, IFR, Icing

______________________________________________
FAA Approval Date: 30 July 1998
2-16
JetProp LLC Section 2
JetProp DLX Limitations
2.23 Fuel Limitations
(a) Approved fuels ……………… Jet A and Jet A-1 with an
approved anti-icing additive.
Note
An anti-icing additive conforming to MIL-I-27686
(Ethylene Glycol Monomethyl Ether) or MIL-I-85470(A)
(Diethylene Glycol Monomethyl Ether) is required for use
in the above fuels in the amount by volume of a minimum
of .10% to a maximum of .15%. See Section 8 for
blending and handling procedures. Refer to Pratt &
Whitney Service Bulletin 1244 for additional information
on approved fuels and additives.
(b) Total Capacity (U.S. Gal)
Wing Tank………………………………....……142
Header Tank (gal): 13.5 (JetProp # 1-9 unless modified later)
12.2 (Standard)
20.8 (Large header tank with MT Propeller)
(c) Unusable Fuel
Wing Tanks. One gallon of fuel in each of the two wing tanks is
unusable in critical flight attitudes.
Header Tank. The unusable fuel in critical flight attitudes for the
header tank is as follows: 13.5 gallon header tank – 2.4 gal
12.2 gallon header tank – 1.1 gal
20.8 gallon header tank – 1.1 gal
(d) Usable Fuel (U.S. Gal)
Wings …………………140
Header Tank: 11.1 (13.5 & 12.2 gal tanks), 19.7 (20.8 gal tank)
Total: 151.1 or 159.7 (With Large Header Tank)
(e) Fuel Imbalance. The maximum fuel imbalance between wing
tanks is 10 gallons.
(f) The large header tank (20.8 gallon) is only approved for
installation when the MTV-16-1-E-C-F-R(P)/CFR206 propeller
is installed due to the lighter weight of the MT Propeller.

______________________________________________
FAA Approval Date: 1 Jun 2012
Change 23 2-17
JetProp LLC Section 2
JetProp DLX Limitations

2.24 Fatigue Life Limitation

For S/N____________, the life limit of the wing is______ hours,

and the life limit of the fuselage is _______ hours.

2.25 Operating Altitude Limitations

Flight above flight level 270 is not approved. Flight up to and

including flight level 270 is approved if equipped with avionics
in accordance with FAR 91 or FAR 135. In addition,
supplemental oxygen and a quick donning mask must be
available for the pilot for flight above flight level 250.

2.26 Use of Engine Ignition

The engine ignition must be ON during takeoff and landing in

windy, wet, or icing conditions. Ignition must be in the ON, or, if
equipped, AUTO, position during icing conditions, when
penetrating precipitation or turbulence, or when flying above
18000 ft at night or in IMC.

2.27 Cabin Pressurization Limits

(a) Pressurized flight operations are approved at maximum cabin

differential pressure of 5.3 psi.
(b) Pressurized landings are not approved.

2.29 Air Conditioning System Limitations

AIR COND/BLWR switch in OFF or BLWR position for

takeoffs and landings.

Note
REC BLWR switch may be in HIGH or LOW position.
______________________________________________
FAA Approval Date: 17 September 2007
Change 19 2-18
JetProp LLC Section 2
JetProp DLX Limitations

2.31 Electric Auxiliary Cabin Heater Limitations

(a) Generator must be operating.

(b) The low voltage monitor system and annunciator must be
functional.
(c) The Vent/Defog Fan must be operational for auxiliary heater
ground operations.
(d) Maximum ambient temperature for heater operation is 200C
(680F)

2.33 Maximum Seating Configuration

The maximum seating capacity is six persons.

______________________________________________
FAA Approval Date: 17 September 2007
Change 19 2-19
JetProp LLC Section 2
JetProp DLX Limitations
2.35 Placards

In full view of the pilot:

The markings and placards installed in this airplane

contain operating limitations which must be complied
with when operating this airplane in the normal category.
Other operating limitations which must be complied with
when operating the airplane in the category are contained
in the airplane flight manual. No aerobatic maneuvers,
including spins, approved.

This aircraft approved for VFR, IFR, day and night icing
flight when equipped in accordance with the airplane
flight manual.

In full view of the pilot, the following takeoff and landing

checklist will be installed:

Takeoff Checklist

Flight Instruments - Check Prop Control – Full Increase

Fuel Selector - Proper Tank Belts/ Harness - Secure
Header Tank – Full Flaps- Set
Fuel Boost Pump - On #1or #2 Trim - Set
Engine Gages – Checked Controls - Free
Ice Protection – As Required Door - Latched
Seat Backs – Erect Air Conditioner - Off
Armrests – Stowed Pressurization Controls - Set
Fuel Cond. Lever –Full Forward Ignition Switch – As Desired

______________________________________________
FAA Approval Date: 17 September 2007
Change 19 2-20
JetProp LLC Section 2
JetProp DLX Limitations

2.35 Placards (Continued)

Landing Checklist
Header Tank – Full Gear - Down
Fuel Selector – Proper Tank Flaps - Set
Seat Backs – Erect Trim – Set
Belts/Harness – Fasten/Adjust Air Conditioner - Off
Cabin Pressure – Depressurized Toe Brakes - Check
Prop Control – Full Increase Ignition Switch-As Required

On the instrument panel in full view of the pilot:

VA 137 KIAS at 4300 LBS.

(See A.F.M.)

In full view of the pilot:

VLO 169 KIAS DN, 130 KIAS UP

VLE 172 KIAS MAX

Near emergency gear release:

EMERGENCY GEAR EXTENSION

PULL TO RELEASE. SEE A.F.M.
BEFORE RE-ENGAGEMENT

In full view of the pilot:

CAUTION
THE ENGINE IGNITION MUST BE “ON” DURING
TAKEOFF & LANDING IN WINDY, WET, OR ICING
CONDITIONS. IGNITION MUST BE “ON”, OR, IF
EQUIPPED, “AUTO”, DURING ICING CONDITIONS, WHEN
PENETRATING PRECIPITATION OR TURBULENCE, OR
WHEN FLYING ABOVE 18000 FT AT NIGHT OR IN IMC.
______________________________________________
FAA Approval Date: 17 September 2007
Change 19 2-21
JetProp LLC Section 2
JetProp DLX Limitations

2.35 Placards (Continued)

In full view of the pilot:

WARNING

TURN OFF STROBE LIGHTS WHEN IN

CLOSE PROXIMITY TO GROUND OR
DURING FLIGHT THROUGH CLOUD,
FOG OR HAZE.

Near the magnetic compass:

CAUTION - COMPASS CAL. MAY BE IN

ERROR WITH ELECT. EQUIPMENT
OTHER THAN AVIONICS ON.

In full view of the pilot when the air conditioner is installed:

WARNING - AIR CONDITIONER MUST

BE OFF TO INSURE NORMAL TAKEOFF
CLIMB PERFORMANCE

On the inside of the forward baggage door:

MAXIMUM BAGGAGE THIS

COMPARTMENT 30 LBS.

On aft baggage closeout:

MAXIMUM BAGGAGE THIS

COMPARTMENT 100 LBS.

______________________________________________
FAA Approval Date: 17 September 2007
Change 19 2-22
JetProp LLC Section 2
JetProp DLX Limitations

2.35 Placards (Continued)

In full view of the pilot:

PRESSURIZED LANDING NOT APPROVED

Adjacent to inboard wing fuel tank filler caps:

JET FUEL ONLY

ANTI-ICE ADDITIVE REQUIRED.
SEE PILOT’S OPERTING HANDBOOK FOR
QUANTITY AND TYPE OF ADDITIVE.

WARNING
DO NOT OPEN IF FUEL IS VISIBLE
THRU OUTBOARD CAP OR IF FUEL
GAUGE READS ABOVE FULL

Adjacent to outboard wing fuel tank filler caps:

JET FUEL ONLY

ANTI-ICE ADDITIVE REQUIRED.
SEE PILOT’S OPERTING HANDBOOK FOR
QUANTITY AND TYPE OF ADDITIVE.

FUELING INSTRUCTIONS
FILL TANK THRU INBOARD CAP UNTIL
FULL. SECURE INBOARD CAP AND
ADD 10 U.S. GALS. (37.8 LITERS) THRU
OUTBOARD CAP FILL TO TAB ONLY.

Over emergency exit handle:

EMERGENCY EXIT
REMOVE GLASS
PULL DOOR IN - LIFT UP

______________________________________________
FAA Approval Date: 1 Jun 2012
Change 23 2-23
JetProp LLC Section 2
JetProp DLX Limitations
2.35 Placards (Continued)
On aft baggage closeout:
MAXIMUM LOAD EACH COAT HOOK 8 LB
On Console next to fuel filter pressure jacks (Applies to JetProp
DLX number 1 – 9 only unless modified with fuel filter
differential pressure switch):
VOLTAGE DIFFERENCE BETWEEN SENSORS
CANNOT EXCEED 0.25 VOLTS
In full view of the pilot:
WARNING
DO NOT MOVE POWER LEVER TO THE BETA/REVERSE
THRUST POSITION INFLIGHT. REVERSE THRUST
APPROVED FOR GROUND OPERATION ONLY
On the right nose gear door adjacent to the nose tire:
REPLACE NOSE TIRE ONLY WITH JETPROP PN 560.04.112
NOSE TIRE PRESSURE 47 PSI
2.37 PT6A-34 & -35 Engine Air Start Envelope
(Refer to Charts on pg 2-25)
Engine Air Start with Starter Assist: With the propeller
feathered, altitude must be less than 20000 feet and airspeed
greater than 90 KIAS. With the propeller windmilling, altitude
must be less than 24000 ft and airspeed greater than 90 KIAS.
Engine Air Start with No Starter Assist:
Propeller must be windmilling at full increase.
With the ice door OFF, airspeed must be greater than 160 KIAS
and altitude less than 24000 ft or airspeed greater than 140 KIAS
at altitudes less than 18000 ft. (See Chart)
With the ice door ON, the airspeed must be greater than 160
KIAS and altitude less than 21000 ft.

______________________________________________
FAA Approval Date: 6 October 2009
Change 21 2-24
JetProp LLC Section 2
JetProp DLX Limitations

JetProp/PT6-34 & -35 Engine Restart Envelope

With Starter Assist
Ice Door On or Off
27000

24000
Below 24000 ft with Prop Windmilling
21000
Pressure Altitude - ft

18000

15000
Below 20000 ft with Prop Feathered
12000

9000

6000

3000

0
80 90 100 110 120 130 140 150 160 170 180

Airspeed - KIAS

JetProp/PT6A-34 & -35 Engine Restart Envelope

Without Starter Assist
Prop Windmilling at Full Increase
27000

24000

21000
Pressure Altitude - ft

18000

15000
W/O Starter Assist
W/O Starter Assist

Ice Door ON
Ice Door OFF

12000

9000

6000

3000

0
80 90 100 110 120 130 140 150 160 170 180

Airspeed - KIAS

______________________________________________
FAA Approval Date: 17 September 2007
Change 19 2-25
JetProp LLC Section 2
JetProp DLX Limitations
2.38 PT6A-21 Engine Air-Start Envelope (Refer to Charts on
pg 2-26

Engine Air-Start with Starter Assist: The altitude must be less

than 18000 feet and airspeed greater than 90 KIAS. With starter
assist, the engine can be started with the propeller feathered or
windmilling.

Engine Air-Start with No Starter Assist: Without

starter assist, the propeller must be windmilling at full increase.
and the altitude must be less than 18000 ft. With the ice door off,
the minimum airspeed for re-start is 140 KIAS. With the ice door
on, the minimum airspeed is 160 KIAS.

2.39 Outside Air Temperature Limits

Aircraft shall not be operated when takeoff ambient temperature
exceeds ISA+490F (ISA+27oC)

2.40 Use of Reverse Thrust (Beta Regime)

Use of reverse thrust inflight is not approved. Reverse thrust

(Beta Regime) is for ground (taxi and landing) only.

______________________________________________
FAA Approval Date: 17 September 2007
Change 19 2-26
JetProp LLC Section 2
JetProp DLX Limitations

JetProp/PT6-21 Engine Restart Envelope

With Starter Assist
Ice Door On or Off
27000

24000

21000
Pressure Altitude - ft

18000

15000
Below 18000 ft with Prop Windmilling or Feathered
12000

9000

6000

3000

0
80 90 100 110 120 130 140 150 160 170 180

Airspeed - KIAS

JetProp/PT6-21 Engine Restart Envelope

Without Starter Assist
Prop Windmilling at Full Increase
27000

24000

21000
Pressure Altitude - ft

18000

15000
W/O Starter Assist

W/O Starter Assist

Ice Door ON or OFF

12000
Ice Door OFF

9000

6000

3000

0
80 90 100 110 120 130 140 150 160 170 180

Airspeed - KIAS

______________________________________________
FAA Approval Date: 17 September 2007
Change 19 2-27
JetProp LLC Section 2
JetProp DLX Limitations

2.41 Autopilot Limitations

The Following Autopilots have been approved with the JetProp

STC:
o King 150 Series Flight Control System
o Bendix/King KFC 225 Automatic Flight Control System
o S-TEC System 55 Autopilot with JetProp specific
configuration
o Avidyne DFC90 Autopilot
Refer to the FAA-approved PA-46-310/350 Airplane Flight
Manual Supplement for the King 150 Series Flight Control
System, the Bendix/King KFC 225 Automatic Flight Control
System, the S-TEC System 55 Autopilot, and the Avidyne
DFC90 Autopilot (whichever applies) for specific autopilot
limitations. In addition, refer to the following further limitations
for the KFC 225, S-TEC System 55, and Avidyne DFC90
autopilots installed on the JetProp.
KFC 225 Limitations:
o The minimum airspeed in the clean configuration is 110
KIAS.
S-TEC System 55X Limitations:
o Autopilot operations are limited to a minimum airspeed of
120 KIAS in the clean configuration and a minimum
airspeed of 115 KIAS with gear and/or flaps down.
o Autopilot operation is prohibited below 500 ft AGL
during coupled approach operations.
o The Aft CG limit during autopilot operations is 146.0
inches.

______________________________________________
FAA Approval Date: 1/10/2013
Change 24 2-28
JetProp LLC Section 2
JetProp DLX Limitations

Avidyne DFC90 Limitations:

o The autopilot coupled operation is limited to a maximum
altitude of FL250.
o The Aft CG limit during autopilot coupled operations is
146.0 inches.
o The minimum airspeed with the autopilot coupled and the
aircraft in the clean configuration is 115 KIAS.
o The maximum airspeed with the autopilot coupled is 165
KIAS.

2.42 Avidyne PFD Limitations:

IFR flight is prohibited when the pilot’s PFD or any standby
instrument is inoperative (altimeter, airspeed indicator, artificial
horizon, or whiskey compass).

The Avidyne Envision EXP5000 Primary Flight Display Pilot’s

Guide, p/n 600-00157-000, appropriate revision, must be
available to the pilot during all flight operations.

______________________________________________
FAA Approval Date: 1/10/2013
Change 24 2-29
JetProp LLC Section 2
JetProp DLX Limitations

2.43 Avidyne MFD Limitations:

The avidyne moving map displays visual advisory of the

airplane’s GPS position against a moving map. This information
supplements CDI course deviation and information presented on
the GPS navigator. The moving map display must not be used as
the primary navigation instrument. Use of MAP page during IFR
flight requires an IFR approved GPS receiver and installation,
operated in accordance with its applicable limitations.

The Avidyne FlightMax EX5000 Multi-Function Display Pilot’s

Guide , p/n 600-00121-000, appropriate revision, must be
available to the pilot during all flight operations.

Aircraft dispatch is prohibited when the MFD is inoperative.

2.44 CMAX Chart page Limitations:

The geographic referenced aircraft symbol must not be used for

navigation.
NOTE
The aircraft symbol displayed provides supplemental
aircraft situational awareness information. It is not
intended as a means for navigation or flight guidance.
The airplane symbol is not to be used for conducting
instrument approaches or departures. Position
accuracy, orientation, and related guidance must be
assumed by other means or required navigation.

Operators with the optional CMax Chart Pager must have back-
up charts available. Do not rely upon CMax charts as our sole
source of navigation information.

______________________________________________
FAA Approval Date: 1/10/2013
Change 24 2-30
JetProp LLC Section 3
JetProp DLX Emergency Procedures

TABLE OF CONTENTS

SECTION 3

EMERGENCY PROCEDURES
Paragraph Page
No. No.
3.1 General 3-1
3.3 Emergency Procedures Checklist 3-2
3.3a Engine Fire During Start (3.7) 3-2
3.3b Engine Power Loss During Takeoff (3.9) 3-3
3.3c Engine Power Loss In Flight (3.11) 3-5
3.3d Power Off Landing (3.13) 3-10
3.3e Fire In Flight (3.15) 3-11
3.3f Loss of Oil Pressure (3.17) 3-12
3.3g Loss of Fuel Flow (3.19) 3-12
3.3h Engine Driven Fuel Pump Failure (Deleted)
3.3i High Oil Temperature (3.23) 3-13
3.3j High Cylinder Head Temperature (Deleted)
3.3k Electrical Failures (3.27) 3-14
3.3m Propeller Overspeed (3.29) 3-16
3.3n Emergency Landing Gear Extension (3.31) 3-16
3.3o Spin Recovery (3.33) 3-18
3.3p Manual Override Operation (3.35) 3-18
3.3q Emergency Descent (3.37) 3-19
3.3r Pressurization System Malfunction (3.39) 3-20
3.3s Cabin Air Contamination/Smoke
Evacuation (Pressurized) (3.41) 3-20
3.3t Vacuum System Failure (3.43) 3-21
3.3u Inadvertent Icing Encounter (3.45) 3-22
3.3v Hydraulic System Malfunction (3.49) 3-23

______________________________________________
FAA Approval Date: 1 Jun 2012
Change 23 3-i
JetProp LLC Section 3
JetProp DLX Emergency Procedures
TABLE OF CONTENTS (Continued)

SECTION 3

EMERGENCY PROCEDURES
Paragraph Page
No. No.
3.3w Flap System Malfunction (3.51) 3-24
3.3x Fuel Transfer Pump Failure (Wing tanks) (3.53) 3-25
3.3y Stall Warning Failure (3.55) 3-26
3.3z Annunciator Light Panel Failure (3.57) 3-26
3.3aa Emergency Exit (3.59) 3-27
3.4 Avionics Emergency Procedures Checklists 3-27
3.4a Failure of Pilot’s Electronic Attitude Display 3-27
3.4b Yellow Airspeed Miscompare on PFD 3-29
3.4c Yellow Hading Miscompare on PFD 3-30
3.4d Yellow Altitude Miscompare on PFD 3-30
3.4e Yellow Pitch & Roll Miscompare on PFD 3-31
3.4f Invalid Air Data 3-31
3.4g Invalid Heading Data 3-32
3.4h Crosscheck Monitor 3-33
3.4i invalid Attitude and Heading Data 3-34
3.4j Failure of Attitude, Airspeed and Heading Ref 3-35
3.4k Failure of MFD 3-36
3.4l Loss of Standby Attitude Indicator 3-36
3.5 Amplified Emergency Procedures (General) 3-37
3.7 Engine Fire During Start (3.3a) 3-37
3.9 Engine Power Loss During Takeoff (3.3b) 3-38
3.11 Engine Power Loss In Flight (3.3c) 3-39
3.13 Power Off Landing (3.3d) 3-41
3.15 Fire In Flight (3.3e) 3-42
3.17 Loss of Oil Pressure (3.3f) 3-43

______________________________________________
FAA Approval Date: 1 Jun 2012
Change 23 3-ii
JetProp LLC Section 3
JetProp DLX Emergency Procedures
TABLE OF CONTENTS (Continued)

SECTION 3

EMERGENCY PROCEDURES
Paragraph Page
No. No.
3.19 Fuel System Malfunctions (3.3g) 3-44
3.19a Loss of Fuel Flow 3-44
3.19b Left/Right Fuel Low 3-45
3.19c Header Tank High Pressure 3-45
3.19d Header Tank Fuel Low 3-46
3.19e Boost Pump Annunciator Light 3-47
3.19f Low Fuel Pressure 3-47
3.19g Fuel Transfer Pump Failure (Wing Tanks) 3-48
3.21 Engine Driven Fuel Pump Failure (Deleted)
3.23 Engine Malfunctions 3-49
3.23a High Oil Temperature 3-49
3.23b High Oil Pressure 3-49
3.23c Low Oil Pressure 3-49
3.23d Compressor Stall 3-49
3.23e Chip Detector Light 3-50
3.25 High Cylinder Head Temperature (Deleted)
3.27 Electrical Failures (3.3k) 3-50
3.27a Generator Inoperative 3-50
3.27b Generator and Alternator Inoperative 3-51
3.29 Propeller Overspeed (3.3m) 3-52
3.31 Emergency Landing Gear Extension (3.3n) 3-52
3.33 Spin Recovery (3.30) 3-53
3.35 Manual Override Operation (3.3p) 3-54
3.36 Compressor Stall 3-55
3.37 Emergency Descent (3.3q) 3-55
3.39 Pressurization System Malfunction (3.3r) 3-56

______________________________________________
FAA Approval Date: 1 Jun 2012
Change 23 3-iii
JetProp LLC Section 3
JetProp DLX Emergency Procedures

TABLE OF CONTENTS (Continued)

SECTION 3

EMERGENCY PROCEDURES
Paragraph Page
No. No.
3.41 Cabin Air Contamination/Smoke Evacuation {3.3s) 3-57
3.43 Vacuum Failure (3.3t) 3-57
3.45 Inadvertent Icing Encounter (3.3u) 3-58
3.49 Hydraulic System Malfunction (3.3v) 3-59
3.51 Flap System Malfunction (3.3w) 3-60
3.53 Fuel Transfer Pump Failure (Wing tanks) (3.3x) 3-61
3.55 Stall Warning Failure (3.3y) 3-61
3.57 Annunciator Light Panel (3.3z) 3-62
3.59 Emergency Exit (3.3aa) 3-62
3.61 Runaway Electric Trim 3-63
3.62 Avionics Related Emergency Procedures 3-63
3.62a Failure of Pilot’s Electronic Attitude Display 3-63
3.62b Yellow Airspeed Miscompare on PFD 3-65
3.62c Yellow Hading Miscompare on PFD 3-65
3.62d Yellow Altitude Miscompare on PFD 3-66
3.62e Yellow Pitch & Roll Miscompare on PFD 3-67
3.62f Invalid Air Data 3-68
3.62g Invalid Heading Data 3-69
3.62h Crosscheck Monitor 3-69
3.62i invalid Attitude and Heading Data 3-70
3.62j Failure of Attitude, Airspeed and Heading Ref 3-71
3.62k Failure of MFD 3-72
3.62l Loss of Standby Attitude Indicator 3-72
3.62m Failure of Flight and Navigation Displays 3.73

______________________________________________
FAA Approval Date: 1 Jun 2012
Change 23 3-iv
JetProp LLC Section 3
JetProp DLX Emergency Procedures
JetProp DLX Supplemental
Flight Manual

Section 3

Emergency Procedures

3.1 General

This section provides the recommended procedures for coping

with various emergency or critical situations. All of the
emergency procedures required by the FAA as well as those
necessary for operation of the airplane, as determined by the
operating and design features of the airplane, are presented.

This section is divided into two basic parts. The first part
contains the emergency procedures checklists. These checklists
supply an immediate action sequence to be followed during
critical situations with little emphasis on the operation of the
systems. The numbers located in parentheses after each checklist
heading indicate where the corresponding paragraph in the
amplified procedures can be found.

The second part of the section provides amplified emergency

procedures corresponding to the emergency procedures checklist
items. These amplified emergency procedures contain additional
information to provide the pilot with a more complete description
of the procedures so they may be more easily understood. The
numbers located in parentheses after each paragraph heading
indicates the corresponding checklist paragraph.

Pilots must familiarize themselves with the procedures given in

this section and must be prepared to take the appropriate action
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FAA Approval Date: 30 Jul 1998
3-1
JetProp LLC Section 3
JetProp DLX Emergency Procedures

should an emergency situation arise. The procedures are offered

as a course of action for coping with the particular situation or
should an emergency situation arise. The procedures are offered
as a course of action for coping with the particular situation or
condition described. They are not a substitute for sound
judgement and common sense.

Most basic emergency procedures are a normal part of pilot

training. The information presented in this section is not intended
to replace this training. This information is intended to provide a
source of reference for the procedures which are applicable to this
airplane. The pilot should review standard emergency procedures
periodically to remain proficient in them.

3.3 Emergency Procedures Checklist

3.3a Engine Fire During Start (3.7)

Fuel Condition Lever………………………………………....OFF

Ignition Switch .......................................................….............OFF
Starter (Continue to crank engine)………………………..START
Firewall Fuel Shutoff ……………………………………......OFF
Fuel Selector……………………………………………….....OFF
Header Tank Boost Pump Switch …………………………...OFF
Starter (When fire out/starter limit, which ever occurs first)...OFF

If Fire Continues

Notify ground agency of fire by radio, if appropriate.

Battery Master Switch………………………………......OFF
Abandon the aircraft

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FAA Approval Date: 6 Dec 2001
Change 10 3-2
JetProp LLC Section 3
JetProp DLX Emergency Procedures

3.3b Engine Power Loss During Takeoff (3.9)

If sufficient runway remains for a normal landing:

Leave gear………………………………………………...DOWN
Land straight ahead.

If area ahead is rough, or if it is necessary to clear

obstructions proceed as follows:

Propeller Control Lever…………………………….....FEATHER

Fuel Condition Lever…………………………………………OFF
Landing Gear Selector…………………………………………UP
Firewall Fuel Shutoff……………...…………………………OFF
Fuel Selector………………………………………………….OFF
Header Tank Boost Pump Switch …………………………...OFF
Battery Master Switch…………………………………….….OFF

Note

If time and conditions permit, a radio call to the

controlling agency prior to turning the battery switch off
might help to notify crash assistance.

______________________________________________
FAA Approval Date: 30 Jul 1998
3-3
JetProp LLC Section 3
JetProp DLX Emergency Procedures

3.3b Engine Power Loss During Takeoff (Continued)

If sufficient altitude has been gained to attempt a restart:

Maintain Safe Airspeed

Power Control Lever ………………………………………IDLE
Ignition…………………………………………………….…..ON
If Ng < 50%, Fuel Condition Lever…………………………..OFF
Check Firewall Fuel Shutoff……………………...…………...ON
Fuel Boost Pump………………………………Select other pump
Starter………………………………………………………....ON
Fuel Condition Lever (As soon as Ng reaches12%)………...RUN

CAUTION
Do not exceed starter time limits
(30 seconds ON, 1 minute OFF, 30 seconds ON, 1 minute OFF,
30 seconds ON, 30 minutes OFF)

When engine attains idle rpm:

Starter……………………………………………………...…OFF
Ignition switch………………………………………………..OFF
Power Control Lever ........................................Adjust as required

If power is not regained:

Starter……………………………………………………..….OFF
Ignition switch………………………………………………..OFF
Prepare for power off landing.

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FAA Approval Date: 6 Dec 2001
Change 10 3-4
JetProp LLC Section 3
JetProp DLX Emergency Procedures

3.3c Engine Power Loss in Flight (3.11)

(1) Engine Failure (Mechanical Failure)

Engine failure can be caused by various problems. The following

general procedure should be followed in case of an engine
mechanical failure. The first step is to maintain aircraft control
and establish a safe airspeed.

Trim for 90 KIAS

Propeller Control Lever...............................................FEATHER
Fuel Condition Lever............................................................OFF
Fuel Boost Pump Switch ................................................…. OFF
Firewall Fuel Shutoff ......................................................…. OFF
Fuel Selector ..................................................................…. OFF
Power Control Lever ......................................................... IDLE

Warning

Do not attempt to restart an engine which is definitely

known to have failed due to a mechanical failure.

(2) Engine Flame-Out

A flameout will be noticed by a drop in InterTurbine temperature

(ITT), torquemeter pressure, and Ng. The engine may be restarted
in the manner described under Air Starts.

(3) Air Start

The best air start technique is to initiate the re-light procedure
immediately after a flameout occurs, provided the pilot is certain
that the flame out was not the result of some malfunction which
might make it dangerous to attempt a re-light.
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FAA Approval Date: 26 May 2000
Change 7 3-5
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JetProp DLX Emergency Procedures

(3) Air Starts (Continued)

WARNING

Use caution during starts above 20,000 feet, or with gas

generator rpm below 12%, starting temperatures tend to
be higher and require close monitoring. If ITT climbs
rapidly towards 9000C, be prepared to move the fuel
condition lever to DUTOFF.

(3a) Immediate Re-Lights

Check Ng …………………………………………50% or greater

Power Control Lever…………………………….................IDLE
Ignition Switch……………………………………..ON or AUTO
Fuel Condition Lever……………………………………...…..ON

The “AUTO” ignition feature, for airplanes so equipped, should

allow the engine to immediately relight following a flameout.

When engine attains idle rpm.

Ignition Switch........................................................OFF or AUTO

Power Control Lever....................................................As Desired
Land as soon as practical and investigate cause of power loss.

If engine fails to restart or Ng drops below 50%:

Ignition Switch.......................................................................OFF
Proceed with Normal Air-Start procedures below.

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FAA Approval Date: 12 Oct 2000
Change 8 3-6
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JetProp DLX Emergency Procedures

(3b) Normal Air-Start

The recommended pre-air-start check procedure is:

Fuel Condition Lever...............................................................OFF

Propeller Control Lever............If in feather, leave FEATHERED
.........................................................otherwise FULL INCREASE
Power Control Lever............................................................. IDLE
Generator, Alternator, non essential electrical equipment ......OFF
Battery Master Switch...............................................................ON
Firewall Shutoff Valve.............................................CHECK Open
Fuel Boost Pump ......................................................................ON
Check Fuel Pressure...............................................5 psi, minimum
Airspeed........................................................... 90 KIAS minimum
Altitude...............PT6A-34 & -35: 20000 ft max (Prop Feathered)
........................PT6A-34 & -35: 24000 ft max (Prop Windmilling)
.....................PT6A-21: 18000 ft (Prop Feathered or Windmilling)

NOTE
If the engine has flamed out or is shut down, the propeller will
eventually feather automatically with loss of oil pressure.

CAUTION
Except for immediate relights with Ng>50%, Do not use the
“AUTO” feature (if so equipped) for engine starts

The recommended air-start procedure is:

Ignition Switch …………………………………….................ON
Battery Select Switch...............SELECT Highest Voltage System
.....................................................................or BOTH, if equipped
Starter..................................................................................…..ON
Fuel Condition Lever........RUN, after 5 sec of stabilized NG>12%
CHECK rise in NG to 52% and increase in ITT
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FAA Approval Date: 7 Jul 2003
Change 13 3-7
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JetProp DLX Emergency Procedures

(3b) Normal Air-Start (Continued)

When engine attains idle rpm.

Starter......................................................................................OFF
Ignition Switch.........................................................................OFF
Propeller Control Lever........................................Operating Range

Note
If the engine was started with the prop feathered, move the prop
very slowly out of feather (approximately ½ inch forward) and
allow time for the prop to unfeather and stabilize. Continue to
very slowly advance the lever to the desired prop RPM

Power Control Lever.....................................................As Desired

Land as soon as practical and investigate cause of power loss.

Note
If a satisfactory start is not obtained, discontinue the air
start. Repeat the engine air-start procedure if another
starting attempt is to be made.

Caution
If normal engine operation and fuel flow are not
reestablished, it could indicate a leak in the fuel system. If a
fuel system leak is verified, switch the Firewall Fuel Shutoff
to the Off position, fuel boost pumps to off, and fuel
selector to off to stop fuel flow and minimize the possibility
of a fire.

If power is not restored:

Prepare for power off landing.

______________________________________________
FAA Approval Date: 16 Dec 2002
Change 12 3-8
JetProp LLC Section 3
JetProp DLX Emergency Procedures
(3c) Air Start – Windmilling Engine and Propeller (No
Starter Assist)
This procedure should only be used if starter assistance is not
available. If the engine and propeller are windmilling and the Ng
has not fallen below 12%, the engine can be started without use
of the starter. Proceed as follows.
The recommended pre-air-start check procedure is:
Fuel Condition Lever................................................................OFF
Propeller Control Lever.....................................FULL INCREASE
Power Control Lever............................................................. IDLE
Generator, Alternator, non essential electrical equipment ..…OFF
Battery Master Switch................................................................ON
Firewall Shutoff Valve.............................................CHECK Open
Fuel Boost Pump ......................................................................ON
Check Fuel Pressure...............................................5 psi, minimum
The air-start procedure without starter assistance is:
PT6A-34 & -35 With Ice Door Off:
Airspeed/Altitude ......................160 KIAS min and 24000 ft max
OR, if below 18000 ft, ............................................140 KIAS min
PT6A-34 & -35 With Ice Door On:
Airspeed/Altitude........................160 KIAS min and 21000 ft max

PT6A-21 With Ice Door Off:.....140 KIAS min and 18000 ft max
PT6A-21 With Ice Door On:......160 KIAS min and 18000 ft max

Ng…………………………………………………12% minimum
Ignition Switch …………………………………….................ON
Fuel Condition Lever..........RUN, after 5 seconds of stabilized Ng
Power Control Lever...........................…......As Desired after start
LAND as soon as practical and investigate cause of power loss.

______________________________________________
FAA Approval Date: 7 Jul 2003
Change 13 3-9
JetProp LLC Section 3
JetProp DLX Emergency Procedures

(3c) Air Start – No Starter Assist (Continued)

NOTE
A re-light normally should be obtained within 10 seconds,
and will be evidenced first by a rise in gas generator rpm.
A rise in ITT will also be noted.

3.3d Power Off Landing (3.13)

Establish best gliding angle ………………………..........90 KIAS

Propeller……………………………………………. ...FEATHER
Locate suitable field.

Establish spiral pattern to arrive at 1500 ft. above field at

downwind position for normal approach.

When assured of reaching the field, use flaps as necessary and

slow to 77 KIAS with flaps fully extended for shortest landing.

When committed to landing:

Landing Gear Selector………………………………....As desired

Flaps…………………………………………………As Required
Fuel Condition Lever…………………………………………OFF
Propeller Control………………………...FEATHER if necessary
Firewall Fuel Shutoff………………………………………...OFF
Fuel Selector………………………………………………….OFF
Fuel Boost Switch……………………………………………OFF
Battery Master Switch………………………………………..OFF
Seat Belt and Harness……………………………………..TIGHT

NOTE

If the battery master switch is off, the gear position

lights and flaps will be inoperative.
______________________________________________
FAA Approval Date: 6 October 2009
Change 21 3-10
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JetProp DLX Emergency Procedures

3.3e Fire in Flight (3.15)

Source of Fire …………………………….......................CHECK

Note
If pressurized, the following procedure will result in
an immediate loss of pressurization and the cabin
altitude will rise at an uncontrolled rate.

Electrical Fire (Smoke in Cabin):

Cabin Pressure Dump/Normal Switch…………………….DUMP

Cabin Pressurization Control………………PULL to depressurize
Temperature Control Knob………………………..Push In (Cold)
JP Sup Heat ………………………………………………….OFF
After 5 second delay:

Battery Master Switch……………………………………..…OFF

Generator and Alternator ………………………………….…OFF

Caution

The cabin pressure dump valve will remain open if the

cabin pressure dump/normal switch is positioned to
DUMP prior to turning the aircraft electrical system off.
This provides maximum airflow through the cabin for
smoke evacuation. Do not turn the cabin pressure
dump/normal switch to NORM. The dump valve will
close and cannot be reactivated unless electrical power is
turned on.

Emergency descent……………………………To a safe altitude

Land as soon as possible.

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FAA Approval Date: 12 May 2014
Change 25 3-11
JetProp LLC Section 3
JetProp DLX Emergency Procedures

Electrical Fire (Smoke in Cabin) (Continued):

Warning

If emergency oxygen is installed, use ONLY if flames and

heat are not present.

Engine Fire
Power Lever …….Reduce to min acceptable for flight conditions
Propeller Control Lever ………………………………FEATHER
Fuel Condition Lever……………………..………………..…OFF
Fuel Boost Switch……………………………………………OFF
Firewall Fuel Shutoff………………………………………...OFF
Fuel Selector……………………………………………….…OFF
Fuel Transfer Pump Switch…………………………………..OFF
Vent Defog Fan………………………………………………OFF
Temperature Control Knob………………………..Push In (Cold)
Proceed with power off landing procedure.

3.3f Loss of Oil Pressure (3.17)

Land as soon as possible and investigate cause. Prepare for

power off landing. Note that loss of oil pressure would cause
both the OIL PRESS annunciator light to illuminate and the oil
pressure gauge to indicate zero.

3.3g Loss of Fuel Flow (3.19)

Turn the other fuel boost pump…………………………….....ON

If fuel flow does not return to normal:

Transfer pump…………………………………………MANUAL

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FAA Approval Date: 12 May 2014
Change 25 3-12
JetProp LLC Section 3
JetProp DLX Emergency Procedures

3.3g Loss of Fuel Flow (3.19)(Continued)

Note

With the transfer pump in Manual and both boost

pumps inoperative, the selected transfer pump will
continue to pump fuel into the header tank even when
the tank is full. This causes a slight pressurization of
the tank resulting in some fuel flow to the engine
while in level flight or a slight descent. This fuel flow
should be sufficient for engine operations at reduced
power settings.

Caution

The loss of fuel flow could indicate a leak in the fuel

system. If a fuel leak is verified, switch the Fuel
Boost Switch Off , Firewall Fuel Shutoff to Off, and
Fuel Selector to Off. Proceed with power off landing
procedures.

3.3h Engine Driven Pump Failure (3.21) (Deleted)

3.3i High Oil Temperature (3.23)

An abnormally high oil temperature indication may be caused by

a low oil level, an obstruction in the oil cooler, a defective gage,
or possibly other causes. Proceed as follows:

Oil Cooler Door …………………………………..CHECK Open

Power...............................................Reduce to minimum required
Land as soon as conditions permit.

3.3j High Cylinder Head Temperature (Deleted)

______________________________________________
FAA Approval Date: 26 May 2000
Change 7 3-13
JetProp LLC Section 3
JetProp DLX Emergency Procedures
3.3k Electrical Failures (3.27)
Generator Inoperative
If the generator fails (zero amps or LOW BUS VOLTAGE light
illuminated or GEN annunciator light not illuminated), proceed as
follows:
Note
Anytime total tie bus voltage is below 25 vdc, The
LOW BUS VOLTAGE annunciator will illuminate.
Verify failure.....................................................CHECK Ammeter
Generator Switch…………………………………….............OFF
Starter/GEN Circuit Breaker(s).....................CHECK and RESET
GEN Circuit Breakers (Tie Bus), if equipped.......
.....CHECK and RESET
Note
Some airplanes are equipped with dual GEN circuit breakers.
Electrical Load (If CB’s were opened).....…..................REDUCE
Generator Reset Switch (If Equipped)...……….…PUSH to Reset
Generator Switch……………………...............……………....ON
If power not restored:
Generator Switch ………………………………………........OFF
Alternator Switch………………………………………...........ON
Ammeter…......................MONITOR and maintain below 70 amp
.................................or 50 amp if equipped with B&C Alternator
Warning
When using the alternator, use of deicing equipment, particularly
windshield or propeller heat, may be limited. Immediate action
should be taken to avoid or exit icing conditions. Under no
circumstances may the total electrical load exceed 70 (50) amps.
Maintain engine speed above 75% NG or reduce electrical load to
maintain voltage above 24 volts.

______________________________________________
FAA Approval Date: 22 May 2001
Change 9 3-14
JetProp LLC Section 3
JetProp DLX Emergency Procedures

Generator and Alternator Inoperative

Electrical Load.....……REDUCE to minimum required for flight

Check Generator and Alternator Switches…………………. ..OFF
Volt/Amp Gage…......………………………………...MONITOR
LAND as soon as possible.

Check each battery system for charge condition. Select either

Battery #1 or # 2. (For airplanes equipped with the three-position
battery select switch, select #1 or #2, not BOTH) When depleted
(below 12 volts or weak system performance), switch to other
system.

Note
The duration of battery power available will be dependent on
electrical load and battery condition prior to failure. Since the
JetProp has two battery systems, there is a good chance that a
landing can be made before complete electrical failure is
experienced. If fully charged, each battery system can provide
service for approximately 10 minutes at 45 amps and
approximately 20 minutes at 24 amps.

Note
If complete electrical failure is experienced, the landing gear must
be lowered using the emergency extension procedure. The gear
position lights will be inoperative. The flaps will also be
inoperative and a flaps-up landing will be required.

______________________________________________
FAA Approval Date: 6 Dec 2001
Change 10 3-15
JetProp LLC Section 3
JetProp DLX Emergency Procedures

3.3m Propeller Overspeed (3.29)

If propeller overspeed should occur:

Power Control Lever…………………………………...RETARD

Oil Pressure ……………………………………………...CHECK
Propeller Control..................……….Decrease rpm, then set if any
control available
Airspeed………………………………………………...REDUCE
Power Control Lever………...…...As Required to Maintain RPM
Land as soon as practical and investigate cause of overspeed.

3.3n Emergency Landing Gear Extension (3.31)

Note
If emergency gear extension is required due to electrical
power failure, the gear position indicator lights will not
illuminate.

Prior to emergency extension procedure:

Battery Master Switch…………………………….....CHECK ON

Circuit Breakers…………………………………….........CHECK
Day/Night Dimming Switch (in daytime)…………...............DAY

CAUTION
The emergency gear extension procedure will require the
pilot to pull the emergency gear extend control knob
through a region of high resistance (up to 25 pounds) in
order to reach the stop and extend the landing gear.

_________________________________________________
FAA Approval Date: 8 Apr 1999
Change 5 3-16
JetProp LLC Section 3
JetProp DLX Emergency Procedures

If landing gear does not check down and locked:

(Aircraft Serial Numbers 46-8408001 – 46-8608067 and
4608001 – 4608007 with Gar-Kenyon hydraulic system)
Airspeed……………………………………….Below 100 KIAS
Hydraulic Pump Power Circuit Breaker (25 amp)…............PULL
Landing Gear Selector……………………………..........…….UP
Emergency Gear Extend Control…………………………...PULL
(While fishtailing airplane)
Landing gear selector……………………………………..DOWN
(Aircraft Serial Number 4608008 and UP)
Airspeed………………………………………….Below 90 KIAS
Hydraulic Pump Power Circuit Breaker (25 amp)…............PULL
Landing Gear Selector……………………………............DOWN
Emergency Gear Extend Control…………………………...PULL
(While fishtailing airplane)

_________________________________________________
FAA Approval Date: 1 Jun 2012
Change 23 3-17
JetProp LLC Section 3
JetProp DLX Emergency Procedures
3.3o Spin Recovery (3.33)

Intentional spins are prohibited in this airplane. If a spin is

inadvertently entered, immediately apply the following spin
recovery procedures:

Power……………………………………..........................IDLE
Rudder……………………...Full opposite to direction of rotation
Control Wheel…………Full forward while neutralizing ailerons
Rudder (when rotation stops)………………...............NEUTRAL
Flaps (if down)……………………………………….RETRACT
Control Wheel…………………………...As required to smoothly
regain level flight attitude
3.3p Manual Override Operation (3.35)

The manual override switch should only be used to modulate

engine power to allow the pilot to continue flight to the nearest
airport should one of the following conditions occur:
(a) Uncommanded engine power roll back to idle and unable
to recover with the Power Control lever.
(b) No response to the Power Control lever when starting
from or around idle.
(c) Power Control Lever becomes stuck at or around idle.

Man Override switch ..............................................…ACTUATE

Manually control fuel to the engine with short toggles of the
switch. Forward increases fuel to the engine and aft reduces fuel
to the engine.

_________________________________________________
FAA Approval Date: 1 Jun 2012
Change 23 3-18
JetProp LLC Section 3
JetProp DLX Emergency Procedures

3.3q Emergency Descent (3.37)

Power Control Lever…………………………….................IDLE

Propeller Control Lever………………………FULL INCREASE
Landing gear……..........................DOWN (169 KIAS maximum)
Flaps…………………………………………………...............UP

Smooth Air

Airspeed After Landing Gear is Fully Extended…….....172 KIAS

Rough Air

Airspeed, Landing Gear is Fully Extended.....4300 lbs. 137 KIAS

2905 lbs. 112 KIAS

Note

After reaching a safe altitude, advance the throttle and

propeller controls for power as required.

_________________________________________________
FAA Approval Date: 1 Jun 2012
Change 23 3-19
JetProp LLC Section 3
JetProp DLX Emergency Procedures

3.3r Pressurization System Malfunction (3.39)

Should the differential pressure rise above 5.5 psi maximum
or a structural failure appear imminent, proceed as follows:
Cabin Pressure Dump/Normal switch………………..........DUMP
Cabin pressurization control…………………Pull to depressurize
Emergency descent …….To a safe altitude consistent with terrain
Oxygen Masks …….DON & ACTIVATE if at or above 12,500
feet MSL
Should the aircraft suddenly loose pressurization, proceed as
follows:
Cabin Pressure Dump/Normal switch ……………..Check NORM
Cabin pressurization control………………………........Check IN
Emergency descent……..To a safe altitude consistent with terrain
Oxygen Masks …….DON & ACTIVATE if at or above 12,500
feet MSL
3.3s Cabin Air Contamination/Smoke Evacuation
(Pressurized) (3.41)
Cabin pressurization control…………………Pull to depressurize
Temperature Control Knob………………………..Push In (Cold)
Cabin Pressure Dump/Normal switch ……….............DUMP
JP Sup Heat Switch…………………………………………..OFF
Cabin recirculation fan…………………………….................OFF
Vent/Defog fan……………………………………..................ON
Storm window …………………………………….........CLOSED
Emergency descent……..To a safe altitude consistent with terrain
Oxygen Masks …….DON & ACTIVATE if at or above 12,500
feet MSL
Land as soon as practical.

_________________________________________________
FAA Approval Date: 12 May 2014
Change 25 3-20
JetProp LLC Section 3
JetProp DLX Emergency Procedures

3.3s Cabin Air Contamination/Smoke Evacuation

(Pressurized) (Continued)

Notes

If emergency oxygen is installed, don masks, activate

oxygen generators, and check flow. Descend below
12,500 feet.

If fumes/smoke dissipate land as soon as practical to

investigate the problem. If fumes/smoke persist, refer
to Fire in Flight.

3.3t Vacuum System Failure (3.45)

Single Vacuum System Failure (Reduce suction pressure and

left or right vacuum flow button extended.

Gyro suction gage……………………….Check 4.5 to 5.2 in. Hg

Operating pump flow button………………………RETRACTED
Vacuum Low Annunciator…………………….EXTINGUISHED

Although either vacuum system independently has sufficient

capacity to operate the flight instruments and the de-ice boots in a
normal manner, intentional or continued operation in icing
conditions is not recommended. Immediate action should be
taken to avoid or exit icing conditions.

NOTE
To provide adequate vacuum with only the standby system
operating at altitudes above 18000 ft, engine power may have
to be maintained at 600 ft-lb or higher.
_________________________________________________
FAA Approval Date: 6 October 2009
Change 21 3-21
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JetProp DLX Emergency Procedures

Dual Vacuum System Failure (Suction below 4.0 in. Hg. Both
vacuum flow buttons extended, and Vacuum Low
annunciator illuminated.

If both vacuum systems are inoperable wing and tail deicer boots
will be inoperative, and loss of cabin pressure control is possible.
Manually dump cabin pressure before landing. A precautionary
landing should be considered depending on operating conditions.

3.3u Inadvertent Icing Encounter (3.45)

Warning

Flight into known icing conditions is prohibited

unless the Ice Protection System is fully
operational.

Rt and Lt Pitot heat………………………………… ...............ON

Stall Warning Heat…………………………………. .............. ON
Ice Deflector ………………………………………..........…...ON
Inlet De-ice…………………………………………. ...............ON
Windshield defrost………………………………….................ON
Vent/Defog Fan…………………………………….................ON
Electric Windshield Heat........................Low or High, as required
Change heading and/or altitude to exit icing conditions or snow.

_________________________________________________
FAA Approval Date: 6 October 2009
Change 21 3-22
JetProp LLC Section 3
JetProp DLX Emergency Procedures

3.3v Hydraulic System Malfunction (3.49)

HYDRAULIC SYSTEM MALFUNCTION (serial numbers
46-8508048 through 46-8608046, unless Piper Kit No.765 197
is installed).
HYD PUMP annunciator light illuminates continuously, or cycles
on and off rapidly.
HYD PUMP circuit breaker…………………………………..pull
Land as soon as possible and investigate the cause.
HYDRAULIC SYSTEM MALFUNCTION (serial numbers
46-8608047 – 46-8608067 and 4608001 - 4608007, and aircraft
with Piper Kit No.765 178V, 765 179V or 765 197 installed).
HYD PUMP amber annunciator light illuminates continuously.
HYD PUMP circuit breaker………………………...pull and reset
Verify normal hydraulic system operation.
If HYD PUMP annunciator light illuminates second time:
HYD PUMP circuit breaker…………………………………..pull
Land as soon as possible and investigate cause.

_________________________________________________
FAA Approval Date: 6 October 2009
Change 21 3-23
JetProp LLC Section 3
JetProp DLX Emergency Procedures
3.3v Hydraulic System Malfunction (3.49) (Continued)
HYDRAULIC SYSTEM MALFUNCTION (serial numbers
4608008 and up)
Hydraulic pump annunciator light illuminates continuously, or
cycles on and off rapidly:
Hydraulic Pump Power circuit breaker……………………..PULL
Land as soon as practical and investigate the cause.
Prior to landing, the hydraulic pump power circuit breaker must
be reset in order to extend the landing gear. If pump continues to
run after gear is locked down, pull the Hydraulic Pump Power
circuit breaker. If gear fails to extend, refer to emergency landing
gear extension (3.3n).
3.3w Flap System Malfunction (serial numbers 46-8608001
and up, and aircraft with Piper Kit No.765 523 installed).
Flaps annunciator light illuminated.
FLAPS WARN circuit breaker………………..PULL and RESET
Verify normal hydraulic system operation.
If FLAPS annunciator light remains illuminated:
FLAP MOTOR circuit breaker……………………………..PULL
Land as soon as possible and investigate the cause.

CAUTION
Higher than normal approach and landing speeds may be
required if full symmetrical flap extension is not
available. Longer landing distances will result from
increased airspeed approaches.

_________________________________________________
FAA Approval Date: 6 October 2009
Change 21 3-24
JetProp LLC Section 3
JetProp DLX Emergency Procedures

3.3x Fuel Transfer Pump Failure (Wing tanks) (3.53)

Transfer pump circuit breaker……..CHECK/RESET, if necessary

If circuit breaker does not remain closed.

Fuel selector ……….......................................Switch to tank with

operating transfer pump
Transfer pump circuit breaker................PULL, for the inoperative
transfer pump

If the fuel in wing tank with inoperative transfer pump is

needed:

Fuel selector……...Switch to tank with inoperative transfer pump

Wing Pump AUTO/OFF/MAN Switch……………………..OFF
Emergency Transfer pump …............ON/OFF to maintain desired
fuel in header tank

Caution

The emergency transfer pump must be manually

turned on and off to maintain the desired fuel level in
the header tank.

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3.3y Stall Warning Failure (Stall Warn Fail light illuminated
- annunciator panel) (3.55)

Stall Warning circuit breaker…CHECK and RESET if necessary

If circuit breaker does not remain closed, or Stall Warning

annunciator does not extinguish, the stall warning system will be
inoperative for the remainder of flight. After landing, have the
system repaired prior to further flight.

3.3z Annunciator Light Panel Failure (3.57)

Annunciator Inop light illuminated on annunciator panel.

Annunciator circuit breaker …...CHECK and RESET if necessary

Annunciator Inop light …………………….. EXTINGUISHED

If Annunciator circuit breaker not open:

Annunciator Test Switch……………………………...........PUSH

If annunciator lights illuminate, annunciator panel is functioning
properly. Annunciator Inop will remain illuminated.

If Annunciator circuit breaker does not remain closed, or lights

fail to illuminate when tested, annunciator lights will be
inoperative for remainder of flight.

System should be repaired prior to further flight.

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JetProp DLX Emergency Procedures
3.3aa Emergency Exit (3.59)

Exit (second window from front on right side)………....LOCATE

Note

The cabin must be depressurized before attempting to

open the emergency exit.

Plexiglas cover………………………………………...REMOVE
Handle…………………………………………………........PULL
Emergency Exit Window………………………………..PULL IN

3.4 Avionics Related Emergency Procedures Checklists

(Applicable to aircraft with the Avidyne Display Systems)

3.4a Failure of Pilot’s Electronic Attitude Direction Display

(PFD)(3.62a)

Indication: PFD Display goes blank.

Standby Attitude Gyro Switch ……….VERIFY ON and FLAG
IS PULLD ON GYRO
1. Maintain attitude control using standby instruments and
establish the aircraft in straight and level unaccelerated flight.

2. PFD Brightness Control (BRT/DIM) …….RUN TO FULL

BRIGHT

3. If PFD screen cannot be reinstated:

PFD Coupled/Uncoupled Switch …………………..Coupled

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3.4a Failure of Pilot’s Electronic Attitude Direction Display
(PFD) (continued)

4. If time and conditions permit:

Pilot’s PFD Circuit Breakers (One on pilot’s side aft
Circuit Breaker panel (Main Bus) and one on copilot’s side
panel (Avionics Bus)………………………………….PULL
Circuit Breakers ……………………………………...RESET
5. If PFD cannot be reinstated:
On aircraft equipped with the optional second transponder:

Transponder 1 / 2 Switch ………….Select Transponder No. 2

Mechanical Nav indicator (OBS) ….Utilize for primary

navigation

NOTE
The mechanical nav indicator (OBS) receives nav
information directly from the No. 1 (pilot’s)
nav/com/GPS. Only VLOC information is available.
NOTE
Failure of the pilot’s PFD may cause the loss of
Transponder No. 1 Mode C capability.

6. Maintain attitude, airspeed and heading control using standby

instruments, magnetic compass and other directional indications
(such as MFD, MAP/NAV page).

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3.4a Failure of Pilot’s Electronic Attitude Direction Display

(PFD) (continued)
CAUTION
High current loads in the vicinity of the magnetic
compass can influence its accuracy. Depending on the
flight condition, the pilot must reduce these loads as
much as possible to insure accuracy. Tests have
shown that windshield heat, air conditioner, and pitot
heat contribute to significant heading errors of the
magnetic compass. These items should be turned off
prior to cross checking the magnetic compass. Pilot
judgment must be used in turning these items OFF
(i.e. freezing IMC conditions). MFD MAP and GPS
MAP mode may be helpful in maintaining course.

7. Land as soon as practical.

3.4b Yellow Airspeed Miscompare Annunciator on Pilot’s

and Copilot’s PFD’s (3.62b)

Indicates an airspeed difference of 4 knots.

1. Establish aircraft in straight and level unaccelerated flight.

2. Airspeed …………………Verify correct airspeed by cross

checking with standby airspeed indicator
3. ADAHRS System ………………..Determine system in error
If pilot’s system is in error, Select ………….ADAHRS 2
If copilot’s system is in error, Select ……….ADAHRS 1
4. Land as soon as practical.

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3.4c Yellow Heading Miscompare on Pilot’s and Copilot’s
PFD’s (3.62c)

Indicates a heading difference of 6 degrees or greater.

1. Establish aircraft in straight and level unaccelerated flight.

2. Heading …………..Verify correct heading by cross checking

with whiskey compass and GPS
3. ADAHRS System ………………..Determine system in error
If pilot’s system is in error, Select ………….ADAHRS 2
If copilot’s system is in error, Select ……….ADAHRS 1
4. Land as soon as practical.

3.4d Yellow Altitude Miscompare on Pilot’s and Copilot’s

PFD’s (3.62d)

Indicates an altitude difference of 50 feet or greater.

NOTE
The altitude miscompare annunciator will illuminate
when a miscompare of 50 feet is detected from sea level
to 5,000 feet. Above 5,000 feet the miscompare value is
linearly increased up to 150 feet at 30,000 feet.
1. Establish aircraft in straight and level unaccelerated flight.

2. ADAHRS System …………Determine system in error by

cross checking with standby altimeter
If pilot’s system is in error, Select ………….ADAHRS 2
If copilot’s system is in error, Select ……….ADAHRS 1
3. Land as soon as practical.

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FAA Approval Date: 1 Jun 2012
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JetProp DLX Emergency Procedures

3.4e Yellow Pitch & Roll Miscompare on Pilot’s and

Copilot’s PFD’s (3.62e)

Indicates a pitch or roll difference of 3 degrees.

1. Establish aircraft in straight and level unaccelerated flight.

2. ADAHRS System ………Determine system in error by cross

checking with standby attitude indicator
If pilot’s system is in error, Select ………….ADAHRS 2
If copilot’s system is in error, Select ……….ADAHRS 1
3. Land as soon as practical.

3.4f Invalid Air Data (3.62f)

Indications: Airspeed, Altimeter, and Vertical Speed Data

Replaced with Red X’s.

1. Maintain aircraft airspeed and altitude by referring to the

standby airspeed and altimeter.

2. If time and conditions permit:

a. If failure is associated with the Pilot’s ADAHRS:
Pilot’s PFD Circuit Breakers (One on pilot’s side aft
Circuit Breaker panel (Main Bus) and one on copilot’s side
panel (Avionics Bus)………………………………….PULL
Circuit Breakers ……………………………………...RESET

If air data is still invalid:

ADAHRS 1 /2 Select Switch ……………Select ADAHRS 2
On aircraft equipped with the optional second transponder:
Transponder 1 /2 Switch ………..Select Transponder No. 2

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3.4f Invalid Air Data (continued)

b. If failure is associated with the Copilot’s ADAHRS:

Copilot’s PFD Circuit Breakers (One on pilot’s side aft
Circuit Breaker panel (Main Bus) and one on copilot’s side
panel (Avionics Bus)………………………………….PULL
Circuit Breakers ……………………………………...RESET

If air data is still invalid:

ADAHRS 1 /2 Select Switch ……………Select ADAHRS 1

NOTE
Certain failures of the pilot’s PFD may cause a loss of
Transponder No. 1 Mode C capability. Loss of
Transponder No. 2 Mode C capability can be caused by
failure of the copilot’s PFD. Verify Mode C operation
with ATC

3. Cross check airspeed and altitude indications with the standby

instruments.

4. Land as soon as practical

3.4g Invalid Heading Data (3.62g)

Indications: Heading Bug and Heading Data Removed and

Replaced with Red X’s.

1. If time and conditions permit:

a. If failure is associated with the Pilot’s ADAHRS:
Pilot’s PFD Circuit Breakers (One on pilot’s side aft
Circuit Breaker panel (Main Bus) and one on copilot’s side
panel (Avionics Bus)………………………………….PULL
Circuit Breakers ……………………………………...RESET
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3.4g Invalid Heading Data (continued)

If heading is still invalid:

ADAHRS 1 / 2 Select Switch ……………Select ADAHRS 2

b. If failure is associated with the Copilot’s ADAHRS:

Copilot’s PFD Circuit Breakers (One on pilot’s side aft
Circuit Breaker panel (Main Bus) and one on copilot’s side
panel (Avionics Bus)………………………………….PULL
Circuit Breakers ……………………………………...RESET

If air data is still invalid:

ADAHRS 1 / 2 Select Switch ……………Select ADAHRS 1

NOTE
For accurate magnetic compass readings select the
WINDSHLD HT, PROP HEAT, AIR COND and
BLOWER switches OFF.

2. Land as soon as practical.

3.4h Crosscheck Monitor (3.62h)

Indication: Yellow Crosscheck Attitude Annunciator on

PFD.

1. Establish aircraft in straight and level unaccelerated flight.

2. Aircraft Attitude ………Crosscheck aircraft attitude with of
side PFD and standby attitude gyro
3. ADAHRS 1 / 2 Switch …Select operational ADAHRS
4. Monitor the standby attitude indicator.

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3.4i Invalid Attitude and Heading Data (3.62i)

Indications: Attitude and Heading Data Removed and

Replaced with Red X’s.

1. Standby Attitude Gyro Switch …….VERIFY ON and

FLAG IS PULLED ON GYRO
2. Maintain attitude control using standby gyro.
3. If time and conditions permit:
a. If failure is associated with the Pilot’s ADAHRS:
Pilot’s PFD Circuit Breakers (One on pilot’s side aft
Circuit Breaker panel (Main Bus) and one on copilot’s side
panel (Avionics Bus)……………………………….PULL
Circuit Breakers …………………………………...RESET

If attitude and heading data is still invalid:

ADAHRS 1 / 2 Select Switch ……………Select ADAHRS 2

b. If failure is associated with the Copilot’s ADAHRS:

Copilot’s PFD Circuit Breakers (One on pilot’s side aft
Circuit Breaker panel (Main Bus) and one on copilot’s side
panel (Avionics Bus)………………………………….PULL
Circuit Breakers ……………………………………...RESET

4. If attitude and heading data is still invalid:

ADAHRS 1 / 2 Select Switch ……………Select ADAHRS 1
5. Monitor the standby attitude indicator
6. Land as soon as practical.

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3.4j Failure of Attitude, Airspeed and Heading Reference

System (ADAHRS) (3.62j)

Indications: Airspeed, Attitude, Heading and Altitude

Replaced with Red X’s.

1. Standby Attitude Gyro Switch …….VERIFY ON and

FLAG IS PULLED ON GYRO
2. Maintain attitude control using standby instruments.
3. If time and conditions permit:
a. If failure is associated with the Pilot’s ADAHRS:
Pilot’s PFD Circuit Breakers (One on pilot’s side aft
Circuit Breaker panel (Main Bus) and one on copilot’s side
panel (Avionics Bus)……………………………….PULL
Circuit Breakers …………………………………...RESET

If ADAHRS initialization does not occur:

ADAHRS 1 / 2 Select Switch ……………Select ADAHRS 2
On aircraft equipped with the optional second transponder:
Transponder 1 / 2 Select Switch ….Select Transponder No. 2

b. If failure is associated with the Copilot’s ADAHRS:

Copilot’s PFD Circuit Breakers (One on pilot’s side aft
Circuit Breaker panel (Main Bus) and one on copilot’s side
panel (Avionics Bus)………………………………….PULL
Circuit Breakers ……………………………………...RESET

If ADAHRS initialization does not occur:

ADAHRS 1 / 2 Select Switch ……………Select ADAHRS 1
4. Land as soon as practical.

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3.4k Failure of Multi-Function Display (MFD) (3.62k)
Indications: Multi-Function Display (MFD) Goes Blank.
1. MFD Circuit Breaker …………..PULL and RESET
2. If MFD initialization does not occur:
Land as soon as possible.
3.4l Loss of Standby Attitude Indicator (3.62l)
Indications: OFF Warning Flag in View, Tumbled or
Erroneous Attitude Display.
1. Standby Attitude Indicator …TEST (verify green STBY ATT
IND TEST annunciator illuminated) / ON/ ERECT
2. Establish aircraft in straight and level unaccelerated flight.
3. Standby Attitude Indicator ……………..Cage then uncage
4. If standby attitude indicator is not recovered:
a. Standby Attitude Indicator ……………….Cage
b. Land as soon as practical.
3.4m Failure of Flight and Navigation Displays (3.62m)
Indications: All Displays Blank Out.
1. Standby Attitude Gyro Switch ……….VERIFY ON and
FLAG IS PULLED ON GYRO
2. Maintain aircraft control with reference to the standby
airspeed, altimeter, and attitude gyro indicators.
3. Avionics Dimming Circuit Breaker ………..PULL

NOTE
A failure of the display dimmer control can result in the
two Garmin displays going blank. This is an indication of
a partial failure of the dimmer control. A complete failure
of this control would normally reinstate the displays to a
full bright condition. However, if the displays should
blank out, reinstatement of the displays to a full bright
condition can be accomplished by bypassing the dimmer
control (pulling the Avionics Dimming Circuit Breaker).
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JetProp DLX Emergency Procedures

3.5 Amplified Emergency Procedures (General)

The following paragraphs are presented to supply additional

information for the purpose of providing the pilot with a more
complete understanding of the recommended course of action and
probable cause of an emergency situation.

3.7 Fire During Start (3.3a)

Engine fires during start are usually due to excessive fuel in the
engine or a fuel leak. Excessive fuel can be caused by a fuel
control malfunction or possibly the failure of the fuel to drain
after engine shutdown or an aborted start. If the fire is due to
excessive fuel in the engine, by motoring/running the engine the
fire should be contained in the engine and extinguished within a
few seconds of moving the fuel condition lever to cutoff. If the
fire is due to a fuel leak, by closing the firewall shutoff all fuel to
the engine is shut off and the fire should be extinguished within a
few seconds. If the fire is not extinguished within a few seconds,
notify the ground agency for fire fighting assistance, if
appropriate, but do not delay evacuating the aircraft.

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JetProp DLX Emergency Procedures
3.9 Engine Power Loss During Takeoff (3.3b)

The proper action to be taken if loss of power occurs during

takeoff will depend on the circumstances of the particular
situation. If sufficient runway remains to complete a normal
landing, leave the landing gear down and land straight ahead. If
the area ahead where touchdown will occur is rough consider
landing with the gear retracted to minimize the damage to the
aircraft and risk to the crew.

Note

If time and conditions permit, a radio call to the

controlling agency prior to turning the battery switch off
might help to notify crash assistance.

If there is not sufficient runway remaining to land, quickly

evaluate the terrain ahead. If the terrain is very rough or there are
numerous obstacles, consider retracting the gear to minimize the
possibility of flipping the aircraft over due to hitting the rough
terrain or obstacles. With the gear retracted the aircraft is less
likely to flip over when going over rough terrain. Also, attempt
to shut off the fuel and stop the propeller by feathering the
propeller and moving the fuel condition lever off, firewall shutoff
to off, and fuel selector to off. A quick radio call to alert crash
response should be made if time and conditions permit. Then
turn the battery switch off to minimize the possibility of a fire.

If sufficient altitude has been gained to attempt a restart:

Maintain aircraft control and do not allow a restart attempt to

detract from flying the aircraft and preparing to land. To attempt
a restart, proceed as follows:

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JetProp DLX Emergency Procedures

3.9 Engine Power Loss During Takeoff (Continued)

Move the Power Control Lever to Idle, Ignition to On, and Starter
to On. Select the other fuel boost pump to ensure fuel flow from
the header tank to the engine and check the firewall fuel shutoff is
on. Move the Fuel Control Lever to Run after Ng has stabilized at
12% or higher. After the engine starts turn the Starter to OFF,
Ignition switch to OFF, and adjust the Power Control Lever as
required.

If power is not regained, turn the starter and ignition switches off
and prepare for a power off landing.

3.11 Engine Power Loss in Flight (3.3c)

Engine Flame-Out

The symptoms of an engine flameout will be similar to those of

other engine failures. A flameout will be noticed by a drop in
InterTurbine temperature (ITT), torquemeter pressure, and Ng.
The flameout may result from the engine running out of fuel or
possibly may be caused by unstable engine operation. Once the
fuel supply has been restored to the engine or cause of unstable
operations eliminated, the engine may be restarted in the manner
described under Air Starts.

Air Starts

Immediate Re-Lights
The best air start technique is to initiate the re-light procedure
immediately after a flameout occurs, provided the pilot is certain
that the flame out was not the result of some malfunction which
might make it dangerous to attempt a re-light. If the ignition is
already in the ON or AUTO position, if so equipped, the engine
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JetProp DLX Emergency Procedures
will probably relight automatically. Otherwise, turn the ignition
to ON provided the gas generator speed has not dropped below
50%. Under these circumstances it is not necessary to shut off
the fuel or feather the propeller. The power control lever,
however, should be retarded to IDLE.

Normal Air Starts

Normal airstarts are accomplished with starter assistance.
Airspeed should be 90 KIAS minimum. Refer to the restart
envelope charts in Section 2 for the altitude and airspeed needed
for a good restart.
If starter assistance is not available, the prop must be windmilling
at full increase. Refer to the restart envelope charts in Section 2
for the altitude and airspeed needed for a good restart. The ice
door should be in the off position during a windmilling restart to
allow more airflow through the engine unless specifically need
for ice protection.

NOTE
Obtain minimum Ng of 12% before initiating start. If a
satisfactory start is not obtained, discontinue the air start.
Repeat the engine air-start procedure if another starting
attempt is to be made.

CAUTIONS
Except for immediate relights with Ng>50%, do not use
the “AUTO” feature (if so equipped) for engine starts.

If normal engine operation and fuel flow are not

reestablished, it could indicate a leak in the fuel system.
If a fuel system leak is verified, switch the Firewall Fuel
Shutoff to the Off position, fuel boost pumps to off, and
fuel selector to off to stop fuel flow and minimize the
possibility of a fire.

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JetProp DLX Emergency Procedures
Engine Failure (Mechanical Failure)

Engine failure can be caused by various problems. The following

general procedure should be followed in case of an engine
mechanical failure. The first step is to maintain aircraft control
and establish a safe airspeed. Then feather the propeller and turn
the fuel control to off, fuel boost pump to off, firewall fuel
shutoff to off, and fuel selector to off.

Warning

Do not attempt to restart an engine which is definitely

known to have failed due to a mechanical failure.

3.13 Power Off Landing (3.3d)

If loss of power occurs at altitude, trim the aircraft for best

gliding angle, (90 KIAS) and look for a suitable field. If
measures taken to restore power are not effective, and if time
permits, check for airports in the immediate vicinity. It may be
possible to land at one if you have sufficient altitude. At best
glide angle, no wind, with the engine stopped and the propeller
feathered, the aircraft will travel approximately 2 miles for each
thousand feet of altitude. If the propeller is not feathered but is
windmilling, it results in much higher drag and will significantly
reduce the glide distance. If possible, notify other aircraft or
agencies by radio of your difficulty and intentions.

Whether to attempt a landing with gear up or down depends on

many factors. If the field chosen is obviously smooth and firm,
and long enough to bring the plane to a stop, the gear should be
down. If there are stumps or rocks or other obstacles in the field,

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JetProp DLX Emergency Procedures
3.13 Power Off Landing (3.3d) (Continued)

the gear in the down position will better protect the occupants of
the aircraft. If however, the field is suspected to be excessively
soft or short, or when landing in water of any depth, a wheels-up
landing will normally be safer and do less damage to the airplane.

Touchdown should normally be made at lowest possible airspeed

with flaps fully extended.

Note

If the battery master switch is off, the gear position

lights and flaps will be inoperative.

3.15 Fire in Flight (3.3e)

Check for the source of the fire because knowing the actual cause
is critical to taking the correct action.

Smoke in the cabin can be eliminated by moving the cabin

pressure switch to dump and pulling the cabin pressurization
control out. This procedure will result in an immediate loss of
pressurization and the cabin altitude will rise at an uncontrolled
rate. Moving the temperature control knob to the cold position
(IN) will help get fresh outside air in the cabin. Turning of the JP
Sup Heat blower OFF will help to keep from circulating the
smoke or fumes in the cabin.

If an electrical fire, delay five seconds after moving the cabin

pressure switch to dump then turn the battery switch off and
generator and alternator off.

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FAA Approval Date: 12 May 2014
Change 25 3-42
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JetProp DLX Emergency Procedures
3.15 Fire in Flight (3.3e) (Continued)

Caution

The cabin pressure dump valve will remain open if the

cabin pressure dump/normal switch is positioned to
DUMP prior to turning the aircraft electrical system off.
This provides maximum airflow through the cabin for
smoke evacuation. Do not turn the cabin pressure
dump/normal switch to NORM. The dump valve will
close and cannot be reactivated unless electrical power is
turned on.

Descend to a safe altitude and land as soon as possible.

Warning

Use extreme caution when using oxygen since it can feed

the fire.

If an engine fire is experienced, shut down the engine in

accordance with the checklist and proceed with power off landing
procedures.

3.17 Loss of Oil Pressure (3.3f)

Loss of oil pressure may be either partial or complete. A partial

loss of oil pressure usually indicates a malfunction in the oil
pressure regulating system, and a landing should be made as soon
as possible to investigate the cause and prevent engine damage.

A complete loss of oil pressure indication may signify oil

exhaustion or may be the result of a faulty gage. In either case,

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3.17 Loss of Oil Pressure (3.3f) (Continued)

proceed toward the nearest airport and be prepared for a forced

landing. Note that loss of oil pressure would cause both the OIL
PRESS annunciator light to illuminate and the oil pressure gauge
to indicated zero. If the problem is not a pressure gage
malfunction, the propeller will go to feather and the engine may
stop suddenly. Maintain altitude until such time as a power off
landing can be accomplished. Do not change power settings
unnecessarily, as this may hasten complete power loss.

Depending on the circumstances, it may be advisable to make an

off airport landing while power is still available, particularly if
other indications of actual oil pressure loss, such as sudden
increases in temperatures, or oil smoke, are apparent, and an
airport is not close.

If engine stoppage occurs, proceed with Power Off Landing

procedure (refer to paragraph 3.13).

3.19 Fuel System Malfunctions

3.19a Loss of Fuel Flow (3.3g)

If a loss of fuel flow is experienced, turn the other fuel boost

pump on and ensure the firewall fuel shutoff is on/open. If fuel
flow does not return to normal, turn the transfer pump to manual
or the emergency transfer pump on to help provide pressure to the
engine.

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3.19a Loss of Fuel Flow (3.3g) (Continued)

Note

With the transfer pump in Manual and both boost pumps

inoperative, the selected transfer pump will continue to
pump fuel into the header tank even when the tank is full.
This causes a slight pressurization of the tank resulting in
some fuel flow to the engine while in level flight or a
slight descent. This fuel flow should be sufficient for
engine operations at reduced power settings.

Caution
The loss of fuel flow could indicate a leak in the fuel
system. If a fuel leak is verified, switch the Fuel Boost
Switch Off , Firewall Fuel Shutoff to Off, and Fuel
Selector to Off. Proceed with power off landing
procedures.

3.19b Left/Right Fuel Low

If the LT Fuel Low or RT Fuel Low caution lights on the

annunciator panel illuminate, the light indicates that only seven
(7) gallons of fuel remain in the selected wing tank. To ensure an
uninterrupted fuel supply, move the fuel selector to the other
wing tank provided it contains an adequate supply of fuel.

3.19c Header Tank High Pressure

If the HT HI Press caution light on the annunciator panel

illuminates, the light indicates that the pressure in the header tank
is 7 psi or greater. Normally this will only occur if the header
tank is over filled as a result of the fuel transfer pump not turning

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3.19c Header Tank High Pressure (Continued)

off automatically in the automatic mode or the pilot forgetting to

turn the pump off in the manual or emergency mode. Check the
fuel quantity in the header tank. If the quantity is 11.0 gallons
(19 large header tank) or more, turn the fuel transfer pump off.
The HT HI Press light should extinguish within two minutes and
the fuel quantify should show a decrease. If the fuel quantity is
less than 10 gallons (17 large header tank) and the fuel pressure is
normal, leave the transfer pump on and continue to monitor the
fuel quantity and land as soon as conditions permit to trouble
shoot the system failure.

Warning
If the header tank pressure exceeds 20 psi, fuel will be
vented overboard to relieve the pressure.

3.19d Header Tank Fuel Low

The HT Fuel Low caution light on the annunciator panel

illuminates when the fuel quantity in the header tank is less than
approximately 10.5 gallons (19 large header tank) and remains
illuminated until the header tank fuel quantity reaches 11.1
gallons (19 large header tank). If the transfer pump switch is in
Auto, the selected transfer pump will automatically activate at
approximately 10.5 gallons (19 large header tank) remaining in
the header tank (at which time the WING PUMP light will
illuminate) and start transferring fuel from the wing tank to the
header tank. The WING PUMP caution light will remain
illuminated until the fuel quantity in the header tank reaches 11.1
gallons (19 large header tank) at which time the fuel transfer
pump will automatically shut off and the WING PUMP light will
extinguish. This is the normal mode of operation. If the
automatic fuel transfer system fails to function, the pilot must
select the manual transfer pump position
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3.19d Header Tank Fuel Low (Continued)

to activate the pump and then manually turn the pump off when
the header tank is filled to the desired level. If a wing transfer
pump fails to operate in the automatic and/or manual mode, the
emergency fuel transfer pump can be used to transfer fuel from
the selected wing tank to the header tank. However, the
emergency fuel transfer pump must be manually activated and
deactivated. Whenever the emergency fuel transfer pump is
activated a EMER PUMP annunciator light is illuminated.

3.19e Transfer Pump Annunciator Light

The WING PUMP annunciator light will illuminate anytime the

selected wing transfer pump is powered.

3.19f Low Fuel Pressure

If the loss of fuel pressure is due to a boost pump failure, then

fuel pressure should be restored by selecting the other fuel boost
pump. If both fuel boost pumps should fail, limited fuel pressure
can be provided by selecting the manual or emergency transfer
pumps.
Note

With the transfer pump in Manual and both boost pumps

inoperative, the selected transfer pump will continue to
pump fuel into the header tank even when the tank is full.
This causes a slight pressurization of the tank resulting in
some fuel pressure and fuel flow to the engine while in
level flight or a slight descent. This fuel pressure should
be sufficient for engine operations at reduced power
settings.

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3.19f Fuel Pressure Annunciator Light (Continued)
Caution
The loss of fuel pressure could indicate a leak in the fuel
system. If a fuel leak is verified, switch the Fuel Boost
Switch Off , Firewall Fuel Shutoff to Off, and Fuel
Selector to Off. Proceed with power off landing
procedures.
If the fuel pressure light remains low, land as soon as practical to
trouble shoot the system. Be prepared for a possible engine
failure.
3.19g Fuel Transfer Pump Failure (Wing Tanks)
If a wing tank transfer pump fails, check/reset the circuit breaker.
If circuit breaker does not remain closed, switch the fuel selector
to the tank with an operating transfer pump and pull the circuit
breaker for the inoperative transfer pump. If the fuel in wing tank
with inoperative transfer pump is needed, switch the fuel selector
to the tank with the inoperative transfer pump and turn the wing
pump MAN/AUTO switch off. Under most flight conditions, the
header tank boost pump will draw sufficient fuel from the wing
tank for normal operations. However, if needed turn the
emergency transfer pump on/off to maintain desired fuel in
header tank. Whenever the emergency fuel transfer pump is
activated an EMER PUMP annunciator light is illuminated.

Warning
The emergency transfer pump must be manually turned on
and off to maintain the desired fuel level in the header
tank.

3.21 Engine Driven Fuel Pump Failure (Deleted)

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3.23 Engine Malfunctions
3.23a High Oil Temperature (3.3i)
An abnormally high oil temperature indication may be caused by
a low oil level, an obstruction in the oil cooler, a defective gage,
or possibly other causes. Open the oil cooler door. If
temperature remains high, reduce power and land at the nearest
appropriate airport as soon as practical to investigate the cause of
the failure. Closely monitor the oil pressure for abnormal
indications which might indicate impending engine failure.
3.23b High Oil Pressure
If the oil pressure exceeds 105 psi, reduce power and attempt to
keep the oil pressure within limits, if conditions permit. Closely
monitor the oil temperature for any abnormal indication. Land as
soon as practical.
3.23c Low Oil Pressure
If the oil pressure is less than 85 psi while in level cruise flight or
40 psi at idle, land as soon as practical. Closely monitor the
engine instruments for abnormal indications which might help in
trouble shooting the problem.
3.23d Compressor Stall
A compressor stall is the disruption of air flow through the
compressor section of the engine and actually results in the
stalling of the compressor blades. It is usually associated with a
muffled pop or bang and may have an associated fluctuation in
ITT and Ng. If a compressor stall is experienced or suspected,
land as soon as practical to trouble shoot the engine malfunction.
To reduce the possibility of additional compressor stalls,
minimize the rate and amount of throttle movements.

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3.23e Chip Detector Light

If the chip detector light on the annunciator panel illuminates, it

indicates the detection of metal chip(s) in the oil. This may
indicate impending failure of some engine component.
Therefore, land as soon as practical and investigate the problem.

3.27 Electrical Failures (3.3k)

3.27a Generator Inoperative

Generator failure is indicated by zero amp reading, LOW BUS

VOLTAGE annunciator illuminated, or GEN annunciator light
not illuminated.
Note
Anytime total tie bus voltage is below 25 vdc, The LOW
BUS VOLTAGE annunciator will illuminate.

Verify the failure with the ammeter. Turn the generator switch
off. Check and reset circuit breakers for Starter and GEN on side
panel. Check tie bus GEN circuit breakers; if opened, reduce
electrical load and reset. Push the generator reset switch (if
equipped) and turn the generator back on. If power is not
restored, turn the generator switch off and the alternator switch
on. Monitor the load and maintain below 70 amp (50 amp if
equipped with the B&C alternator). While the alternator will
supply sufficient current for minimum required avionics and
cockpit lighting, use of deicing equipment, particularly
windshield or propeller heat, may be limited. Immediate action
should be taken to avoid or exit icing conditions. Under no
circumstances may the total electrical load exceed 70 (50) amps.
To avoid drawing power from the battery, maintain engine speed
above 75% NG or reduce electrical load to maintain voltage above
24 volts.

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3.27b Generator and Alternator Inoperative

If both the generator and alternator fail, reduce the electrical load
to a minimum and turn both the generator and alternator off.
Monitor the ammeter and continue flight with reduced electrical
load on battery power only. Note which battery system is
selected and the time the battery system assumed the load. Check
the voltage condition of each battery system and select either #1
or #2. (On airplanes equipped with the three-position battery
select switch, do not select the BOTH position) When selected
battery is depleted (less than 12 volts or weak performance),
switch to other battery system. Land as soon as possible.

Note
The duration of battery power available will be dependent on
electrical load and battery condition prior to failure. Since the
JetProp has two battery systems, there is a good chance that a
landing can be made before complete electrical failure is
experienced. The amount of time the first battery system
maintains the load gives an excellent estimate of the time
remaining if required to switch to the second battery system. As
in indication of battery duration, each battery system, if fully
charged, can provide service for approximately 10 minutes at 45
amps and approximately 20 minutes at 24 amps.

Note
If complete electrical failure is experienced, the landing gear must
be lowered using the emergency extension procedure. The gear
position lights will be inoperative. The flaps will also be
inoperative and a flaps-up landing will be required.

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3.29 Propeller Overspeed (3.3m)

Propeller overspeed is caused by a malfunction in the propeller

governor or low oil pressure which allows the propeller blades to
rotate to full low pitch. If propeller overspeed should occur,
retard the throttle to maintain the propeller RPM within limits.
Airspeed should be reduced and throttle used to maintain RPM
within limits. Land as soon as practical and investigate cause of
overspeed.

3.31 Emergency Landing Gear Extension (3.3n)

If emergency gear extension is required due to electrical power

failure, the gear position indicator lights will not illuminate.

Prior to emergency extension procedure turn the battery on, check

the circuit breakers and ensure the Day/Night Dimming Switch is
in the day position.

If landing gear does not check down and locked:

Pull the hydraulic pump circuit breaker and follow the
appropriate procedure in paragraph 3.3n. Pull the emergency gear
extension control while fishtailing the aircraft and hold until the
gear is down.

Note
If all electrical power has been lost, the landing gear must
be extended using the above procedure. The gear position
indicator lights will not illuminate.

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3.33 Spin Recovery (3.3o)

Intentional spins are prohibited in this airplane. If a spin is
inadvertently entered, immediately reduce power to idle, apply
full rudder opposite to the direction of rotation and move the
control wheel to full forward position while neutralizing the
ailerons. Delaying any one of the primary anti-spin controls will
delay the spin recovery. Because of the nose low attitude at
recovery, the flaps must be retracted as soon as rotation stops to
prevent exceeding flap speed and “g” limits. When the rotation
stops, neutralize the rudder and relax forward pressure on the
control wheel as required to smoothly regain a level flight
attitude. An aggressive recovery may lead to a secondary stall;
therefore, smoothly apply back pressure during the recovery.

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3.35 Manual Override Operation (3.3p)
The manual override switch should only be used to modulate
engine power to allow the pilot to continue flight to the nearest
airport should one of the following conditions occur:
(a) Uncommanded engine power roll back to idle and unable
to recover with the Power Control lever.
(b) No response to the Power Control lever when starting
from or around idle.
(c) Power Control Lever becomes stuck at or around idle.

To actuate the Manual Fuel Override flip the safety cover up and
move the three position toggle switch forward to increase power
or aft to decrease power. There is usually an initial dead band
requiring two or three toggles of the switch before seeing any
increase in engine power. Once manual override is controlling
the engine each quick toggle is a change of approximately 100 ft-
lb of torque. The switch is spring loaded to the center position
which just maintains the current power setting. An annunciator
light illuminates when the manual control is in any position other
than the off position. In manual fuel, the fuel to the engine is
controlled by manually (through a motor drive system) metering
fuel to the engine to provide the desired power output. All of the
normal safety features associated with the fuel control system are
bypassed when using manual fuel. Therefore, always make small
changes when operating in manual fuel.

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3.36 Compressor Stall

Compressor stalls are usually associated with a noticeable pop or

bang associated with a rise in ITT and a fluctuation in Ng. They
are usually caused by a disturbance in the air flow across the
compressor blades. By minimizing the movement of the throttle,
the risk of disrupting the flow across the compressor blades is
minimized. Therefore, minimize throttle movements and land as
soon as conditions permit.

3.37 Emergency Descent (3.3q)

In the event of an emergency descent becomes necessary, move

the power control lever to idle, propeller to full increase, landing
gear down, flaps up and initiate a descent.

If in Smooth Air

Descend at 172 KIAS Maximum.

If in Rough Air

If extremely rough air is encountered, the airspeed should be

limited according to the following airspeed versus Gross Weight
Table:
4300 lbs. 137 KIAS
2905 lbs. 112 KIAS

Use straight line variation between points.

Note

After reaching a safe altitude, advance the throttle and

propeller controls for power as required.

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3.39 Pressurization System Malfunction (3.3r)

Should the differential pressure rise above 5.3 psi maximum or a

structural failure appear imminent, an immediate decrease in
differential pressure is required. To accomplish this, select
DUMP on the cabin pressure dump normal switch and PULL the
cabin pressurization (CABIN PRESS) control. This will cause the
cabin altitude to rise at an uncontrolled rate and cabin differential
pressure to decrease, subsequently relieving the overpressure
condition. If emergency oxygen is not installed execute an
emergency descent to a safe altitude consistent with terrain. If
emergency oxygen is installed, don the oxygen masks, activate
the oxygen generators and descend to a safe altitude consistent
with terrain. Should the aircraft suddenly lose pressurization,
check that the cabin pressure dump! normal switch is in the
NORM position and that the cabin pressurization (CABIN
PRESS) control is pushed in. If the aircraft does not begin to
repressurize and emergency oxygen is not installed, execute an
emergency descent to a safe altitude consistent with terrain. If
emergency oxygen is installed, don the oxygen masks, activate
the oxygen generators and descend to a safe altitude consistent
with terrain.

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3.41 Cabin Air Contamination/Smoke Evacuation (3.3s)
Strong fumes or smoke in the cabin may indicate a malfunction in
the pressurization system or a fire. In any event, the primary
concern is to establish maximum airflow through the cabin in
order to vent the fumes or smoke. To accomplish this, set the
cabin pressure dump normal switch to DUMP and PULL the
cabin pressurization (CABIN PRESS) control out. Turn OFF the
auxiliary cabin heater and JP Sup Heat blower. Turn ON the vent
defog blower and turn OFF the cabin air recirculation blower. Do
not open the storm window. This procedure will provide the
maximum flow of outside ram air through the cabin. If
emergency oxygen is not installed, execute an emergency descent
to a safe altitude consistent with terrain. If emergency oxygen is
installed, don the oxygen masks, activate the oxygen generators
and descend to a safe altitude consistent with terrain. Land as
soon as practical and investigate the cause. If the fumes or smoke
persist the problem may be a fire (see paragraph 3.15, Fire In
Flight).
3.43 Vacuum System Failure (3.3t)
A malfunction of the vacuum pump is indicated by low suction
(if only the vacuum pump is in use), the left flow button extended
(if equipped), or the “VACUUM No. 1 INOP” annunciator
illuminated (if equipped). In the event the vacuum pump fails,
turn on the standby ejector vacuum system and check that the
suction gauge indicates 4.5 to 5.2 inches of mercury, and that the
right flow button is retracted (if equipped). The “VACUUM No.
2 INOP” annunciator (if equipped) should be extinguished.
Although either vacuum system independently has sufficient
capacity to operate the flight instruments and the de-ice boots in a
normal manner, intentional or continued operation in icing
conditions is not recommended. Immediate action should be
taken to avoid or exit icing conditions.

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3.43 Vacuum System Failure (3.3t) (Continued)

Failure of both vacuum systems is indicated by the suction gauge

reading less than 4.0 inches of mercury, extension of both flow
buttons (if so equipped), and illumination of the “VACUUM No.
1 INOP” and “VACUUM No.2 INOP” annunciators, if equipped.

If both vacuum systems are inoperable, the wing and tail deicer
boots will be inoperative. Also, loss of cabin pressure control is
possible; the cabin pressure will have to be dumped manually
before landing. A precautionary landing should be considered
depending on operating conditions.

3.45 Inadvertent Icing Encounter (3.3u)

WARNING

Flight into known icing conditions is

prohibited unless Ice Protection System is installed and
fully operational. Refer to Section 9, Supplement 6.

If icing conditions are inadvertently encountered, select Prop

Heat, Inlet Heat, both pitot heat systems, and inlet Ice Deflector
to ON. Also, turn the stall warning heat ON and pull ON the
windshield defrost and turn the windshield vent defog fan ON to
keep the windshield as clear as possible. If installed, turn the
electric windshield heat ON. Change aircraft heading and/or
altitude to exit icing conditions as soon as possible.

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3.49 Hydraulic System Malfunction (3.3v) (serial numbers

46-8508048 through 46-8608046, unless Piper Kit No.765 197
is installed).
A hydraulic system malfunction, which causes the hydraulic
pump to either run continuously (more than 15-20 seconds), or
cycle on and off rapidly (more than 6-8 times), may be detected
by the illumination of the HYD PUMP amber annunciator light.
Pull the HYD PUMP circuit breaker to stop operation. The pump
is not designed for continuous duty and will fail if left running.
Land as soon as possible and investigate the cause. It may be
necessary to lower the landing gear using the emergency
extension control.
Hydraulic System Malfunction (3.3v) (serial number
46-8608047 – 46-8608067 and 4608001 – 4608007, and
aircraft with Piper Kit No.765 178V, 765 179V or 765 197
installed).
Illumination of the HYD PUMP annunciator indicates a possible
hydraulic system malfunction. When this occurs the hydraulic
pump motor is disengaged. Pulling and resetting the HYD PUMP
circuit breaker will restore electrical power to the hydraulic pump
motor and extinguish the annunciator.
After resetting, normal hydraulic system operation should be
verified.
If normal hydraulic system operation is not restored pull the HYD
PUMP circuit breaker and land as soon as possible. It may be
necessary to lower the landing gear using the emergency
extension control.
For airplanes with hydraulic flaps, the flaps will be inoperative
under these conditions and will remain in the same position as
when the malfunction occurred.

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Hydraulic System Malfunction (3.3v) (serial number
4608008 and up)
A hydraulic system malfunction, which causes the hydraulic
pump to either run continuously (more than 15-20 seconds), or
cycle on and off rapidly (more than 6-8 times), may be detected
by the illumination of the HYDRAULIC PUMP amber
annunciator light. Pull the HYDRAULIC PUMP POWER circuit
breaker to stop operation. The pump is not designed for
continuous duty and will fail if left running. Land as soon as
practical and investigate the cause. Prior to landing, the
HYDRAULIC PUMP POWER circuit breaker must be reset in
order to extend the landing gear. If the pump continues to run
after the gear is locked down, again pull the HYDRAULIC
PUMP POWER circuit breaker. If the gear fails to extend, refer to
Emergency Landing Gear Extension (3.31)
3.51 Flap System Malfunction (3.3w) (serial numbers
46-8608001 and up)
Illumination of the FLAPS annunciator would normally be the
result of an over-current condition in the flap motor actuator
circuit. If an over-current fault occurs the flap protection circuit
will sense the malfunction and automatically remove power from
the flap motor actuator and flap operation will stop. Pulling and
resetting the FLAP WARN circuit breaker will restore flap power
to normal operation.
After resetting, normal operation of the flaps should be verified.
CAUTION
Higher than normal approach and landing speeds may be
required if full symmetrical flap extension is not
available. Longer landing distances than shown in Section
5 will result from increased airspeed approaches.

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3.51 Flap System Malfunction (3.3w) (Continued)

If normal flap operation is not regained, or the FLAPS

annunciator remains illuminated, pull the FLAP MOTOR circuit
breaker and land as soon as practical to ascertain the cause of the
problem. The flaps will remain in the same position as when the
malfunction occurred.

3.52 Fuel Transfer Pump Failure (Wing Tanks)(3.3x)

If the selected wing transfer pump fails to operate, fuel can still
be used from the wing tank. Under normal operations the header
tank boost pumps will draw fuel from the wing tank without
assistance from the wing transfer pump. However, the
emergency transfer pump can also be used to transfer fuel from
the wing tank to the header tank if needed.

3.55 Stall Warning Failure (STALL WARN FAIL light

illuminated - annunciator panel) (3.3y)

Illumination of the STALL WARN FAIL annunciator light means

the lift computer has failed. Check, and if necessary, reset the
STALL WARN circuit breaker located on the pilot's forward
circuit breaker panel. If the breaker does not remain closed, or if
the STALL WARN FAIL annunciator light does not extinguish,
the stall warning system will be inoperative for the remainder of
the flight. After landing, repair the system before further flight.

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3.57 Annunciator Light Panel Failure(ANNUNCIATOR

INOP light illuminated - annunciator panel) (3.3z)

Should the ANNUNCIATOR INOP light illuminate, check the

ANNUN circuit breaker located on the pilot's aft circuit breaker
panel. Reset, if necessary, and the ANNUNCIATOR INOP light
should extinguish. If the ANNUN circuit breaker is not open, the
annunciator fail relay switch is faulty. Push the annunciator test
switch; if all lights illuminate, the annunciator panel is
functioning properly. The ANNUNCIATOR INOP light will
remain lit. Should the ANNUN circuit breaker fail to remain
closed, or the annunciators fail to illuminate when tested, the
annunciator lights will be inoperative for the remainder of the
flight. Also, the landing gear position lights cannot be tested nor
dimmed. The system should be repaired prior to further flight.

3.59 Emergency Exit (3.3aa)

The second window aft of the windshield on the right side of the
fuselage is an emergency exit.

Note

The cabin must be depressurized before attempting to

open the emergency exit.

To use the emergency exit, remove the plexiglass cover over the
handle, pull the handle, and pull in on the exit window.

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3.61 Runaway Electric Trim

With the S-TEC System 55 Autopilot and Trim System installed,

a pitch trim malfunction resulting in trim runaway can produce
altitude deviations as much as 600 ft with a reasonable recovery
delay. Significant elevator force is required for recovery until the
airplane is manually retrimmed for level flight. Refer to the FAA-
approved PA-46-310/350 Airplane Flight Manual Supplement for
the S-TEC System 55 Autopilot for trim malfunction emergency
procedures.

3.62 AVIONICS RELATED EMERGENCY PROCEDURES

(Applicable to aircraft with the Avidyne Display Systems)

3.62a FAILURE OF PILOT’S ELECTRONIC ATTITUDE

DIRECTION DISPLAY (PFD) (3.4a)
Should the primary flight display (PFD) go blank, verify the
standby attitude gyro switch is ON and the flag is pulled on the
gyro, maintain attitude control using the standby instruments and
establish the aircraft in straight and level unaccelerated flight.

Adjust the PFD brightness control (BRT/DIM) to full bright. If

the PFD screen cannot be reinstated, select COUPLED on the
PFD COUPLED/UNCOUPLED switch.

If time and conditions permit, and the failure is associated with

the pilot’s PFD, pull the pilot’s PFD circuit breakers (one located
on the pilot’s aft circuit breaker panel and one located on the
copilot’s circuit breaker panel). Reset both circuit breakers.

If the PFD screen cannot be reinstated and the aircraft is equipped

with the optional second transponder, select the No. 2
Transponder. Use the mechanical nav indicator (OBS) for
primary navigation.
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NOTE
The mechanical nav indicator (OBS) receives nav
information directly from the No. 1 (pilot’s)
nav/com/GPS. Only VLOC information is available.
NOTE
Failure of the pilot’s PFD may cause the loss of
Transponder No. 1 Mode C capability.

Maintain attitude, airspeed and heading control using the standby

instruments, magnetic compass and other directional indications
(such as the MFD, MAP/NAV page).
CAUTION
High current loads in the vicinity of the magnetic compass
can influence its accuracy. Depending on the flight
condition, the pilot must reduce these loads as much as
possible to insure accuracy. Tests have shown that
windshield heat, air conditioner, and pitot heat contribute
to significant heading errors of the magnetic compass.
These items should be turned off prior to cross checking
the magnetic compass. Pilot judgment must be used in
turning these items OFF (i.e. freezing IMC conditions).
MFD MAP and GPS MAP mode may be helpful in
maintaining course.

Land as soon as practical.

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3.62b YELLOW AIRSPEED MISCOMPARE

ANNUNCIATOR ON PILOT’S AND COPILOT’S PFD’S
(3.4b)
Should an airspeed difference of 4 knots or greater exist between
the pilot’s PFD (ADAHRS 1) and the copilot’s PFD (ADAHRS
2), establish the aircraft in straight and level unaccelerated flight.
Reference the airspeed indicated on the standby airspeed indicator
to see which ADAHRS system it more closely matches and to
verify which ADAHRS system is in error. If it is determined that
the pilot’s ADAHRS 1 system is in error, change the pilot’s
system to ADAHRS 2. If it is determined that the copilot’s
ADAHRS 2 system is in error, change the copilot’s system to
ADAHRS 1.
Land as soon as practical.

3.62c YELLOW HEADING MISCOMPARE

ANNUNCIATOR ON PILOT’S AND COPILOT’S PFD’S
(3.4c)
Should a heading difference of 6 degrees or greater exist between
the pilot’s PFD (ADAHRS 1) and the copilot’s PFD (ADAHRS
2), establish the aircraft in straight and level unaccelerated flight.
Reference the heading indicated on the magnetic compass to see
which ADAHRS system it more closely matches and to verify
which ADAHRS system is in error. If it is determined that the
pilot’s ADAHRS 1 system is in error, change the pilot’s system
to ADAHRS 2. If it is determined that the copilot’s ADAHRS 2
system is in error, change the copilot’s system to ADAHRS 1.
Land as soon as practical.

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3.62d YELLOW ALTITUDE MISCOMPARE ON

PILOT’S AND COPILOT’S PFD’S (3.4d)

Should an altitude difference of 50 feet or greater exist between

the pilot’s PFD (ADAHRS 1) and the copilot’s PFD (ADAHRS
2), establish the aircraft in straight and level unaccelerated flight.

NOTE
The altitude miscompare annunciator will illuminate
when a miscompare of 50 feet is detected from sea level
to 5,000 feet. Above 5,000 feet the miscompare value is
linearly increased up to 150 feet at 30,000 feet.

Reference the altitude indicated on the standby altimeter to see

which ADAHRS system it more closely matches and to verify
which ADAHRS system is in error. If it is determined that the
pilot’s ADAHRS 1 system is in error, change the pilot’s system
to ADAHRS 2. If it is determined that the copilot’s ADAHRS 2
system is in error, change the copilot’s system to ADAHRS 1.

Land as soon as practical.

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3.62e YELLOW PITCH AND ROLL MISCOMPARE ON

PILOT’S AND COPILOT’S PFD’S (3.4e)

Should a pitch or roll difference of 3 degrees or greater exist

between the pilot’s PFD (ADAHRS 1) and the copilot’s PFD
(ADAHRS 2), establish the aircraft in straight and level
unaccelerated flight.

Reference the pitch and roll indicated on the standby attitude

indicator to see which ADAHRS system it more closely matches
and to verify which ADAHRS system is in error. If it is
determined that the pilot’s ADAHRS 1 system is in error, change
the pilot’s system to ADAHRS 2. If it is determined that the
copilot’s ADAHRS 2 system is in error, change the copilot’s
system to ADAHRS 1.

Land as soon as practical.

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3.62f INVALID AIR DATA (3.4f)

Should the airspeed, altimeter, and vertical speed data be replaced
with red X’s, refer to the standby airspeed and altimeter
instruments for aircraft airspeed and altimeter data.

If time and conditions permit, and the failure is associated with

the pilot’s PFD, pull the pilot’s PFD circuit breakers (one located
on the pilot’s aft circuit breaker panel and one located on the
copilot’s circuit breaker panel). Reset both circuit breakers.
If air data is still invalid, select ADAHRS 2, and if the aircraft is
equipped with the optional second transponder, select
Transponder No. 2.
If time and conditions permit, and the failure is associated with
the copilot’s ADAHRS, pull the copilot’s PFD circuit breakers
(one located on the pilot’s aft circuit breaker panel and one
located on the copilot’s circuit breaker panel). Reset both circuit
breakers. If air data is still invalid, select ADAHRS 1.
Note
Certain failures of the pilot’s PFD may cause a loss of
Transponder No. 1 Mode C capability. Loss of
Transponder No. 2 Mode C capability can be caused by
failure of the copilot’s MFD. Verify Mode C operation
with ATC.
Cross check airspeed and altitude indications with the standby
instruments.
Land as soon as practical.

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FAA Approval Date: 1 Jun 2012
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JetProp DLX Emergency Procedures
3.62g INVALID HEADING DATA (3.4g)
Should the heading bug and heading data be replaced with red
X’s, refer to the magnetic compass for heading data.
NOTE
For accurate magnetic compass readings select the
WINDSHLD HT, PROP HEAT, AIR COND AND
BLOWER switches OFF.

If time and conditions permit, and the failure is associated with

the pilot’s PFD, pull the pilot’s PFD circuit breakers (one located
on the pilot’s aft circuit breaker panel and one located on the
copilot’s circuit breaker panel). Reset both circuit breakers.
If heading data is still invalid, select ADAHRS 2 and continue to
monitor the magnetic compass.
If time and conditions permit, and the failure is associated with
the copilot’s ADAHRS, pull the copilot’s PFD circuit breakers
(one located on the pilot’s aft circuit breaker panel and one
located on the copilot’s circuit breaker panel). Reset both circuit
breakers. If heading data is still invalid, select ADAHRS 1, and
continue to monitor the magnetic compass.
Land as soon as practical.

3.62h CROSSCHECK MONITOR (3.4h)

Should the PFD display a yellow crosscheck attitude annunciator,
establish the aircraft in straight and level unaccelerated flight.
Crosscheck the aircraft attitude with the off side PFD and standby
attitude gyro. Select the operational ADAHRS and monitor the
standby attitude indicator.
Land as soon as practical.

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FAA Approval Date: 1 Jun 2012
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JetProp DLX Emergency Procedures

3.62i INVALID ATTITUDE AND HEADING DATA (3.4i)

Should the attitude and heading data be replaced with red X’s,
verify the standby attitude gyro switch is ON and the flag is
pulled on the gyro and refer to the standby attitude gyro for
attitude control.
If time and conditions permit, and the failure is associated with
the pilot’s PFD, pull the pilot’s PFD circuit breakers (one located
on the pilot’s aft circuit breaker panel and one located on the
copilot’s circuit breaker panel). Reset both circuit breakers.
If attitude and heading data is still invalid, select ADAHRS 2.
If time and conditions permit, and the failure is associated with
the copilot’s ADAHRS, pull the copilot’s PFD circuit breakers
(one located on the pilot’s aft circuit breaker panel and one
located on the copilot’s circuit breaker panel). Reset both circuit
breakers. If attitude and heading data is still invalid, select
ADAHRS 1.

Continue to monitor the standby attitude indicator for attitude

control.
Land as soon as practical.

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FAA Approval Date: 1 Jun 2012
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JetProp DLX Emergency Procedures

3.62j FAILURE OF ATTITUDE, AIRSPEED AND

HEADING REFERENCE SYSTEM (ADAHRS) (3.4j)
Should the airspeed, attitude, heading, and altitude data be
replaced with red X’s, verify the standby attitude gyro switch is
ON and the flag is pulled on the gyro and refer to the standby
instruments for attitude control.
If time and conditions permit, and the failure is associated with
the pilot’s PFD, pull the pilot’s PFD circuit breakers (one located
on the pilot’s aft circuit breaker panel and one located on the
copilot’s circuit breaker panel). Reset both circuit breakers.
If ADAHRS initialization does not occur, select ADAHRS 2.
If the aircraft is equipped with the optional second transponder,
select Transponder No. 2.

If the failure is associated with the copilot’s ADAHRS, pull the

copilot’s PFD circuit breakers (one located on the pilot’s aft
circuit breaker panel and one located on the copilot’s circuit
breaker panel). Reset both circuit breakers.

If ADAHRS initialization does not occur, select ADAHRS 1.

Continue to monitor the standby instruments for attitude control.

Land as soon as practical

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FAA Approval Date: 1 Jun 2012
Change 23 3-71
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JetProp DLX Emergency Procedures

3.62k FAILURE OF MULTI-FUNCTION DISPLAY (MFD)

(3.4k)
Should the Multi-Function Display (MFD) go blank, pull and
reset the MFD circuit breaker located on the pilot’s aft circuit
breaker panel.

If initialization of the MFD does not occur, land as soon as

possible.

3.62l LOSS OF STANDBY ATTITUDE INDICTOR (3.4l)

Should the OFF Warning Flag display, or should the indicator be
tumbled or show erroneous attitude display, select TEST on the
standby attitude indicator test switch (located on the left of the
standby attitude indicator) and verify that the green STBY ATT
IND TEST annunciator illuminates.

Establish the aircraft in straight and level unaccelerated flight,

then pull the “PULL TO CAGE” knob on the standby attitude
indicator, then Uncage.

If the standby attitude indicator does not recover, pull the “PULL
TO CAGE” knob to Cage, and land as soon as practical.

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FAA Approval Date: 1 Jun 2012
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3.62m FAILURE OF FLIGHT AND NAVIGATION

DISPLAYS (3.4m)

Should all displays go blank, verify the standby attitude gyro

switch is ON and the flag is pulled on the gyro, maintain aircraft
in straight and unaccelerated flight by referring to the standby
airspeed, altimeter, and attitude gyro indicators.

Pull the Avionics Dimming Circuit Breaker located on the pilot’s

aft circuit breaker panel.
NOTE
A failure of the display dimmer control can result in the
two Garmin displays going blank. This is an indication of
a partial failure of the dimmer control. A complete failure
of this control would normally reinstate the displays to a
full bright condition. However, if the displays should
blank out, reinstatement of the displays to a full bright
condition can be accomplished by bypassing the dimmer
control (pulling the Avionics Dimming Circuit Breaker).

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FAA Approval Date: 1 Jun 2012
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JetProp DLX Normal Procedures

TABLE OF CONTENTS

SECTION 4

NORMAL PROCEDURES

Paragraph Page
No. No.
4.1 GENERAL ……………………………………………4-1
4.3 AIRSPEEDS FOR SAFE OPERATION ……………..4-2
4.5 NORMAL PROCEDURES CHECKLIST……………4-3
4.5a Preflight Checklists (4.9)……………………………...4-3
4.5b Before Starting Engine Checklist (4.11)……………....4-8
4.5c Engine Start Checklist (4.13)………………………….4-9
ENGINE START - GENERAL (4.13a)……………….4-9
STARTING ENGINE (Battery Start) (4.13b)…….…..4-9
STARTING ENGINE (Aux Power Start)(4.13c)……4-12
4.5d Before Taxiing Checklist (4.15)……………………...4-12
4.5e Taxiing Checklist (4.17)……………………………...4-12
4.5f Ground Check Checklist (4.19)………………………4-12
4.5g Before Takeoff Checklist (4.21) …………………….4-13
4.5h Takeoff Checklist (4.23)
NORMAL TECHNIQUE (4.23a)……………………4-14
O0 FLAP TAKEOFF PERFORMANCE (4.23b)……4-15
SHORT FIELD TAKEOFF
PERFORMANCE (4.23c) ……...……………...4-16

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FAA Approval Date: 8 April 1999
Change 5 4-i
JetProp LLC Section 4
JetProp DLX Normal Procedures

TABLE OF CONTENTS (continued)

SECTION 4 (continued)

NORMAL PROCEDURES

Paragraph
No.

4.5j Cruise Checklist (4.27) ………………………………4-16

4.5k Descent Checklist (4.29)……………………………..4-17
4.5m Approach And Landing Checklist (4.31) ……………4-17
NORMAL TECHNIQUE (4.31a)……………………4-18
SHORT FIELD TECHNIQUE (4.31b)………………4-19
4.5n Go around Checklist (4.33)…………………………..4-19
4.5o After Landing Checklist (4.35)………………………4-19
4.5p Stopping Engine Checklist (4.37)……………………4-20
4.5q Mooring Checklist (4.39)…………………………….4-21
4.7 AMPLIFIED PROCEDURES ………………………4-21
4.9 PREFLIGHT CHECK (4.5a)………………………...4-21
4.9a Cockpit (4.5a)………………………………………...4-21
4.9b Empennage (4.5a)……………...…………………….4-22
4.9c Right Wing (4.5a)……………………………………4-23
4.9d Nose Section (4.5a)…………………………………..4-24
4.9e Left Wing (4.5a)……………………………………...4-24
4.9f Miscellaneous (4.5a)…………………………………4-25
4.11 BEFORE STARTING ENGINE (4.5b)……………...4-26
4.13 ENGINE START (4.5c)…………………………… ..4-27
4.13a Engine Start - General (4.5c)………………………. .4-27
4.13b Normal Start (4.5c)…………………………………. .4-27
4.13e Engine Start With External Power Source (4.5c)…….4-29
4.15 BEFORE TAXIING (4.5d)…………………………..4-30

______________________________________________
FAA Approval Date: 6 October 2009
Change 21 4-ii
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JetProp DLX Normal Procedures

TABLE OF CONTENTS (continued)

SECTION 4
NORMAL PROCEDURES
Paragraph
No.
4.17 TAXIING (4.5e)……………………………………...4-30
4.19 GROUND CHECK (4.5f)……………………………4-31
4.21 BEFORE TAKEOFF (4.5g)………………………….4-32
4.23 TAKEOFF (4.5h)…………………………………….4-33
4.23a Normal Technique (4.5h)…………………………….4-33
4.23b 00 Flap Takeoff Performance (4.5h)………………….4-34
4.23c Short Field Takeoff Performance (4.5h)……………..4-34
4.25 CLIMB (4.5i) ………………………………………..4-35
4.25a Maximum Continuous Power Climb (4.5i)………….4-35
4.25b Cruise Climb (4.5i)…………………………………...4-35
4.27 CRUISE (4.5j)………………………………………..4-35
4.29 DESCENT (4.5k)…………………………………….4-37
4.31 APPROACH AND LANDlNG (4.5m)………………4-37
4.31a Normal Technique (4.5m)……………………………4-38
4.31b Short Field Technique (4.5m) ………………………..4-39
4.33 GO-AROUND (4.5n) ………………………………..4-39
4.35 AFTER LANDING CHECKLIST (4.5o)……………4-39
4.37 STOPPING ENGINE (4.5p)…………………………4-40
4.39 MOORING (4.5q)……………………………………4-40
4.41 STALLS……………………………………………...4-40
4.43 TURBULENT AIR OPERATION ………………….4-41
4.45 CABIN PRESSURIZATION SYSTEM……………..4-42
4.47 SUPPLEMENTAL ELECTRIC HEATER ………….4-44
4.48 ADDITIONAL JETPROP HEAT PROVISIONS…. 4-45
4.49 NOISE LEVEL …………………………………….. 4-49
4.51 ICING CONDITIONS……………………………. 4-50
4.53 AUTOPILOT OPERATION …………………….… 4-51
4.54 MVP-50T PRIMARY ENGINE MONITOR ………. 4-53

______________________________________________
FAA Approval Date: 7/1/2014
Change 26 4-iii
JetProp LLC Section 4
JetProp DLX Normal Procedures

JetProp DLX Supplemental

Flight Manual
SECTION 4

NORMAL PROCEDURES

4.1 GENERAL
This section provides the normal operating procedures for the
JetProp airplane. All of the normal operating procedures required
by the FAA as well as those procedures which have been
determined as necessary for the operation of the airplane, as
determined by the operating and designed features of the
airplane, are presented. These procedures are provided to supply
information on procedures which are not the same for all
airplanes and as a source of reference and review. Pilots should
familiarize themselves with these procedures to become
proficient in the normal operation of the airplane.

This section is divided into two parts. The first part is a short
form checklist supplying an action - reaction sequence for normal
procedures with little emphasis on the operation of the systems.
Numbers in parentheses after each checklist section indicate the
paragraph where the corresponding amplified procedure can be
found. The second part of this section contains the amplified
normal procedures which provide detailed information and
explanations of the procedures and how to perform them. This
portion of the section is not intended for use as an inflight
reference due to the lengthy explanation. The short form
checklists should be used on the ground and in flight. Numbers in
parentheses after each paragraph title indicate where the
corresponding checklist can be found.

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FAA Approval Date: 8 April 1999
Change 5 4-1
JetProp LLC Section 4
JetProp DLX Normal Procedures
4.3 AIRSPEEDS FOR SAFE OPERATIONS

The following airspeeds are those which are significant to the

safe operation of the airplane. These figures are for standard
airplanes flown at gross weight under standard conditions at sea
level.

Performance for a specific airplane may vary from published

figures depending upon the equipment installed, the condition of
the engine, airplane and equipment, atmospheric conditions and
piloting technique.
(a) Best Rate of Climb Speed ……………………..110 KIAS
(b) Best Angle of Climb Speed ……………………..90 KIAS
(c) Turbulent Air Operating Speed
(See Subsection 2.3)…………………………....137 KIAS
(d) Landing Final Approach Speed (Full Flaps) …....77 KIAS
(e) Maximum Demonstrated Crosswind Velocity …..17 KTS
(f) Maximum Flaps Extended Speed
100……………………………………………...169 KIAS
200……………………………………………...134 KIAS
Full Flaps (360)…………………………………117 KIAS

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FAA Approval Date: 8 April 1999
Change 5 4-2
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JetProp DLX Normal Procedures

WALK-AROUND
Figure 4-1

4.5 NORMAL PROCEDURES CHECKLIST

4.5a Preflight Checklists (4.9)

COCKPIT (4.9a)

Control Wheel ………………………..RELEASE RESTRAINTS

Parking Brake ………………………………………………..SET
Gear Handle………………………………………………DOWN
All Switches and Avionics…………………………………...OFF
Battery Master Switch………………………………………...ON
Battery Select Switch.............CHECK Batt #1 & #2 Voltage, then
..............SELECT Highest Voltage System or BOTH, if equipped

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FAA Approval Date: 6 December 2001
Change 10 4-3
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JetProp DLX Normal Procedures

COCKPIT (Continued)
CAUTION
See fuel imbalance limitations, 2.23.

Fuel Gages…………………………………CHECK QUANTITY

Annunciator Panel………………………………………..CHECK
Oxygen Light (if installed)……………………………….CHECK
Flaps……………………………………………………EXTEND
Battery Master Switch........……………………………….….OFF
Primary Flight Controls…………………PROPER OPERATION
Trim…………………………………………………..NEUTRAL
Static System……………………………………………..DRAIN
Alternate Static System……………………..CHECK PLACARD
Emergency Exit………………………………………….CHECK
Windows……………………………………….CHECK CLEAN
Required Papers…………………………...CHECK ON BOARD
Baggage……………………..STOWED PROPERLY - SECURE

EMPENNAGE (4.9b)

Antennas…………………………………………………CHECK
Surface Condition……………...CLEAR of ICE, FROST, SNOW
Left Static Port……………………………………………CLEAR
Alternate Static Port……………………………………...CLEAR
Elevator…………………………………………………..CHECK
Rudder ……………………………………………………CHECK
Static Wicks……………………………………………...CHECK
Tie Down………………………………………………REMOVE
Right Static Port………………………………………….CLEAR

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FAA Approval Date: 6 December 2001
Change 10 4-4
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JetProp DLX Normal Procedures
RIGHT WING (4.9c)

Surface Condition……………...CLEAR of ICE, FROST, SNOW

Flap and Hinges………………………………………….CHECK
Aileron and Hinges………………………………………CHECK
Static Wicks……………………………………………...CHECK
Wing Tip and Lights……………………………………..CHECK
Right Pitot Tube ..REMOVE COVER, CHECK DRAIN &HEAT
Outboard Fuel Tank...CHECK Supply Visually & SECURE CAP
If vented cap installed, check for vent obstructions.
Inboard Fuel Tank (If fuel not visible in outboard fuel tank)……
CHECK Supply Visually & SECURE CAP
Fuel Tank Vent…………………………………………...CLEAR
Tie Down and Chock…………………………………..REMOVE
Main Gear Strut………....PROPER-INFLATION (3.44 +/- .25in)
Tire……………………………………………………….CHECK
Brake Block and Disc ……………………………………CHECK
Fuel Tank Sump……………………………DRAIN and CHECK
for water, sediment, and proper fuel

RIGHT NOSE SECTION (4.9d)

General Condition………………………………………..CHECK
Fuel Filter Sump (Right Front Side) ……DRAIN AND CHECK
Header Tank Sump
(Rear Of Fuel Filter Sump)………DRAIN AND CHECK
Cowling…………………………………………………SECURE
Windshield……………………………………………….CLEAN
Propeller and Spinner …………CHECK AND REMOVE LOCK

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FAA Approval Date: 1 Jun 2012
Change 23 4-5
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LEFT NOSE SECTION (4.9d)
Air Intake and NACA Inlets…CHECK AND REMOVE COVER
Exhaust Ports………………...CHECK AND REMOVE COVER
Landing Light ……………………………………………CHECK
Chock …………………………………………………REMOVE
Nose Gear Strut…………..PROPER-INFLATION (1.65+/-.25in)
Nose Wheel Tire…………………………………………CHECK
Oil Check…………………………………..QUANTITY CHECK
Dipstick…………………………………...PROPERLY SEATED
Tow Bar………………………………STOWED AND SECURE
Baggage Door …………………………..CLOSE AND SECURE
LEFT WING (4.9e)
Surface Condition……………...CLEAR of ICE, FROST, SNOW
CAUTION
When draining any amount of fuel, care should be taken
to ensure that no fire hazard exists before starting engine.
Fuel Tank Sump………………………….. .DRAIN and CHECK
for water, sediment, and proper fuel
Tie Down And Chock …………………………………REMOVE
Main Gear Strut…………..PROPER-INFLATION (3.44+/-.25in)
Tire……………………………………………………….CHECK
Brake Block and Disc ……………………………………CHECK
Pitot Tube………………REMOVE COVER & CHECK (HEAT)
Outboard Fuel Tank...CHECK Supply Visually & SECURE CAP
Inboard Fuel Tank (If fuel not visible in outboard fuel tank)…….
CHECK Supply Visually & SECURE CAP
Fuel Tank Vent…………………………………………...CLEAR
Wing Tip and Lights……………………………………..CHECK
Aileron and Hinges………………………………………CHECK
Static Wicks……………………………………………...CHECK
Flap and Hinges………………………………………….CHECK
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FAA Approval Date: 8 April 1999
Change 5 4-6
JetProp LLC Section 4
JetProp DLX Normal Procedures
MISCELLANEOUS (4.9f)
Oxygen System…………………..CHECK MASK AND HOSES
Battery Master Switch………………………………………..ON
Flaps………………………………………………….RETRACT
Interior Lighting………………………………...ON and CHECK
Pitot Heat (both)………ON (3 MIN MAX) CHECK FOR HEAT
CAUTION
Care should be taken when an operational check of the
heated pitot head is being performed. The unit becomes
very hot. Ground operation should be limited to three
minutes maximum to avoid damaging the heating
elements.

Stall Warning Heat Switch…………………………………...ON

Exterior Lighting Switches……………………...ON and CHECK
Pitot (both) ………………………….………….CHECK WARM
Stall Warning Heat Switch ……………………..CHECK WARM
All Lighting Switches………………………………………..OFF
Pitot Heat Switches (Both)………………………………..….OFF
Stall Warning Heat Switch…………………...………………OFF
Oil Door Operation………………………………………CHECK
Ice Door Operation………………………………………CHECK
Battery Master Switch………………………………………..OFF

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FAA Approval Date: 8 April 1999
Change 5 4-7
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4.5b Before Starting Engine Checklist (4.11)

Preflight Inspection and Weight and Balance Check COMPLETE

All Key Locking Cabin Doors……………………...UNLOCKED
Passenger Briefing………………………………….COMPLETE
Passengers………………………………………………..BOARD
Doors……………………………………...CLOSE AND LATCH

WARNING

Do not attempt pressurized flight if all four door pin

indicators are not green and/or the DOOR AJAR
annunciator is lit.

Door Pins………………………….ALL INDICATORS GREEN

Parking Brake ………..SET (DEPRESS BRAKE PEDALS AND
PULL OUT CONTROL)
Seats, Seat Belts, Shoulder Harness……….ADJUST & SECURE
(Seat lock indicator pin is extended)

WARNING
Failure to properly utilize seat belts and shoulder harness
could result in SERIOUS or FATAL injury in the event of
an accident.

Gear Lever………………………………...DOWN and LOCKED

Circuit Breakers………………………………………CHECK IN
Switches……………………………………………………...OFF
Air Conditioner………………………………………………OFF
Radar and Radio Master…...…...…………………………….OFF
Wing Flaps(power on momentarily if necessary)……………..UP
Cabin Altitude Selector………………………………………SET
Cabin Altitude Rate Control………………………………….SET
Cabin Pressurization Control ………………………………..SET
Cabin Dump Switch………………………………………….SET
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FAA Approval Date: 8 April 1999
Change 5 4-8
JetProp LLC Section 4
JetProp DLX Normal Procedures
4.5b Before Starting Engine Checklist (4.11) (Continued)

Fuel Firewall Shut Off Lever ……………….LOCKED ON (UP)

Power Control Lever………………………………...……...IDLE
Propeller Control Lever………………………FULL FORWARD
Fuel Condition Lever …………………………………..CUTOFF

4.5c Engine Start Checklist (4.13)

ENGINE START – GENERAL (4.13a)

CAUTION
Do not exceed starter time limits (30 seconds ON, 1
minute OFF, 30 seconds ON, 1 minute OFF, 30 seconds
ON, 30 minutes OFF.

STARTING ENGINE (Battery Start) (4.13b)

Battery Master Switch………………………………………...ON

Battery Select Switch.........CHECK (22 Volts Min, Batt #1 & #2)
......then SELECT Highest Voltage Battery or BOTH, if equipped

NOTE
If one battery is dead (<15v), select only the good battery for
start. Do not select BOTH nor engage DUAL BATT (depending
on configuration)

Fuel Transfer Pumps, L&R…….….CHECK & RESET to AUTO

NOTE
Activate the transfer pump in the manual mode, and listen
for pump activation with the Fuel Selector Lever in both
left and right positions. Reset to AUTO Mode.

Emergency Transfer Pump...TEST (Listen & HT HI PRESS Lite)

Header Tank............FULL (Run Emer. Transfer Pump Until Full)
Fuel Selector Lever……………….……………DESIRED TANK
Manual Fuel Override Switch……………Guarded and Light Out
Propeller Area ……………………………………………CLEAR
IGNITION .........ON (move fuel condition lever forward slightly,
listen for spark, CHECK Annunciator, then condition lever off)
_________________________________________________
FAA Approval Date: 6 December 2001
Change 10 4-9
JetProp LLC Section 4
JetProp DLX Normal Procedures
STARTING ENGINE (Battery Start) (Continued)
CAUTION
Perform engine starts with the Ignition Switch only in the “ON”
position. Do not perform normal starts in the “AUTO” position
(if so equipped).
Fuel Boost Pump Switch
(Check Both #1 and #2) ……...............CHECK Each, One ON
a. Fuel Boost Pump #1 or #2 CHECK (15 PSI MIN -
BUT NO FUEL FLOW)
b. To ensure both pumps are used, use pump #1 on odd
numbered days and pump #2 one even days.
CAUTION
Flight should not be conducted unless both pumps are
operational. One must be on the entire flight.
Dual Battery Momentary Switch (If equipped).................
..........................................................................PRESS and HOLD
Note
If one battery is dead, do not engage DUAL BATT for start
Start Switch……………………………...START and OBSERVE
a. Voltage...............................................................CHECK
CAUTION
Voltage after starter engage should be >17 v. Hot start could
occur if voltage drops below 17 v. ABORT start if below 14 v.

b. Engine Oil Pressure……CHECK FOR INDICATION

c. Ng……………………….STABLE (15% MINIMUM)
CAUTION
Do not exceed starter time limits (30 seconds ON, 1
minute OFF, 30 seconds ON, 1 minute OFF, 30 seconds
ON, 30 minutes OFF.
Fuel Condition Lever…ADVANCE FORWARD and OBSERVE
_________________________________________________
FAA Approval Date: 6 December 2001
Change 10 4-10
JetProp LLC Section 4
JetProp DLX Normal Procedures

STARTING ENGINE (Battery Start) (Continued)

a. Fuel Flow……..CHECK 80 - 110 PPH (12 to 16 gal/hr)

b. ITT..............MONITOR (10900 C MAX for 2 seconds)
CAUTIONS
If ITT climbs rapidly towards 9000 C, be prepared to
return the fuel condition lever to CUTOFF.
Whenever the engine fails to light within 10 seconds after
moving the Fuel Condition Lever to RUN, shut off fuel,
starter and ignition. Allow a 30-second fuel draining
period, followed by a 15-second dry motoring run before
attempting another start.

Ng……………………………………………….52% MINIMUM
Starter Switch ………………………………………………..OFF
Dual Battery Momentary Switch (If Equipped).............RELEASE
Ignition Switch……………………………………………….OFF
Engine Instruments………………………………………CHECK
Battery Select Switch.........................................SELECT #1 or #2
Alternator …….….ON and CHECK Alternator Annunciator ON
AND BATTERY CHARGING

(Charge each battery with alternator at least 30 seconds before

engaging generator)

Generator …ON (Check GEN Annunciator ON; ALT Light OFF)

Battery Select Switch (3-position, if equipped)....................BOTH
Alternator.................................................................................OFF
Avionics Power Switch and Radios…….......ON AS REQUIRED
Navigation Lights and Flashing Beacon…....ON AS REQUIRED
Suction Gage…………….............CHECK (4.8 in Hg, Minimum)
Cabin Heating, Air-conditioning, Ventilating and Defrosting….
...................................................................AS REQUIRED
Fuel Totalizer………………………………………………...SET
_________________________________________________
FAA Approval Date: 6 December 2001
Change 10 4-11
JetProp LLC Section 4
JetProp DLX Normal Procedures
STARTING ENGINE (AUXILIARY POWER START) (24-
28 VOLT, MINIMUM 800-AMP, AND MAXIMUM 1,700
AMP CAPACITY) (4.13c)
Battery Master Switch........…………………………………..OFF
All Electrical Equipment……………………………………..OFF
Propeller.........................................................................FEATHER
External Power Unit...................CHECK UNIT OFF & PLUG IN
External Power Unit Switch…………………………………..ON
Note
Battery Master Switch ON with external power connected is NOT
recommended. Do not engage Dual Battery Switch, if equipped.
Proceed with Normal Engine Start Procedure
External Power Unit….............CHECK OFF & REMOVE PLUG
Battery Master Switch.........…………………………………...ON
Propeller.................................................Full INCREASE (Slowly)
Proceed with Remainder of “Starting Engine” Checklist
4.5d Before Taxiing Checklist (4.15)
Radio Master Switch…………………………………………..ON
Environmental System …………………………….AS DESIRED
Supplemental Electric Heater ……………………..AS DESIRED
4.5e Taxiing Checklist (4.17) (Radio For Proper Clearance)
Parking Brake………………………………………..RELEASED
Taxi Area…………………………………………………CLEAR
Propeller Control Lever…..…………………..FULL INCREASE
Throttle……………....………………………..APPLY SLOWLY
Brakes……………………………………………………CHECK
Steering…………………………………………………..CHECK
Flight Instruments………………………………………..CHECK
4.5f Ground Check Checklist (4.19)
Parking Brake ………………………………………………..SET
Alternator/Generator…ALTERNATOR OFF/GENERATOR ON
Volt/Ammeter (Alternator and Generator)………………CHECK
Oil Temp/Pressure……………………………………….CHECK
_______________________________________________
FAA Approval Date: 6 December 2001
Change 10 4-12
JetProp LLC Section 4
JetProp DLX Normal Procedures
4.5f Ground Check Checklist (Continued)
Fuel Pressure (Pump 1 and Pump 2)…………...………...CHECK
Overspeed Governor Test...…Prop RPM >2000, PUSH TO TEST
Gyro Suction.............CHECK Gage & #1 Annunciator not lighted
Standby Vacuum..............................CHECK Activation, then OFF
Propeller Control………………..Prop RPM 1500, CYCLE PROP
Throttle/Propeller Beta Control….........………………….CHECK
Manual Override.................CHECK Increase/Decrease/Off/Guard
Air Conditioner………………….………………………..CHECK
Annunciator Panel……………….……………..PRESS-TO-TEST
Pitot, Stall Warning, Prop, & Windshield Heat,
Ice Door, Surface Deice………………………….CHECK
Autopilot ………………………………TEST, then CHECK OFF
GPS/LORAN/VORS…………………………………………SET
Transponder………………STANDBY (WITH PROPER CODE)
4.5g Before Takeoff Checklist (4.21)
Battery Master Switch (Battery #1 or Battery #2)…………....ON
Generator ……………………….…………………………….ON
Fuel Firewall Valve .......……………...ON (UP AND LOCKED)
Trim…………………………………………………………..SET
Fuel Condition Lever…………………………FULL FORWARD
Propeller Control ……………………………..FULL INCREASE
Flaps …………………………………………………………SET
Gear……………………………………..DOWN AND LOCKED
Engine Gauges…………………………………….……..CHECK
Fuel Boost Pump…………………………………...ON (#1 or #2)
Header Tank ……………………………………………….FULL
Ignition Switch (If in windy or wet conditions)………………ON
Flight Instruments………………………………………..CHECK
Controls……………….…………………………………….FREE
Pressurization Controls………………………………...……..SET
Fuel Selector ……………………………………PROPER TANK
Fuel Transfer Pump…………..……………………………AUTO
Air Conditioner …………………………………………..….OFF
Oil Door…………………OPEN FOR TAKEOFF AND CLIMB
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4.5g Before Takeoff Checklist (Continued)
Note
If flight into icing conditions (in visible moisture below
+5C) is anticipated, conduct a preflight check of the
systems per Supplement No. 10 – Ice Protection Systems.
Ice Deflector Door……………………………....AS REQUIRED
Pitot Heat (Right & Left) …………………….....AS REQUIRED
Stall Warning Heat…………………………..…..AS REQUIRED
Windshield Heat ………………………………..AS REQUIRED
Prop Heat and Air Inlet Heat……………………AS REQUIRED
Seat Backs ……………………………………………….ERECT
Belts/Harness…………………………………………...SECURE
Empty Seats……………...SEAT BELTS SNUGLY FASTENED
Door ………………………………………………….LATCHED
Pilot Window…………………………………………LATCHED
Parking Brake ………………………………………RELEASED
Strobe/Anti-Collision Lights……………………………..…..ON
Transponder ………………………ON (WITH PROPER CODE)
4.5h Takeoff Checklist (4.23)
NOTE
During landing gear operation, it is normal for the
HYDRAULIC PUMP annunciator light to illuminate until
full system pressure is restored.
NORMAL TECHNIQUE (4.23a)
Flaps…………………………………………………...……..SET
Trim…………………………………………………………..SET
Power….ADVANCE Smoothly to approximately 1200 FT-LB
Torque, not to exceed an ITT of 6950 C(PT6A-21) 7900 C (PT6A-
34) or 8050 C (PT6A-35).
Warning
Do not exceed the max torque or ITT limits. Exceedance could
cause aircraft or engine damage.

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4.5h Takeoff Checklist (4.23) (Continued)

Accelerate to 80 KIAS:
Control Wheel .......................ROTATE TO CLIMB ATTITUDE
After Breaking Ground and Established in Climb:
Gear……………………………..……………………………..UP
Accelerate to Climb Speed:
Flaps…………………………………………………………...UP

Note
Power should be reduced to cruise climb setting
only after obstacles are cleared.
Clear of Obstacles and Established in Climb:

Max Climb Torque/ITT ….....1337 FT-LB/7400C (PT6A-34/35)

1315 FT-LB/6800C (PT6A-21)
Ignition Switch……………………………......…AS REQUIRED
Climb Speed
Best Angle………………………………………90 KIAS
Best Rate………………………………….……110 KIAS
Recommended Rate……………………………140 KIAS

00 FLAP TAKEOFF PERFORMANCE (4.23b)

Flaps…………………………………………………………….00
Trim…………………………………………………………..SET
Brakes ……………………………………………………APPLY
Power………………………………………SET TO MAXIMUM
Brakes…………………………………………………RELEASE
Liftoff …………………………………………………...80 KIAS
Obstacle Clearance Speed……………………………….90 KIAS
Landing Gear…………………………………………………..UP

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SHORT FIELD TAKEOFF PERFORMANCE (4.23c)

NOTE
Gear warning will sound when the landing gear is
retracted with the flaps extended more than l00.
Flaps………………………………………………...…………200
Trim……………………………………………….….………SET
Brakes ……………………………………………………APPLY
Power ……………………………………..SET TO MAXIMUM
Brakes …………………………………………………RELEASE
Liftoff …………………………………………………...69 KIAS
Obstacle Clearance Speed……………………………….90 KIAS
Landing Gear…………………………………………………..Up
Flaps…………………RETRACT as speed builds thru 90 KIAS

4.5j Cruise Checklist (4.27)

WARNING
Operation above 27,000 ft is not approved. Above 25,000
ft, a Quick Donning Oxygen Mask must be available for use.

NOTE
Maximum Cruise ITT is 6800C (PT6A-21) or 7400C (PT6A-
34/35). In no case should the aircraft be operated with an
ITT in excess of the maximum.
Power………………………………....SET BY POWER CHART
Fuel Selector/Tanks………..BALANCE/HEADER TANK FULL

CAUTION
If a wing tank runs dry with the auto fuel system operating
in AUTO, the pilot must select the other wing tank or turn
the auto fuel system to the off position to prevent over
heating the selected wing transfer pump.

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4.5j Cruise Checklist (Continued)

Battery Select Switch...................CHECK on BOTH (if equipped)

.........................or ALTERNATE between BATT#1 and BATT#2
Pressurization & Controls…........................……………..CHECK
Engine Instruments………………...............................MONITOR
Ignition Switch.......................................................AS REQUIRED
Ice Protection.........................................................AS REQUIRED

4.5k Descent Checklist (4.29)

Power………………………………………...…….AS DESIRED
Prop Speed…………………………………...CRUISE SETTING
Gear/Flaps……………………………………….AS REQUIRED
Airspeed …………………………..…………….AS REQUIRED
Pressurization Controls………………………………………SET
Altimeter…………………………………….……………….SET
Windshield Defrost.……………………………..AS REQUIRED
4.5m Approach And Landing Checklist (4.31)
Fuel Selector…………………………………….PROPER TANK
Header Tank………………………………………………..FULL
Propeller Control……………………………...FULL INCREASE
Gear ……………………….…………..DOWN – 169 KIAS max.
NOTE
During landing gear operation it is normal for
the HYDRAULIC Pump annunciator light to
illuminate until full system pressure is restored.

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4.5m Approach And Landing Checklist (Continued)

Flaps………………………………………………………….SET
Trim (Rudder and Elevator)………………………………….SET
Ignition Switch (If windy or wet conditions)…………………ON
Seat Backs……………………………………………...…ERECT
Belts/Harness ……………………………….. FASTEN/ADJUST
Cabin Pressure………………………...……..DEPRESSURIZED
Air Conditioner………………………………………………OFF
Toe Brakes…………………………………...DEPRESS to check
WARNING
After pumping several times, if one or both toe brakes are
inoperative, DO NOT attempt landing on a short field.

NORMAL TECHNIQUE (4.3la)

Flaps …………………………………………….AS REQUIRED

Airspeed…………………………………...90 KIAS (flaps down)
100 KIAS (flaps up)
Power Control Lever …..………………………..AS REQUIRED
CAUTION
When power is reduced below 250 FT-LB of torque, a
significant increase in drag and therefore an increased
descent rate will be encountered.

After touchdown:
Power Control Lever ………………….REVERSE AS DESIRED
Brakes……………………………………………AS REQUIRED

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SHORT FIELD TECHNIQUE (4.3lb)
Flaps……………………………………………….FULL DOWN
Airspeed…………………………………………………80 KIAS
Power Control Lever ………..…………………..AS REQUIRED
CAUTION
When power is reduced below 250 FT-LB of torque, a
significant increase in drag and therefore an increased
descent rate will be encountered.
After touchdown:
Power Control Lever ……………...……MAXIMUM REVERSE
Brakes……………………………………………AS REQUIRED
4.5n Go-around Checklist (4.33)
Propeller Control……………………………...FULL INCREASE
Power Control…….FULL POWER (1337 LBS TORQUE MAX)
Control Wheel..…………………….back pressure to ROTATE to
CLIMB ATTITUDE
Airspeed ………………………………………………...80 KIAS
Gear …………………………………………………………...UP
Flaps ………………………………………RETRACT SLOWLY
Trim ……………………………………………..AS REQUIRED
4.5o After Landing Checklist (4.35)
Ground Clearance………..……………………....AS REQUIRED
Oil Door …………………………………………………...OPEN
Flaps…………………………………………………..RETRACT
Air Conditioner………………………………….…AS DESIRED
Radar …………………………………………………...……OFF
Strobe Lights ………………………………………………...OFF
Landing/Taxi Lights……………………….……AS REQUIRED
Prop Heat and Air Inlet Heat ………………………………..OFF
Pitot Heat ……………………………………………………OFF
Ignition Switch……………………………………..CHECK OFF

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4.5p Stopping Engine (4.37)
Radios and Electrical Equipment…………………………….OFF
External Lights……………………………………………….OFF
Air Conditioner ……………………………………………...OFF
Generator/Alternator…………………………………………OFF
Power Control Lever …………………….…………………IDLE
NOTE
Allow the engine to stabilize for a minimum of one
minute at minimum obtainable ITT.
Propeller Control Lever……………………...………..FEATHER
NOTE
Wait until Np decreases to approximately 400 RPM before
moving the fuel condition lever to off.
Fuel Condition Lever…………………………………..…….OFF
NOTE
Wait until Ng is less than 10% before turning the fuel
boost pump off.
Fuel Boost Pump…………………………..…………………OFF
Battery Master Switch………………………………………..OFF
NOTE
During shutdown ensure that the compressor decelerates
freely.
WARNING
If there is an evidence of fire within the engine after shut-
down, proceed immediately as described under “Engine
Fire During Start”.

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4.5 Mooring Checklist (4.39)

MOORING (4.39)
Parking Brake ………………………………………………..SET
Control Wheel ……………………………..SECURED with belts
Flaps……………………………………………………FULL UP
Wheel Chocks ………………………………………...IN PLACE
Tie Downs………………………………………………SECURE
4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL)
The following paragraphs are provided to supply detailed
information and the explanation of the normal procedures for
operation of the airplane.
4.9 PREFLIGHT CHECK (4.5a)
The airplane should be given a thorough preflight and walk-
around check. The preflight should include a check of the
airplane's operational status, computation of weight and C.G.
limits, takeoff distance and in-flight performance. A weather
briefing should be obtained for the intended flight path, and any
other factors relating to a safe flight should be checked before
take off.
4.9a Cockpit (4.5a)
Upon entering the cockpit, release the seat belts securing the
control wheel.
Set the parking brake by first depressing and holding the toe
brake pedals and then pull the parking brake knob.
Check that the landing gear selector is in the DOWN position.
Ensure that all electrical switches are OFF. Turn OFF the radio
master switch. The fuel condition lever should be in the off
position (full aft). Turn the battery master switch ON.
CAUTION
See fuel imbalance limitations 2.23.

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Check the voltage of each battery system by selecting BATT #1

and BATT #2 (22 volts minimum for start). Return battery select
switch to highest voltage battery or to BOTH, if equipped.
Check the fuel quantity gauges for adequate supply and fuel
imbalance (sec. 2.23). Check that the annunciator panel
illuminates. If the supplemental oxygen system annunciator is lit,
the expended canisters must be replaced if oxygen capability is
desired for the flight. Press the stall warning test switch and note
that the stall warning horn sounds. Extend the flaps for the walk-
around inspection. Turn OFF the battery master switch. Check
the primary flight controls for proper operation and set the
elevator and rudder trim to neutral. Open the static system drain
to remove any moisture that has accumulated in the lines. Verify
that the alternate static system valve is in the normal position.
Check that the emergency exit is in place and securely latched.
Check the windows for cleanliness and that the required papers
are on board. Properly stow any baggage and secure.

4.9b Empennage (4.5a)

Begin the walk-around at the left side of the aft fuselage. Check
the condition of any antennas located on the fuselage. All
surfaces of the empennage must be clear of ice, frost, snow or
other extraneous substances. Fairings and access covers should
be attached properly. Ensure that the primary static system ports
on the left and right side of the aft fuselage and the alternate and
pressurization static ports on the underside of the aft fuselage are
clear of obstructions. The elevator and rudder should be
operational and free from damage or interference of any type.
Elevator and rudder static wicks should be firmly attached and in
good condition. Check the condition of the tab and ensure that all
hinges and push rods are sound and operational. If the tail has
been tied down, remove--the tie down rope.

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4.9c Right Wing (4.5a)

Check that the wing surface and control surfaces are clear of ice,
frost, snow or other extraneous substances. Check the flap,
aileron and hinges for damage and operational interference. Static
wicks should be firmly attached and in good condition. Check the
wing tip and lights for damage. If installed, remove the cover
from the pitot heads on the outboard wing tip. Make sure the
holes are open and clear of obstructions.

Open the outboard fuel cap and visually check the fuel. The
quantity should match the indication that was on the fuel quantity
gauge. Replace cap securely. Do not open the inboard fuel cap if
fuel was visible in the outboard tank or if the fuel gauge reads
above full. The fuel tank vent should be clear of obstructions.
Remove the tie down and chock.

Next, complete a check of the landing gear. Check the gear strut
for proper inflation. There should be 3.44+/- 0.25 inches of strut
exposure under a normal static load. Check for hydraulic leaks.
Check the tire for cuts, wear, and proper inflation. Make a visual
check of the brake block and disc. Drain the fuel tank sump
through the quick drain located on the lower surface of the wing
just inboard of the gear well, making sure that enough fuel has
been drained to ensure that all water and sediment is removed.

The fuel system should be drained daily prior to the first flight
and after each refueling.

CAUTION

When draining any amount of fuel, care should be taken

to ensure that no fire hazard exists before starting engine.

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4.9d Nose Section (4.5a)

Check the general condition of the nose section; look for oil or
fluid leakage and that the cowling is secure- Drain the fuel filter
sump located on the lower fuselage aft of the cowling. Check the
windshield and clean if necessary. The propeller and spinner
should be checked for detrimental nicks. cracks, or other defects.
The air inlets should be clear of obstructions. The landing light
should be clean and intact.

Remove the chock and check the nose gear strut for proper
inflation. There should be 1.65+/-0.25 inches of strut exposure
under a normal static load. Check the tire for cuts. wear, and
proper inflation. Check the oil level. Make sure that the cowl
door is closed. Ensure that the tow bar is secured in the nose
baggage area. Close and secure the nose baggage door.

4.9e Left Wing (4.5a)

The wing surface should be clear of ice, frost, and snow. or other
extraneous substances. Drain the left fuel tank sump in the same
manner as the right wing. Remove the tie down and chock. Check
the main gear strut for proper inflation. There should be 3.44+/-
0.25 inches of strut exposure under a normal static load. Check
for hydraulic leaks. Check the tire and the brake block and disc.

Open the outboard fuel cap and visually check the fuel. The
quantity should match the indication that was on the fuel quantity
gauge. Replace cap securely. Do not open the inboard fuel cap if
fuel was visible in the outboard tank or if the fuel gauge reads
above full. The fuel tank vent should be clear of obstructions.

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If installed, remove the cover from the pitot heads on the
outboard wing tip. Make sure the holes are open and clear of
obstructions. Check the wing tip and lights for damage. Check
the aileron, flap. and hinges for damage and operational
interference and that the static wicks are firmly attached and in
good condition.

4.9f Miscellaneous (4.5a)

Enter the cockpit and, if installed, check oxygen masks and

hoses.

Turn the battery master switch ON and retract the flaps. Check
the interior lights by turning ON the necessary switches. After the
interior lights are checked, turn ON the pitot heat, stall warning
heat, and the exterior light switches.

Check the exterior lights and check the heated pitot heads on both
wing tips and stall warning vane for proper heating.

CAUTION

Care should be taken when an operational check of the

heated pitot heads is being performed. The units become
very hot. Ground operation should be limited to three
minutes maximum to avoid damaging the heating
elements.

Reenter the cockpit and turn all switches OFF. When all
passengers are on board, the pilot should check that the cabin
door is properly closed and latched, and visually check that all
four door pin indicators are green

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WARNING
Do not attempt pressurized flight if all four door pin
indicators are not green and/or the DOOR AJAR
annunciator is lit.
Seat belts on empty seats should be snugly fastened. All
passengers should fasten their seat belts and shoulder harnesses.
A pull test of the inertia reel locking restraint feature should be
performed.

4.11 BEFORE STARTING ENGINE (4.5b)

Before starting the engine, the parking brake should be set and
the propeller control moved to the full INCREASE position. The
fuel selector should then be moved to the desired tank. The
firewall fuel shut off should be checked in the on and locked
position. Check to make sure all the circuit breakers are in and
the radios are OFF.

If the flight is to be made unpressurized, the cabin pressurization

control should be pulled out to dump bleed air overboard and the
cabin pressure dump/normal switch should be in the DUMP
position in order to provide maximum cabin airflow. If
pressurization is to be used during the flight, set the cabin altitude
selector to 500 feet above the field elevation and the cabin
altitude rate control to the 9 o'clock position. The cabin
pressurization control must be pushed in and the cabin pressure
dump/normal switch must be in the NORM position.

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4.13 ENGINE START (4.5c)

4.13a Engine Start - General (4.5c)
CAUTIONS
The STARTER ENGAGED annunciator will illuminate
during engine cranking. If the annunciator remains lit
after the engine is running, stop the engine and determine
the cause.
Do not exceed starter time limits (30 seconds ON, 1
minute OFF, 30 seconds ON, 1 minute OFF, 30 seconds
ON, 30 minutes OFF.
4.13b Normal Start (4.5c)
Turn the battery master switch ON and with the battery select
switch, check both battery #1 and #2 for a minimum of 22 volts.
Return select switch to highest voltage battery or to BOTH, if
equipped. (If one battery is dead (<15v), select only the good
battery for start; do not select BOTH nor engage DUAL BATT,
depending on configuration). Check manual transfer pump
operation by turning the fuel transfer pump switch to the Manual
position and moving the Fuel Selector Lever to the Right tank
and listen for the right fuel transfer pump operation and a slight
rise in fuel pressure. Repeat this procedure for the left fuel pump
then return the fuel transfer pump switch to AUTO and the Fuel
Selector Lever to the fullest tank. Check the emergency transfer
pump by turning it on, checking annunciator, listening for the
pump operation, and checking for rise in fuel pressure. When the
HT HIGH PRESS annunciator illuminates, turn the emergency
pump off. Check that the header tank gage reads full. Check that
the manual override is disengaged by checking the annunciator is
unlit and the switch guarded. Select the ignition switch ON and
check by moving the fuel condition lever forward and listening
for snapping of the ignitors. Return condition lever to OFF.
Leave the ignition switch in the ON position. Check the boost
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pumps by selecting each pump, noting sound and a fuel pressure
rise to 15 psi minimum. Normally use fuel boost pump 1 on odd
days and fuel boost pump 2 on even days to equalize their usage.
CAUTION
Flight should not be conducted unless both pumps are
operational.
CAUTION
Perform engine starts with the Ignition Switch only in the “ON”
position. Do not perform normal starts in the “AUTO” position
(if so equipped).
After clearing the area, move the start switch to Start while
pressing and holding the dual battery momentary switch (If
equipped). Check for engine oil pressure and voltage not less
than 14 v. At a stabilized Ng of 15% minimum, move the fuel
condition lever forward and check fuel flow between 80 and 110
lb/hr (12 – 16 gal/hr) and monitor the ITT.
CAUTION
If ITT climbs rapidly towards 900o C, be prepared to
return the fuel condition lever to CUTOFF.
The Ng should stabilize at 52% minimum. Turn the starter switch
OFF and release the dual battery momentary switch (If
equipped). Turn the ignition OFF. Check the engine instruments
for normal indications. Turn the alternator ON and check that the
annunciator light illuminates and the voltage is 27.5 volts.
Alternatively select #1 and #2 battery system to charge each
system separately at least 30 seconds with the alternator before
engaging the generator. If equipped with the 3-position battery
switch, return to the BOTH position after engaging the generator.
Turn the avionics power switch and radios on as desired. Check
the gyro suction gauge for 4.8 in Hg minimum.

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4.13c Engine Start With External Power Source (4.5c)

A receptacle inside the forward baggage area allows use of an

external power source to start the engine without having to gain
access to the airplane's battery.

Turn the battery master, generator, and alternator switches OFF

and turn all electrical equipment OFF. To reduce effects of prop
wash on the open baggage door and on the operator, starts with
external power should be done with the prop feathered. When
using an auxiliary power unit, first check that the unit is OFF,
then plug the unit into the socket located inside the forward
baggage door. If using an external battery, connect the RED lead
of the jumper cable to the POSITIVE (+) terminal of an external
24-volt battery and the BLACK lead to the NEGATIVE (-)
terminal. Note that, after external power is applied, the airplane's
electrical system is ON. Proceed with the normal starting
technique but without engaging the ship’s battery.

NOTE

For all normal operations using an external power source,

the battery master switch should be OFF, but it is possible
to use the ship's battery system in parallel by turning the
battery master switch ON. This will give longer cranking
capabilities, but will not increase the amperage.

CAUTION

Care should be exercised if the ship's battery system has

been depleted, in which case the external power supply
can be reduced to the level of the ship's battery. This can
be tested by turning the battery switch ON momentarily
while the starter is engaged. If cranking speed increases,
the ship's battery is at a higher level than the external
power supply.
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Shut down the external power and disconnect plug from the
aircraft. Secure the baggage door. Turn the battery master and
alternator switches ON and check the voltmeter and ammeters for
an indication of output. Charge each battery system at least 30
sec before engaging generator. After charging each battery with
the alternator, select BOTH on the three-position battery select
switch, if equipped. Slowly move the propeller control to the full
increase position before taxi.

4.15 BEFORE TAXIING (4.5d)

CAUTION
Do not attempt flight if there is no indication of generator
or alternator output.
CAUTION
Do not operate engine above 1200 rpm with
cabin doors open.
Turn the radio master switch ON, and set environmental system
as desired.
Care should be taken not to run up the engine over a surface
containing loose stones, gravel or any loose material that may
cause damage to the propeller blades.

4.17 TAXIING (4.5e)

Non-pilot personnel should not attempt to taxi the airplane until
they have been instructed in taxiing procedures and technique by
a qualified person authorized by the owner.
Determine that the propeller back blast and taxi areas are clear.
When taxiing over areas with gravel or debris, the ice door may
be opened to minimize the chance of ingesting foreign objects
into the engine.
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Release the parking brake by first depressing and holding the toe
brake pedals and then push in on the parking brake knob. Taxi
with the propeller control set to full INCREASE. Power should be
applied slowly to start the taxi roll. Taxi a few feet forward and
apply the brakes to determine their effectiveness. While taxiing,
make slight turns to ascertain the effectiveness of the steering and
to check the flight instruments.
Observe wing clearances when taxiing near buildings or other
stationary objects. If possible, station an observer outside the
airplane.
Avoid holes and ruts when taxiing over uneven ground.
Do not operate the engine at high rpm when taxiing over ground
containing loose stones, gravel or any loose material that may
cause damage to the propeller blades.
4.19 GROUND CHECK (4.5f)
Set the parking brake. With the alternator on, check the ammeter
and voltmeter. Then select the generator and note the alternator
drops off the line and the generator annunciator light illuminates.
Turn the alternator off. With the generator online check the
ammeter and voltmeter. Generator voltage should be 28.5 volts.
Check the oil temperature and pressure. Check fuel pressure for
each of the boost pumps.
Check the throttle beta control by moving the throttle into the beta
range. Increase the prop RPM to slightly above 2000 and check
the over speed governor by momentarily pushing the over speed
governor test switch while watching for a decrease in prop RPM
to ensure the governor is functioning properly. Check that gyro
suction is in the normal range. Check primary and standby
vacuum systems for proper indication (Red flow buttons retracted
or annunciator lights out). Then turn the standby vacuum system
OFF. Reduce the prop RPM to 1500 and cycle the propeller once
to ensure proper operation.
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Check the manual override by lifting the guard and holding the
switch forward momentarily, increasing the engine power. Pull
the switch aft and check that power returns to idle. Check that
spring-loaded switch returns to the center position and close the
guard.

Check the air conditioner for proper operation. Check the

annunciator panel lights with the press-to-test button.

Check pitot heat, stall warning heat, prop heat, and Wshld heat by
selecting each one individually while monitoring the ammeter.

Check the operation of the ice deflector door and check the
autopilot trim using the press to test.

Set and check the navigation aids as desired.

4.21 BEFORE TAKEOFF (4.5g)

Ensure that the battery master and generator switches are ON.
Check that the cabin pressurization controls are properly set.
Check and set all of the flight instruments as required. Check the
fuel selector to make sure it is on the proper tank. Ensure fuel
transfer pump switch is in auto and fuel boost pump 1 or 2 is
selected. Check all engine gauges. The propeller control should
be set to full INCREASE. All seat backs should be erect and
armrests stowed. Seat belts and shoulder harnesses should be
fastened. Fasten the seat belts snugly around the empty seats.

The ignition switch should be on if in wet or windy conditions.

Set the flaps and trim. Ensure proper flight control movement and
response. The door should be properly latched and the door ajar
annunciator light out. The air conditioner must be OFF to ensure
normal takeoff performance. Release the parking brake.
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4.23 TAKEOFF (4.5h)

NOTE
During landing gear operation, it is normal for the
HYDRAULIC PUMP annunciator light to illuminate until
full system pressure is restored.

Takeoffs are normally made with flaps l0o. For short field
takeoffs or takeoffs affected by soft runway conditions or
obstacles, total distance can be reduced appreciably by lowering
the flaps to 20o.

4.23a Normal Technique (4.5h)

When the available runway length is well in excess of that
required and obstacle clearance is no factor, the normal takeoff
technique may be used. The flaps should be set in the retracted
position and the pitch trim set slightly aft of neutral. Align the
airplane with the runway, apply full power, and accelerate to 80
KIAS.

Apply back pressure to the control wheel to lift off at 80-85

KIAS, then control pitch attitude as required to attain the desired
climb speed of 90-110 KIAS. Retract the landing gear when a
straight-ahead landing on the runway is no longer possible.
Retract the flaps.

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4.23b 0o Flaps Takeoff Performance (4.5h)

Retract the flaps in accordance with the Takeoff Ground Roll, 0o

Flaps and Takeoff Distance Over 50 Ft. Obstacle, 0o Flaps charts
in Section 5. Set maximum power before brake release and
accelerate the airplane to 80 KIAS for liftoff, adjust the airplane
altitude as required to achieve the obstacle clearance speed of 90
KIAS passing through 50 feet of altitude. Once immediate
obstacles are cleared, retract the landing gear and establish the
desired enroute climb configuration and speed.

4.23c Short Field Takeoff Performance (4.5h)

NOTE

Gear warning will sound when the landing gear is

retracted with the flaps extended more than 10o.

For departure from short runways or runways with adjacent

obstructions, a short field takeoff technique with flaps set at 20o
should be used in accordance with the Takeoff Ground Roll, 20o
Flaps and Takeoff Distance Over 50 Ft. Obstacle, 200 Flaps
charts. Maximum power is established before brake release and
the airplane is accelerated to 69 KIAS for liftoff. After liftoff,
control the airplane altitude to accelerate to 90 KIAS passing
through the 50-foot obstacle height. Once clear of the obstacle,
retract the landing gear and accelerate through 90 KIAS while
retracting the flaps. Then establish the desired enroute climb
configuration and speed.

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4.25 CLIMB
Maximum Climb

The best rate of climb at gross weight and maximum continuous

power will be obtained at 110 KIAS. The best angle of climb
may be obtained at 90 KIAS. Adjust power to remain within
limits. Set the cabin pressurization controls in accordance with
paragraph 4.45.
Cruise Climb
Recommended enroute climb speed is 140 KIAS. Monitoring
both torque and ITT and do not exceed maximum climb settings.
Maximum climb power will be limited by max ITT at higher
altitudes. Set the cabin pressurization controls in accordance with
paragraph 4.45.

4.27 CRUISE (4.5j)

WARNING
Operation above 27,000 feet is not approved.
CAUTION
To maintain lateral balance, alternate between right and
left fuel tanks. See paragraphs 2.23 and 7.17.
The cruising speed is determined by many factors, including
power setting, altitude, temperature, loading, and equipment
installed on the airplane.

Set cruise power per the charts in section 7. The airplane should
be trimmed, the pressurization system checked, and ignition and
ice protection set as required. During flight, monitor engine
instruments and keep account of time and fuel used in connection

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with power settings to determine how the fuel flow and fuel
quantity gauging systems are operating. To preclude making a
hasty selection, and to provide continuity of flow, the selector
should be changed to another tank before fuel is exhausted from
the tank in use. During cruise, use the following procedure to
maintain the lateral balance limitations of Section 2.23:
(a) When starting with a symmetrical fuel load, use the left tank
first until 10 gallons are burned, then alternate tanks at 15-30
minute intervals, depending on fuel burn rate.
(b) When starting with an unsymmetrical fuel load, care must be
taken not to allow the fuel imbalance to exceed 10 gallons.
CAUTION
If a wing tank runs dry with the auto fuel system
operating in AUTO, the pilot must select the other wing
tank or turn the auto fuel system to the off position to
prevent over heating the selected wing transfer pump.

To maintain both battery systems fully charged, switch between

#1 and #2 at approximately 30 minute intervals or select BOTH if
equipped with three position switch.

The pilot should monitor weather conditions while flying, and be

alert for meteorological conditions which might lead to icing.
Even aircraft equipped with a complete deicing option are not
approved for flight in heavy icing or freezing rain. (See Section 9
of standard airplane AFM.) Immediate steps shall be taken to exit
any area where such icing conditions are encountered. Engage
pitot heat, deice equipment, and ice deflector door as required.

The engine ignition switch should be ON, or, if equipped, in

AUTO, in icing conditions, in precipitation or turbulence, or
above 18000 ft at night or in IMC.

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There are no mechanical uplocks in the landing gear system. In

the event of a hydraulic system malfunction, check valves should
prevent the gear from extending. However, some hydraulic
system malfunctions may cause the gear to free-fall to the gear
down position. The true airspeed with gear down is approximately
70% of that with gear retracted at a given power setting. Allow
for the reduction in airspeed and range when planning extended
flight between remote airfields or flight over water.

4.29 DESCENT (4.5k)

Shortly after letdown is initiated, set the Cabin Altitude

Controller to 500 feet above the pressure altitude of the landing
field. Adjust the rate control high enough to allow the cabin to
descend to the landing setting before the aircraft descends to that
altitude. For normal letdown the rate knob should be at the nine
o'clock position. A higher setting should he selected for rapid
descents so that the aircraft altitude does not catch up with cabin
altitude. Set the altimeter. Adjust the windshield defrost as
required during descent.

4.31APPROACH AND LANDING (See charts Sect 5) (4.5m)

Accomplish the Landing Checklist early in the landing approach.

The ignition should be ON if in wet or windy conditions. The fuel

selector should be on the fullest tank. Seat backs must be fully
erect, armrests stowed, and seat belts and shoulder harnesses
fastened and properly adjusted. Check to ensure that the cabin is
depressurized. The landing gear maybe lowered at speeds up to
165 KIAS and the flaps at speeds as follows:

100 169 KIAS maximum

0
20 134 KIAS maximum
360 117 KIAS maximum
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NOTE

During landing gear operation, it is normal for the

HYDRAULIC PUMP annunciator light to illuminate until
full system pressure is restored.

The air conditioner should be OFF to ensure maximum rate of

climb in the event of a go around. Pump toe brakes to ensure that
the system is capable of uniform braking during landing rollout.

WARNING

After pumping several times, if one or both toe brakes are

inoperative, DO NOT attempt landing on a short field.

Depending on the field length and other factors the following

procedures are appropriate.

4.31a Normal Technique (4.5m)

Landings may be made with any flap setting. Normally, full flaps
are used. The aircraft should be flown down the final approach
course at 90 KIAS with full flaps extended (100 KIAS with flaps
retracted), and power as required to maintain the desired approach
angle. Slowly reduce power to idle in the flare. Use reverse thrust
and brakes as required during ground roll.

CAUTION

When power is reduced below 200 FT-LB of torque, a significant

increase in drag and therefore an increase descent rate will be
encountered.

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4.31b Short Field Technique (4.5m)

For landings on short runways, or runways with adjacent

obstructions, a short field landing technique with full flaps should
be used. The airplane should be flown down the final approach at
80 KIAS with flaps fully extended and power set to produce a
normal 30 descent (approximately 400 ft/min) angle. Maintain 80
KIAS to the flare point reducing the power to idle in the fare.
After touchdown, apply maximum reverse thrust and maximum
braking.

4.33 GO-AROUND (4.5n)

To initiate a go-around from a landing approach, advanced the

power to full power while the pitch attitude is increased to obtain
the balked landing climb speed of 80 KIAS. Retract the landing
gear and slowly retract the flaps when a positive climb is
established. Allow the airplane to accelerate to the best angle of
climb speed (90 KIAS) for obstacle clearance or to the best rate
of climb speed (110 KIAS) if obstacles are not a factor. Reset the
longitudinal trim as required.

4.35 AFTER LANDING CHECKLIST (4.5o)

When clear of the active runway, retract the flaps, and turn the air
conditioner on as desired. Turn OFF the radar and strobe lights.
Turn OFF the landing light and use taxi lights as required.

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4.37 STOPPING ENGINE (4.5p)

Prior to shutdown, turn off the radio master and all electrical
equipment, including air conditioner and external lights.
Turn off the generator and alternator.
Check the power lever is at idle and move the propeller control to
the feather position. After the propeller speed has decreased to
400 RPM, pull the fuel condition lever to the cutoff position.
After the Ng decreases to 10%, turn the boost pump off, and the
battery master switch OFF. If equipped with the three-position
battery select switch, select the BATT #1 position.

4.39 MOORING (4.5q)

If necessary, the airplane should be moved on the ground with the
aid of the nose wheel tow bar. The parking brake should be set
and the aileron and elevator controls should be secured by
looping the safety belt through the control wheel and pulling it
snug. The flaps should be fully retracted. Wheel chocks should he
positioned in place. Tie downs can be secured to the wing tie
down rings and to the tail skid. The rudder is held in position by
its connections to the nose wheel steering and normally does not
have to be secured.

4.41 STALLS
The stall characteristics of the JetProp are conventional and
unchanged from the Malibu. An approaching stall is indicated by
a stall warning horn which is activated between five and ten
knots above stall speed. Mild airframe buffeting and pitching
may also precede the stall. The maximum gross weight stalling
speed with power off, landing gear extended, and full flaps is 58
KIAS. With the landing gear retracted and flaps up, this speed is
increased to 69 KIAS. Loss of altitude during stalls can be as

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great as 1000 feet, depending on configuration and power. An

aggressive stall recovery may lead to a secondary stall; therefore,
smoothly apply back pressure during the recovery. Practice
power on stalls should not be performed at high power settings
(>700 ft-lb torque) due to the resulting high pitch attitude and
torque effects. Failure to maintain coordinated flight during
power on stalls will markedly increase the tendency to enter a
spin. Also, any delay in recovering from a power on stall will
markedly increase the tendency to enter a spin.
NOTE
The stall warning system is inoperative with the battery
and generator/alternator switches OFF.
During preflight, the stall warning system should be checked by
turning the battery switch on and pressing the stall warning test
switch to determine if the horn is actuated.

4.43 TURBULENT AIR OPERATION

When turbulent air is encountered or expected, the airspeed

should be reduced to maneuvering speed to reduce the structural
loads caused by gusts and to allow for inadvertent speed build-
ups which may occur as a result of the turbulence or of
distractions caused by the conditions. (Refer to paragraph 2.3 for
maneuvering speeds.)
The engine ignition switch should be on when operating in
turbulent air.

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4.45 CABIN PRESSURIZATION SYSTEM

Cabin pressurization system controls, gauges and switches are

located on the pilot-side instrument panel. (Refer to Section 7,
Figure 7-9.) The cabin pressurization system controls, gauges and
switches are as follows.
(a) Cabin Altitude Controller with Rate of Change Control
(b) Cabin Pressure Altitude/Differential Pressure/Rate of Climb
Gauge
(c) Cabin Pressure Dump/Normal Switch
(d) Cabin Pressurization Control

Prior to starting engines, check the operation of the cabin

pressurization control. Note that a firm effort is required to move
the lever out of either the outside air or the pressurized air
position. If little effort is required to move the lever, be suspicious
of a broken control cable. If a cable is broken, the air control
valve may have failed in either the open or closed position. If
failed open, pressurized flight will not be possible, but
unpressurized flight will be possible. If failed closed, pressurized
flight would be possible but should not be attempted, as it would
not be possible to bring in fresh air should contamination occur.

Caution

CABIN PRESS control should be used only in the case of

an emergency. Flight with control pulled out will dump
potentially very hot bleed air into the aft engine
compartment and cause possible heat damage.

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Before takeoff, set cabin altitude (outer scale) on the cabin

altitude controller to 1000 feet above the field pressure altitude
with the CABIN PRESS control FULL IN and the CABIN DUMP
switch OFF. After takeoff, reset the cabin pressure altitude to
8000 feet while monitoring the cabin differential pressure such
that it does not exceed 5.3 psi. Adjust the cabin rate of climb as
desired. The normal 9 o'clock position should provide a cabin rate
of climb of approximately 500 feet per minute. If the airplane
destination cruise pressure altitude is higher than 24000 ft, reset
the cabin pressure altitude controller passing through 24000 ft so
that the differential of 5.3 psi is not exceeded. Refer to Figure 7-
11 for the minimum cabin altitude that should be selected for a
given airplane pressure altitude. At the maximum certified
pressure altitude of 27000 feet, a minimum cabin altitude of
approximately 9500 feet can be selected.

To descend for landing be certain that the selected cabin altitude

(outer scale) is always higher than the minimum shown in Figure
7-11, and also higher than the pressure altitude of the landing
field. Adjust the rate of control high enough to allow the cabin to
descend to the landing setting before the aircraft descends to that
altitude. For normal letdown the rate knob should be at the normal
9 o'clock position. A higher setting should he selected for rapid
descents so that the aircraft altitude does not catch up with the
cabin altitude.

Never exceed 5.3 psi cabin pressure differential.

WARNING

Do not land with aircraft pressurized.

To repressurize while in flight push the pressurization control in

and set the cabin pressure dump/normal switch to NORM.

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4.47 SUPPLEMENTAL ELECTRIC HEATER

(AUX CABIN HEAT)
(If Equipped)

After Engine Start:

BATT MASTER Switch…………………………………..…..ON
Generator and Alternator Switches…………………………..OFF
VENT/DEFOG BLWR Switch…………………………..….ON
Airflow……………………………………………...……CHECK
Voltmeter……………………………………...LESS than 25 Vdc
(Increase electrical load as necessary to lower voltage)
LOW BUS VOLTAGE Annunciator…………...ILLUMINATED
Electrical Switches…………………………………………...OFF
VENT DEFOG FAN Switch…………………………………OFF
Generator Switch……………………………………………...ON

NOTE

Low voltage monitor system and LOW BUS VOLTAGE

annunciator must be checked operational before heater
operation. VENT/DEFOG BLOWER must be checked
operational before heater ground operation.

Supplemental Heater Operation:

VENT/DEFOG BLWR Switch……………..…………...……ON
AUX CABIN HEAT Switch……………………………….…ON
For maximum heat:
AIR COND/BLWR Switch…………………………………..OFF
CABIN TEMP Control……………………………….FULL OUT
DEFROST Control……………………………....AS REQUIRED

NOTE
This unit should be considered primarily as an auxiliary
backup to the standard heating system. There is no
external control over the heat produced by the unit.
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4.48 ADDITIONAL JETPROP HEAT PROVISIONS

AUXILIARY CABIN BLOWER (On JetProp conversions not

equipped with the JetProp supplement heat blower): This blower
is engaged by selecting the AUX CABIN BLWR switch to ON.

JetProp Supplemental Heat Blower (On later JetProp conversions

and those retrofitted): This blower is installed under the rear seat
and is engaged by selecting the JP SUP HEAT switch to ON. Air
distribution is controlled by the eyeball sockets located below the
rear seats and on the pilot and copilot sidepanels/armrests.

Heat Exchanger Bypass System (Optional). The heat exchanger

bypass is activated by moving the temperature control knob all the
way out to maximum heat and turning on the JetProp Supplemental
Heater. A green annunciator light illuminates indicating the Heat
Exchanger Bypass is functioning. With the heat exchanger bypass
system activated the cool air that normally mixes with the hot
bleed air is shut off at the sonic nozzle and all the bleed air
bypasses the heat exchanger. A thermal switch located on the heat
duct will disable the bypass system if the temperature exceeds
approximately 2500F. The heat exchanger bypass system can be
turned off by moving the temperature control knob in slightly until
the green bypass light extinguishes, by turning off the JP SUP
HEAT switch, or pulling the mechanical bleed air shut off guarded
push/pull control labeled “Cabin Press” on the instrument panel
just in front of the copilot.

Rear Heater (Optional heater). The REAR HEAT switch controls

power to the small electric heater located under the left middle
seat. A three position switch on the heater allows the passenger to
select Blower, OFF, or Heat.

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The following are JetProp Heating Techniques for a warm cabin:

1. Prior to Flight set up the cabin for the crew and passengers on the
flight.
a. If there are only the two pilots on the flight;
(1) Close the vent(s) below the rear seat so all of the air will come out up at
the pilot’s stations.
(2) Close the aft vent on the side panel behind the pilot and copilot seats (if
installed).
(3) Open the pilot and copilot heat register in the side panels near the floor just
in front of the pilot and copilot seats.
b. If there will be passengers in the rear for the flight;
(1) Open the vent(s) below the rear seat so heat will come out.
(2) Open the aft vent on the side panel behind the pilot and copilot seats (if
installed).
(3) Turn the rear heater switch to heat (if installed).

2. Inflight Setup for Maximum Heat

a. If there are only the two pilots on the flight;
(1) Pull the temperature control knob below the pilots yoke all the way out for
maximum heat.
Note
This should be accomplished on climb out before the aircraft
is cold soaked. If delayed too long, the aircraft can cold
soak and it will be difficult to get it heated up again. Also,
items 1.a.(1), (2), & (3) above should have already been
accomplished.
(2) Check that the pilot and copilot heat registers in the side panels near the
floor are open (lever pointing straight down). There should be a good
stream of hot air coming out of the register. Normally this is adequate for
heating the aircraft with just the two pilot seats occupied.

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(3) If the windshield starts to frost up;
(a) Turn on the glareshield fans (if installed).
(b) Windshield heat can also be used to keep the pilots window clear of
frost. Normally the low setting is adequate.
(c) If necessary, pull the defrost knob on the copilot side to deflect air to
the middle window post and turn on the vent defog blower.
Note
By pulling the defrost knob most of the air going to the
pilots heat register will be diverted to the defrost. Also, by
turning on the vent defog blower it will force more air down
the pilot’s side of the aircraft and reduce the amount of air
coming down the copilot side. This will reduce the amount
of heat at the pilot stations.

(4) If the side windows frost up and you want to keep them clean;
(a) Turn on JetProp Sup Heat. This turns on a blower under the rear
seat that can be used to help blow air on the side windows to help keep
them clean. To get the most heat to the JP Sup Heat vents in the side
panels, close the pilot and copilot heat registers (lever forward) and
turn on the JP Sup Heat. This will cut down on the amount of heat by
the pilot and copilots feet but increase the heat up around the side
windows.
Note
If the pilot and copilot heat registers are left open with the JP
Sup Heat on, the blower in the back will suck cool air in the
register making it feel cold down around the pilot and
copilots feet.
Note
If the heat exchanger bypass system is installed, the system
will be activated when the temperature control knob is
pulled full hot and the JP SUP HEAT switch is turned ON.
An annunciator light will illuminate indicating the heat
exchanger bypass system is operating.

(b) If more heat is desired, turn on the vent defog blower and Aux Cabin
Heat.

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b. If there are passengers in the back;

(1) Pull the temperature control knob below the pilot’s yoke all the way out
for maximum heat.
Note
This should be accomplished on climb out before the aircraft
is cold soaked. If delayed too long, the aircraft can cold
soak and it will be difficult to get it heated up again. Also,
items 1.b.(1), (2), & (3) above should have already been
accomplished.

(2) Check that the pilot and copilot heat registers in the side panels near the
floor are closed (lever pointing straight forward).
Note
If the pilot and copilot heat registers are left open with the JP
Sup Heat on, the blower in the back will suck cool air in the
register making it feel cold down around the pilot and
copilots feet.

(3) Turn on the JP Sup Heat.

Note
If the heat exchanger bypass system is installed, the system
will be activated when the temperature control knob is
pulled full hot and the JP SUP HEAT switch is turned ON.
An annunciator light will illuminate indicating the heat
exchanger bypass system is operating.

(4) If additional heat is desired in the rear of the aircraft, turn on the Rear
Heater. This will put out heat from the small electric heater located just aft
of the left middle seat. The switch on the heater should be in the Heat
position.
(5) If more heat is desired in the cabin, the Aux Cabin Heat can be turned on.
(6) If the rear of the aircraft is warm but the front is cool, the vents below the
rear seat can be partially closed to send more heat to the front.

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(7) If the windshield starts to frost up;

(a) Turn on the glareshield fans (if installed).
(b) Windshield heat can also be used to keep the pilots window clear of
frost. Normally the low setting is adequate.
(c) If necessary, pull the defrost knob on the copilot side to deflect air to
the middle window post and turn on the vent defog blower.

Note
By pulling the defrost knob, most of the air coming into the
pilot’s side of the aircraft will be diverted to the defrost.

(8) If the side windows frost up and you want to keep them clean, the JP Sup
Heat can be used to help blow air on the side windows to help keep them
clean.

4.49 NOISE LEVEL

The corrected noise level of this aircraft is 70.1 dB. No

determination has been made by the Federal Aviation
Administration that the noise levels of this airplane are or should
be acceptable or unacceptable for operation at, into, or out of, any
airport. The above statement notwithstanding, the noise level
stated above has been verified by and approved by the Federal
Aviation Administration in noise level test flights conducted in
accordance with F.A.R. 36. Noise Standards - Aircraft Type and
Airworthiness Certification. This aircraft model is in compliance
with all F.A.R. 36 noise standards applicable to this type.

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4.51 ICING CONDITIONS

In addition to the existing ice protection equipment, the JetProp

includes inlet de-ice, inlet ice deflector, propeller de-ice, and dual
pitot heat. If icing conditions are encountered, ensure inlet de-ice
is ON, ice deflector is ON with the indicator light illuminated,
propeller de-ice ON, left and right pitot heat ON, and engine
ignition is ON, or, if equipped, AUTO. Apply surface deice as
required.

The following weather conditions may be conducive to severe in-

flight icing.
(a) Visible rain at temperatures below 0 degrees Celsius ambient
air temperature.
(b) Droplets that splash or splatter on impact at temperatures
below 0 degrees Celsius ambient air temperature.

The procedures for exiting the severe icing environment are

applicable to all flight phases from takeoff to landing. Monitor
the ambient air temperature. While severe icing may form at
temperatures as cold as -18 degrees Celsius, increased vigilance
is warranted at temperatures around freezing with visible
moisture present. If the visual cues specified in the Limitations
Section for identifying severe icing conditions are observed,
accomplish the following.

(a) Immediately request priority handling from Air Traffic

Control to facilitate a route or an altitude change to exit
the severe icing conditions in order to avoid extended
exposure to flight conditions more severe than those for
which the airplane has been certificated.
(b) Avoid abrupt and excessive maneuvering that may
exacerbate control difficulties.
(c) Do not engage the autopilot.
(Continued next page)
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4.51 CING CONDITIONS (Continued)

(d) If the autopilot is engaged, hold the control wheel firmly and
disengage the autopilot.
(e) If an unusual roll response or uncommanded roll control
movement is observed, reduce the angle-of-attack.
(f) Do not extend flaps when holding in icing conditions.
Operation with flaps extended can result in a reduced wing
angle-of-attack, with the possibility of ice forming on the
upper surface further aft on the wing than normal, possibly
aft of the protected area.
(g) If the flaps are extended, do not retract them until the
airframe is clear of ice.
(h) Report these weather conditions to Air Traffic Control.

4.53 AUTOPILOT OPERATION

Refer to the respective FAA-approved PA-46-310/350 Airplane

Flight Manual Supplement for normal operation of the King 150
Series Flight Control System, the Bendix/King KFC 225
Automatic Flight Control System, S-TEC System 55 Autopilot,
or Avidyne DFC90 Autopilot (whichever applies).

S-TEC System 55X Autopilot, Additional Procedures:

Depending on aircraft center-of-gravity, transition from climb to
altitude capture at higher altitudes can result in pitch oscillations
as the airplane accelerates to higher speeds near Vmo. These
oscillations can be eliminated by reducing power to stabilize at a
lower speed or by disengaging the autopilot, manually trimming
and stabilizing the pitch attitude and speed and then re-engaging
the autopilot ALT mode.

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Avidyne DFC90 Autopilot, Additional Procedures:

The Avidyne DFC90 autopilot is limited to a maximum

altitude of FL250. Even with a higher level off altitude
selected, the autopilot will level at FL250. FL250 is the
maximum authorized altitude for this autopilot.

Because of the envelope protection/alerting system the

maximum airspeed with the Avidyne DFC90 coupled is 165
KIAS. If the autopilot is coupled and the aircraft exceeds 165
KIAS, the autopilot will begin envelope protection and start a
climb to keep from exceeding 172 KIAS, provide audio
alerts, and provide envelope protection annunciation on the
PFD. If the autopilot is operational but not coupled and the
aircraft exceeds 165 KIAS, the autopilot envelope alerting
system will provide audio over speed alerts and over speed
annunciation on the PFD. To eliminate the audio over speed
alerts and the over speed annunciation on the PFD, the
autopilot can be turned off with the autopilot on/off switch
installed on the instrument panel.

If the aircraft is loaded to the aft cg limit for coupled autopilot

operations (146.0 inches) and established in a maximum
continuous power climb at 115 KIAS, a slight out of trim
condition or yaw input might induce a pitch or roll
oscillation. While the oscillation should damp out in a few
cycles, if it becomes prevalent an increase in airspeed to 130
KIAS or higher will most likely eliminate the oscillation.
Also, disengaging the autopilot and hand flying the aircraft to
stop the oscillations and then engaging the autopilot again
may eliminate the oscillation.

Large rapid power changes at forward CGs and low speed can
cause pitch and altitude deviations. Whenever possible, make
small smooth power changes.

_______________________________________________
FAA Approval Date: 12 May 2014
Change 25 4-52
JetProp LLC Section 4
JetProp DLX Normal Procedures
4.54 MVP-50T Primary Engine Monitor
The MVP-50T Main Engine Screen shown below displays the primary engine
and aircraft instruments. This screen is displayed on electrical power-up
and should be monitored for most of the flight. Buttons operate as follows:

Exit - Exits out of a field or screen, returns the display to the Main Screen and
acknowledges blinking cautions and warnings. Press and hold Exit for three
seconds to test the annunciators. Annunciators will be displayed in the color of
the individual parameter’s current reading.
Screens - Switches the display between screens as selected in the Screens
Button Setup.
Menu - Displays a menu (if available) for the current screen.
Push-Select - Moves the cursor, selects functions and changes digits.
To assist the pilot in identifying the current operating band (green, yellow, red
or white), the MVP-50T displays the digital value for each function in its
appropriate color band. In addition, annunciators are provided across the top of
the display. When a function reaches a red or yellow operating band, blinking
digits for that function and an annunciator will alert the pilot. To acknowledge
the alarm and stop the blinking on the MVP-50T display, return to the Main
screen and then press the “Exit” button.
Any instrument can fail at any time. Therefore, backup torque and ITT gages
will normally be installed to allow the pilot to safely operate the aircraft in the
event of a failure of the MVP-50T. The MVP-50T Operating Instructions must
be readily available in the aircraft. Refer to the Operating Instructions for
further operating and safety information.

_______________________________________________
FAA Approval Date: 7/1/2014
Change 26 4-53
JetProp LLC Section 5
JetProp DLX Performance

JetProp DLX Supplemental

Flight Manual
SECTION 5

PERFORMANCE

5.1 GENERAL

This section has not changed except for the following

information on fuel flow data, altitude loss during stalls, and
airspeed calibration data.

5.2 FUEL FLOW DATA.

The fuel flow data in section 5 should not be used for the JetProp
DLX. Refer to Section 7.1 for general fuel flow guidelines that
can be used for cross-country fuel planing.

5.3 ALTITUDE LOSS DURING STALLS.

The altitude loss during stalls can be as great as 1000 feet

depending on configuration and power.

5.4 AIRSPEED CALIBRATION DATA ARE PRESENTED

IN FIGURE 5-1 AND 5-2.

______________________________________________
Change 12
5-1
JetProp LLC Section 5
JetProp DLX Performance

Airspeed Calibration
Figure 5-1

______________________________________________
Change 1
5-2
JetProp LLC Section 5
JetProp DLX Performance

Airspeed Calibration with Gear and Flaps

Figure 5-2

______________________________________________
Change 1
5-3
JetProp LLC Section 6
JetProp DLX Weight and Balance

TABLE OF CONTENTS

SECTION 6

WEIGHT AND BALANCE

Paragraph Page
No. No.
6.1 General 6-1
6.3 Airplane Weighing Procedure 6-2
6.5 Weight and Balance Data and Record 6-6
6.7 General Loading Recommendations 6-9
6.9 Weight and Balance Determination for Flight 6-10

______________________________________________

6-i
JetProp LLC Section 6
JetProp DLX Weight and Balance

SECTION 6
WEIGHT AND BALANCE

6.1 GENERAL

In order to achieve the performance and flying characteristics

which are designed into the airplane, it must be flown with the
weight and center of gravity (C.G.) position within the approved
operating range (envelope). Although the airplane offers
flexibility of loading, it cannot be flown with the maximum
number of adult passengers, full fuel tanks and maximum
baggage. With the flexibility comes responsibility. The pilot must
insure that the airplane is loaded within the loading envelope
before he makes a takeoff.

Misloading carries consequences for any aircraft. An overloaded

airplane will not take off, climb or cruise as well as a properly
loaded one. The heavier the airplane is loaded, the less climb
performance it will have.

Center of gravity is a determining factor in flight characteristics.

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

A properly loaded airplane, however, will perform as intended.

Before the airplane is licensed, a basic empty weight and C.G.
location is computed (basic empty weight consists of the standard
empty weight of the airplane plus the optional equipment). Using
the basic empty weight and C.G. location, the pilot can determine

______________________________________________

6-1
JetProp LLC Section 6
JetProp DLX Weight and Balance

the weight and C.G. position for the loaded airplane by

computing the total weight and moment and then determining
whether they are within the approved envelope.

The basic empty weight and C.G. location are recorded in the
Weight and Balance Data Form (Figure 6-5) and the Weight and
Balance Record Figure 6-7). The current values should always be
used. Whenever new equipment is added or any modification
work is done, the mechanic responsible for the work is required
to compute a new basic empty weight and C.G. position and to
write these in the Aircraft Log Book and the Weight and Balance
Record. The owner should make sure that it is done.

A weight and balance calculation is necessary in determining

how much fuel or baggage can be boarded so as to keep within
allowable limits. Check calculations prior to adding fuel to insure
against improper loading.

The following pages are forms used in weighing an airplane in

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

6.3 AIRPLANE WEIGHING PROCEDURE

At the completion of the JetProp DLX conversion, Rocket

Engineering provides each airplane with the basic empty weight
and center of gravity location. This data is supplied by Figure 6-
5.

______________________________________________

6-2
JetProp LLC Section 6
JetProp DLX Weight and Balance

The removal or addition of equipment or airplane modifications

can affect the basic empty weight and center of gravity. The
following is a weighing procedure to determine this basic empty
weight and center of gravity location:

(a) Preparation

(1) Be certain that all items checked in the airplane equipment

list are installed in the proper location in the airplane.

(2) Remove excessive dirt. grease, moisture, and foreign

items such as rags and tools, from the airplane before weighing.

(3) Defuel airplane. Then open all fuel drains until all
remaining fuel is drained.

CA UTION

Whenever the fuel system is completely drained and fuel is

replenished it will be necessary to run the engine for a
minimum of three minutes at 1000 RPM on each tank to
insure that no air exists in the fuel supply lines.

(4) Fill with oil to full capacity.

(5) Place pilot and copilot seats in fifth (5th) notch, aft of
forward position: Put flaps in the fully retracted position and all
control surfaces in the neutral position. Tow bar should be in the
proper location and all entrance and baggage doors closed.

(6) Weigh the airplane inside a closed building to prevent

errors in scale readings due to wind.

______________________________________________

Change 7 6-3
JetProp LLC Section 6
JetProp DLX Weight and Balance

(b) Leveling

(1) With the airplane on scales, insert a 3.4-inch spacer on

each of the main gear struts and a 3.0-inch spacer on the nose
gear strut.

(2) Level airplane (refer to Figure 6-3) deflating (or inflating,

as required) nose wheel tire, to center bubble on level.

(c) Weighing - Airplane Basic Empty Weight

(1) With the airplane level and brakes released, record the
weight shown on each scale, deduct the tare, if any, from
each reading.

Scale Net
Scale Position and Symbol Reading Tare Weight

Nose Wheel (N)

Right Main Wheel (R)

Left Main Wheel (L)

Dry Weight, (D=N+R+L) --------- ------

Unusable Fuel, 3.1 Gal (UF)* --------- ------ 21 lbs*

Empty Weight (T=D+UF) --------- ------

* See note on unusable fuel on Page 6-6

WEIGHING FORM
Figure 6-1
______________________________________________

Change 7 6-4
JetProp LLC Section 6
JetProp DLX Weight and Balance

(d) Basic Empty Weight Center of Gravity

(1) The following geometry applies to the airplane when it is

level. Refer to Leveling paragraph 6.3 (b).

.
Webpress.
of Fwd Pressure Bulkhead
Bulkhead

Level Points (Centerline of bottom

C.G. Arm
fuselage skin behind fwd. Pressure
bulkhead)

100.0

NXXX

N R+L
A
The datum is 100.0 inches ahead
B of the forward pressure bulkhead
(accessible from nose gear well).
A = 60.50 in.
B = 157.00 in.

LEVELING DIAGRAM
Figure 6-3
______________________________________________

Change 7 6-5
JetProp LLC Section 6
JetProp DLX Weight and Balance

(2) Calculate the moment of the unusable fuel as follows:

- Moment of unusable wing fuel, MUWF:
= 2 gal x 6.7 lb/gal x 150.31 in
= 2014.2 in-lb
- Moment of unusable header tank fuel, MUHF:
= 1.1 gal x 6.7 lb/gal x 88.6 in
= 653.0 in-lb

NOTE
Some aircraft have different amounts of header tank
unusable fuel. Adjust empty weight and moment
increments accordingly.

- Total moment of unusable fuel, MUF = MUWF + MUHF

(3) The basic empty weight center of gravity (as weighed,

including optional equipment, and full oil) accounting for
unusable fuel can be determined by the following formula:

C.G. Arm = (N x A) + (R + L) x B + MUF inches

T

Where: T = UF + N + R + L

6.5 WEIGHT AND BALANCE DATA AND RECORD

The Basic Empty Weight, Center of Gravity Location and Useful

Load listed in Figure 6-5 are for the airplane as licensed at the
factory. These figures apply only to the specific airplane serial
number shown . The Weight and Balance Record (Figure 6-7)
shows the current status of the airplane basic empty weight and a
complete history of previous modifications. Any change to the
permanently installed equipment, or modification which affects
weight or moment, must be entered on this form.

______________________________________________

Change 7 6-6
JetProp LLC Section 6
JetProp DLX Weight and Balance

MODEL PA-46-310P/350P

Airplane Serial Number ________________

Registration Number ________________

Date _______________________

BASIC EMPTY WEIGHT & CG ARM & MOMENT

Basic Empty Weight = ________________ lbs

C.G. Arm = ______________ inches Aft of Datum

Moment = ________________________ inch - lbs

AIRPLANE USEFUL LOAD - NORMAL CATEGORY

OPERATION

(Ramp Weight) - (Basic Empty Weight) = Useful Load

(4318 lbs) - ( lbs) = lbs.
(4357 lbs) - ( lbs) = lbs. (S/N 4636196 & up)

THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD

ARE FOR THE AIRPLANE AS MODIFIED TO THE JETPROP
CONFIGURATION. REFER T0 APPROPRIATE AIRCRAFT
RECORD WHEN ALTERATIONS HAVE BEEN MADE.

WEIGHT AND BALANCE DATA FORM

Figure 6-5

______________________________________________

Change 10 6-7
JetProp LLC Section 6
JetProp DLX Weight and Balance

JetProp

______________________________________________

6-8
JetProp LLC Section 6
JetProp DLX Weight and Balance

6.7 GENERAL LOADING RECOMMENDATIONS

For all airplane configurations, it is the responsibility of the pilot

in command to make sure that the airplane always remains within
the allowable weight vs. center of gravity while in flight.

The following general loading recommendation is intended only

as a guide. The charts, graphs, instructions and plotter should be
checked to assure that the airplane is within the allowable weight
vs. center of gravity envelope.

(a) Pilot Only. Load rear baggage compartment first.

(b) 2 Occupants - Pilot and Passenger in Front. Load rear

baggage compartment first. Without aft baggage, fuel load may
be limited by forward envelope for some combinations of
optional equipment.

(c) 3 Occupants - 2 in front. 1 in rear. Baggage in nose may be

limited by forward envelope.

(d) 4 Occupants - 2 in front, 2 in rear. Fuel may be limited for

some combinations of optional equipment.

(e) 5 Occupants 2 in front, 1 in middle, 2 in rear. Investigation

is required to determine optimum baggage load.

(f) 6 Occupants - 2 in front, 2 in middle, 2 in rear. With six

occupants fuel and/or baggage may be limited by envelope.

For all airplane configurations, it is the responsibility of the pilot

in command to make sure that the airplane always remains within
the allowable weight vs. center of gravity while in flight.

______________________________________________

6-9
JetProp LLC Section 6
JetProp DLX Weight and Balance

6.9 WEIGHT AND BALANCE DETERMINATION FOR

FLIGHT

(a) Add the weight of all items to be loaded to the basic empty
weight.

(b) Use the Loading Graph (Figure 6-13) to determine the

moment of all items to be carried in the airplane.

(c) Add the moment of all items to be loaded to the basic empty
weight moment.

(d) Divide the total moment by the total weight to determine the
C.G. location.

(e) By using the figures of item (a) and item (d) (above), locate a
point on the C.G. range and weight graph (Figure 6-15). If the
point falls within the C.G. envelope. the loading meets the weight
and balance requirements.

(f) Add the fuel allowance (18 lbs.) for engine start, taxi and
runup to the airplane takeoff weight determined ii) part (a).

______________________________________________

6-10
JetProp LLC Section 6
JetProp DLX Weight and Balance

Example Loading Arm Aft

Weight Datum Moment
(Lbs) (Inches) (In-Lbs)
Basic Empty Weight 2700 135.00 364500
Pilot and Front Passenger 340 135.50 46070
Passengers (Center Seats) 177.0
Passengers (Rear Seats) 170 218.75 37188
Fuel, Wing (140 Gal Max Usable) 938 150.31 140991
Fuel, Hdr Tank (11.1/19.7 Gal Usable) 74 88.60 6556
Baggage (Forward) (30 lbs Limit) 88.60
Baggage (Aft) (100 lbs Limit) 96 248.23 23830
Ramp Weight (4318* lbs Max.) 4318 143.38 619135
Fuel Allowance for Engine
Start, Taxi & Runup -18 150.31 -2706
Takeoff Weight (4300* Lbs. Max.) 4300 143.36 616429
* For S/N 4636196 & up, 4358 lbs max ramp weight & 4340 lbs max takeoff weight

The center of gravity (C.G.) for the takeoff weight of this sample
loading problem is at 143.36 inches aft of the datum line. Locate
this point (143.36) on the C.G. range and weight graph (Figure 6-
15). Since this point falls within the weight - C.G. envelope, this
loading meets the weight and balance requirements.
Takeoff Weight 4300 143.36 616429
Minus Estimated Fuel Burn-off
(climb & cruise) @ 6.7 Lbs/Gal. -350 150.31 -52609
Landing Weight 3950 142.74 563821

Locate the center of gravity of the landing weight on the C.G.

range and weight graph (Figure 6-15). Since this point falls
within the weight - C.G. envelope, the loading is acceptable for
landing.
IT IS THE RESPONSIBILITY OF THE PILOT AND
AIRCRAFT OWNER TO INSURE THAT THE AIRPLANE IS
LOADED PROPERLY AT ALL TIMES.
SAMPLE LOADING PROBLEM
Figure 6-9
______________________________________________

Change 19 6-11
JetProp LLC Section 6
JetProp DLX Weight and Balance

Arm Aft
Weight Datum Moment
(Lbs) (Inches) (In-Lbs)

Basic Empty Weight

Pilot and Front Passenger 135.50
Passengers (Center Seats) 177.0
Passengers (Rear Seats) 218.75
Fuel (140 Gallon Max Usable Wing) 150.31
Fuel (11.1/19.7 Gal Max Usable Hdr Tank) 88.60
Baggage (Forward) (30 Lb. Limit) 88.60
Baggage (Aft) (100 Lb. Limit) 248.23
Ramp Weight (4318* Lbs. Max.)
Fuel Allowance for Engine
Start, Taxi & Runup -18 150.31 -2706
Takeoff Weight (4300* Lbs. Max.)
* For S/N 4636196 & up, 4358 lbs max ramp weight & 4340 lbs max takeoff weight

The center of gravity (C.G.) for the takeoff weight of this loading
problem is at __________ inches aft of the datum line. Locate
this point ( ) on the C.G. range and weight graph (Figure 6-
15). If this point falls within the weight - C.G. envelope, this
loading meets the weight and balance requirements.
Takeoff Weight
Minus Estimated Fuel Burn-off
(Climb & Cruise) @ 6.7 Lbs/Gal. 150.31
Landing Weight

Locate the center of gravity of the landing weight on the C.G.

range and weight graph (Figure 6-15). If this point falls within
the weight - C.G. envelope, the loading is acceptable for landing.

IT IS THE RESPONSIBILITY OF THE PILOT AND

AIRCRAFT OWNER TO INSURE THAT THE AIRPLANE
IS LOADED PROPERLY AT ALL TIMES.

WEIGHT AND BALANCE LOADING FORM

Figure 6-11
______________________________________________

Change 19 6-12
JetProp LLC Section 6
JetProp DLX Weight and Balance

Loading Graph

1000
Wing Fuel @ 6.7 lbs/gal
140 Gal

900

800

700
Load Weight (lbs)

600
Pilot & Front Passengers Center Passengers

500
Fwd Baggage (30 lb Limit)
Rear Passengers
Hdr Tank Fuel
400

300

200

100
Aft Baggage

0
0 20 40 60 80 100 120 140 160
Moment / 1000 (in-lbs)

Loading Graph
Figure 6-13
______________________________________________

Change 19 6-13
JetProp LLC Section 6
JetProp DLX Weight and Balance
S-TEC and Avidyne
DFC90 Autopilot aft limit
F.S. 146.0

F.S. 143.3 F.S. 147.1

4400
4300 lbs 4318 lbs Max Ramp WT
4300 lbs Max Takeoff WT

A 4200 F.S. 137.0

I 4100 lbs Max Zero Fuel
R & Max Landing WT

C 4000 4000 lbs

R
A
F 3800
T

W 3600 FORWARD LIMIT

E
I
G 3400
H
T 3200
L
B 3000
FS 130.7

AFT LIMIT

2800 For S/N 4636196 & higher (Dashed Lines):

4358 lbs Max Ramp WT
4340 lbs Max Takeoff WT
2600 4123 lbs Max Landing WT
4123 lbs Max Zero Fuel WT

2400
128 130 132 134 136 138 140 142 144 146 148 150
Center of Gravity Location, Inches Aft of Datum
00000000000000000000000000000000000000000.00000
00000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000
Figure 6-15

______________________________________________

Change 24 6-14
JetProp LLC Section 6
JetProp DLX Weight and Balance

______________________________________________

6-15
JetProp LLC Section 7
JetProp DLX Description and Operation

TABLE OF CONTENTS
SECTION 7

DESCRIPTION AND OPERATION

OF THE AIRPLANE AND ITS SYSTEMS

Paragraph Page
No. No.
7.1 The Airplane 7-1a
7.2 Performance Information 7-1a
7.3 The Airframe 7-33
7.5 Engine and Propeller 7-35
7.6 Air Induction System 7-38
7.7 Engine/Propulsion System Controls 7-41
7.9 Hydraulic System 7-45
7.11 Landing Gear 7-49
7.13 Brake System 7-53
7.15 Flight Control System 7-54
7.17 Fuel System 7-56
7.19 Electrical System 7-67
7.21 Instrument Panel 7-76
7.23 Pitot Static System 7-79
7.25 Environmental System 7-80
7.27 Pressurization System 7-87
7.29 Vacuum System 7-89
7.31 Cabin Features 7-91
7.33 Baggage Area 7-93
7.35 Finish 7-93
7.37 Stall Warning 7-94
7.38 Overspeed Warning 7-94
7.39 Emergency Locator Transmitter 7-94

______________________________________________

Change 25 7-i
JetProp LLC Section 7
JetProp DLX Description and Operation

7.41 External Power 7-96

7.43 Radar 7-97
7.45 Avidyne PFD and MFD Displays 7-98
7.45a PFD Systems Description 7-99
7.45b MFD SYSTEMS DESCRIPTION 7-103
7.45c ADAHRS REVERSION 7-115
7.45d STANDBY INSTRUMENTS 7-116

______________________________________________

Change 25 7-ii
JetProp LLC Section 7
JetProp DLX Description & Operation
SECTION 7
DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE
The JetProp DLX is a PA-46-310/350P modified with a
turboprop engine and associated systems. It is a single engine, all
metal, retractable landing gear, low wing airplane. The JetProp
has a pressurized cabin with seating for six occupants and two
separate luggage compartments.

7.2 PERFORMANCE INFORMATION

7.2a(1) JetProp with PT6A-21 Engine

Estimated climb, cruise/endurance, and descent performance data

for the JetProp equipped with the PT6A-21 engine is shown on
page 7-1b through 7-1h. This data is not FAA approved.

FAA Approval Date: 15 June 2006

Change 18 7-1a
JetProp LLC Section 7
JetProp DLX Description & Operation
Example: Max Climb Power
Rate of Climb 4300 lbs
OAT = +18 C
JetProp Max Climb Performance 2200 RPM
Pressure Alt = 10000 ft
OAT is approx. ISA+20 C 110 KIAS
30 Rate of Climb = 1400 ft/min PT6A-21 Engine

ISA-30C ISA
25 9000 ft
Rate of Climb - 100 ft/min

12000 ft
20 ISA+30C
Sea Level
15 3000 ft
18000 ft 6000 ft

10 15000 ft
24000 ft

5 21000 ft
ISA-30C ISA
ISA+30C 27000 ft
0
-80 -70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
Outside Air Temperature - deg C

Change 16 7-1b
JetProp LLC Section 7
JetProp DLX Description & Operation
Example:
Departure PA=6000 ft, OAT= +25C Time, Fuel, Distance to Climb Max Climb Power
Cruise PA=24000 ft, OAT= -29C
Time to Climb = 16-3 =13 min
JetProp Max Climb Performance 4300 lbs

Distance to Climb = 39-5 = 34 nm 2200 RPM

PT6A-21 Engine 110 KIAS
Fuel to Climb = 11-3= 8 gal
Fuel, gal Time, min Distance, nm
27000 ft

ISA+30C
ISA 24000 ft
ISA-30C

21000 ft

18000 ft

15000 ft

12000 ft
9000 ft

6000 ft
3000 ft

-80 -60 -40 -20 0 20 40 0

60 20
80 40
100 60
120 80
140 100
160
Jun 04 Outside Air Temperature deg C Time, Fuel, & Distance to Climb

Change 16 7-1c
JetProp LLC Section 7
JetProp DLX Description & Operation

JetProp Cruise Performance

PT6A-21 Engine/2200 RPM

Pressure Altitude = 6000 ft

Torque ISA-30o C (-26.9o C) ISA (3.1o C) ISA+30o C (33.1o C)
ft-lb KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr
400 123 178 26.5 124 181 27.1 123 185 27.6
500 144 195 29.1 149 200 29.9 150 205 30.6
600 159 213 31.7 164 218 32.5 168 223 33.2
700 172 229 34.2 177 234 35.0 182 239 35.7
800 181 244 36.4 188 251 37.5 194 258 38.5

Pressure Altitude = 9000 ft

o o
Torque ISA-30 C (-32.8 C) ISA (-2.8o C) ISA+30o C (27.2o C)
ft-lb KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr
400 125 167 24.9 127 171 25.5 127 174 26.0
500 150 184 27.4 154 188 28.1 156 193 28.8
600 165 201 29.9 170 206 30.7 175 211 31.4
700 177 218 32.6 183 223 33.3 188 228 34.1
800 188 237 35.4 194 242 36.1 200 247 36.9
900 - - - - - - 210 266 39.7

Pressure Altitude = 12000 ft

Torque ISA-30o C (-38.8o C) ISA (-8.8o C) ISA+30o C (21.2o C)
ft-lb KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr
400 129 156 23.3 131 161 24.0 128 165 24.6
500 155 173 25.8 160 178 26.5 162 182 27.2
600 171 191 28.4 177 195 29.0 182 200 29.8
700 183 208 31.1 189 213 31.8 195 218 32.5
800 194 227 33.8 201 232 34.6 207 237 35.4
900 - - - 210 250 37.4 - - -

Notes:
1) True Airspeeds Above May Exceed Vmo (172 KIAS) and are shown for Interpolation and Illustration Only; Do
Not Exceed Vmo
2) Shaded Areas Denote Max Range Conditions (No Wind)

Change 16 7-1d
JetProp LLC Section 7
JetProp DLX Description & Operation

JetProp Cruise Performance

PT6A-21 Engine/2200 RPM

Pressure Altitude = 15000 ft

Torque ISA-30 C (-44.7o C)
o
ISA (-14.7o C) ISA+30o C (15.3o C)
ft-lb KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr
400 134 147 22.0 137 151 22.6 135 157 23.4
500 160 164 24.5 165 168 25.1 168 172 25.7
600 177 183 27.3 183 186 27.7 188 191 28.5
700 188 200 29.9 195 205 30.6 202 210 31.3
800 200 220 32.9 207 225 33.6 - - -
900 209 243 36.2 217 247 36.9 - - -

Pressure Altitude = 18000 ft

Torque o
ISA-30 C (-50.7o C) ISA (-20.7o C) ISA+30o C (9.3o C)
ft-lb KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr
400 143 139 20.8 146 143 21.3 146 146 21.8
500 168 156 23.3 173 160 23.9 176 163 24.4
600 185 175 26.1 192 178 26.5 197 183 27.3
700 197 195 29.1 206 198 29.5 212 203 30.3
800 209 215 32.1 217 220 32.9 - - -
900 219 240 35.8 227 242 36.2 - - -

Pressure Altitude = 21000 ft

Torque ISA-30 C (-56.6o C)
o
ISA (-26.6o C) ISA+30o C (3.4o C)
ft-lb KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr
400 158 130 19.5 161 134 20.0 162 138 20.5
500 184 148 22.2 189 152 22.8 193 156 23.4
600 200 168 25.0 208 172 25.6 215 176 26.2
700 214 190 28.3 222 194 28.9 - - -
800 226 213 31.8 235 216 32.2 - - -
900** - - - 245** 240** 35.8** - - -

Notes:
1) True Airspeeds Above May Exceed Vmo (172 KIAS) and are shown for Interpolation and Illustration Only; Do
Not Exceed Vmo
2) Shaded Areas Denote Max Range Conditions (No Wind)
3) Double Asterisk (**) Indicates Conditions at Higher than P & W Card Deck Torque;
Do Not Exceed Max ITT (6800C)

Change 16 7-1e
JetProp LLC Section 7
JetProp DLX Description & Operation

JetProp Cruise Performance

PT6A-21 Engine/2200 RPM

Pressure Altitude = 23000 ft

Torque ISA-30o C (-60.6o C) ISA (-30.6o C) ISA+30o C (-0.6o C)
ft-lb KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr
400 161 127 18.9 164 130 19.4 163 133 19.9
500 188 146 21.7 191 149 22.2 198 152 22.6
600 204 166 24.7 212 169 25.2 220 172 25.6
700 218 188 28.1 226 191 28.6 - - -
850** - - - 245** 227** 33.9** - - -
900** - - - 250** 240** 35.8** - - -
640* 226 181 27.0
802* 240 215 32.1 - - -
776 227 206 30.7 - - - - - -

Pressure Altitude = 24000 ft

Torque ISA-30o C (-62.5o C) ISA (-32.5o C) ISA+30o C (-2.5o C)
ft-lb KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr
400 163 125 18.6 165 128 19.1 167 131 19.6
500 190 144 21.5 195 147 21.9 200 150 22.4
600 207 165 24.6 215 168 25.0 222 171 25.5
700 220 187 28.0 230 190 28.4 - - -
800** - - - 242** 213** 31.8** - - -
850** - - - 247** 225** 33.6** - - -
609* 224 173 25.8
778* 240 208 31.0 - - -
764* 228 202 30.1 - - - - - -

Notes:
1) True Airspeeds Above May Exceed Vmo (172 KIAS) and are shown for Interpolation and
Illustration Only; Do Not Exceed Vmo
2) Shaded Areas Denote Max Range Conditions (No Wind)
3) Asterisk (*) Indicates Max Recommended Cruise Torque; Do Not Exceed Max ITT (680o C)
4) Double Asterisk (**) Indicates Conditions at Higher than P & W Card Deck Torque;
Do Not Exceed Max ITT (6800C)

Change 16 7-1f
JetProp LLC Section 7
JetProp DLX Description & Operation

JetProp Cruise Performance

PT6A-21 Engine/2200 RPM

Pressure Altitude = 25000 ft

Torque ISA-30o C (-64.5o C) ISA (-34.5o C) ISA+30o C (-4.5o C)
ft-lb KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr
400 164 124 18.4 168 126 18.8 165 129 19.3
500 191 142 21.2 197 145 21.7 202 148 22.1
600 208 164 24.4 216 167 24.9 - - -
700 222 187 28.0 231 190 28.4 - - -
800** - - - 243** 215** 32.1** - - -
850** - - - 251** 227** 33.9** - - -
597* 223 169 25.2
742* 237 200 29.9 - - -
723* 226 192 28.7 - - - - - -

Pressure Altitude = 27000 ft

Torque ISA-30 C (-68.5o C)
o
ISA (-38.5o C) ISA+30o C (-8.5o C)
ft-lb KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr KTAS FF, lb/hr FF, gal/hr
400 167 120 18.0 171 122 18.2 171 125 18.7
500 195 140 20.9 201 143 21.4 206 146 21.8
600 213 163 24.3 222 165 24.6 - - -
750** - - - 244** 203** 30.3** - - -
800** - - - 250** 215** 32.1** - - -
549* 218 157 23.4
692* 236 188 28.1 - - -
645* 220 173 25.8 - - - - - -

Notes:
1) True Airspeeds Above May Exceed Vmo (172 KIAS) and are shown for Interpolation and Illustration Only; Do
Not Exceed Vmo
2) Shaded Areas Denote Max Range Conditions (No Wind)
3) Asterisk (*) Indicates Max Recommended Cruise Torque; Do Not Exceed Max ITT (680o C)
4) Double Asterisk (**) Indicates Conditions at Higher than P & W Card Deck Torque;
Do Not Exceed Max ITT (6800C)

Change 16 7-1g
JetProp LLC Section 7
JetProp DLX Description & Operation
Example:
Initial Altitude = 27000 ft Time, Fuel, Distance to Descend 172 KIAS
Final Altitude = 7000 ft JetProp 400 FT-LBS
Time = (18-5) = 13 min PT6A-21 Engine
Fuel = (7-2) = 5 gal 2200 RPM
35000
Distance = (67-15) = 52 nm

30000 Fuel, gal Time, min Distance, nm

25000
Pressure Altitude - ft

20000

15000

10000

5000

0
0 10 20 30 40 50 60 70
Time, Fuel , & Distance to Descend
NOT FAA APPROVED

Change 16 7-1h
JetProp LLC Section 7
JetProp DLX Description & Operation

7.2a(2) JetProp with PT6A-34 Engine

Estimated climb, cruise/endurance, and descent performance data

for the JetProp equipped with the PT6A-34 engine is shown on
page 7-2 through 7-14.

______________________________________________

Change 14 7-1i
JetPropLLC Section7
JetPropDLX Description& Operation

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Change14 ', .r
JetPropLLC Section7
JetPropDLX Description& Operation

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Change14 7-3
JetPropLLC Section7
JetPropDLX Description& Operation

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Change14 7-4
JetPropLLC Section7
JetPropDLX Description& Operation

- l-
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E 2, q)
q e q <

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tr

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Change14 7-5
JetPropLLC Section7
JetPropDLX Description& Operation

JetPropCruiseData PT6A-34 Engine

PressureAltitude = 6000ft
Torque lsA-lo"croAT
= -27"c' lsA (oAT = +loc) lsA+10"c{oAl = +l-l'tl
(SHP) (ft-lbs) Airspeed FuelFlow Airspeed FuelFlow Fuel Flow
lKTAS) IKTAS) l|'r'h / cnhl rKTAS) {DDh/ sDh)
152 400 Il5 167| 25 t25 t75/26 129 t82/21
I t90 500 t84/27 148 t52 199/ 30
139 '190/ 28
I
2000
228 600
?00
154
166
200/ 30
2t5/32
'. 162
' 174
101t31 167
179
.216tn.
232 / 35
RPM 305 800 1'76 231/ 34 184 240 / 36 189 249 | 37
343 900 24E| 37 r93 256/ 38 199 266 / 40
l
I
3El
4t9
1000 t92
| 100
r85

t99
261/ 39
218/ 4l
200
208
2?0| 40
288 / 43
206
214
281/ 42
297I 44
457 1200 205 293 I 44 2t4 303/ 45 221 3 1 5t 4 1

- Shaded AreasareBestRangeConditions for GivenAltitude& OAT (No Wind)

- * Indicates
Max Torquefor theFlightCondition(DoNot Exceed740CITT)'
- Temperatues areTrueOutsideAir
- True AirspeedsAboye May ExceedVmo (172 KIAS) and Are Shown for
Interpolation and Illustration Only
- Do Not ExceedVMo(172KIAS)

. )

?T6A-34, oxirnun Cruis. lo|.$. S.tfir€ - Pl,.3$t llfinid. = 6000 tt

oC
T.nD.r.lurc D.dotion from IgA -
-10
I

:i 13oo

I
i i l i l ; t + i - i + li fl li il i l
E rzoo , " ' 1 " ' t ' , ' 1 , , r " r , '
r L , . r f r ! , _ l ! r r I F 1+ 1 1 1.!l'lLr
5
'i I l t l iI i i i i l li;l l:liil
1100
- i i 740ocrrr
bo tlot Exceed i
I i i tf t r i ti " i - r : T : l l : l lI:
-30 -25 -20 -15 -tO -5 0 5 10 15
T|.t| Or}tld. Alr fd||D.Falu. - oC

Change14 7-6
JetPropLLC Section7

JctProp CnrfueDstr PTSA-34Engine

Altitude= 9000ft
Pr€ssure
(oAT = -lt"c' ISA(OAT= -3'C) IsA+to"c{oAT = +2?"c'
Torque tsA-uo"c
NP
(sHP) (ftlbs) Airspeed FuelFlow Airspeed Fuel Flow Fuel Flow
rKTAS) (DDh / cDh) ftTAS I rKTAS)
400 tm 15't 123 r30 163/ 24 133 t7t /26
II 190 500 t44 t13 t 26 153
'
180/ 27
'
181/ 28
228 600 t59 1 9 0/ 2 8 r66 r|t t29 112 2i5 l3l
I 261 ?00 l7l 204/30 178 2t3 I 32 185 2 2 t/ 3 3
305 800 182 220/ 33 189 228 I 34 196 238/ 36
2000
RPM
343 900 l9l 237| 35 l9E 242I 36 205 254/ 38
3El | 000 r98 25t | 3'7 206 259 / 39 2t3 210I 40
I 100
I 419
45'7 1200
205
212
261I 40
284 / 42
213
221
215/ 4l
293 / 44
221
227
285 / 43
302| 45

- ShadedAreasareBestRangeConditionsfor GivcnAltitude & OAT (No Wind)

- 1 IndicatesMax Torquefor theFlight Condition(Do Not Exc€€d740CITT)'
- Temperatues areTrueOutsideAir
- True AirspeedsAbove May ExceedVmo (l72 KIAS) and Are Shownfor
lnterpolation and Illustration Only
- Do Not ExceedVMo(172KIAS)

fT6l-3.t lonn|'r Crult Tor$r S.ftlng - h!3ir! /|ltlid..9m tt

Tcho.mtur. D.viotisr fi.oltl ISI - oC

lo I

f, t.-
rr-TTrraLTr-rrf.rrI1

I rzoo
; ; ; ; i l ; i , , , , , tt ,, ,, ,t , i
rr'rf ,-lrJr|lr['r.rTr|rrlr rrrfrr rl
5 , , t , | , , , , t r , r r t , , , ri tr t , " l
.E lloo
I DoNor Excc.d 740oc rr-r
{ rrrlrr r Ir r-r Trrrrllrrr

-35 -30 -25 -20 -15 -10 -5 0 5 l0 20 25 30

Tru. Oolrid. /lir T.np.roiF - oC

Change14 7-7
JetPropLLC Section7
JetProoDLX Description& Operation

JetProp Cruise Data FT6A-34 Engine

PressureAltitude = 12000ft
= -l9nc' ISA (OAT = -9nC) ISA+]o"c(oAT - +2t"c)
Torque ISe-:onc{oet
NP FuelFlow Fuel Flow Airspeed FuelFlow
(SHP) (ft-lbs) (KTAS\
rKTAS) IKTAS) rnDh/ sDh)
152 400 126 149/ 22 134 t 5 4t 2 3 l3E 16l / 24
I 190 500 149 164t24 157 l'to / 25 l6l 178/21

I 228

305
600
700
800
164

rst
t80 / 21
t94 t29
210I 31
172
184
r95
t8] t28
203/ 30
2t1 / 32
117
!91
202
195t29
2 1 1/ 3 1
2 2 7| 3 4
2000 204 213/ 3s 212 244/ 36
343 900 t97 227r 34
RPM 2t3 220 260/ 39
381 1000 204 241/ 36 248 / 3'1
4t9 I 100 212 256| 38 221 266 / 40 227 275/ 4l
I 457 1200 2 1 8 274/ 4l 228 285/ 43

- Shaded AreasareBestRangeConditions for GivenAltitude& OAT (No Wind)

- * Indicates
Max Torquefor th€FlightCondition(DoNot Exceed740CITT)'
- Temperatues areTrueOutsidc Air
- True AirspeedsAbove May ExceedVmo (172 KIAS) and Are Shown for
lnterpolatiotr and lllustratioo Only
- Do Not ExceedVMo(172KIAS)

Pf6A-34ltorimh Cruisc Tor$.s.tfing - Prtts.. Ahltud. . l2O0Ott

oC
TlirDcmlurc D.viotion fmn I51l -
-10 .10 i?0
. 1100
a
9 1300
I
1200
I ; . r l r = i ? o o R P l ' , \. -
E"* r i I i ; r i l r i oC
ItilllliII
'i Dolbt Ex...d 7rc ITT
{ tooo ;l lit; : , fi ;;ll;l i
-40 -35 -25 -20 -15 -10 -5 05
t|rj. Ortrid. Ai. T.||lp.r'olu.. - oC

Change14 7-8
JetPropLLC Section7

JetProp Cruise Drta PT6A-34 Engine

PressureAltitude = 15000ft
rsA-lo"croAT= -45t ISA(OAT='15'C) roAT= +l5"c)
tsA+3o'c
Torque Arrsp€ed FuelFlow
Airsp€td FuelFlow
NP
(SHP) (ft-rbo Airspeed FuelFlow /KTAS\ (KTAS'I
/KTAS) fnDh / qDh)
t52 400 4 2l l3E t4"t| 22 t42 I53
190 500 155 1 5 6/ 2 3 t62 t62/ 24 166 t69 / 25
l 228 600 t']1 t7t I 26 111 178t 27 183 la5/28
I
700 183 t8'7/ 28 190 t92 / 29 197 201/ 30
305 800 194 201I 30 208/ 3l 208 217/ 32
2000 223| 33 218 234/ 35
343 900 218/ 33 212
RPM 251/ 37
381 1000 211 232/ 35 220 240 / 36 227
4t9 I 100 218 249 | 31 228 259/ 39
451 | 200 225 267/ 40 235 27'1/ 4l

- Shaded AreasareBestRangeConditions for GivenAltitude& OAT (No Wind)

- * Indicates
Max Torquefor theFlightCondition(DoNot Exceed740CITT)'
- Tempe€tues areTrueOutsideAir
- True AirspeedsAbove May ExccedVmo (172 KIAS) 8nd Aro Shown for
Itrterpolation and Illustration Otrly
- Do Not ExceedVMo(172KIAS)

PT5a-3,1 oximur$ Cruis. Tor1l|. s.tiirg - Prrtst lltitu& . 1500O ft

0C
T.nD.i.ttrc D.viqtioi ft'oit ISA -
_20 _10 0 il. +20

j 1300
_ i ,_l !l I!!l
I i ^r,=20ooRPl.t

I tzoo r | l ' r r r r l r r r
,6 r ! r _ l _ tL r _ rI L r l r _ r . l L r
r i r l r ! r ' r l r r l
II rroo ii t{': 2200RPM

! ,*o
; Fil

-30 -25 -20 -15 -10 -5

Tru Odrld. /|lr T.nFr.airr. - oC

Change14 7-9
JetPropLLC Section7

JetProp Cruise Drta PT6A-34 Engine

Prclrure Altitude = 18000ft
= -5lt' ISA(OAT=.21"C) ISA+]o"C(OAT=+9
NP
Torqu€ rsA-lo"c
roAT
(SHP) (ft-lbs) FuelFlow Airspeed FuelFlow Airspeed FuclFlow
/KTAS\ fDDh / qDh) {KTAS\ (ooh/ cohl rKTAS\
t52 400 140 \ 3 3t 2 0 l4s 140t 2l 148 1 4 4/ 2 1
T 190 500 163 t48 | 22 t68 154| 23 174 t6l /24

I 228
267
305
600
700
800
t19
t92
202
t61| 24
t19 / 2'1
r93| 29
186
199
2ll
t10t 25
t84/17
20t / 30
193
206
2lE
t77!26
t93 / 29
2 0 8/ 3 l
2000
343 900 2t2 2tt | 3l 221 2n /32 228 224/ 33
RPM
381 1000 220 226/ 34 229 235/ 35
243/ 36 238 255/ 38
II 419

495
I 100
1200
1300
228

242
4t39
286/ 43
245 275t 41
- 231
"

368 966+ - 237t 35

I 475
s09
2200 368
12474
t337+-
E?9r,-
295 / 44
248 285 | 43

231 231t 35
490 I l?0.- 252 282/ 42
RPM
560 t 3 3 7 . - . 252 l l t t46
- Shaded AreasareB€stRangeConditions for GivenAltitude& OAT (No Wind)
- * Indicates
Max Torquefor theFlightConditior(DoNot Exaeed740CITT)'
- Temperatues areTrueOutsideAir
- True AirspeedsAbove May ExceedVno (172 KIAS) and Are Shownfor
Interpolation and lllustration Only
- Do Not ExceedVMo(172KIAS)

PT5,{-34 ldxinun Crui.. To.q'r S.tllp - Pru$'lrt lltind. . l8o@ ft

T.'nE!r.irc Ocviotior frol|l Is,{O- oC

-30 -20 .20 +30
l l
1100
I 1300
'i
ir-i
1200
: 2000RPr,t
I 6 1100
,. 'r t\! = 2200Rpfi ,r
5 1000
'i i ;i; ; i;
900
.
800
-55 -50 -45 -,t0 -35 -30 -25 -20 -t5 -10 -5

Tfi,. Otnsid. Air TanF,rolu.. -

Changel4 7-t0
JetPropLLC Section7

JetPropCruiseData PT6A-34 Engine

Pr€ssureAltitude = 21000ft
:(OAT = -5 lsA{oAr = -27c) ISA+30"C(OAT = +3
Torqua
NP Airspeed Fuel Flow Airspeed Fuel Flow Airspeed FuclFlow
(SHP) (ft-lbs) (KTAS)
rKTAS'I fnDh/ sDh) (KTAS)
400 126/ t9 159 132/ 20 t62 t3't / 20
t t52
t47t22 189 1 5 3/ 2 3

I
190 500 t77 t 4 1/ 2 l 183
228 600 193 155| 23 201 162124 208 t6g 123
267 700 201 t1l /26 216 t't8t27 223 1 8 5/ 2 8
305 800 2t8 t86 t 28 22E t94t29 235 202 / 30
2000 238 2tt t31
343 900 228 205/ 3l
RPM 248 230/ 34
3 8 1 1000 237
I 100 245 24t I f6 250/ 37
I 4t9
457 1200
495 1300 261
264t39
286 / 43
I 875r- 243 2t5 | 32

I 428 1124r
509 1331+ 263
807.-
292 / 44
25E 257/ 3E

246 2t5 / 32
2200 338 262 257/ 3E
445 t062.-
RPM
540 1289+-- 269 100/ 45
ShadedAreas are BestRangeConditionsfor Given OAT (NoWind)
- * Indicates
Max Torquefor theFlightCondition(DoNot Exceed740CITT)'
. Temperatues areTrueOutsideAir
- True AirspeedsAbove May ExceedVIno (172 KIAS) and Are Shown for
Interpolation and Illustration Only
- Do Not ExceedVMo(172KIAS)

PT6a-3/t lioximh Cnib. Tol!|r *ttitg _ Pr.trt Ahitud. = 2!000 ft

T.hp.rotur? O?eidtioh fron IS/| - oC

-10 0 alo
1400
oc
T 1300 Do Not Ex..td 74o ITT
_L'_l
; i i i l i , ; 1 i , , i i , l - i ' ' 1, i ' i
1200
I f$ = 2oO0RPM
i It00
T
5 1000
E
900
- lL_!
600
-60 -55 -45 -40 -35 -10 -25 -20 -t5 l0

Tnl. OutsldcAir Tc|nt roirc - oc

Change14 7-tl
JetPropLLC Section7

JetProp Cruise Data PT6A-34 Engine

Altitude = 24000ft
= -61' ISA (OAT = -33"C) IsA+louc{oAT = -3"c}
Torqu€ $e-looc toet Airspeed Fuel Flow
Fuel Flow Airsp€ed Fuel Flow
NP
(sHP) (ftlbs) Airspeed
rKTAS} abDh/ cDh) (KTAS) rKTAS')
1 5 2 400 151 1 2 0/ l 8 l6l t25 | t9 \62 1 3 t/ 2 0
1 190 500
600
183
200
135/20
149| 22
189
20s,
140/ 2\ 195
214
141| 22
t63 t24
22E
I 267
305
700
800
214
225
t66/25
183| 27
223
235
1 7 3/ 2 6
t9t /29
229 t 7 8/ 2 7

2000 900 236 202 / 30 246 2 1 0/ 3 l

343
RPM
3 8 1 1000 22t t 33 255 230 | 34
4 1 9 I t00 253 242 / 36
I 299 ?85. -
I 385 l 0 l 0 r
- 251 234t35
193t29

I 451 1200r, 264t 39

301 7 1 9 * 243 t93 | 29
2200 260 234| 35
398 950*
RPM 480 I l46i 261 268 / 40

- ShadedAreasareBestRangeConditionsfor GivenAltitude & OAT (No Wind)

Max Torquefor theFlightCondition(DoNot Exceed
- r Indicates 740CITT)'
- Temperatues areTrueOutsideAir
- True AirspeedsAbove May ExceedVmo (172 KIAS) and Are Shown for
Interpolation atrd Illustration Only
- Do Not Erceed VMo(r72 KIAS)

Pf6A-3,t lloxntrun cruis. Tor$r S.tflng - h.rat Alfl'|ld. ' 2{O0Ofr

oC
T.nD.rolur! D.viotlor ftn|n I5A _
-10 0
1200
1150 oCITT
Do Not Exce€d740
! ll00
c rom
it*
Fr.
?'*
.E EM
; N= 22ooRPM \

t roo
7n
700
-70 -65 -60 -55 -50 -45 -40 -35 -30 -25 -20 '15 'lO -5 0
oC
Ttl,. Oufii& Ai. T.nD.mtvr. -

Change14 I-lz
JetPropLLC Section7

JetProp Cruise Drta PT6A-34 Englnc

PressureAltitude = 27000ft
lsA-3oocroAT ' igocl IsA roAT = -19'rcl ISA+looc roAT = -9oc)
N, Fu€lnow tud now Fuel Flow
(slf) (ft-lbt
rKTAS) (KTAS) (KTAS)
t52 400 160 ll5/l? t62 120| t8 125| 19
1 t90 500 t87 t29 | 19 194
'
t34120 t40tzl

I 228
261
305
600
700
800
':2t6.
220
232
ta4 | 2l
1 6 1t 2 4
179/ 27
2t4
229
242
tso/22
t 7 |/ 2 6
190/28
157/ 23

2000
RPM 343 900 243 200| 30 253 207| 3l
381 1000 2s3 22t/33
263 690. 236 t73 t26

I 343
402
900.
t055.
633.
258 2t2 | 15
253 207| 31

23-1 t69 | 25
2200 265
RPM 355 u7. 256 201| 3l
420 > 264 235| 35

- ShadedAreasareBestRangeConditionsfor GivenAltitude & OAT (No Wind)

- ' lndicates
Max Torquefor theFlightCondition(DoNot Exceed740CITT)'
- Temperatues areTrueOutsideAir
- True AirspeedsAbove May ExceedVmo (172 KIAS) and Are Shown for
Interpolation and lllustration Olly
- Do Not ExceedVMo(f72 KIAS)

Pf5A-34 l oxirun C i3. Torq!. S.tttE - Prrsg..c Ahinrdc = 27000 fl

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Change14 t- tJ
JetPropLLC Section7
JetPropDLX Description& Operation

Fr

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Change14 7-14
JetPropLLC Section7
JetPropDLX Description& Operation

\, 7.2b JetProp with PT6A-35Engine

anddescentperformancefor the JetProp

Climb, cruise/endurance,
equippedwith the PT6A-35 engine is shown on Pages7-16
throush7-32.

Change14 7-t5
JetPropLLC Section7
JetPropDLX Description& Ooeration

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Change14 7-t6
JetPropLLC Section7
JetPropDLX Description& Operation

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Change14 7-17
JetPropLLC Section7
JetPropDLX Description& OPer

3
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Change14 7-18
JetPropLLC Section7
JetPropDLX Description& Operation

I
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Change14 7-t9
JetPropLLC Section7
JetPropDLX Description& Operation

JetProp Maximum Cruise Performance

PT6A-35 Engine/2190RPM

PressureAltitude ISA-30'C
ft Torqueft- lb KTAS FF- lb/hr FF- galAr
6000 732 t75 242 36.r
9000 754 183 229 34.2
12000 1't5 l9l 2t9 32.7
15000 804 200 2t6 32.2
18000 804 2to 206 30.7
21000 749 220 t92 28.7
24000 784 231 196 29.3
27000 816 242 202 30.1

Prcssur€Altitude ISA
ft Torqne ftll KTAS FF - lb/hr FF-saubr
6000 111 185 255 38.1
9000 796 t94 242 36.t
t2m0 E20 203 232 34.6
15000 853 213 229 34.2
'r1a
1E000 855 220 32.8
21000 800 235 204 30.4
24000 83E 241 210 31.3
21000 814 259 219 7'' 1

PressureAltitude ISA+30"C
ft TorqueftJb KTAS FF - lb,ftr FF- sallhr
6000 8t2 195 268 40.0
9000 839 205 255 38.1
12000 866 2t4 245 36.6
15000 901 225 243 36.3
18000 904 236 234 34.9
21000 847 249 220 32.8
24000 889 262 225 33.6
27000 793 258 203 30.3

Do not exceedvmo or Climb/Cruise Max ITT (7400C)

Change14 7-20
JetPropLLC

JetProp CruisePerformance
PT6A-35Engine/2190RPM

Pr€ssureAltitude -- 6000ft

400 It9
500 208
600 223
700 231
800 253

PressureAltitude = 9000ft
Iorque c (-32.8"
rsA-30" c) ISA (-2.80C) (2?.2"
rSA+30'C C)
ft-tb KTAS FF,lb/hr FF. sal/lu KTAS FF.lb/hr FF.csUh! KTAS FF.lb/hr FF. sal/lu
400 125 t76 t27 lE0 26.9 127 185 27.6
500 150 192 28.1 t54 t97 29.4 157 204 30.4
600 ''avt- ' ' r i ; e : 175 2t9 32.1
700 177 22.1 31.0 183 228 340 188 234 34.9
800 t88 237 35.4 195 363 200 249
900 2t0 39.6

Altltude= 12000ft
Pressurc
Torque ISA-30'C{-18.8"
Cr r s At - 8 . 8 " c ) ISA+30'C(21.2"C)
ft-tb KTAS FF. lb/hr FF.eal,tu KTAS FF. lb/hr FF. caliln KTAS FF. lb/hr FF,gal/hr
400 129 l3t 168 25.1 l3l t73 25.8
500 t55 177 160 182 27.2 t62 188 28.1
600 i:,.tlt t92 287 t7'7 t97 2 9 . 4 . . t82 203 30.3
700 ta2 207 30.9 189 213 l l . 8 ..
.ii3 , ri:j2i7, 3t4
800 194 223 201 229 34.2 207 348
900 210 245 36.6 218 252 37.6

Notes:
l) True AirspeedsAbove May Exceedvmo (172 KIAS) and are show[ for Interpolation and lllustration
Onlyi Do Not ExceedVmo
2) ShadedAreas DenoteMax RangeConditiors (No Wird)

Change14 7-21
JetPropLLC Section7
JetPropDLX Description& Operation

JetProp CruisePerformance
PT6A-35Engine/2190RpM

PrcssureAltitude = 15000ft
Torque ISA-30'C{44.7"C) rsA(-14.fc) lsA+30'c(l5.3"c)
ft-lb KTAS FF- lb/hr FF.sal/lu KTAS FF. lb/hr FF- eallr KTAS FF. lb,4u FF.salAr
400 134 22.1 137 t)5 23.1 135 l6l 24.0
500 160 246 165 170 25.4 168 t75 26.1
600 111 26.9 ig4 1 8 5 ' )yi.,6 '188:
::tl::ri9O 28i4
700 188 29.6 195 202 30.1 202 206 30.1
800 200 207 219 32.7 2t3 224 33.4
900 209 34.6 218 237 35.4 243 36.3

PressureAltitude = 18000ft
Torquc C (-507' C)
ISA-10" ISA (.20./ C) ISA+30'C(9 3" C)
ft-lb KTAS FF. tb,4lr FF,ealihr KTAS FF. lb/hr FF.sal^u KTAS FF-lbAr FF,sal,4r
400 143 t42 2l.2 t47 145 2t.6 141 r50 22.4
500 170 155 t74 ''' 1 5 9 23.7 178 164 24.5
':t
600 185 172 1.: tst lii',, .i6::i.,tl q1i0B . tao 269. .
700 t97 t88 28.1 20s 193 28.8 2t3 t91 29.4
800 2@ 205 30.6 2t7 210 31.3 224 215 32.1
900 218 226 33.7 228 229 34.2 236 234 34.9

PrcssurtAhitude= 21fi)0ft
Torque ISA-30'Ct-56.60 C) rsA(-26.6'C) ISA+30'C(3 4' C)
ft-tb KTAS FF.lb/tr FF. eal,tr KTAS FF,lb,trr FF- sal/hr KTAS FF-lbAr FF.sal,4u
400 158
'i' ':' 132 t9.7 162 136 20.3 t62 r39 20.7
500 lC4'i:' ite""' l!:)i-8. iii''' :"'i2:t 1e{'' "''''ii4-' " ' 2 3 . 0 '
600 200 163 24.3 208 24.9 2t5 t72 25.7
700 l8l 27.0 222 185 27.6 229 I90 28.4
800 225 200 29.9 2M 30.4 243 209 31.2
900 222 33.1 245 )ra 33.6 254 230 34.3

Notes:
l) True AirspecdsAboveMay Exceedvmo (172KIAS) and areshownfor rntemolationand lllustration
Only: Do Not ExceedVmo
2) ShadedAreas DenoreMax RangeConditions (No Wind)

Change14 7-22
JetPropLLC Section7
JetPropDLX Description& Operation

\--l
JetProp Cruise Perforrnance
PT6A-35Engine/2190RPM

PressureAltitude = 24000ft
Torque ISA-30"C (-62.5'C) ISA(-325"C) ISA+30'C(-2.5"C)
ft-lb KTAS FF. lb/hr FF.sal,tr KTAS FF. lb/hr FF.salAu KTAS FF,tb/hr FF- saftn
400 163 124 18.5 167 128 t9.l l6'7 132 t9.7
': ,,itii.::ll, lii
:'rido:.,fi
500 :,',:'tW:'' ,:i{4.,.' :";1$.,. . 2.09. :l'rii48. . 2 2 . 1
600 207 t58 23.6 215 162 24.2 222 165 24.6
700 220 t78 26.6 229 182 27.2 237 t85 27.6
800 233 t98 29.6 242 203 30.3 250 205 30.6
900 243 221 33.0 254 224 33.4
8891 262 ))<
1043* 268 2& 38.8
1077. 260 264 39.4

Altitude= 27000ft
Presstrre
Torque ISA.30"C (-68.5"C) I S A( - 3 8 . 5 ' C ) ISA+30' C (-8.5'C)
ft-lb KTAS FF. tbih FF. qalbt KTAS FF. lb/hr FF.sal,tr KTAS FF.lb^u FF. sal/hr
400 168 8 t7.6 t72 121 l8.t t'72 t23 18.4
500 9,i95' 135 20.t" :""ifr'', i3s "
io.6 io6 142 2t.2
600 2t3 t55 23.l 222 158 23.6 229 160 239
700 227 176 26.3 t79 26.7 245 182 27.2
800 240 198 250 203 30.3 205 30.6
900 250 220 32.8 262 224 33.4 212 230 34.3
805* 20-6
952' 268 240 35.8
9524 258 237 35.4

Notca:
l) True Airspe€dsAbove May Excced Vmo (172 KIAS) and are showl for Interpolation 6nd Illustration
Only; Do Not Exce€dVmo
2) ShadedArcasDenoteMax RangeConditions(No Wind)
3) Asterisk (*) IndicatesMax RecommendedCruise Torque; Do Not Exc4rd Max ITT (740'C)

Change14 7-23
JetPropLLC Section7
JetPropDLX Description& Operation

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Change14 7-24
JetPropLLC Section7
JetProoDLX Description& Ooeration

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Changel4 7-25
JetPropLLC Section7
JetPropDLX Description& Operation

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Change14 7-26
JetPropLLC Section7
JetPropDLX Description& Operation

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Change14 '7-27
JetPropLLC Section7
JetPropDLX Description& Operation

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Change14 7-28
JetPropLLC Section7
JetPropDLX Description& Operation

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Change14 7-29
''qll;@,'

JetPropLLC Section7
JetPropDLX Description& Operation

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Change14 7-30
JetPropLLC Section7
JetPropDLX Description& Operation

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Change14 7-31
JetPropLLC Section7
JetPropDLX Description& Operation

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Change14 t-Jz
JetProp LLC Section 7
JetProp DLX Description & Operation

7.3 THE AIRFRAME

The primary airframe is of aluminum alloy construction, with a

steel combination engine mount - nose gear support structure.
The nose cowl and rear section of the dorsal fairing are fiberglass
composite.

The fuselage is an all metal, semi-monocoque structure with flush

riveted skin. The skin has internally bonded doublers and is butt
jointed at all seams not in the airflow direction. There are three
basic fuselage sections: the forward baggage section, the
pressurized cabin section, and the tail cone section. The cabin
section is sealed to maintain pressurization.

The seating arrangement includes two crew seats and four

passenger seats. The forward passenger seats face aft and all
passenger seats have adjustable backs with built-in head rests. An
inside baggage area is provided aft of the rear passenger seats.

Cabin access is through the main cabin door, located on the left
side, aft of the wing. The main door is a horizontally split door
with retractable steps in the lower half. The upper half is held
open by a gas spring. A plug type, inward releasing emergency
egress door is located on the right side adjacent to the aft facing
seat.

Windows include a two-piece windshield, pilot and copilot

windows, a storm window in the pilot's window, and three
passenger windows on each side.

The forward baggage compartment is unpressurized and has a

locking door on the left side, forward of the wing.

______________________________________________

Change 14 7-33
JetProp LLC Section 7
JetProp DLX Description & Operation

The wing is in effect a three section structure. The center section

built-up main spar extends through the lower fuselage and
outboard of each main landing gear. This section has a forward
spar and a rear spar which are pin jointed at the fuselage sides.
The main landing gear retracts inward into recesses located aft of
the main spar. The outboard section of each wing, to within
approximately 18 inches of the tip, is a sealed integral fuel cell.
Portions of the wing structure are adhesively bonded, and skins
are butt jointed and flush riveted for a smooth airfoil surface.

The all-metal flaps are hydraulically (serial numbers 46-840800

through 46-8508109) or electrically (serial numbers 46-8608001
and up) actuated through a mechanical linkage. The flaps extend
aft and down on three tracks and have four preselect positions.

The all-metal ailerons are mass balanced and operated by a cable

system mounted on the aft wing spar.

The empennage is of conventional fin and rudder, stabilizer and

elevator design with aerodynamic and mass balanced control

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JetProp DLX Description & Operation

surfaces. Surfaces are of all-metal construction and the single-

piece elevator assembly carries a center-mounted trim tab. This
tab operates to combine anti-servo and trim functions.
Various access panels on the fuselage, wings and empennage are
removable for service or inspection purposes.

Electrical bonding is provided to ensure good electrical continuity

between components. Lightning strike protection is provided in
accordance with presently accepted practices. Anti-static wicks
are provided on trailing edges of ailerons, elevator and rudder to
discharge static electricity that might cause avionics interference.

7.5 ENGINE AND PROPELLER

ENGINE

The PT6 is a free-turbine engine derated to 560 SHP (PT6A-34 &

-35) or 550 SHP (PT6A-21) for this installation. It is mated to a
4-blade, fully reversible Hartzell propeller and is supplied with
fuel via a header tank which is continually filled from either of
the standard wing tanks. Air induction is through a pitot-type air
inlet system.
The engine uses two independent turbine sections. One drives
the compressor in the gas generator section and the second drives
the propeller shaft through a reduction gearbox. The engine is
self- sufficient since the gas generator driven oil system provides
lubrication for all areas of the engine, pressure for the
torquemeter, and power for propeller pitch control. Major engine
components include the inlet, compressor, combustion chamber,
turbines, and exhaust. Airflow enters through the inlet near the
rear of the engine and proceeds forward through the compressor,
combustion chamber and turbines to an exhaust duct that
surrounds the power turbine shaft near the front. Power output is
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through a reduction gearbox at the front of the engine while the

majority of accessory drive outputs are through a gearbox at the
rear. The compressor consists of three axial stages and a single
centrifugal stage. The combustion chamber is an annular reverse-
flow configuration. Fuel is supplied through fourteen simplex
nozzles supplied by dual manifolds, seven nozzles in each. Twin
spark igniters provide ignition. The engine employs a single-stage
compressor turbine and a power turbine on contra-rotating shafts.
The compressor turbine drives the compressor and the accessory
gearbox mounted at the rear of the engine.

The accessory gearbox diaphragm and the rear wall of the

compressor air inlet plenum form a 2.3 gal integral oil tank. Oil is
cooled by diverted freestream air controlled by a variable-position
door on the cowling. The oil tank filler cap is fitted with a
calibrated dipstick. The single stage power turbine drives the
propeller shaft through a two-stage planetary reduction gearbox
incorporating a torquemeter system. The exhaust gas from the
power turbine is ejected through twin ports on each side of the
exhaust duct. The engine fuel system delivers fuel to the engine
combustion section at specified pressures and flow rates in
response to the power demands. The fuel is warmed by heat
transferred from hot pressurized engine lubricating oil. The oil-
to-fuel heater functions automatically and cannot be turned on or
off manually.

PROPELLER

The JetProp is certified with five optional propellers, the Hartzell

Model HC-E4N-3N/E8292 metal propeller, the Hartzell HC-
E4N-3N/E8292B-2 metal propeller, the Hartzell HC-E4N-
3I/E8501B metal propeller, the Hartzell HC-E4N-3M/E8190K
composite propeller, and the MTV-16-1-E-C-F-R(P)/CFR206-
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58a natural composite propeller. All options are four-bladed and

fully reversible. The Hartzell propeller assemblies consists of a
hollow steel spider hub which supports the propeller blades and
also houses an internal oil pilot tube and the feather return
springs. Movement of the propeller blades is controlled by a
hydraulic piston mounted at the front of the propeller spider hub.
The servo piston is connected by a link to the trailing edge of
each blade root. Centrifugal counterweights on each blade and
springs in the servo piston tend to drive the servo piston into the
feather, or high pitch position. This tendency to movement is
opposed by propeller governor oil pressure. The governor oil
pressure is applied to the servo piston via passages in the
governor body, an oil transfer tube to the oil transfer sleeve on the
propeller shaft, then, via the hollow centerbore of the propeller
shaft to the propeller hub. An increase in the governor oil
pressure moves the blades toward the low (fine) pitch position
(increased rpm). Conversely, a decrease in governor oil pressure
allows the blades to move toward high (coarse) pitch position
(decreased rpm) under the influence of the feathering springs and
blade centrifugal counterweights.

The propeller governor acts as a constant speed unit maintaining

the propeller speed selected by the pilot by varying the propeller
blade pitch to match the load to the engine. The Nf governor
section of the propeller governor is designed to protect the engine
against a possible power turbine overspeed in the event of a
propeller governor failure.

Feathering is accomplished by releasing the governor oil

pressure, allowing counter weights and feathering spring to
feather the blades. This is done by pulling the prop control back
to the limit, of its travel, which opens up a port in the governor
allowing the oil from the propeller to drain back into the engine.
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The elapsed time for feathering is between three and ten seconds.

Unfeathering is accomplished by repositioning the prop control to

the normal flight range. When restarting the engine after moving
the prop control forward, as soon as the engine cranks over a few
turns the governor starts to unfeather the blades. In order to
facilitate cranking the engine during an inflight restart, the
feathering blade angle is set at 80 to 85 degrees at the ¾ point on
the blade, allowing the air to assist the engine starter. In general,
restarting and unfeathering inflight can be accomplished within a
few seconds.

One feature inherent in this method of feathering is that the

propeller will feather if the governor oil pressure drops to zero for
any reason. As the governor obtains its supply of oil from the
engine lubricating system, it follows that, if the engine runs out of
oil or if oil pressure fails due to breakage of a part in the engine,
the propeller will feather automatically.

Operationally the MT propeller is the same as the Hartzell

propellers, although it is configured somewhat differently. It is
lighter than the metal Hartzell by approximately 30 lbs. Because
the hydraulic actuator is in the aft section of the propeller hub, as
apposed to the hydraulic actuator being forward of the propeller
hub in the Hartzell design, the blades are farther forward by
approximately 2 inches,

7.6 AIR INDUCTION SYSTEM

The Jetprop air induction system is integrated into the lower

section of the specifically-designed engine cowling shown in
Figure 7-1. The lower cowling incorporates the outer and inner
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JetProp DLX Description & Operation

JetProp Air Induction

&
Inertial Separator Operation

Forward Engine Firewall Engine

Intake
Engine Center Line Area Rear Engine Firewall

Prop

Fixed Turning Vane Bypass Duct (LH/RH) Closed

Freestream Inlet Plane
Diffuser Exit #2 Vane (Down Position)
#1 Vane (Up Position)

Normal Mode

Forward Engine Firewall

Engine Center Line Engine Rear Engine Firewall

Intake
Area
Prop

Inlet
Fixed Turning Vane
#1 Vane (Down Position) Bypass Duct
#2 Vane (Up Position)
(LH/RH) Open

Ice Deflection Mode

Figure 7-1

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inlet duct shapes, mounting location for the inertial separator

assembly, air intake ducts for the oil cooler and cabin
pressurization bypass duct for the inertial separator, and openings
for the engine exhaust ducts. A pitot-type inlet provides good
integration with the cowling and nose gear assembly. The upper
and lower sections of the engine cowling are made of composite
materials and are designed to provide streamlined contours
around the engine envelope between the propeller flange and the
firewall.

The inlet system consists of four sections: the inlet, diffuser,

inertial separator and the plenum. The freestream air is externally
diffused upstream of the inlet such that the Mach number at the
inlet is approximately half the freesteam value. The airflow is
further diffused internally from the inlet plane to the diffuser exit
plane by approximately a 1.86:1. As a result, the dynamic
pressure at the diffuser exit plane is less than freestream by a
factor of approximately 15:1 and the static pressure rises in
proportion. Since the dynamic pressure is low relative to
freestream, dynamic pressure losses due to the inertial separator
will not greatly affect the net total pressure available to the
engine.

The JetProp DLX uses electric de-ice for the inlet lip and a two-
position inlet ice deflector to divert ice particles overboard. The
ice deflector uses an inertial separator arrangement that diverts
solid objects from the inlet airstream. Besides providing
protection from ice, the inertial separator minimizes the
possibility of foreign object damage and can reduce the ingestion
of sand and dust. Engagement of the ice deflector results in a
torque loss of 100-200 ft-lbs and a rise in ITT of 5-30 deg C.

During normal, i.e. no icing, conditions, the inlet ice deflector is

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in the up position allowing air to flow around either side of the

airfoil-shaped turning vane. The shape of the turning vane is
important to the total pressure recovery of the air supplied to the
plenum. The #2 vane is in the down, or closed position, blocking
air from being dumped back overboard through the bypass duct.

7.7 ENGINE/PROPULSION SYSTEM CONTROLS

The engine throttle control on the PA-46-310P/350P was

modified for use with the PT6 engine (see Figure 7-2). The
power control lever controls engine power through the full range
from full reverse to maximum takeoff power. It is equipped for
operation in beta mode with positive lockout detents preventing
inadvertent selection of reverse thrust or thrust below the flight
idle setting. To go into the beta range from flight idle, the pilot
must physically raise the flight idle stop by raising a lever on the
front of the power control lever. The beta range is limited to
ground use (taxi & landing) only. Do NOT engage beta mode
inflight. The cockpit-mounted power lever is connected through
airframe linkages to the engine-mounted cambox which in turn
connects directly to the fuel control unit (FCU) control lever and
through a push-pull cable to the beta summing lever. During
power management in the normal propeller pitch range, the
power lever drives the fuel control lever to schedule the required
power as a function of gas generator speed. When the power lever
is moved into the beta range, the cable pulls the summing lever
which in turn moves the propeller to the required blade angle
below the normal low blade (fine pitch) setting. In addition, the
power turbine speed (Nf) governor is reset to provide 95% of the
propeller speed set by the propeller governor. During reverse
thrust operation the propeller governor is inoperative and the Nf
governor section accomplishes control of power turbine speed.

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JetProp DLX Description & Operation

Control Pedestal
Figure 7-2
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JetProp DLX Description & Operation

The standard PA-46-310P/350P propeller speed control lever is

used for the JetProp configuration. The propeller speed control
lever is connected to the control lever on the engine-mounted
propeller governor. The minimum lever position feathers the
propeller and maximum lever position provides maximum
propeller speed unless the engine power and gas generator speed
are too low to sustain this speed. Propeller speeds lower than
maximum may be selected to minimize noise. Propeller governor
characteristics generally provide for the governing down to 75%.
Reducing the propeller speed at constant power increases the
gearbox torque. Careful monitoring of gearbox torque is required
at lower prop speeds so that the torque limits are not exceeded.

The cockpit-mounted fuel condition lever is connected to the

control lever on the engine starting flow control unit. The fuel
condition lever is basically a two-position lever that provides the
operating conditions of FUEL CUT-OFF, and RUN. The control
travel extreme from the CUT-OFF to RUN positions is
approximately 45 degrees. During the starting sequence, the
cockpit fuel condition lever is moved to the RUN position after
an acceptable stabilized gas generator speed (>15%) has been
provided by the starter.

The Prop Overspeed push-to-test switch is spring loaded to the

off position. The switch actuates a solenoid-operated valve to
facilitate functional testing of the overspeed governor. When
selected for test, the valve resets the governor below its normal
overspeed setting, thereby causing the prop blades to move to a
coarser pitch, absorbing more power, and a decrease in prop
speed.

The switch labeled “Man Override” is a guarded switch on the

throttle quadrant that disengages the automatic function of the
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JetProp DLX Description & Operation

fuel control system which uses Ng and P3 inputs to maintain a

stable power output. The switch then manually (through a motor
drive system) meters fuel to the engine to provide the desired
power output.

A two-position (ON, OFF) engine “Ignition” switch activates the

ignition exciter unit. When the ignition switch is ON and the Fuel
Condition Lever is in the Run position, the ignition exciter unit is
energized, charging a capacitor on the high voltage side of the
output transformer. The energy stored by the capacitor is
discharged across two spark igniters. The unit is engaged to
initiate combustion in the combustion chamber. If the Fuel
Condition Lever is moved to the Fuel Cut Off position, with the
ignition switch in the ON position, the ignition circuit is disabled.
Some airplanes have a three-position ignition switch (ON, OFF,
AUTO). The AUTO position allows the ignitors to be off unless
the torque falls below 400 ft-lbs, at which time the ignitors
automatically come on. The AUTO position should be used
during periods of icing, precipitation, turbulence or at high
altitude at night. (See Section 2, Limitations). In the event of a
flameout caused by these conditions, the AUTO feature will
quickly sense the power loss, energize the ignitors and probably
re-initiate combustion and an immediate relight before engine
RPM falls below 50 %. In the AUTO position, the ignition is
NOT disabled by the fuel condition lever. The ON position must
be used for normal ground starts and airstarts.

The “Ice Deflector” switch is activated during anticipated icing

conditions and the “Ice Deflector On” annunciator light
illuminates. In this configuration the aft edge of the inlet ice
deflector vane is positioned flush with the leading edge of the
turning vane, forcing airflow to be diverted underneath the vane.
The #2 vane is moved to the up position; the inertia of any solid
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JetProp DLX Description & Operation

ice particles causes them to either go directly overboard through

the bypass duct or be caught in the lip of the #2 vane and then
entrained in the exit airstream and ejected through the duct. The
majority of the air is turned by the vane into the plenum. The total
pressure and quantity of the air delivered to the plenum is
dependent on the turning vane efficiency and the dynamic
pressure at the diffuser exit plane.

The inlet lip is molded with reliefs to accept mounting of the de-
icer boot which covers a resistance type heating element. The
boots cover the leading edges of the lip, 2.1 inches inside and
1.0-1.3 inches outside. A two-position rocker switch labeled
“INLET DE-ICE” activates the electrical heating system on the
engine air inlet lip.

An Oil Tank Cooler Door Switch labeled “OIL DOOR” activates

an electrically-actuated door to divert ambient air around the oil
tank for convective heat exchange. Engagement is indicated by
the “OIL DOOR” annunciator reset light.

7.9 HYDRAULIC SYSTEM (unchanged from the standard

PA-46-310/350P configuration).

Hydraulic System (S/N’s: 46-8408001 – 46-8608067 and

4608011 – 4608007) (Gar-Kenyon)
The hydraulic system (refer to Figure 7-3) provides the power to
operate the landing gear and wing flaps (serial numbers 46-
8408001 through 46-8508109) using an electrically driven
hydraulic pump operating at 1425-1575 psi. On aircraft with
serial numbers 46-8508036, 46-8508040 and up the hydraulic
pump assembly includes an accumulator with a nitrogen gas
charge of 1200 psi. The accumulator incorporates a valve for
servicing on the gas end.
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JetProp DLX Description & Operation

Figure 7-3
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JetProp DLX Description & Operation

HYDRAULIC SYSTEM (S/N 4608008 and up)

The hydraulic system (refer to Figure 7-3a) provides the power to

retract and extend the landing gear.

The electric motor driven hydraulic pump assembly is located aft

of the rear baggage compartment and is accessible through the
baggage compartment aft closeout panel. The pump assembly has
an integral reservoir with filler plug, sight gauge and vent. The
pump assembly incorporates pressure switches, bypass relief
valves, and thermal relief valves in both the UP and DOWN
sides. A shuttle valve is also incorporated to allow for unequal
volumes of hydraulic fluid displaced during UP and DOWN gear
actuation. Normal system operating pressure is controlled by the
pressure switches. Maximum system operating pressure is limited
by the bypass relief valves, and maximum system holding or
trapped pressure is limited by the thermal relief valves.

The motor which drives the hydraulic pump is reversible and runs
in one direction to supply gear UP pressure and in the opposite
direction to supply gear DOWN pressure. The direction in which
the pump runs is controlled electrically by the position of the gear
selector switch on the instrument panel.

Other major components of the hydraulic system are the three

gear actuators and the emergency gear extension valve. Operation
of these components is covered in the landing gear section.

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JetProp DLX Description & Operation

(Parker Hannifin)
S/N’s: 4608008 and up
Figure 7-3a

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JetProp DLX Description & Operation

7.11 LANDING GEAR (The JetProp landing gear system

description and operation is unchanged from the standard
PA-46-310/350P configuration. It is repeated here for
completeness.)

The aircraft is equipped with hydraulically operated, fully

retractable, tricycle landing gear.

Locking-type actuators are used for main and nose gears. The
actuator assembly provides mechanical gear-down locking at the
fully extended position and is hydraulically unlocked. The
actuator also acts as the gear race in the extended position.

Hydraulic pressure for gear operation is furnished by an

electrically powered hydraulic pump (refer to Figures 7-3 and 7-
5). The gear is activated by a landing gear selector handle located
to the left of the control quadrant on the instrument panel (Figure
7-4). The gear handle is mechanically linked to the gear selector
valve under the right forward baggage compartment floor.
Selecting UP or DOWN position directs hydraulic system
pressure to the appropriate side of the landing gear actuating
cylinders.

A spring-loaded solenoid prevents the gear handle from being

moved to the gear UP position when the airplane is on the
ground. The solenoid is energized to unlock the handle by a squat
switch mounted on the left main gear. The squat switch is
activated when the gear strut is extended at takeoff, or if the

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JetProp DLX Description & Operation

Figure 7-4

airplane is on jacks. Should the solenoid fail, a small tab

protruding through the handle slot allows the pilot to override the
locking feature by pushing the tab to the right as the handle is
activated to the gear UP position. During the preflight check, be
sure that the landing gear selector is in the DOWN position and
that the three green gear indicator lights are illuminated. On
takeoff, the gear should be retracted before an airspeed of 130
KIAS is exceeded. The landing gear may be lowered at any speed
up to169 KIAS.

The nose gear retracts aft turning 900 sideways and is fully
enclosed by doors. A nose-gear door actuating cylinder is located
in the nose wheel well. The door actuating cylinder receives

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Change 18 7-50
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JetProp DLX Description & Operation

Figure 7-5
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JetProp DLX Description & Operation

system pressure for actuation when a timed check valve is

engaged by the fully retracted nose gear. The nose gear extends
and doors open when system-up pressure is relieved. (Both are
spring assisted to the down position.) The main gear retracts
inboard into the wing root area. A mechanically linked door
covers the strut assembly.

The landing gear is held in the retracted position by hydraulic

pressure. In the event of hydraulic system pressure loss, the
landing gear will remain up as long as the selector is in the UP
position. To extend and lock the gear, in the event of hydraulic
system failure, it is only necessary to relieve the hydraulic
pressure in the gear hydraulic system. An EMERGENCY GEAR
extension control, located directly beneath the gear selector, is
provided for this purpose. Springs assist in nose gear and nose
gear door extension and in locking the gear in the down position.
Pulling the EMERGENCY GEAR control releases the hydraulic
pressure holding the gear in the up position and allows the gear to
free fall. After pulling the EMERGENCY GEAR extension
control, place the landing gear selector in the DOWN position
and pull the HYD PUMP circuit breaker to keep the pump from
operating continuously. If the EMERGENCY GEAR control has
been pulled out to lower the gear by gravity due to a gear system
malfunction, leave it in extended position until the airplane has
been put on jacks to check the proper function of the landing gear
hydraulic and electrical systems. See the Service Manual for
proper landing gear system checkout procedures. If the airplane is
being used for training purposes or a pilot checkout flight and the
emergency gear extension knob has been pulled out, it may be
pushed in again when desired if there has not been any apparent
malfunction of the landing gear system. The hydraulic reservoir
for landing gear operation is an integral part of the hydraulic
pump. Access to the combination pump and reservoir is through a
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JetProp DLX Description & Operation

panel in the aft baggage compartment. For filling instructions, see

the Service Manual.

NOTE

Flaps are inoperative when HYD PUMP circuit

breaker is pulled. (Serial numbers 46-8408001 thru
46-8508109).

The three green lights directly above the landing gear selector
illuminate to indicate that the landing gear is down and locked. If
the gear is not in the full-up or the full-down position a red
GEAR WARNING light on the annunciator panel illuminates.
Should the throttle be placed at a low power setting such as
during landing approach while the gear is retracted, a warning
horn will sound to alert the pilot that the gear is retracted. The
gear warning horn emits an intermittent beeping sound, and the
GEAR WARNING annunciator light illuminates. The green gear
lights are dimmed by a day/night switch on the instrument panel.

7.13 BRAKE SYSTEM (The JetProp brake system

description and operation is unchanged from the standard
PA-46-310/350P configuration. It is repeated here for
completeness.)

The brake system is designed to meet all normal braking needs.

Two single-disc double puck brake assemblies, one on each main
gear are actuated by toe brake pedals mounted on both the pilot's
and copilot's rudder pedals. A brake system reservoir,
independent of the hydraulic system reservoir, is located behind
the aft access panel in the forward baggage compartment. Brake
fluid should he maintained at the level marked on the reservoir.
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JetProp DLX Description & Operation

For further information see “Brake Service" in Section 8 of this

handbook. The parking brake knob is located just below the left
control column. To set the parking brake. first depress and hold
the toe brake pedals and then pull the parking brake knob. To
release the parking brake, first depress and hold the toe brake
pedals and then push in on the parking brake knob.

WARNING

No braking will occur if aircraft brakes are applied while

parking brake handle is pulled and held.

7.15 FLIGHT CONTROL SYSTEM (The JetProp flight

control system description and operation is unchanged from
the standard PA-46-310/350P configuration. It is repeated
here for completeness.)

The primary flight controls are conventional and are operated by

dual control wheels and rudder pedals. The control wheel
operates the ailerons and elevator. The rudder pedals actuate the
rudder and nose wheel steering. The toe brakes, which are an
integral part of the pedals, operate the wheel brakes. The ailerons
and rudder are interconnected through a spring system, which is
activated only when controls are out of harmony. In normal
coordinated flight the system is inactive. All flight control
systems are operated by closed circuit cable systems.

Secondary control is by elevator and rudder trim. The controls are

located on the pedestal (Figure 7-2). Aileron trim is provided by a
fixed, ground-adjustable tab. The elevator trim control wheel is
located on the right side of the pedestal. The wheel is rotated
forward for nose-down trim and aft for nose-up trim. The rudder
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trim wheel is located on the aft face of the pedestal. The wheel is
rotated to the right (counterclockwise) for nose right and left
(clockwise) for nose left. Trim indications for the individual
systems are located on the pedestal. On aircraft S/N
46-8408001 thru 46-8508109, the wing flaps are hydraulically
controlled by a selector lever mounted on the instrument panel -
immediately to the right of the control pedestal. The flap position
indicator is located to the left of the selector lever. The flaps may
be set to four positions; up (00), l00, 200, and full down (360).
Each position is detented on the flap selector panel. The flaps will
automatically move to the selected position, and the indicator will
display the actual flap position. The flaps may be extended to 100
at airspeeds at or below 169 KIAS, 200 at or below 134 KIAS,
and 360 flap extension is limited to airspeeds at or below 117
KIAS.

On aircraft S/N 46-8608001 and up, the flaps are electrically

operated. Flap positions, airspeeds and operation have not
changed from those indicated in the above paragraph. In addition,
a FLAPS annunciator light is provided as part of the annunciator
panel located in the upper portion of the pilots instrument panel.
If the annunciator light illuminates, it is indicative of a system
malfunction in which case the flap protection circuit
automatically removes power from the electric flap motor.
Resetting of the FLAP WARNING/RESET circuit breaker will
restore normal operating power to the flap motor. If, after
resetting, and operation of the flaps, the annunciator illuminates
again then a system malfunction is indicated and the flap motor
circuit breaker should be pulled.

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7.17 FUEL SYSTEM

The JetProp uses the standard PA-46-310P/350P aircraft fuel

system with the addition of outboard wing fuel filler caps (STC
SA00859AT), enabling the wing tanks to each be filled with 10
additional gallons of fuel, and a header tank which accumulates
fuel from the selected wing tank. The header tank prevents the
possibility of interruption of fuel supply to the engine during the
selection of an alternate wing tank. All fuel to the engine is
supplied by the header tank and is continuously replenished from
either of the standard wing tanks. See Figure 7-6 for a schematic
of the JetProp modified fuel system. The total usable fuel is 140
gallons in the wing tanks and 11.1/19.7 gallons in the header tank
for a total of 151.1/159.7 gallons. The unusable fuel quantity is 1
gallon in each wing tank and 1.1 gallons in the header tank
(JetProps 1-9 have 2.4 gallons unusable in the header tank unless
modified).

Fuel is stored in two main integral wing tanks located outboard of

the mid-wing splice. The outboard fuel filler caps allows the fuel
quantity in each wing to be increased by 10 gallons for a total of
70 usable gallons per side. Each tank gravity feeds fuel through
finger screens into three lines leading to collector/sump tanks
located at the root of each wing, just aft of the main spar. During
preflight the collector/sump tank and one of the three lines can be
inspected in each main wheel well. Collector/sump tanks vent
back to the main tanks by a fourth line located forward of the
main spar. The main tanks vent to the atmosphere by non-icing
vents installed in the most outboard forward access panels of each
wing tank. Reverse fuel flow from collector tanks to main tanks is
prevented by two flapper check valves installed in each collector
tank. Collector tank sumps are the lowest points in the fuel
system, and each has a drain valve for draining collector and main
tanks.

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WARNING

Avoid prolonged uncoordinated flight to prevent

uncovering of fuel tank outlets and subsequent fuel
starvation.

Each tank separately vents air in and fumes out to equalize

pressure with ambient conditions. This is accomplished through
combination valves in non-icing fuel tank vents located at the
most outboard forward tank access panels. In addition, optional
vented fuel caps for the outboard fuel ports are available to
provide a backup fuel vent.

WARNING

When opening the fuel tank filler cap, always open the
outboard cap first. If fuel is visible through the outboard
cap or if the fuel gauge reads above full, do not open the
inboard fuel cap because fuel will overflow.

NOTE

When opening a wing fuel cap a rush of air will

normally be heard and felt. This is caused by the large
volume of vapor space in the wing tank, which is under
a slight pressure differential. This pressure is the
minimum required to open the combination valve in the
vent and does not represent a hazard.

CAUTION

Do not insert objects into the wing vent as damage to the

combination valve could result in fuel leakage.

______________________________________________

Change 23 7-57
JetProp LLC Section 7
JetProp DLX Description & Operation

CAUTION

A plugged vent could result in fuel starvation. If a

restricted vent is suspected, select the opposite tank
immediately. Monitor the suspect wing and land as soon
as possible.

The fuel quantity for each wing tank is indicated by instrument

panel gauges. Each wing tank has two sensor sending units.
Gauges are electrical and will operate when the battery switch is
ON. Fuel tanks can be visually confirmed full if fuel level is up to
the filler neck.

Wing fuel quantity gauges should be monitored at regular

intervals during flight. Fuel tank selection should be alternated
accordingly to maintain wing balance.

NOTE

Aircraft should be refueled in a wings level condition. At

times, this will require alternate filling of left and right
tanks until the full condition is reached.

Fuel leaving the left or right collector sump tank flows to a

selector valve which is located on the right fuselage side behind
the co-pilot's seat in a non-pressurized compartment. All fuel
lines passing through the pressurized cabin are metal tubes
surrounded by plastic cushion and encased by a second metal tube
This second tube is sealed from the cabin environment to
preclude fuel from entering the cabin area or pressurized cabin air
from entering fuel lines in the event of a leak.

The fuel selector valve is cable-controlled by a thumb-sized

handle below the pilot’s control yoke. The detent selections are
OFF, LEFT, RIGHT. The LEFT or RIGHT positions direct fuel
flow to the header tank from the wing tank selected. To select
______________________________________________

Change 14 7-58
JetProp LLC Section 7
JetProp DLX Description & Operation

OFF, the fuel selector must be moved to the left tank position,
moved down against spring pressure, then moved to the far left
OFF position. A fuel transfer pump is located in each wing
collector sump tank. These pumps provide fuel from the wing
tanks to the header tank. The operation of these pumps is
controlled by the fuel selector handle and the transfer pump
rocker switch. The position of the fuel selector handle determines
which wing tank and respective pump will be used. In the OFF
position, neither tank supplies fuel and neither transfer pump is
powered. Automatic or manual operation of the pumps is
determined by the transfer pump switch (AUTO/OFF/MAN). In
AUTO mode, the selected pump is automatically turned on and
off to keep the header tank filled. In MAN mode, the selected
pump runs continuously. If a wing transfer pump fails, the
emergency fuel transfer pump can be used to transfer fuel from
either of the wing tanks to the header tank to ensure no fuel is
trapped in a wing tank.
Header Tank. All fuel to the engine is supplied from the header
tank. The header tank installed in the right side of the forward
baggage compartment between FS 79 (firewall) and FS100 (front
pressure bulkhead) holds 12.2/20.8 gallons of fuel total (13.5
gallons total for JetProps 1-9). The usable fuel is 11.1 gallons or
19.7 gallons if the large header tank is installed. The header tank
cannot be refueled externally. Header tank fuel quantity is sensed
by a float/capacitance probe and is indicated by a separate cockpit
gauge. Float switches independent of the quantity indicator sensor
provide inputs for the fuel level controller and the “HT FUEL
LOW” warning light. The header tank has two submerged
internal fuel boost pumps. The boost pumps are pilot-selectable
by a three-position (PUMP 1, OFF, PUMP 2) rocker switch on
the instrument panel. These pumps are located in the sump-
shaped bottom of the header tank and provide positive fuel
pressure to the engine driven fuel pump. The selected header tank
boost pump not only provides the required fuel pressure to the
engine, but also helps draw fuel from the selected wing tank to
the header tank.
______________________________________________

Change 19 7-59
JetProp LLC Section 7
JetProp DLX Description & Operation

Vent System. Refer to Figure 7-6. The vent system regulates

over-pressure and under-pressure in the header tank. Over-
pressure can occur if the tank is full and the wing- or emergency
transfer pump is filling the tank faster than fuel is going out. In
this case, fuel and vapor will vent out of the tank through a one-
way check valve back to the wing tank. If pressure continues to
rise above 7 psi, a pressure switch will turn on the “HT HI
PRESS” annunciator light. A further rise in pressure to 20 psi
will open a relief valve venting fuel overboard, preventing a
further rise in pressure. Under-pressure (pressure less than
ambient) can occur as the fuel level in the tank decreases.
Pressure less than –4 psi opens another check valve venting air
into the header tank. This prevents high “negative” pressure in the
header tank which could cause cavitation of the header tank boost
pumps. This also allows all the usable fuel in the header tank to
be pumped to the engine if the fuel selector valve was
inadvertently turned off, stopping flow from the wing tanks.

Fuel to the engine. All fuel to the engine is supplied from the
header tank. The selected boost pump in the header tank supplies
fuel pressure adequate for all operating conditions to the engine
fuel inlet. The fuel is pumped from the header tank through the
firewall shutoff valve, a 20 micron filter and drain assembly, an
analog fuel flow sender, and an oil/fuel heater to the engine
driven fuel pump. The fuel line pressure is measured between the
header tank and the engine by a transducer and is displayed on the
cockpit gage. The engine driven fuel pump provides pressurized
fuel to the fuel control unit, which in turn provides metered fuel
to the engine. The cockpit fuel condition lever connects to the
fuel control unit cut-off valve allowing the fuel to be turned on or
off with the cockpit fuel condition lever. The cockpit power lever
is also connected to the fuel control unit and provides the pilot
input to the fuel control unit, which then provides the necessary
fuel to the engine to provide the desired power. During an
aborted start attempt or during engine shut down, excess fuel in
the fuel manifold is drained into the EPA can. Anytime the start
______________________________________________

Change 14 7-60
JetProp LLC Section 7
JetProp DLX Description & Operation

switch is in the START position, the EPA drain pump pumps the
fuel back through the vent line into the header tank or wing
collector tank. One-way check valves allow fuel to enter the wing
collector tank but prevent it from exiting back to the EPA can.

Fuel System Management. The fuel system is designed to require

very little pilot action under normal operating conditions. Fuel
system management under normal operation consists of
monitoring fuel flow and pressure, monitoring header tank fuel
level to ensure a full level, and controlling wing fuel balance. The
header tank must be kept full by either automatic or manual
means. Under most cruise and descent conditions, wing fuel is
drawn in to the header tank by the suction created by the outflow
of fuel to the engine. At higher fuel flow rates during periods of
high power operations or steep climb attitudes, etc, the fuel flow
out of the header tank will be greater than that being drawn in.

In the automatic mode, as selected by the AUTO position on the

fuel transfer switch, the automatic fuel control system utilizes two
float switches, one to sense when the fuel level is low and one to
signal when the tank is full. The low float switch, internal to the
header tank, signals the header tank fuel level controller when the
header tank fuel level is at approximately 10.5/19 gallons. With
the fuel transfer pump switch in the AUTO position, the battery
or generator/alternator providing power to the main bus, and the
fuel selector in LEFT/RIGHT position, the controller then
activates the selected wing tank transfer pump. Any time one of
the wing fuel transfer pumps is powered, the “WING FUEL
PUMP” annunciator light illuminates. The “HT FUEL LOW”
caution light will normally flash on for a few seconds and then
extinguish as fuel is pumped into the header tank. The wing
transfer pump continues to operate until the header tank is full,
activating the upper float switch which signals the controller to
shut off the wing transfer pump in the selected wing tank. The
cycle is automatically repeated to maintain fuel in the header
tank.
______________________________________________

Change 19 7-61
JetProp LLC Section 7
JetProp DLX Description & Operation

CAUTION
If a wing tank runs dry with AUTO fuel selected, the pilot
must select the other wing tank or turn the AUTO fuel to
the OFF position to prevent over heating the wing transfer
pump.

If the automatic fuel transfer system fails or the pilot desires to

maintain the fuel level in the header tank manually, the
MANUAL fuel transfer pump position will be used. In the
MANUAL position, the pump in the selected wing tank will run
continuously. Normally the pilot would wait until the “HT FUEL
LOW” caution light illuminated or the header tank fuel quantity
indicated 10.5/19 gallons, and then turn the fuel transfer pump to
the MANUAL position. When the header tank is full (gage
indication and/or HT HI PRESS Light) the transfer pump would
then be placed in the OFF position (or AUTO to return to normal
operation). The “HT HIGH PRESS” caution light illuminates
above 7 psi. This process would be repeated as necessary to
maintain the desired fuel quantity in the header tank. If the fuel
transfer pump is left ON after the tank is full, the HT HI PRESS
light will remain on and excess fuel will flow through the return
line back to the wing tank; The tank pressure may continue to rise
and at 20 psi a relief valve opens to dump fuel overboard.

Earlier JetProp conversions (unless updated) use a single arm-

type float in conjunction with a pressure switch to signal the auto
fuel controller. In this configuration, the controller turns on the
selected transfer pump and the HT FUEL LOW light when the
header tank fuel level drops to 9 gallons. At 10 gallons, the HT
FUEL LOW light goes out. When the tank is full, as determined
by the fuel float, the controller turns the selected transfer pump
off. Some of these JetProps also use a pressure switch as an
additional full indication to turn off the transfer pump. Also, in
the earlier JetProp configuration, a pressure relief valve opens at
4 psi to vent fuel and vapor back to the wing tank.

______________________________________________

Change 21 7-62
JetProp LLC Section 7
JetProp DLX Description & Operation

Fuel System Malfunctions: The JetProp fuel system has

numerous redundancies to ensure that fuel can be transferred to
the header tank and then to the engine at the required pressure. If
malfunctioning, the automatic fuel control system can be
bypassed by selecting the MANUAL position on the wing
transfer pump switch and proceeding as described above.

Malfunctions in the automatic system would be indicated by the

transfer pump not turning off when the tank is full (WING FUEL
PUMP light remains on and HT HI PRESS illuminated) or the
wing transfer pump not turning on when the header tank is low
(HT FUEL LOW remains on).

In case of failure of one or both of the wing transfer pumps (as

indicated by the WING FUEL PUMPS annunciator not
illuminating and/or the header tank not refilling) the emergency
transfer pump can be used to manually transfer fuel from the
selected wing tank to the header tank. The emergency pump can
be used only in the manual mode. The pump must be turned off
when the header tank is full to avoid overpressurizing the tank
and venting fuel overboard.

Two header tank boost pumps provide redundancy in supplying

pressurized fuel to the engine. One of the boost pumps must be
ON at all times during engine operation. While only one of the
boost pumps can be selected at one time, both are required to be
operational for flight operations. Loss or erratic behavior of fuel
pressure or fuel flow is cause to select the other pump.
Emergency operation with both boost pumps inoperative should
be done at low power settings and low altitudes.

Header tank “HT HI PRESS” warning: If the wing transfer pump

is not automatically or manually turned off at the proper time, or
if the emergency transfer pump is not manually turned off,

______________________________________________

Change 21 7-63
JetProp LLC Section 7
JetProp DLX Description & Operation

pressure will build up in the header tank. At 7 psi the “HT HI

PRESS” annunciator warning light on the annunciator panel will
illuminate and fuel will be venting back into the wing collector
tank. If there is a malfunction of the upper float switch (or, in the
earlier configuration, the pressure relief valve or the pressure
switch) and pressure continues to build, the fuel would start
venting overboard when the tank pressure reached 20 psi.

Header Tank Low Indication: When the header tank fuel level
decreases to approximately 10.5/19 gallons, the automatic fuel
controller is designed to activate the fuel transfer pump and “HT
FUEL LOW” caution light. This light is just a reminder to the
pilot that some action by the automatic system or manually by the
pilot to ensure the header tank is refilled. If no action is taken, a
red light in the header tank fuel quantity indicator will illuminate
at 4.6 gallons remaining as another reminder that some action is
necessary to maintain the header tank fuel level.

“FUEL FILTER” warning. When the fuel filter starts to clog, it

activates a differential pressure switch which in turn activates a
“Fuel Filter” warning light on the copilot’s instrument panel or
the “FUEL FILTER” light on the annunciator panel. This warning
light alerts the pilot of impending fuel filter bypass. As an
optional means of determining whether the fuel filter is clogging,
some aircraft (JetProps 1-9 unless modified) have two input jacks
next to the warning light. The pilot or mechanic can determine
the condition of the filter, as shown in the following table, by
measuring the voltage difference from two pressure sensors, one
at the fuel filter input and the other at the output.

Differential Voltage Differential Voltage

Pressure Difference Pressure Difference
.5 .05 2.0 .20
1.0 .10 2.5 .25
1.5 .15(Begin Bypass) 3.0 .30

______________________________________________

Change 21 7-64
JetProp LLC Section 7
JetProp DLX Description & Operation

11.1 or
19.7 GAL
Usable

Fuel System Schematic PA-46-310P Conversion

Figure 7-6 (Sheet 1 of 2)
______________________________________________

Change 21 7-65
JetProp LLC Section 7
JetProp DLX Description & Operation

11.1 or
19.7 GAL
Usable

Fuel System Schematic PA-46-350P Conversion

Figure 7-6 (Sheet 2 of 2)

______________________________________________

Change 21 7-66
JetProp LLC Section 7
JetProp DLX Description & Operation

7.19 ELECTRICAL SYSTEM

The JetProp electrical power system is 28 V.D.C. with a negative

ground. Power is supplied by a 200-amp starter-generator (250
amp on JetProps 1-9 unless modified) and a 70 amp backup
alternator. (Some JetProps are equipped with a 50 amp B&C
backup alternator). Each circuit is protected by a circuit breaker.
Power for starting and emergency backup is provided by two
independent battery systems. On JetProps 1-13 (unless modified)
each battery system has 2-12 volt Concorde Air RG-25XC sealed
units, located under the center, rear-facing seats, connected in
series to give 24 volts. On JetProps 14 and higher, each system
has a 24 volt Concorde RG-46 sealed unit located under the aft
seats. The electrical distribution systems are illustrated in Figures
7-7A-D.

Electrical Controls and Displays. The JetProp controls and

displays are shown in Figure 7-8. With the dual battery system, a
two position (BATT 1, BATT 2) rocker switch allows the
selection of either battery system 1 or battery system 2. Also, a
dual battery start On/Off switch allows the selection of both
battery systems for start. Some airplanes are equipped with a
three position select switch (BATT 1, BOTH, BATT 2) that
allows both batteries to be continuously online in parallel. The
dual battery press & hold switch is deleted in this configuration.

A three position (ON, OFF, ON) Gen/Off/Start rocker switch

allows the selection of the starter during start or the generator
during normal operations. In the center position, both the starter
and generator are off.

The Amp-Voltmeter displays the information for the generator

and alternator. On the PA-46-310 model JetProps, the two
position (GEN A/V/ALT A/V) rocker switch is used to select
either the generator or alternator for readout.

______________________________________________

Change 14 7-67
JetProp LLC Section 7
JetProp DLX Description & Operation

Nominal voltage with the generator online is 28.5 volts. Voltage

with the alternator is 27.5. With both the generator and alternator
selected, the alternator will not come online as long as the
generator output is greater than 27.5 volts. A LOW BUS
VOLTAGE annunciator light will illuminate if the system voltage
drops below 25 volts. If the voltage is below 24 volts, the selected
battery system is providing current and being depleted.

The ground clearance rocker switch allows only the Comm #1

unit and speaker amp to be powered directly from the selected
battery without either the battery master or radio master switch
on. The ground clearance switch must be off to avoid depletion of
the battery and should be turned off prior to engine start.

A receptacle located inside the forward baggage compartment

allows use of an external 24 vdc power supply for engine start.

A two position (ON, OFF) Standby Alternator switch allows the

alternator to be turned on or off. The generator and alternator
cannot both be online at the same time. One must be turned off
prior to the other being placed in the “on” position.
Since the generator is the primary electrical power source, it must
be turned off prior to the alternator being turned on or the
alternator will not come on line. If the alternator is one line and
the generator is turned on, the alternator will automatically drop
off line and the generator will come on line.

The 200 amp starter/generator on some JetProp conversions is

equipped with manual reset switch. If the generator trips offline,
the reset switch must be engaged to bring the generator back
online.

When electrical power is being supplied by the alternator, the

load must be maintained below 70 amps (50 amps with the B&C
alternator). Use of de-icing equipment, particularly windshield or
propeller heat, may be limited. To avoid drawing power from the
______________________________________________

Change 14 7-68
JetProp LLC Section 7
JetProp DLX Description & Operation

battery, maintain engine speed above 75% NG or reduce electrical

load to maintain voltage above 24 volts.

On airplanes with the two-position battery select switch, each

battery system should be selected alternatively inflight (BATT
1/BATT 2 switch) to maintain each at full charge. With the three-
position switch, the BOTH position should be selected for start
and normal flight operation. With failure of both the generator
and alternator, battery power can be better rationed by selection
of one battery system at a time. To prevent inadvertent discharge
of both batteries, BATT1 should be selected after engine
shutdown. A ground recharging receptacle for each battery
system is located in the forward baggage compartment.

With both the generator and alternator offline, the duration of

battery power will be dependent on electrical load and the battery
charge when selected. Each battery system, if fully charged, can
provide service for approximately 10 minutes at 45 amps and
approximately 20 minutes at 24 amps.

Figures 7-7A through 7-7D show the electrical distribution

system for the JetProp conversions of the PA-46-310 and PA-46-
350 airplanes before and after the March 2000 electrical system
modification. On the JetProp/PA-46-310 with the electrical
modification, the emergency bus switch has been eliminated and
a tie bus added. On both the –310 and –350 JetProps with the
electrical mod, two parallel 80-amp circuit breakers protect the
generator circuit. In the case of overload resulting in the generator
breaker(s) opening and the generator going off-line, electrical
load should be reduced and both breakers reset before re-
engaging the generator.

To aid in managing electrical power, Figure 7-7E lists the current

load for each electrically-powered unit.

______________________________________________

Change 14 7-69
EMERGENCY BUSS
AVIONICS BUS
IGNITION LDG LIGHTS STALL WARN HEAT
COMM #2/NAV #2 ADI/HSI AUTOPILOT/PITCH TRIM STALL WARN
LDG GEAR WARN. INLET HEAT
HDST AMP INVERTER ARGUS ANNUN PANEL
SPEAKER AMP SURFACE DE-ICE
ADF FLT PHONE GPS PROP HEAT
TURN COOR LH PITOT HEAT
DME STORM SCOPE AVIONICS COOLING WINDSHIELD HEAT COMM #1/NAV #1
XPDR RADAR ENCODER
JetProp LLC
JetProp DLX

RADIO MASTER

Change 14
SWITCH
NAV #1
EMER BUS
COMM #1 SWITCH SELECTOR SWITCH TO ANNUN PANEL
ALT SWITCH
AVIONICS

VOLT/AMMETER
MASTER
CONTACTOR

AV MASTER
MAIN ELECTRICAL BUS
GEN/ALT
NAV TQ & FUEL FLOW LIGHTNING PROT. CONTACTOR
STROBE LIGHTS GAGES HYD/SPARE EMER POWER
AVIONIC DIMMING FUEL HEAT HYD PUMP CONTACTOR
DE-ICE LIGHTS SHADIN CABIN PRESS.
CABIN LIGHTS FUEL LVL CONT. AIR COND
TAXI LIGHTS FLAP/SPARE VENT/DE-FOG EXT. POWER
LH WING FUEL PUMP HDR TK PUMP #1 CABIN FAN
BATT #1 BATT #2
RH WING FUEL PUMP HDR TK PUMP #2 P3 HEAT BATTERY BUS
CO-PILOT SUB BUS CONTACTOR CONTACTOR
CLOCK
GRND CLEARANCE
STEREO

Figure 7-7A
CIGAR LIGHTER
HOUR METER
CABIN ENTRY

DUAL BATT
SWITCH
BATT #1
BATT #2

Electrical Distribution System

GEN

BATTERY
SELECTOR
CO-PILOT SUB BUS SWITCH
STARTER/ MASTER
VOLTAGE
REG

MAN. OVERRIDE OVERSPEED WARN. GEN BATTERY

PROP OVERSPEED HEAD SET AMP STARTER
SWITCH
OIL COOLER DOOR TURN COOR #2
ICE DEFLECTOR AUX CABIN HEAT EPA CAN
STANDBY VAC CIGAR LIGHTER SOLENOID

PA-46-310P JetProp; Before March 2000 Revision

EMER. XFER PUMP STARTER SOLENOID

STARTER RELAY

______________________________________________

7-70
Section 7
Description & Operation
EMERGENCY BUSS EMER. MAIN NON. ESSEN.
AVIONICS BUS BUS BUS BUS
IGNITION LDG LIGHTS STALL WARN HEAT
COMM #2/NAV #2 ADI/HSI AUTOPILOT/PITCH TRIM EMER. XFER PUMP STALL WARN INLET HEAT 50 A 100 A 25 A
HDST AMP INVERTER ARGUS
JetProp LLC

LDG GEAR WARN. ANNUN PANEL SURFACE DE-ICE

JetProp DLX

ADF FLT PHONE GPS SPEAKER AMP PROP HEAT LH PITOT HEAT TIE BUS

Change 14
DME STORM SCOPE AVIONICS COOLING TURN COOR WINDSHIELD HEAT COMM #1/NAV #1 40 A 70 A 80 A 80 A 80 A
XPDR RADAR ENCODER
RADIO AVIONICS ALT GEN GEN BATT
MASTER
SWITCH NAV #1
COMM #1
SELECTOR SWITCH TO ANNUN PANEL

AV MASTER
AVIONICS
MASTER
CONTACTOR
VOLT/AMP METER STBY
ALT
SWITCH
MAIN ELECTRICAL BUS
STALL WARN TQ & FUEL FLOW LIGHTNING PROT.
NAV GAGES HYD/SPARE
STROBE LIGHTS FUEL HEAT HYD PUMP
AVIONIC DIMMING SHADIN CABIN PRESS.
DE-ICE LIGHTS FUEL LVL CONT. AIR COND EXT. POWER
CABIN LIGHTS FLAP/SPARE VENT/DE-FOG
TAXI LIGHTS HDR TK PUMP #1 CABIN FAN BATT #1 BATT #2
LH WING FUEL PUMP HDR TK PUMP #2 BATTERY BUS CONTACTOR CONTACTOR
RH WING FUEL PUMP P3 HEAT CLOCK

Figure 7-7B
GRND CLEARANCE
GEN RESET STEREO
CIGAR LIGHTER
HOUR METER
CABIN ENTRY

DUAL BATT
NON-ESSENTIAL BUSS GEN SWITCH

Electrical Distribution System

BATT #1

MAN. OVERRIDE
BATT #2

OVERSPEED WARN.
PROP OVERSPEED HEAD SET AMP
GEN
OIL COOLER DOOR TURN COOR #2
ICE DEFLECTOR AUX CABIN HEAT BATTERY
STANDBY VAC CIGAR LIGHTER SELECTOR
GCU

SWITCH MASTER
STARTER/
GENERATOR BATTERY
STARTER SWITCH

PA-46-310P JetProp; with March 2000 Revision

EPA CAN
SOLENOID STARTER SOLENOID
STARTER

______________________________________________

7-71
RELAY
Section 7
Description & Operation
JetProp LLC Section 7
JetProp DLX Description & Operation

Electrical Distribution System

PA-46-350P JetProp; Before March 2000 Revision
Figure 7-7C
______________________________________________

Change 14 7-72
JetProp LLC Section 7
JetProp DLX Description & Operation

Electrical Distribution System

PA-46-350P JetProp; with March 2000 Revision
Figure 7-7D
______________________________________________

Change 14 7-73
JetProp LLC Section 7
JetProp DLX Description & Operation

Item Current Load (Amps)

Basic Flight & Eng Instr 18.0

Comm Radio 1.0
Nav Radio 1.0
GPS 1.0
Transponder 0.4
Radar 1.4
ADF 0.2
Ignition 1.2
Nav Lights 3.6
Strobe Lights 4.2
Landing Lights 8.7
Taxi Light 2.5
Instrument Lights 2.4
Cabin Lights 1.1
De-Ice Lights 1.7
HT Boost Pump 6.2
Wing Teansfer Pump 6.0
Emer. Transfer Pump 2.5
Flaps 1.1-7.1
Landing Gear Actuation 20-35
Supp. Heater w/Fan 36.0
Vent Defog Fan 6.0
Aux Blower (If equipped) 3.1
Rear Heat Blower (If equipped) 15.0
Air Conditioner 23.5
A/C Blower Lo/Hi 4.4/7.0
Pitot Heat (Both) 14.0
Winshield Heat 13.3
Prop & Inlet Heat 20.9
Surface De-Ice 2.8
Ice Door Actuation 2.3
Trim 0.9
Stall Warning 2.0
AutoPilot 5.0
Intercom 0.4
Cargo Compartment Electrical Heater 25.0
JetProp Electrical Load Chart
Figure 7-7E
______________________________________________

Change 17 7-74
JetProp LLC Section 7
JetProp DLX Description & Operation

1 Cabin Press Dump 22 Surface De-Ice

2 Standby Vacuum Pump 23 Prop Heat
3 Standby Alternator 24 Stall Warning Heat
4 Battery #1/#2 Selector* 25 Ice Light
5 Battery Master 26 Inlet De-Ice
6 Dual Battery* 27 Windshield Heat
7 Overspeed Gov Test 28 Amp/Volt Select
8 Wing Pump 29 Radio Master
Auto/Off/Man
9 Dim Night/Day 30 Yaw Damp
10 Nav Lights 31 Nav #1/Nav #2 Select
11 Strobe Lights 32 Pitot Heat (Both)
12 Taxi Lights 34 Ground Clearance
13 Landing Lights 35 ELT On/Arm/Off
14 Ice Deflector 36 Ignition On/Off
15 Oil Door 37 GEN On/Off/Start
16 Emergency Bus** 38 Boost Pump #1/Off/ #2
17 Vent Defog/Fan 39 Oil Door/Ice Def. (Lights)
18 REC Blower Low/High 40 Landing Gear Pos. (Lights)
19 A/C Blower 41 Rear Heat or Aux Blower
20 AUX Cabin Heat
21 Emer X-fer Pump

** Emer Bus Switch on *Some airplanes have 3-

PA-46-310/JetProp Deleted position select (#1,Both,#2);
with Mar2000 Mod Dual Battery switch deleted
with 3-position select switch

JetProp Electrical Switches (Typical)

(Refer to Figure 7-9)
Figure 7-8
______________________________________________

Change 14 7-75
JetProp LLC Section 7
JetProp DLX Description & Operation

7.21 INSTRUMENT PANEL

The typical instrument panel shown in Figure 7-9 is designed to

accommodate the customary advanced flight instruments and the
normally required power plant instruments. The engine
instruments include Torque, Interturbine Temperature (ITT),
Percent Gas Generator RPM, Propeller RPM, Fuel Flow, Fuel
Pressure, Engine Oil Temperature and Engine Oil Pressure.

Engine Torque. The PT6A engine is equipped with a hydro-

mechanical torque-measuring device to measure torque produced
by the power turbine. The torquemeter measures differential
pressure between the reduction gearbox static pressure and the
total pressure at the torquemeter boss. The torque produced is
directly proportional to this differential pressure.

Interturbine Temperature. The interturbine temperature measuring

system provides an accurate indication of engine operating
temperature between the compressor turbine and the power
turbine. The system consists of eight thermocouple probe
assemblies whose thermocouple junctions project into the
interturbine gas path. A dual-ring bus bar assembly and screened
cable assembly enable the thermocouples to be connected to the
cockpit instrumentation.

Gas Generator Speed. The Ng tachometer is mounted on the

accessory gearbox case and provides an accurate % RPM
indication.

Prop speed. The prop speed measuring system displays the actual
RPM of the propeller output shaft.
______________________________________________

Change 26 7-76
JetProp LLC Section 7
JetProp DLX Description & Operation

The artificial horizon is vacuum or electrically operated and

located in the center of the left instrument panel or on the PFD.
The directional gyro is normally located in the center instrument
panel below the artificial horizon or on the PFD. There are many
panel configurations.

The pressurization controls and pressurization triple indicator are

located on the pilot's left instrument panel. Heat and defrost
controls are located on either the pilot’s or co-pilots panel. The
instrument for monitoring the pressurization system is a three-in-
one gauge, providing information on cabin rate of climb, cabin
altitude, and cabin differential pressure.

The radios are located in the center section of the panel, and the
circuit breakers are on the left and right side panel. A radio
master switch controls the power to all radios through the radio
master contactor.

Annunciator panels consisting of advisory, caution, and warning

lights are located across the upper and center of the instrument
panel. Monitored functions include: GEAR WARNING, DOOR
AJAR, OIL PRESSURE, VACUUM LOW, FUEL PUMP,
SURFACE DEICE, CABIN ALTITUDE, STARTER ENGAGE,
CHIP DETECTOR, OXYGEN, ICE DEFLECTOR, OIL DOOR,
STBY ALTERNATOR, GENERATOR, LT FUEL LOW, RT
FUEL LOW, HT FUEL LOW, and HT HI PRESS.
Some aircraft annunciator panels also include FUEL PRESSURE,
FUEL FILTER, REAR HEAT and MAN OVERRIDE.

______________________________________________

Change 26 7-77
JetProp LLC Section 7
JetProp DLX Description & Operation

JetProp Instrument Panel (Typical)

(Refer to Figure 7-8 for Switch Identification)
Figure 7-9a

______________________________________________

Change 26 7-78
JetProp LLC Section 7
JetProp DLX Description & Operation

JetProp Instrument Panel (Typical)

(Upper is typical Avidyne, Lower is typical MVP-50T )
Figure 7-9b
______________________________________________

Change 26 7-78a
JetProp LLC Section 7
JetProp DLX Description & Operation

7.23 PITOT STATIC SYSTEM

Pitot pressure for the pilots airspeed indicator is sensed by a

heated pitot head installed on the left forward wing tip and is
carried through lines within the wing and fuselage to the gauge on
the instrument panel. Pitot pressure for the copilots airspeed
indicator is sensed by a heated pitot head installed on the right
forward wing tip and is carried through lines within the wing and
fuselage to the gauge on the instrument panel. Static pressure for
the altimeter, vertical speed and airspeed indicators is sensed by
two static source pads, one on each side of the rear fuselage
forward of the elevator. They connect to a single line leading to
the instruments. The dual pickups balance out differences in static
pressure caused by slight side slips or skids. Static pressure for
the pressurization system outflow valve is sensed by a separate
static pad located on the aft bottom of the aircraft in close
proximity to the alternate static pad.

An alternate static source control valve is located below the

instrument panel to the left of the pilot. For normal operation, the
lever remains down. To select alternate static source, place the
lever in the up position. When the alternate static source is
selected the airspeed and altimeter and vertical speed indicator
are vented to the alternate static pad on the bottom aft fuselage.
During alternate static source operation, these instruments may
give slightly different readings. The pilot can determine the
effects of the alternate static source on instrument readings by
switching from standard to alternate sources at different
airspeeds.

If one or more of the pitot static instruments malfunction, the

system should be checked for dirt, leaks or moisture. The static
lines may be drained by a valve located on the side panel next to
______________________________________________

Change 14 7-79
JetProp LLC Section 7
JetProp DLX Description & Operation

the pilot's seat. The pitot system drains through the pitot mast.

WARNING
Do not attempt to drain static system during
pressurized flight.
The holes in the sensors for pitot and static pressure must be fully
open and free from blockage. Blocked sensor holes will give
erratic or zero readings on the instruments.

The heated pitot heads, which alleviate problems with icing and
heavy rain, are standard equipment and the switches for right and
left pitot heat are located on the lower center instrument panel.
Static source pads have been demonstrated to be non-icing,
however, in the event icing does occur, selecting the alternate
static source will alleviate the problem.

7.25 ENVIRONMENTAL SYSTEM

The environmental system consists of an engine bleed air and

conditioning system, cabin air distribution system, pressurization
and control system, ventilating air system, air conditioning
system, and supplemental cabin heater (some aircraft). The
engine bleed air portion of the environmental system is shown in
Figure 7-10a & b. The entire system is shown in Figure 7-11.

The engine bleed air system provides the air supply for
pressurizing the cabin. Temperature of the bleed air is controlled
using an air-to-air heat exchanger which uses ambient air to cool
the bleed air to obtain the air temperature necessary to maintain
the desired cabin comfort level. An optional heat exchanger
bypass system can be installed for extended operations in very
cold conditions.

______________________________________________

Change 25 7-80
JetProp LLC Section 7
JetProp DLX Description & Operation

Firewall

Sonic Nozzle mixes bleed air and ambient air

Warm Air Entering

the Left Side of the Bleed Air
Cabin from Engine

Cool Inlet Air

Bleed Air
Dump valve
Cool air (Normally Closed)
Partially cooled air Ambient air
used to cool
Conditioned Air Heat the bleed air
Exchanger
One way check valve
in the heat
exchanger

Mechanical Valve
controlled by the
pilot to control
amount of cool air
Warm Air Entering Bleed Air going through the
the Right Side of the Shutoff Valve heat exchanger.
Cabin (Normally open)

Figure 7-10a. Bleed Air System Without the Optional Heat

Exchanger Bypass System

______________________________________________

Change 25 7-81
JetProp LLC Section 7
JetProp DLX Description & Operation

Shut off valve closed prior to the heat exchanger and open to the Sonic Nozzle shut off valve shutting off
line running to the cabin bypassing the heat exchanger. These cool air at the sonic nozzle. This valve
valves open/closed with a linear actuator. opened/closed with a control cable
connected to the linear actuator.

Firewall
Warm Air Entering the Bleed Air
Left Side of the Cabin from
Engine

Cool Inlet Air

Cool air Dump valve

Bleed Air (Bleed air is much cooler at high altitude)
(Normally Closed)

Added Shutoff Valves Free air temperature switch to

detect a fire or bleed air leak
Valve Mechanical Interconnect
Heat
Exchanger
One way check valve Ambient air used to
cool the bleed air in
the heat exchanger

Mechanical Temp
Control Valve
used to control
amount of cool air
going through the
Bleed Air heat exchanger
Warm Air Entering Shutoff Valve
(Normally
the Right Side of the open)
Cabin

Temperature Probe designed to monitor the

temperature of the air entering the cabin. If the air
temperature exceeds approximately 250 deg C, the
shutoff valves to the heat exchanger and the sonic
nozzle will automatically open and the bypass
valve will close eliminating the Bypass.

Figure 7-10b. Bleed Air System With the Optional Heat

Exchanger Bypass System

______________________________________________

Change 25 7-82
JetPropLLC Section7
JetPropDLX Description
& Operation

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Change25 7-83
JetProp LLC Section 7
JetProp DLX Description & Operation

CABIN TEMP. The CABIN TEMP push-pull knob controls the

temperature of the heated bleed air that enters the cabin. The
cabin air distribution system consists of left and right side panel
ducting, windshield defrost, foot warmer, and circulation
blowers. The side panel ducts provide for overall air distribution
throughout the length of the cabin as well as individual
controllable air outlets at each seat (eyeball outlets). The defrost
control will allow part of the bleed air to be diverted to the
windshield defrost outlet.

VENT/DEFOG BLWR. Cabin ventilating air for ground and

unpressurized flight operation is supplied from the ambient air
source to the bleed air heat exchanger. A vane-axial blower
(VENT/DEFOG BLWR) in the left duct below the forward
baggage floor supplies airflow for windshield defrost and for
ventilation/heating.

AUX CABIN HEAT. On some airplanes, a supplemental

electric heater is located forward of the pressure bulkhead
immediately downstream of the vent/defog blower. Because the
vent/defog blower must be operating when the supplemental
heater is used, both the VENT/DEFOG BLWR and AUX CABIN
HEAT switches must be ON to supply power to the heating
element. The electrical load of the heater and the blower is
approximately 36 amps. Because of the high amp draw, the
supplemental heater should only be used when the generator is
operating. See Section 2 for limitations on use of the
supplemental heater. On some airplanes, an auxiliary cabin
blower located on the right side immediately aft of the forward
pressure bulkhead enhances airflow to the right side of the cabin.
This is selected with the AUX CABIN BLWR switch.

______________________________________________

Change 25 7-84
JetProp LLC Section 7
JetProp DLX Description & Operation

JP SUP HEAT. On later JetProps (and those retrofitted), the AUX

CABIN BLWR has been replaced by a high speed blower controlled by
a switch labeled JP SUP HEAT. The JetProp Supplemental Cabin
Heat blower is located under the rear seats. This blower pulls
pressurized bleed air to the rear cabin and exhausts it below the rear
seats, through forward eyeball sockets on the pilot and copilot
sidepanels/armrests, and near the pilot and copilots feet (if configured).
Additional defog/defrost for the pilot side windows can be obtained by
directing the forward eyeball sockets toward the windows. Closing the
rear vent(s) will increase airflow to the forward area.

REAR HEATER (Optional). For additional heat in the rear cabin

compartment an optional Rear Heater can be added under the left
middle seat. The Rear Heater is controlled by the pilot through a
separate switch on the instrument panel labeled Rear Heater. The rear
heater has a three position switch accessible to the rear passengers to
allow the selection of FAN, OFF, or HEAT. The rear heater is
designed to pull a maximum of 25 amps and is protected by an inline
30 amp fuse or 25 amp circuit breaker. Because of the significant load
associated with the heater, the pilot must ensure adequate aircraft
electrical power is available prior to selecting the Rear Heater
(especially if the standby alternator is being used). The Rear Heater is
designed so that it can be quickly and easily removed in the
summertime if desired. If removed, the remaining wiring would be
capped and stowed.

HEAT EXCHANGER BYPASS SYSTEM (Optional). The heat

exchanger bypass is activated by moving the temperature control knob
all the way out to maximum heat and turning on the JetProp
Supplemental Heater. A green annunciator light illuminates indicating
the Heat Exchanger Bypass is functioning. With the heat exchanger
bypass system activated, the cool air that normally mixes with the hot
bleed air is shut off at the sonic nozzle and all the bleed air bypasses the
heat exchanger. A thermal switch located on the heat duct will
deactivate the bypass system if the temperature of the bleed air exceeds
approximately 2500F. The bypass system will remain deactivated until
______________________________________________

Change 25 7-85
JetProp LLC Section 7
JetProp DLX Description & Operation

the bleed air temperature decreases to approximately 2000F. As an

additional safety feature, a second thermal switch is located in the heat
exchanger area in free air and is designed to deactivate the heat
exchange bypass system if it detects a bleed air leak or fire. This thermal
switch will trip at approximately 3000F and must be manually reset after
the flight. The heat exchanger bypass system can be turned off by
moving the temperature control knob in slightly until the green bypass
light extinguishes, by turning off the JP SUP HEAT switch, or pulling
the mechanical bleed air shut off guarded push/pull control labeled
“Cabin Press” on the instrument panel just in front of the copilot.

AIR CONDITIONING. Cabin air conditioning is provided by a

vapor cycle system. The compressor is belt driven off the engine
accessory drive pad. The condenser and its cooling air fan are located
in the tailcone aft of the rear pressure bulkhead. Cooling air from
outside the tailcone is drawn into the cooling air duct through a flush
opening in the skin, routed across the condenser coil, and discharged
overboard through the tailcone exit opening. The evaporator
assemblies are located with the recirculation blowers aft of the rear
seats below the rear baggage compartment floor. Air is drawn into the
evaporators by the blowers and discharged into the upper left and right
cabin side panel ducts. Air conditioning is selected by positioning the
AIR COND/OFF/BLWR switch to AIR COND. This engages the
compressor, the condenser blower motor, and the recirculation
blowers. The recirculation blower motor speed (HI or LO) is selected
on the REC BLWR switch. The recirculation blower can be engaged
independently of the air conditioning by selecting the BLWR position
of the AIR COND/OFF/BLWR switch. The OFF position is selected to
shut off the blowers.

______________________________________________

Change 25 7-86
JetProp LLC Section 7
JetProp DLX Description & Operation

7.27 PRESSURIZATION SYSTEM

Air for cabin pressure is obtained from the engine bleed air
system through a sonic venturi tube where cool inlet air is mixed
with the hot bleed air. The air is then routed through the heat
exchanger for the temperature conditioning to provide the desired
cabin comfort level. Ram air (ambient) is routed across the heat
exchanger to cool the bleed air.

Cabin air is controlled by the mechanical CABIN PRESS control

located on the lower section of the copilot's instrument panel.
Bleed air for cabin air and pressurization is provided when the
control is fully in. Ambient ventilating air is available and the
bleed air is shut off when the control is fully out. This control
operates the bleed air shut off valve located just forward of the
firewall and the bleed air dump valve. When fully in, the fire
wall shut off valve is open and the bleed air dump valve is closed.
When the control is fully out (pull), the bleed air shut off valve is
closed and the bleed air dump valve is open. Also, if the heat
exchanger bypass system is installed for additional heat, the
system is shut off when the CABIN PRESS control is pulled out
depressurizing the cabin.

The cabin pressurization and control system consist of an outflow

valve (isobaric), safety valve, cabin altitude and rate selector,
electrically operated vacuum solenoid valve, surge tank and
associated interconnecting plumbing and wiring. Cabin altitude,
differential pressure, and rate of change are displayed on a single
3-inch diameter indicator. Pilot warning (displayed on the
annunciator panel) is provided to indicate a cabin altitude above
10,000 feet.

______________________________________________

Change 25 7-87
JetProp LLC Section 7
JetProp DLX Description & Operation

Controls needed to operate the cabin pressurization system are

located on the lower left side of the pilot's instrument panel. They
include the CABIN PRESS and CABIN TEMP controls, cabin
altitude (pressure) and rate controller, and CABIN DUMP switch.

The rate of cabin change (climb and descent) is controlled with

the rate knob (left lower corner of the cabin pressure controller)
and may be adjusted between approximately 200 and 2000 feet
per minute, as desired. Setting the rate knob arrow to the 9
o'clock position provides a cabin rate of change of approximately
500 feet per minute. This position gives a comfortable rate for
normal operations.

Next to the cabin pressure controller, a triple indicator simplifies

monitoring the system's operation. The triple indicator displays
the cabin altitude, cabin rate of change and the differential
pressure between the cabin and the outside atmosphere.
Maximum allowed cabin differential pressure is 5.3 psi. The pilot
should select the cabin altitude such that this value of differential
pressure is not exceeded. Figure 7-11 shows the minimum cabin
altitude for a given airplane pressure altitude in order to not
exceed 5.3 psi differential.

For pressurized flight, prior to takeoff set the cabin pressure

altitude controller to 1000 feet above the airport pressure altitude,
with the CABIN PRESS control full IN and the CABIN DUMP
switch OFF. During the climb out, verify that the pressurization
system is pressurizing and holding the selected cabin pressure
altitude. Once the proper operation of the pressurization system
has been verified, the cabin pressure altitude can be set to 8000
feet or the desired cabin altitude while monitoring the cabin
differential pressure such that it does not exceed 5.3 psi. If the
airplane is cleared to an altitude higher than 24000 ft, reset
______________________________________________

Change 25 7-87a
JetProp LLC Section 7
JetProp DLX Description & Operation

the cabin pressure altitude controller passing through 24000 ft so

that the differential of 5.3 psi is not exceeded. Refer to Figure 7-
11 for the minimum cabin altitude that should be selected for a
given airplane pressure altitude. At the maximum certified
pressure altitude of 27000 feet, a cabin altitude of approximately
9500 feet can be selected.
A CABIN ALTITUDE warning light on the annunciator display
warns the pilot when the cabin altitude is above 10,000 feet. A
cabin outflow valve limits differential pressure to 5.5 psi. Should
the cabin outflow valve malfunction, the cabin safety valve will
maintain a maximum of 5.6 cabin differential pressure. The
landing gear squat switch on the left main landing gear prevents
the cabin from being pressurized while the airplane is on the
ground.
The CABIN DUMP switch electrically opens a solenoid valve
allowing vacuum suction pressure to open the safety valve and
rapidly dump cabin pressure to ambient pressure.
For unpressurized flight the CABIN PRESS control should be
pulled fully out. Activating the cabin dump switch will provide
maximum airflow through the cabin. Cabin temperature and
airflow will continue to be controlled by the CABIN TEMP
control. Continued flight with the CABIN PRESS control pulled
out will potentially dump very hot bleed air into the aft engine
cowl, which could cause heat damage to wiring in that area. The
CABIN PRESS control should be pulled only in the case of an
emergency to stop bleed air from entering the cabin and provide
airflow to clear cabin of smoke.
For complete instructions on pressurization system and
malfunctions, refer to Section 3 - Emergency Procedures and
Section 4 – Normal Procedures.
______________________________________________

Change 25 7-87b
JetProp LLC Section 7
JetProp DLX Description & Operation

Cabin Altitude
vs
Airplane Altitude
at 5.3 psi Differential

10000

8000
Cabin Altitude - ft

6000

4000

2000

0
0 5000 10000 15000 20000 25000 30000
Airplane Pressure Altitude - ft

Figure 7-11
Minimum Cabin Altitude vs Airplane Altitude

______________________________________________

Change 14 7-88
JetProp LLC Section 7
JetProp DLX Description & Operation

7.29 VACUUM SYSTEM

The primary vacuum system consists of an engine driven dry air

vacuum pump, regulator, vacuum gauge, inlet filter and plumbing
connecting the autopilot, attitude indicator, cabin pressure
controller and vacuum solenoid valve. The latter two components
are part of the cabin pressurization control system.

A stanby ejector type vacuum system is used as a back up system

and has a second regulator and a vacuum manifold/check valve.

The vacuum gauge, mounted on the left side of the pilot's

instrument panel (refer to Figure 7-9), provides information to the
pilot regarding the operation of the vacuum system. A decrease in
vacuum in a system that has remained constant over an extended
period, may indicate a dirty filter, dirty screen, possibly a sticking
vacuum regulator, or a leak in the system. Zero gauge reading
indicates either a sheared pump drive, defect in pump, possibly a
defective gauge, or a collapsed line. In the event of any gauge
variation from the norm, the pilot should have a mechanic check
the system to prevent possible damage to the system components
or eventual failure of the system.

The vacuum regulator controls the system vacuum between 4.8

and 5.2 inches of mercury (as shown on the vacuum gauge).

The vacuum gauge provides information to the pilot regarding

operation of the vacuum system. PA-46-310 model JetProps
incorporates two red flow buttons which indicate when the
respective vacuum system is operating. The left flow
buttonindicates the primary pump and the right flow button
indicates the standby system. If the flow button is visible, the
pump is not operating. PA-46-350 model JetProps use caution
______________________________________________

Change 14 7-89
JetProp LLC Section 7
JetProp DLX Description & Operation

lights to indicate system malfunction.

The system incorporates two vacuum regulators and a vacuum

manifold/check valve. The vacuum in the system is regulated
between 4.8 and 5.2 inches of mercury (as shown on the vacuum
gauge). The standby vacuum system is operated by the
STANDBY VAC switch. When selected, the standby vac system
uses a portion of the bleed air normally used for the
environmental system for heating and pressurization. The standby
vacuum pump has somewhat less capacity than the primary
pump. If a primary pump failure has occurred, the problem should
be corrected prior to any further flights. The standby vacuum
system should be turned off when not needed.

______________________________________________

Change 14 7-90
JetProp LLC Section 7
JetProp DLX Description & Operation

7.31 CABIN FEATURES (The JetProp cabin features are

unchanged from the standard PA-46-310/350P configuration.
They are repeated here for completeness.)

The front seats are adjustable fore and aft and vertically. Pivoting
armrests are provided on the inboard side of each seat.

Shoulder harnesses with inertia reels are standard equipment for

all seats. Shoulder harnesses are not installed on aft facing seats.
The inertia reel should be checked by tugging sharply on the
strap. The reel will lock in place under this test and prevent the
strap from extending. Under normal movement the strap will
extend and retract as required.

The shoulder harness is routed over the shoulder adjacent to the

windows and attached to the lap belt buckle.

Shoulder harnesses shall be worn during takeoff, landing and

during an emergency situation.

Standard cabin features include a pilot's storm window, ash trays,

map pockets, cup holders, a cigar lighter, sun visors, stowage
drawers under the aft facing seats and a baggage restraint net
behind the rear seats.

Two combination instrument panel flood/map lights are provided

forward, and four passenger reading lights are provided aft. A
cabin entrance flood light is located above the door.

The four passenger seats with folding armrests and headrests are
positioned in a club seating arrangement. The center seats face
aft. The seat backs recline by pushing a button mounted in the
outboard armrest.
______________________________________________

Change 14 7-91
JetProp LLC Section 7
JetProp DLX Description & Operation

An optional conference table located between the right passenger

seats is available. The table is extended by pulling in on the upper
edge of the leaf and then upward. The leaf is then rotated down
into position and unfolded. Reverse this procedure for stowage.

Optional cabinets located behind the pilot seats are available. The
right cabinet is designed for Jeppesen manual stowage in the
bottom and contains a drawer for general use.

The left cabinet contains a removable ice chest, a tray, space for
six canned drinks, and a fold down cup holder in the lower
drawer. The upper drawer has space for thermos containers, cups
and miscellaneous items.

*On aircraft serial numbers 46-S408001 thru 42-8608067 and

serial numbers 4608001 thru 4608007, aft facing seats are
equipped with lap belts only.

Optional passenger oxygen generators and masks are available

and, if installed, are located in a drawer under the right aft facing
seat.

Crew oxygen is located under the copilot's seat, readily available

to either crew member. An annunciator light illuminates when
any of the three generators have been activated. The light remains
illuminated with the battery switch ON, until the system is
serviced.

An optional fire extinguisher is available and, if installed, is

located either behind the spar or on top of the right cabinet.

The emergency exit is located on the right side of the fuselage,

______________________________________________

Change 14 7-92
JetProp LLC Section 7
JetProp DLX Description & Operation

adjacent to the aft facing seat. Instructions for opening the

emergency exit are placarded on the cover over the handle. To
open, remove the cover and pull the handle. The window releases
inward. The cabin must be unpressurized to open the exit.

7.33 BAGGAGE AREA

The airplane has a 11-cubic foot forward baggage compartment

with a 30 pound capacity located just aft of the fire wall and
accessible through a 19 x 23 inch door on the left side of the
fuselage. An aft baggage compartment with a 14-cubic-foot
baggage area and a 100-pound capacity is accessible from inside
the cabin and is located behind the back seats.

A forward baggage door annunciation system senses the baggage

door latch position. If the baggage door is not closed and latched,
the DOOR AJAR annunciator light will illuminate on the
annunciator panel.

NOTE

It is the pilot's responsibility to be sure when the baggage is

loaded that the airplane's C.G. falls within the allowable C.G.
range (refer to Section 6, Weight and Balance).

7.35 FINISH (This section is unchanged from the standard

PA-46-310/350P configuration. It is repeated here for
completeness.)

All exterior surfaces are primed and finished with polyurethane.

To keep the finish attractive looking, polyurethane touch-up paint
is available from Piper Dealers.

______________________________________________

Change 14 7-93
JetProp LLC Section 7
JetProp DLX Description & Operation

7.37 STALL WARNING (This section is unchanged from the

standard PA-46-310/350P configuration. It is repeated here
for completeness.)

An approaching stall is indicated by a stall warning horn which is

activated between five and ten knots above stall speed. Mild
airframe buffeting may also precede the stall. Stall speeds are
shown Section 5 of the standard Malibu or Mirage Airplane
Flight Manual. The stall warning indication consists of a
continuous sounding horn located behind the instrument panel.
The landing gear warning horn has a different sound from that of
the stall warning horn. The landing gear warning horn has a 90
cycles per minute beeping sound. The stall warning horn is
activated by a lift detector on the leading edge of the left wing.

7.38 OVERSPEED WARNING.

Excessive airspeed is indicated by a continuous sounding horn

when the airspeed exceeds 178 KIAS. This horn is very
distinctive and higher pitched than the stall warning horn.

7.39 EMERGENCY LOCATOR TRANSMITTER (This

section is unchanged from the standard PA-46-310/350P
configuration. It is repeated here for completeness.)

The Emergency Locator Transmitter (ELT) meets the

requirements of FAR 91.52. It operates on self-contained
batteries and is located in the aft fuselage section. It is accessible
through a cover on the bottom right side.

A battery replacement date is marked on the transmitter. To

comply with FAA regulations, the battery must be replaced on or
before this date. The battery must also be replaced if the
______________________________________________

Change 14 7-94
JetProp LLC Section 7
JetProp DLX Description & Operation

transmitter has been used in an emergency situation, if the

accumulated test time exceeds one hour, or if the unit has been
inadvertently activated for an undetermined time period.

NOTE

If for any reason a test transmission is necessary; the test

transmission should be conducted only in the first five minutes
of any hour and limited to three audio sweeps. If a test must be
made at any other time, the test should be coordinated with the
nearest FAA tower or flight service station.

NARCO ELT 10 OPERATION

On the ELT unit itself is a three position switch placarded ON,

OFF and ARM. The ARM position sets the ELT so that it will
transmit after impact and will continue to transmit until its battery
is drained. The ARM position is selected when the ELT is
installed in the airplane and it should remain in that position.

To use the ELT as a portable unit in an emergency, remove the

cover and unlatch the unit from its mounting base. The antenna
cable is disconnected by a left quarter-turn of the knurled nut and
a pull. A sharp tug on the two small wires will break them loose.
Deploy the self-contained antenna by pulling the plastic tab
marked PULL FULLY TO EXTEND ANTENNA. Move the
switch to ON to activate the transmitter.

In the event the transmitter is activated by an impact, it can only

be turned off by moving the switch on the ELT unit to OFF.
Normal operation can then be restored by pressing the small clear
plastic reset button located on the top of the front face of the ELT
and then moving the switch to ARM.
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A pilot's remote switch located on the top center instrument panel

is provided to allow the transmitter to be turned on from inside
the cabin. The pilot's remote switch is a three-position covered
switch (ON, ARMED, and OFF). The switch is normally in the
center, ARMED position, with the cover closed. Lifting the cover
and moving the switch to the ON position will activate the
transmitter. Closing the cover repositions the switch to the
ARMED position. This will deactivate the ELT only if the impact
switch was not activated.

The ELT should be checked to make certain the unit has not been
activated during the ground check. Check by selecting 121.50
MHz on an operating receiver. If there is an oscillating chirping
sound, the ELT may have been activated and should be turned off
immediately. This requires removal of the access cover and
moving the switch to OFF, then press the reset button and return
the switch to ARM. Recheck with the receiver to ascertain the
transmitter is silent.

7.41 EXTERNAL POWER (This section is unchanged from

the standard PA-46-310/350P configuration. It is repeated
here for completeness.)

The external power receptacle allows the airplane engine to be

started from an external battery without the necessity of gaining
access to the airplane battery. The cable from the external battery
can be attached to a receptacle, located on the aft side of the
forward baggage compartment. Instructions on a placard located
on the cover of the receptacle should be followed when starting
with external power. For instructions on the use of external
power, refer to Starting Engines - Section 4.

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7.43 RADAR (This section is unchanged from the standard

PA-46-310/350P configuration. It is repeated here for
completeness.)

A weather radar system can be installed in this airplane. The

basic components of this installation are a Receiver-Transmitter
Antenna and a cockpit indicator. The function of the weather
radar system is to detect weather conditions along the flight path
and to visually display a continuous weather outline on the
cockpit indicator. Through interpretation of the advance warning
given on the display, the pilot can make an early decision on the
most desirable weather avoidance course.

NOTE

When operating weather avoidance radar systems inside

of moderate to heavy precipitation, it is advisable to set
the range scale of the radar to its lowest scale.

For detailed information on the weather radar system and for

procedures to follow in operating and adjusting the system to its
optimum efficiency, refer to Section 9, Supplements, or the
appropriate operating and service manuals provided by the radar
system manufacturer.

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WARNING

Heating and radiation effects of radar can cause serious

damage to the eyes and tender organs of the body.
Personnel should not be allowed within fifteen feet of
the area being scanned by the antenna while the system
is transmitting. Do not operate the radar during refueling
or in the vicinity of trucks or containers accommodating
explosives or flammables. Flashbulbs can be exploded
by radar energy. Before operating the radar, direct the
nose of the airplane so that the forward 120 degree
sector is free of any metal objects such as other aircraft
or hangars for a distance of at least 100 yards, and tilt
the antenna upward 15 degrees. Do not operate the radar
while the airplane is in a hangar or other enclosure.

7.45 AVIDYNE PRIMARY FLIGHT AND MULTI-

FUNCTION DISPLAYS ( Applies to only aircraft with the
Avidyne Display System Installed)

Due to the design of the Avidyne FlightMax Entegra Avionics

System used on the Mirage, the various avionics systems are very
integrated.

This section provides a general description of the Avidyne

FlightMax Entegra Series 700-00006-0XX (appropriate revision)
PFD, its operation, and aircraft systems interfaces. For a detailed
descriptin of PFD operation, refer to the Avidyne Primary Flight
Display Pilot’s Guide, 600-00157-000, appropriate revision.

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7.45a PFD Systems Description

The PFD start-up is automatic once power is applied. The
display presents the Initialization Display immediately after
power is applied. Power-on default is 75% brightness. Typical
alignment times are 3 minutes.

Attitude Direction Indicator (ADI)

Air Data
The airspeed tape to the left of the PFD begins indication at 20
Knots Indicated Airspeed (KIAS) and is color coded in
accordance with the appropriate airspeeds. An altitude tape is
provided to the right of the PFD which also displays a symbol for
the Altitude Preselect (Altitude Bug). The Vertical Speed
Indicator (VSI) is displayed to the right of the altitude tape. For
vertical speed rates greater than the PFD displayed VSI scale, the
indicator needle will peg just outside the scale and a digital
readout of actual VSI up to 4000 fpm is then displayed. An
additional data block is provided for display of Outside Air
Temperature (OAT), True Airspeed (TAS), and Ground Speed
(GS). Controls for selecting bug and barometric correction
values are along the right side of the PFD. A wind indicator is
also provided beneath the altitude tape.
Attitude Data
Attitude is depicted on the PFD using a combination of an aircraft
reference symbol (“Flying-delta”) against a background of
labeled pitch ladders for pitch and a bank angle pointer in the
form of an arced scale along the top of the PFD for bank. A
skid/slip indicator is attached to the bottom edge of the bank
angle pointer.

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Horizontal Situation Indicator (HIS)

Heading Data
Magnetic heading is represented in a boxed digital form at the top
of the compass rose. Heading rate (Rate of Turn Indicator) takes
the form of a blue arcing arrow that begins behind the magnetic
heading indicator and movers left or right accordingly.
Graduations are provided on the rate of turn indicator scale to
indicate ½ and full standard rate turns. A heading bug is also
provided on the compass rose.
Navigation Data
Navigation data on the PFD takes several forms. A course
Deviation Indicator (CDI) is always provided on the HSI and a
bearing pointer can be optionally selected for display on the HSI
by the pilot. Controls for selecting the source of navigation data,
selecting the display format of the navigation data, and for
selecting the type of compass rose and moving map to be
displayed are along the left side of the PFD. The active flight
plan contained in the GPS Nav/Comm unit selected as the
primary navigation source (NAV) can be optionally selected for
display on the HSI as well as the desired range of the optionally
selectable moving map display. If a localizer or ILS frequency is
tuned and captured in the GPS Nav/comm selected as the Nav
source, a vertical deviation indicator (VDI) and horizontal
deviation indicator (HDI) are automatically displayed on the ADI.
NOTE
In the event glide slope or localizer signals are lost, the
HDI and/or VDI will be displayed as red X’s to indicate
loss of signal. The Red X’d indicator will only be
removed if the signal is regained. In this case, the PFD
Nav source will set to GPS, or if the GPS Nav/Comm is
returned, to another frequency. Appropriate action must
be taken by the pilot if on an approach.
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Autopilot Integration
The PFD is fully integrated with the S-TEC System 55X
Autopilot. Reference bugs for Heading, Altitude, and Vertical
Speed are provided on the PFD to control the autopilot and aid
pilot situational awareness. These bugs are displayed with solid
or hollow symbology depending on the autopilot status. If the
autopilot is engaged in that mode, the bug is solid to indicate the
autopilot is coupled to that bug. A hollow bug indicates the
autopilot is not engaged in that mode.
Autopilot mode annunciations are shown along the top of the
PFD. Flight director command bars on the PFD attitude indicator
can be engaged by the pilot. When the flight director is enabled
and the autopilot is engaged in both lateral and vertical modes,
the flight director displays the goals of the autopilot. A lateral
autopilot mode must be engaged on the S-TEC System 55X
Autopilot before a vertical mode ca be engaged.
The flight director command bars will only be displayed on the
PFD when enabled by the pilot and when both lateral and vertical
autopilot modes are engaged. The following autopilot modes are
supported by the PFD:
1. HDG (Heading, using the heading bug)
2. NAV (Nav, using the course pointer and course deviation
indicator)
3. GPSS (GPS Steering, using GPS course guidance)
4. APR (Approach, using the HDI and VDI, including
automatic glide slope capture)
5. REC (Reverse sensing HDI approach)
NOTE
When HDG mode is engaged, rotation of the heading
bug greater than 1800 will result in a reversal of turn
direction.

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CAUTION
A potentially confusing situation may develop if either
VLOC1 or VLOC2 is selected on the PFD while GPSS
mode is engaged on the autopilot. If either VLOC is
selected (NAV source) on the PFD, the CDI will display
course deviation to the radio navigation source dialed
into the corresponding VLOC radio, but the autopilot
will track the active GPS flight plan. As a result, the
course deviation on the PFD CDI may not agree with the
course being flown by the autopilot. This confusing
situation may be avoided by selecting NAV mode on the
autopilot when VLOC1 or VLOC2 is selected as the
PFD NAV source.

Coupled/Uncoupled Switch
A coupled/uncoupled switch is included as part of the avionics
suite. This switch allows the pilot to remove several features
from the copilot’s PFD. The features which are isolated from the
copilot’s display include:
Nav Course Setting
Heading Bug
Altitude Bug
BARO (Altimeter setting)

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7.45b MFD SYSTEMS DESCRIPTION

NOTE
For a detailed description of the MFD, refer to the Avidyne
FlightMax EX5000 Series Pilot’s Guide and Reference,
p/n 600-00121-000, appropriate revision.

Navigation
Data associated with the moving map is found on four pages:
Map, Nearest, Trip, and Info pages. The MFD contains a
Jeppesen NavData database that is available for display on the
Map page. In conjunction with GPS supplied position
information, an own ship symbol is superimposed on the moving
map and positioned relative to the NavData information. GPS
can also supply the active flight plan for display on the moving
map. Terrain data is provided by a USGS terrain data base stored
within the MFD and updated only on an as needed basis.

The Jeppesen Navigation Database provides data on airports,

approaches, VOR’s, NDB’s intersections, airspace definitions,
and frequencies. North American and international data bases are
available. Database information can be updated via the USB port
on the front face of the bezel.

The navigation data on the moving map display are based on data
bases that are updated periodically. Database updates are
available on 28 day cycle subscriptions. Expired databases are
clearly stated to the pilot via messages during system startup and
on the system setup page. The warning can only be removed by
updating the data.

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NOAA man-made obstruction database information provides data

on man-made obstacles over 200 feet AGL. This data is only
available for North America and can be updated via the USB port
on the front face of the bezel.

The obstacle data on the moving map display are based on

databases that are updated periodically. Database updates are
available from Avidyne on 56 day cycle subscriptions. Expired
data bases are clearly stated to the pilot via messages during
system startup and on the system setup page. The warning can
only be removed by updating the data.

Using the Jeppesen NavData Data and the GPS supplied present
position, the MFD can provide the pilot with the nearest 25
airports or navaids, depending on pilot selection, within 100 nm.
This information is presented on the Nearest page.

More detailed information on a particular airport is also generated

from the Jeppesen NavData data and is available for pilot viewing
on the Info page.

Flight plan data supplied by the GPS system provide the pilot
with a tabular form of the remaining legs in the active GPS flight
plan. This information is viewed on the Trip page and includes a
CDI for added enroute navigation aiding.

Flight plan data is transmitted to the MFD from an external GPS

navigator. Some installations do not support depictions of curved
flight paths. In these cases, curved flight path segments will be
depicted as straight lines. The GPS navigator and His are to be
used during approach procedures. Reference the Avidyne
FlightMax EX5000 Series Pilot’s Guide, p/n 600-00121-000,
appropriate revision, for more information.
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Datalink

Datalink information is received by the MFD based upon

installation provisions and a subscription service available
through Avidyne (www.myavidyne.com). Data is presented on
the Map, Trip, and Nearest pages. Datalink information is
provided for strategic planning purposes only. Data aging and
transport considerations make it unsuitable for tactical use.
Reference the Avidyne FlightMax EX5000 series Pilot’s Guide,
p/n 600-00121-000, appropriate revision, for more information.

Setup

The various Systems Setup pages allow the pilot to set user
preferences for system operation. In addition to listing the
software version identification information and database validity
dates, the System Setup page allows access to several pages for
preference selection and provides a means to initiate self-tests of
the traffic and lightning sensors. Airport Settings page provides
selections for displaying airport type, runway surface type and
minimum runway lengths on the moving map. Declutter
Settings page allows the pilot to select settings for defining the
base map detail when changing display range. System Time
page provides an opportunity to select system time zone and Map
page menu timeout options. DataBlock Edit page allows the
pilot to select the data to be displayed in the data block windows
on the Map page. Datalink Setup page allows the pilot to select
parameters for the datalink system, including update rate and
range of weather data request.

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Engine Instruments

The Engine page provides the pilot with engine parameters

depicted on simulated gauges and electrical system parameters
located in dedicated regions within the MFD display. This page
is not currently used since actual engine gauges are installed and
the software will not support the JetProp turbine engine
requirements.

Traffic Mode

Traffic Information Service (TIS) provides a graphic display of

traffic advisory information overlaid on the MFD Map page. TIS
is a ground based service providing relative location of all
ATCRBS Mode A and Mode C transponder equipped aircraft
within a specified service volume. Aircraft without an operating
transponder are invisible to TIS.

If an aircraft has a transponder, but does not have altitude

reporting, the TIS will depict it without the altitude information
tag. If the depicted traffic is reporting altitude and is climbing or
descending at a rate of at least 500 feet per minute, a trend arrow
is displayed near the traffic symbol indicating that the aircraft is
climbing or descending. If the intruder is not reporting altitude,
the traffic symbol appears without an altitude tag or trend arrow.
Traffic ground track is indicated by a “target track vector”, a short
line displayed in 45 degree increments.

The symbology displayed is as follows:

(1) Other Aircraft – An open cyan diamond indicates that an
intruder’s relative aircraft is greater than +/- 3000 feet, or
its distance is beyond 7 nm range. It is not considered a
threat.
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(2) Proximity Intruder Traffic – A filled cyan diamond

indicates that the intruder aircraft is within +/- 1200 feet,
and within 7 nm range, but is still not considered a threat.
(3) Traffic Alert (TA) – A symbol change to a filled amber
circle indicates that the intruder aircraft is considered to
be potentially hazardous. The condition which causes a
traffic alert is defined on a course that will intercept a 0.5
nm radius and a relative altitude of +/- 500 feet within 34
seconds. When a hazardous intruder aircraft is detected
an annunciator will be displayed on the MFD with
relative bearing, rang and relative altitude along with the
advisory voice message “TRAFFIC, TRAFFIC” heard
through the audio system.

Terrain Awareness and Warning System (TAWS) Mode

Rotating the MFD Page knob will allow you to view the TAWS
display page. The TERRAIN function is active when the amber
TERR N/A annunciator is extinguished and the following
systems are operational:
- Multi Hazard Warning Processor
- Encoding Altimeter

NOTE
Horizontal position is derived from the Number 1 GNS
430 receiver. Should the Number 1 GNS 430 become
inoperative TAWS will not be available. Perform a
system self test on the ground prior to every flight to
verify proper operation.

The remote Terrain Awareness Control Unit (see Figure 7-12)

incorporates all of the terrain annunciations and control functions
into a single panel mounted unit. All annunciation colors are as
described in Table 7-13.
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TERR TERR N/A

TEST TERR TERR

TERR INHB INHB

Figure 7-12. Terrain Awareness Control Unit

INDICATOR/CONTROL COLOR FUNCTION

TERR lamp RED Terrain
Warnings
TERR lamp AMBER Terrain Cautions
TERR N/A lamp AMBER Indicates terrain
function INOP
TEST Switch N/A Provides test
function for the
terrain function
TERR INHB WHITE Push-on to
Lamp/switch inhibit all terrain
alerting functions

Table 7-13. TAWS Annunciation Legend

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Proper operation of the TAWS can be verified when the aircraft

is on the ground as follows:
(1) Select the TERR display mode on the MFD.
(2) Ensure the TERR INHB switch is NOT ENGAGED, and
momentarily push the TEST switch.
(3) The amber TERR N/A light illuminates.
(4) The red TERR light illuminates.
(5) An aural “EGPWS SYSTEM OK” message is enunciated
over the cockpit speaker.
(6) The red TERR light extinguishes.
(7) The amber TERR light illuminates.
(8) A terrain self test pattern appears on the MFD.
(9) The terrain self test pattern disappears after several
sweeps of the terrain display.
(10) The amber TERR light extinguishes.
(11) The amber TERR N/A light extinguishes.

Response to Ground Proximity Warnings

When an aural “PULL UP” warning occurs, the following

procedure should be followed:
(1) Level the wings, simultaneously adding maximum power.
(2) Smoothly pitch up at a rate of 2 to 3 degrees per second
towards an initial target pitch attitude of 15 degrees nose
up.
(3) Adjust pitch attitude to ensure terrain clearance, while
respecting stall warning. If flaps are extended, retract
flaps to the up position.
(4) Continue climb at best angle of climb speed (Vx) until
terrain clearance is assured.
- Only vertical maneuvers are recommended unless
operating in VMC or the pilot determines, using all
available information and instruments, that a turn, in
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addition to the vertical escape maneuver, is the safest

course of action.
- Pilots are authorized to deviate from their current air traffic
control (ATC) clearance to the extent necessary to comply
with an EGPWS warning.
When an aural warning other than “PULL UP” occurs, initiate
corrective action to remove the cause of the warning. The
following aural warnings can occur:
(1) SINK RATE
(2) DON’T SINK

NOTE
During operations at certain locations, warning
thresholds may be exceeded due to specific terrain or
operating procedures. During day, VFR, these expected
warnings may be considered as cautionary and the
approach continued.

Advisory Callouts
“FIVE HUNDRED” – occurs at 500 feet AGL.

Response to Terrain / Obstacle Awareness Alerts

CAUTION ALERT
When an aural “CAUTION TERRAIN” or a “CAUTION
OBSTACLE” alert occurs, take positive corrective action until
the alert ceases. Stop descending, or initiate a climb and /or turn
as necessary, based on analysis of all available instruments and
information.
If the GPWS issues a caution when the terrain display is not
selected, a pop up message will appear on the active display page
of the MFD. The pilot must acknowledge the pop up message.

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WARNING ALERT
When an aural “TERRAIN TERRAIN, PULL UP” or an
“OBSTACLE OBSTACLE, PULL UP” warning occurs, follow
the procedure described for a “PULL UP” warning.
If the GPWS issues a warning when the terrain display is not
selected, a pop up message will appear on the active display page
of the MFD. The pilot must acknowledge the pop up message.

Use of Terrain Awareness Display

The Terrain Awareness Display is selected by rotating the page

control knob to the TAWS legend located on the bottom of the
MFD. The display is intended to enhance situational awareness
with respect to separation from terrain or obstacles.

The TERR display is not intended to be used for navigation

purposes.

Color and intensity variations are used to show terrain/obstacle

heights relative to the airplane – refer to Avidyne FlightMax
EX5000 Multi-Function Display Pilot’s Guide, p/n 600-00121-
000, appropriate revision.

The 500/250-foot GREEN to YELLOW boundary is BELOW the

airplane in order to account for altimetry and/or terrain/obstacle
height errors. For situational awareness with respect to
terrain/obstacle shown on the display, the pilot should assume
that the YELLOW or RED terrain or obstacle is at or above the
airplane. GREEN terrain is below the airplane. These boundary
levels are biased upwards by half of the aircraft’s descent rate
greater than 1000 feet per minute.
If there is no terrain data in the database for a particular area, that
portion of the display is colored a MAGENTA dot pattern.
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Terrain is not shown (black) if it is below the lowest band and/or

is within 400 feet of the runway elevation nearest the aircraft.

Two elevation numbers indicated the highest and lowest terrain

currently displayed on the screen. The elevation numbers
indicate terrain in hundreds of feet above sea level (e.g., “125” is
12,500 feet MSL) and are color matched to the display. In the
event that there is no appreciable difference between the highest
and lowest elevations (flat terrain or over water), only the highest
numeric value is displayed.

Geometric Altitude, which is displayed on the upper left of the

TERR display, is an additional feature incorporated into the GA-
EGPWS. Based on GPS Altitude, Geometric Altitude is a
computed Pseudo barometric altitude designed to reduce or
eliminate errors potentially induced in Corrected Barometric
Altitude by temperature extremes, non-standard pressure altitude
conditions, and altimeter miss-sets. This insures an optimal
EGPWS Terrain display and alerting capability. Geometric
altitude also allows continuous EGPWS operations in QFE
environments without custom inputs or special operational
procedures.

Geometric Altitude requires a GPS Altitude input with its

associated Vertical Figure of Merit (VFOM) and RAIM failure
indication, standard (uncorrected) altitude, Radio Altitude,
Ground Speed, Roll Angle, and aircraft position (latitude and
longitude). Additionally, corrected Barometric Altitude, Static
Air Temperature (SAT), GPS mode, and the number o satellites
tracked are used if available.

The Geometric Altitude is computed by blending a calculated

Non-Standard Altitude, Runway Calibrated Altitude (determined
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during takeoff), GPS Calibrated Altitude, Radio Altitude

Calibrated Altitude (determined during approach), and
Barometric Altitude (if available). Estimates of the VFOM for
each of these are determined and applied in order to determine its
weight in the final altitude. The blending algorithm gives the
most weight to altitudes with a higher estimated accuracy,
reducing the effect of less accurate altitudes. Each component
altitude is also checked for reasonableness using a window
monitor computed from GPS Altitude and its VFOM. Altitudes
that are invalid, not available, or fall outside the reasonableness
window are not included in the final Geometric Altitude value.

The Geometric Altitude algorithm is designed to allow continued

operation when one or more of the altitude components are not
available. If all component altitudes are invalid or unreasonable,
the GPS Altitude is used directly. If GPS Altitude Fails or is not
present, then the EGPWS reverts to using Corrected Barometric
Altitude on the Altimeter alone.

The Geometric altitude function is fully automatic and requires

no pilot action other than the proper setting of Corrected
Barometric Altitude on the Altimeter.

System Constraints
(1) If there is no terrain data in the database for a particular
area, then Terrain/Obstacle Awareness alerting is not
available for that area. The affected display area is
colored with a MAGENTA dot pattern.
(2) If the Terrain/Obstacle Awareness features have been
inhibited (e.g., selected OFF due to excessive navigation
system position error), the GA-EGPWS will not give
aural alerts. A WARNINGS INHIBITED message will
be annunciated on the MFD.
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(3) The Geometric Altitude is intended only as a reference

against which the Barometric Altitude is checked. It is
not intended to be the primary altitude reference for the
aircraft.

Radar Mode
The Weather Radar installation consists of a
Receiver/Transmitter unit in a tear drop shaped pod mounted
beneath the right wing just outboard of the wing Jack point.

The Bendix/King RDR Vertical Profile Weather Radar System is

an X-band radar designed for weather location and analysis and
for ground mapping. All features for the weather radar are
presented by selecting the “RADAR” feature of the MFD.
Weather patterns can be displayed on both the radar page of the
MFD or overlayed on the Map page. The radar generates high
level RF pulses and should be operated with caution while on the
ground. When operating on the ground, position the nose of the
airplane so that the antenna scan sector is free of large metallic
objects such as hangars or other aircraft for a distance of at least
100 feet.

The system detects storms along the flight path and gives the pilot
a visual indication, in color, of storm intensity. Storm intensity
is displayed at five color levels with black representing weak or
no returns, and green, yellow, red, and magenta showing
progressively stronger returns. In ground mapping mode, levels
of increasing reflectivity are displayed as black, cyan, yellow, and
magenta.

Located on the radar page of the MFD are soft keys for operating
the different radar modes. They are “Radar On” – applies
electrical power to the system and turns the radar on in normal
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operation. “Radar Test” – when this mode is selected the weather

depiction will be a special colored test pattern to allow
verification of system operation. “Radar Standby” – in this
position the radar is powered up but does not radiate any RF
energy nor does the antenna scan. “Radar Off” – removes
electrical power from the system. “Knob” – switches the left
outer knob function from “Bearing” to “Gain” in order to allow
adjustment of the gain setting. ”Mode” – allows selection
between Weather (WX), Weather Alert (WxA), and Ground
(GND) modes. “Scan” – allows selection of either “Normal” or
“Sector” scan. “VP” – places the radar in “Vertical Profile”
operation. “Control” –changes the bottom left button, and the top
right three buttons to: “Traffic”, “View”, “Declutter”, “Base
Map”, and “Weather Overlay (WxOvly)”.

For additional description of the radar page modes of operation

refer to the Avidyne FlightMax EX5000 Multi-Function Display
Pilot’s Guide, p/n 600-00121-000, appropriate revision.

7.45c ADAHRS REVERSION

Failure of an ADAHRS will be apparent when the on-side air
data parameters are replaced with red X’s and a red (ATTITUDE
FAIL) “Refer to Backup Gauges” annunciator is displayed in the
top center of the PFD. If either ADAHRS should fail, the
ADAHRS revision switch located on the pilot’s upper panel will
allow the pilot to select the remaining ADAHRS to provide the
air data parameters to both displays. The three position switch is
labeled ADAHRS 1 / ADAHRS 2.

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7.45d STANDBY INSTRUMENTS

The standby instrument group includes an electric attitude
indictor, and airspeed indicator, and a barometric altimeter
mounted to the left of the pilot’s PFD. The standby airspeed and
altimeter are plumbed to the left side pitot static system and are of
the traditional mechanical design. The standby electric attitude
indicator is powered by an emergency battery mounted in the
underwing radar pod, and is controlled by a three position toggle
switch placarded STBY GYRO, ON, OFF, and TEST. If a fault
occurs which causes one of the ADAHRS to output misleading
information to the PFD, the standby instruments act as a useful
comparison to indicate which out of the three displays are correct.

Standby Attitude Indicator

The Standby Attitude Indicator provides backup display of

aircraft attitude. It is located at the top of the standby instrument
group where it can be viewed easily by the pilot. It is powered
from an emergency battery so that it will remain powered for at
least 45 minutes after the loss of the aircraft electrical system.
The attitude indicator is a DC powered electromechanical unit. A
power warning flag is rotated out of sight by a flag motor which
allows the flag to reappear if power is interrupted. The standby
attitude indicator switch must be selected ON for the standby
gyro system to operate.

Depressing the test switch applies a ground for the ON/OFF

control circuit. If the self test does not complete within 5
seconds, one or more of the following may be true:
- Batteries are less than 50% charged.
- The TEST/FAIL annunciator is burned out.
- The attitude indicator power supply itself is defective.
The illumination of the amber “STBY ATT IND BATT HTR
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JetProp LLC Section 7
JetProp DLX Description & Operation

FAIL” annunciator means the standby attitude indicator battery

heater has failed. The standby attitude indicator should be
considered to be unreliable and every effort should be made to
exit IMC conditions.

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Change 21 7-117
JetProp LLC Section 8
JetProp DLX Airplane Handling, Servicing and Maintenance

SECTION 8

AIRPLANE HANDLING, SERVICING AND

MAINTENANCE

8.1 GENERAL

This section provides guidelines relating to handling, servicing.

and maintenance of the JetProp DLX. For complete maintenance
instructions, refer to the PA-46-310P/350P Maintenance Manual
for all airframe items and the JetProp Maintenance Manual for
engine and JetProp unique items.

Every owner should stay in close contact with an authorized

JetProp Service Center as well as a Piper Service Center to obtain
the latest information pertaining to their airplane, and to avail
themselves of aircraft support systems.

JetProp LLC and Piper Aircraft Corporation take a continuing

interest in having owners get the most efficient use from their
aircraft and keeping it in the best mechanical condition.
Consequently, JetProp LLC and Piper Aircraft, from time to time,
issue service releases including Service Bulletins, Service
Letters, Service Spares Letters, and others relating to the airplane.

Service Bulletins are of special importance and compliance is

mandatory. These are sent directly to the latest FAA-registered
owners in the United States (U.S.) and Service Centers
worldwide. Depending on the nature of the release, material and
labor allowances may apply. This information is provided to all
authorized Service Centers.

Service Letters deal with product improvements and servicing

techniques pertaining to the airplane. They are sent to JetProp
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JetProp LLC Section 8
JetProp DLX Airplane Handling, Servicing and Maintenance

Service Centers and, if necessary, to the latest FAA-registered

owners in the U.S. Owners should give careful attention to
Service Letter information. Service Spares Letters offer
improved parts, kits, and optional equipment which were not
available originally, and which may be of interest to the owner.

Piper Aircraft Corporation offer a subscription service for Service

Bulletins, Service Letters, and Service Spares Letters. This
service is available to interested persons, such as owners, pilots,
and mechanics at a nominal fee.

Maintenance manuals, parts catalogs, and revisions to both, are

available from JetProp LLC for JetProp unique items and Piper
Service Centers for basic airframe and systems.

Any correspondence regarding the airplane should include the

airplane model and serial number to ensure proper response.

8.3 AIRPLANE INSPECTION PERIODS

For the basic airframe and systems, Piper Aircraft Corporation

has developed inspection items and required intervals (i.e.: 50,
100, 500, and 1000 hours) for the specific model aircraft.
Appropriate forms are contained in the applicable Piper Service/
Maintenance Manual, and should be complied with by a properly
trained, knowledgeable, and qualified mechanic. Piper Aircraft
Corporation cannot accept responsibility for the continued
airworthiness of any aircraft not maintained to these standards,
and/or not brought into compliance with applicable Service
Bulletins issued by Piper Aircraft Corporation, instructions issued
by the engine, propeller, or accessory manufacturers, or
Airworthiness Directives issued by the FAA.

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JetProp DLX Airplane Handling, Servicing and Maintenance

In addition, but in conjunction with the above, the FAA requires

periodic inspections on all aircraft to keep the Airworthiness
Certificate in effect. The owner is responsible for assuring
compliance with these inspection requirements and for
maintaining proper documentation in logbooks and/or
maintenance records.

JetProp LLC has developed inspection items and required

intervals for the JetProp specific systems.

A spectrographic analysis of the oil is available from several

sources. This inspection, if performed properly, provides a good
check of the internal condition of the engine.

8.5 PREVENTIVE MANTENANCE

The holder of a pilot certificate issued under Federal Aviation

Regulations FAR Part 61 may perform certain preventive
maintenance as defined in the FARs. This maintenance may be
performed only on an aircraft which the pilot owns and operates,
and which is not used in air carrier or air taxi/commercial
operations service.

All other aircraft maintenance must be accomplished by a person

or facility appropriately certificated by the Federal Aviation
Administration FAA to perform that work.

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JetProp DLX Airplane Handling, Servicing and Maintenance

Anytime maintenance is accomplished, an entry must be made in

the appropriate aircraft maintenance records. The entry shall
include:

(a) The date the work was accomplished.

(b) Description of the work.
(c) Number of hours on the aircraft.
(d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work.

8.7 AIRPLANE ALTERATIONS

If the owner desires to have his aircraft modified, he must obtain

FAA approval for the alteration. Major alterations accomplished
in accordance with Advisory Circular 43.13-2, when performed
by an A&P mechanic, may be approved by the local FAA office.
Major alterations to the basic airframe or systems not covered by
AC 43.13-2 require a Supplemental Type Certificate.

The owner or pilot is required to ascertain that the following

Aircraft Papers are in order and in the aircraft

(a) To be displayed in the aircraft at all times:

(1) Aircraft Airworthiness Certificate Form FAA-8100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3.
(3) Aircraft Radio Station License if transmitters are installed.

(b) To be carried in the aircraft at all times:

(1) Pilot's Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair
and Alteration Form FAA-337, if applicable.
(3) Aircraft equipment list.

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JetProp LLC Section 8
JetProp DLX Airplane Handling, Servicing and Maintenance

Although the aircraft and engine logbooks are not required to be

in the aircraft, they should be made available upon request.
Logbooks should be complete and up to date. Good records will
reduce maintenance cost by giving the mechanic information
about what has or has not been accomplished.

8.9 GROUND HANDLING

(a) Towing

The airplane may be moved on the ground by the use of the nose
wheel steering bar that is stowed in the forward baggage
compartment or by power equipment that will not damage or
excessively strain the nose gear steering assembly.

CAUTIONS

When towing with power equipment, do not turn the nose

gear beyond its steering radius in either direction, as this
will result in damage to the nose gear and steering
mechanism.

Do not tow the airplane when the controls are secured.

In the event towing lines are necessary, ropes should be attached

to both main gear struts as high up on the tubes as possible. Lines
should be long enough to clear the nose and/or tail by not less
than fifteen feet, and a qualified person should ride in the pilot's
seat to maintain control by use of the brakes.

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JetProp DLX Airplane Handling, Servicing and Maintenance

(b) Taxiing

CAUTION

Do not operate engine above 1200 RPM with cabin doors

open.

Before attempting to taxi the airplane, ground personnel should

be instructed and approved by a qualified person authorized by
the owner. Engine starting and shut-down procedures as well as
taxi techniques should be covered. When it is ascertained that the
propeller back blast and taxi areas arc clear, power should be
applied to start the taxi roll, and the following checks should be
performed:
(1) Taxi a few feet forward and apply the brakes to determine
their effectiveness.
(2) Taxi with the propeller set in low pitch, high RPM setting.
(3) While taxiing, make slight turns to ascertain the
effectiveness of the steering.
(4) Observe wing clearance when taxiing near buildings or
other stationary objects. If possible, station an observer outside
the airplane.
(5) When taxiing over uneven ground, avoid holes and ruts.
(6) Do not operate the engine at high RPM when running up
or taxiing over ground containing loose stones, gravel, or any
loose material that may cause damage to the propeller blades.

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JetProp DLX Airplane Handling, Servicing and Maintenance

(c) Parking

When parking the airplane, be sure that it is sufficiently protected

from adverse weather conditions and that it presents no danger to
other aircraft. When parking the airplane for any length of time or
overnight, it is suggested that it be moored securely.

(1) To park the airplane, head it into the wind if possible.

(2) The parking brake knob is located just below the left
control column. To set the parking brake, first depress and hold
the toe brakes and then pull out on the parking brake knob. To
release the parking brake, first depress the brake pedals and then
push in on the parking brake knob.

WARNING

No braking will occur if aircraft brakes are applied while

parking brake handle is pulled and held.

CAUTION

Care should be taken when setting brakes that are

overheated or during cold weather when accumulated
moisture may freeze a brake.

(3) Aileron and elevator controls should be secured with the

front seat belt and chocks used to properly block the wheels.

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JetProp DLX Airplane Handling, Servicing and Maintenance

(d) Mooring

The airplane should be moored for immovability, security and

protection. The following procedures should be used for the
proper mooring of the airplane:
(1) Head the airplane into the wind if possible.
(2) Retract the flaps.
(3) Immobilize the ailerons and elevator by looping the seat
belt through the control wheel and pulling it snug.
(4) Block the wheels.
(5) Secure tie-down ropes to the main gear assemblies and to
the tail ring at approximately 45 degree angles to the ground.
When using rope of non-synthetic material, leave sufficient slack
to avoid damage to the airplane should the ropes contract.

CAUTION

Use bowline knots, square knots or locked slip knots. Do

not use plain slip knots.

NOTE

Additional preparations for high winds include using tie-

down ropes from the nose landing gear and securing the
rudder.

(6) Install a pitot head cover if available. Be sure to remove

the pitot head cover before flight.
(7) Cabin and baggage door should be locked when the air-
plane is unattended.

8.11 ENGINE INDUCTION AIR FILTER (Deleted)

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JetProp DLX Airplane Handling, Servicing and Maintenance

8.13 BRAKE SERVICE

The brake system is filled with MIL-H-5606 (petroleum base)

hydraulic fluid. The fluid level should be checked periodically or
at every 100 hour inspection and replenished when necessary.
The brake fluid reservoir is located behind the aft access panel in
the forward baggage compartment. If the entire system must be
refilled, fill with fluid under pressure from the brake end of the
system. This will eliminate air from the system. No adjustment
of the brake clearances is necessary. If, after extended service,
brake blocks become excessively worn they should be replaced
with new segments.

8.15 HYDRAULIC SYSTEM SERVICE

The hydraulic system reservoir is an integral part of the electric

hydraulic pump assembly. It is located aft of the aft cabin
baggage compartment and is accessible through the baggage
compartment aft closeout panel. Fill the reservoir with MIL-H-
5606 hydraulic fluid. The fluid level should be checked
periodically or every 100 hour inspection and replenished when
necessary. With the landing gear down, flaps up and the system
up to pressure, fill to the FULL line on sight gauge.

8.17 LANDING GEAR SERVICE

The main landing gear uses Cleveland Aircraft Products 6.00x6

wheels with 6.00 x 6, eight-ply rating tires and tubes.

The nose wheel uses a special JetProp Part Number 560.04.112

tire. This 6 ply tire is rated for a speed of 120 MPH and a load of
1600 lb.

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JetProp LLC Section 8
JetProp DLX Airplane Handling, Servicing and Maintenance

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JetProp DLX Airplane Handling, Servicing and Maintenance

Wheels are removed by taking off the hubcap, cotter pin, axle
nut, and the two bolts holding the brake segment in place. Mark
tire and wheel for reinstallation; then dismount by deflating the
tire, removing the three through-bolts from the wheel and
separating the wheel halves.

Landing gear oleos should be serviced according to the

instructions on the units. The main oleos should be extended
under normal static load until 3.44+/-.25 inches of oleo piston
tube is exposed, and the nose gear should show 1.65 +/- .25
inches. To add air to the oleo struts, attach a strut pump to the
valve assembly near the top of the oleo strut housing and pump
the oleo to the desired position. To add oil, jack the aircraft,
release the air pressure in the strut remove the valve core and add
oil through this opening with the strut extended. After the strut is
full, compress it slowly and fully to allow excess air and oil to
escape. With the strut still compressed reinsert the valve core and
pump up the strut as above.

In jacking the aircraft for landing gear or other service, two

hydraulic jacks and a tail stand should be used. At least 400
pounds of ballast should be placed on the base of the tail stand
before the airplane is jacked up. The hydraulic jacks should be
placed under the jack points on the bottom of the wing and the
airplane jacked up until the tail skid is at the right height to attach
the tail stand. After the tail stand is attached and the ballast
added, jacking may be continued until the airplane is at the height
desired.

The steering rods from the rudder pedals to the transverse

bellcrank in the nose wheel tunnel are factory adjusted and
should be readjusted only in accordance with the applicable
rigging specification. Nose wheel alignment is accomplished by
adjusting the rod end(s) on the steering bungee assembly in such
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JetProp LLC Section 8
JetProp DLX Airplane Handling, Servicing and Maintenance

a way that the nose wheel is in line with the fore and aft axis of
the plane when the rudder pedals are centered. Alignment of the
nose wheel can be checked by pushing the airplane back and
forth with the rudder two degrees to the right to determine that
the plane follows a straight line. The turning arc of the nose
wheel is 300 +/- 10 in either direction and is limited by stops at
the trunnion forging or the forward steering contact arm mounted
on the engine mount.

NOTE

The rudder is set to 20 right with the rudder pedals

neutralized and the nose wheel centered.

8.19 PROPELLER SERVICE

The spinner and backing plate should be cleaned and inspected

for cracks frequently. Before each flight the propeller should be
inspected for nicks, scratches, and corrosion. Significant damage
must be repaired by a qualified mechanic prior to flight. Nicks or
scratches cause an area of in-creased stress which can lead to
serious cracks or the loss of a propeller tip. The back face of the
blades should be painted when necessary with flat black paint to
retard glare. To prevent corrosion, the surface should be cleaned
and waxed periodically.

8.21 OIL REQUIREMENTS

The total oil capacity of the Pratt & Whitney PT6A engine is 2.3
U.S. gallons (9.2 qts) with a usable quantity of 1.5 U.S. gallons
(6.0 qts).

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JetProp LLC Section 8
JetProp DLX Airplane Handling, Servicing and Maintenance

Oil Level Check: To avoid overfilling the tank and high oil
consumption, an oil level check is recommended within 30
minutes after engine shutdown. Ideal interval is 15 to 20
minutes. If more than 30 minutes has passed, and the dipstick
indicates that oil is needed, start the engine and run at ground idle
for five minutes, and recheck the oil level as follows:

(1) Unlock filler cap and dipstick from filler neck at 11

o’clock position on accessory gearbox and remove filler cap.

(2) Wipe the dipstick with clean, lint-free cloth.

CAUTION

When the filler cap and dip stick gage assembly is installed
and locked, no movement is allowed.

(3) Install the cap/dipstick and lock.

(4) Remove the cap/dipstick

CAUTION

Do not mix different types of oil since their different

chemical structures may make them incompatible. If
different types of oil become mixed, drain and flush the
system and refill with fresh oil.

(5) Check the oil contents against the markings on dipstick

(markings correspond to U.S. quarts) and service as required.

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JetProp LLC Section 8
JetProp DLX Airplane Handling, Servicing and Maintenance

NOTE

Pre-SB1249: Graduations on the dipstick indicate the oil

level in U.S. quarts below maximum capacity of the oil
tank. Normal cold level is one U.S. quart below the
maximum (MAX) mark on the dipstick; e.g. a dipstick
reading of 3 will indicate the system requires two U.S.
quarts to replenish to normal level if the oil is cold and
three U.S. quarts if the oil is hot.

NOTE

Post-SB1249: Graduations on the dipstick indicate the oil

level in U.S. quarts below maximum capacity of the oil
tank. Normal cold level is the MAX COLD mark on the
dipstick; Normal hot level is the MAX HOT mark on the
dipstick. A dipstick reading of 3 will indicate the system
requires two U.S. quarts to replenish to normal level if the
oil is cold and three U.S. quarts if the oil is hot.

NOTE

If the engine is nose high or nose low, compensation must

be made to avoid over or under servicing

(6) If oil level is too low to register on dipstick due to possible

excessive consumption, or if low or fluctuating pressures have
been recorded, refer to P&W PT6A-34 Maintenance Manual for
action to be taken.

(7) For engines which have remained stationary for a period of

12 hours or more, and the dipstick shows that oil is needed,
carry out a normal dry motoring run and re-check the reading
prior to adding oil.
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JetProp LLC Section 8
JetProp DLX Airplane Handling, Servicing and Maintenance

APPROVED LUBRICATING OILS:

The lubricating oils specified for use in PT6A turboprop engines

are detailed in Pratt & Whitney Canada Service Bulletin 1001
and are listed below. See revisions to SB 1001 for recently
approved oils.

Specification CPW202, 7.5 Centistokes

Exxon Turbo Oil 274

Castrol 98
Aero Shell Turbine Oil 750 / Royco Turbine Oil 750
Turbonycoil 35 M

Specification PWA521, Type II, 5 Centistokes

Exxon Turbo Oil 2380

Aero Shell Turbine Oil 500
Aero Shell Turbine Oil 555 (Only in engines incorporating
SB1255 “Flourocarbon Oil Seals”)
Royco Turbine Oil 500
Royco Turbine Oil 555 (Only in engines incorporating
SB1255 “Flourocarbon Oil Seals”)
Mobil Jet Oil II
Castrol 5000
Turbonycoil TN525-2A

Specification PWA521, Type II, 5 Centistokes, “THIRD

GENERATION”

Aero Shell Turbine Oil 560

Royco Turbine Oil 560
Mobil Jet Oil 254
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JetProp LLC Section 8
JetProp DLX Airplane Handling, Servicing and Maintenance

CAUTION

When changing from an existing lubricant formulation to a

“third generation” lubricant formulation, it is strongly
recommended that such a change should only be made
when an engine is new or freshly overhauled.

Where operation will result in frequent cold-soaking at ambient

temperatures of 0 deg F (-18 deg C) or lower, use of a 5
centistoke oil is recommended.

When switching to another approved brand of oil, drain and flush

complete oil system and refill with maintenance manual
instructions

Should oils of different brands or viscosities become intermixed,

drain and flush complete oil system and refill with an approved
oil in accordance with maintenance manual instructions

NOTE

Engine manufacturer experience has indicated that regular

oil changes are no longer necessary for the PT6A-34.
However, operators should be aware of the danger of oil
contamination from extraneous matter such as hydraulic
fluid, sand, etc., which would require the oil system to be
drained, flushed, and replenished with new oil of an
approved brand.

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JetProp LLC Section 8
JetProp DLX Airplane Handling, Servicing and Maintenance

8.23 FUEL SYSTEM

(a) Servicing Fuel System.

At every 100 hour inspection or after an extended downtime, the

fuel filter strainer must be cleaned. The fuel filter strainer is
located below the floor on the lower right side of the forward
baggage compartment.

(b) Fuel Requirements.

The JetProp with the PT6 gas turbine engine is approved for
unrestricted operation on Jet A and Jet A-1 as long as an anti-
icing additive conforming to MIL-I-27686 (Ethylene Glycol
Monomethyl Ether) or MIL-I-85470(A) (Diethylene Glycol
Monomethyl Ether) is added in the amount by volume of a
minimum of .10% to a maximum of .15%.

See P&WC SB 1244 for detailed information on fuel additives,

alternate fuels, and operating restrictions.

(c) Filling Fuel Tanks

WARNING

Do not operate any avionics or electrical equipment on the

airplane during refueling. Do not allow open flame or
smoking in the vicinity of the airplane while refueling.

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JetProp LLC Section 8
JetProp DLX Airplane Handling, Servicing and Maintenance

WARNING

During all refueling operations. Fire fighting equipment

must be available. Two ground wires from different points
on the airplane to separate approved grounding stakes shall
be used.
WARNING

Observe all safety precautions required when handling fuel.

Fill the fuel tanks through the inboard filler caps until full; then
add 10 U.S. gallons through the outboard filler caps. The usable
fuel quantity for each wing is 70 U.S. gallons and the unusable
fuel for each wing is 1 U.S. gallon. When using less than the full
capacity, fuel should be distributed equally between each side.

Anti-icing additives conforming to MIL-I-27686 (Ethylene

Glycol Monomethyl Ether or MIL-I-85470 (Diethylene Glycol
Monomethyl Ether) specifications such as “Prist” may be
introduced into the nozzle fuel stream during servicing. Assure
the additive is directed into the flowing fuel stream. The additive
flow should start after and stop before the fuel flow. Do not
permit the concentrated additive to come in contact with the
aircraft painted surfaces. Most fuel suppliers have anti-icing
additives pre-blended in the fuel or blend them at the fuel truck
during servicing in which case no further blending is necessary.
Concentrations of less that 0.10% (20 fluid ounces of additive per
approximately 150 gallons of fuel or more) may be insufficient to
prevent fuel system icing. Conversely, concentrations of more
than 0.15% (20 fluid ounces of additive per approximately 100
gallons of fuel or less ) is not recommended by Pratt & Whitney.
Refer to Pratt & Whitney Service Bulletin 1244 for additional
information on approved fuels and additives.

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JetProp LLC Section 8
JetProp DLX Airplane Handling, Servicing and Maintenance

NOTE
Aircraft should be refueled in a wing level condition. At
times this will require alternate filling of left and right tanks
until the full condition is reached.

NOTE
The header tank cannot be filled externally; it is supplied
with fuel only by the selected wing tank.

(d) Draining Fuel Strainer, Sumps and Lines. The fuel tank
sumps and filter should be drained before the first flight of the
day and after refueling. Set fuel selector on left or right tank
before draining. The fuel collector sump tanks, located at the root
of each wing, are the lowest points in the system. Each tank drain
is accessible through a hole in the bottom wing skin adjacent to
the wheel well. The fuel filter drain is located on the right hand
side of the fuselage several feet forward of the wing. The header
tank drain is located on the right-hand lower side of the fuselage
under the forward baggage compartment. Sumps and filter should
be drained until sufficient fuel has flowed to ensure the removal
of any contaminants. When draining sumps, use the end on
sampler cup to push in valve, catching fuel in the cup. (Refer to
Figure 8-3). To drain filter, hold sampler cup under nylon tube
and push in tube. Always inspect fuel for contaminants, water
and fuel grade (color). Assure that valves have sealed after
draining.
NOTE
Sump drains will lock open if valve is pushed in
and turned. Continue turning to release lock.

(e) Emptying Fuel System. Drain the bulk of fuel at sump tanks.
Set fuel selector on left or right tank. Push in sump drain valves
and twist ¼ turn to lock open. Remaining fuel may be drained
through the filter drain. Close sump drain valves before refueling.
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8.25 TIRE INFLATION

For maximum service from the tires, keep them inflated to the
proper pressures: 45 psi for the nose and 55 psi for the main tires.
All wheels and tires are balanced before original installation, and
the relationship of tire, tube, and wheel should be maintained
upon reinstallation. Unbalanced wheels can cause extreme
vibration in the landing gear, therefore, in the jnstallation of new
components, it may be necessary to rebalance the wheels with the
tires mounted. When checking tire pressure, examine the tires for
wear, cuts, bruises, and slippage.

8.27 BATTERY SERVICE AND ACCESS

Each battery pair is located in compartments inside the cabin

under the left and right rear-facing seats. The batteries are sealed
and require no routine service.

If the batteries are not up to charge, recharge at 13 amp rate. The

batteries are charged when the current stabilizes for one hour.

See Instructions for Continued Airworthiness for Concorde RG

Series Batteries for detailed information.

8.29 EMERGENCY OXYGEN SYSTEM (OPTIONAL)

The optional emergency oxygen system must be serviced if used.

The canister generators must be replaced with new units to
restore the emergency system to a useable condition.

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8.31 PRESSURIZATION SYSTEM

The system should be given an operational check before each

flight. Should the operational check show any malfunction of the
pressurization system, refer to the PA-46-3l0/350P Service
Manual.

8.33 LUBRICATION

For lubricating instructions, a chart showing lubrication points

and types of lubricants to be used, and lubrication methods, refer
to the PA-46-310/350P Service Manual.

8.35 CLEANING

(a) Cleaning Engine Compartment

(1) Place a large pan under the engine to catch waste.

(2) With the engine cowling removed, spray or brush the
engine with solvent or a mixture of solvent and degreaser. In
order to remove especially heavy dirt and grease deposits, it may
be necessary to brush areas that were sprayed.

CAUTION

Do not spray solvent into the generator, alternator, vacuum

pump, starter, or air intakes.

(3) Allow the solvent to remain on the engine from five to ten
minutes. Then rinse the engine clean with additional solvent and
allow it to dry.

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CAUTION

Do not operate the engine until excess solvent has

evaporated or otherwise been removed.

(4) Lubricate the controls, bearing surfaces, etc., in

accordance with the Lubrication Chart in the applicable Service
Manual.

(b) Cleaning Landing Gear.

(1) Before cleaning the landing gear, place a plastic cover or

similar material over the wheel and brake assembly.
(2) Place a pan under the gear to catch waste.
(3) Spray or brush the gear area with solvent or a mixture of
solvent and degreaser, as desired. Where heavy grease and dirt
deposits have collected, it may be necessary to brush areas that
were sprayed, in order to clean them.
(4) Allow the solvent to remain on the gear from five to ten
minutes. Then rinse the gear with additional solvent and allow to
dry.
(5) Remove the cover from the wheel and remove the catch
pan.
(6) Lubricate the gear in accordance with the Lubrication
Chart.

CAUTION

Do not brush the micro switches.

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(c) Cleaning Exterior Surfaces

The airplane should be washed with a mild soap and water. Harsh
abrasives or alkaline soaps or detergents could make scratches on
painted or plastic surfaces or could cause corrosion of metal.
Cover areas where cleaning solutions could cause damage. To
wash the airplane, use the following procedure:

(1) Flush away loose dirt with water.

(2) Apply cleaning solution with a soft cloth, a sponge or a
soft bristle brush.
(3) To remove exhaust stains, allow the solution to remain on
the surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened
with naphtha.
(5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted
surfaces. Soft cleaning cloths or a chamois should be used to
prevent scratches when cleaning or polishing. A heavier coating
of wax on the leading surfaces will reduce the abrasion problems
in these areas.

(d) Cleaning Windshield and Windows

CAUTION

Use only mild soap and water when cleaning the heated
windshield. Use of ANY other cleaning agent or material
may cause distortion or damage to windshield coatings.

(1) Remove dirt, mud and other loose particles from exterior
surfaces with clean water.

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JetProp DLX Airplane Handling, Servicing and Maintenance

(2) Wash with mild soap and warm water or with aircraft
plastic cleaner. Use a soft cloth or sponge in a straight
back and forth motion. Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with
kerosene.

CAUTION

Do not use gasoline, alcohol, benzene, carbon tetrachloride,

thinner, acetone, or window cleaning sprays.

(4) After cleaning plastic surfaces, apply a thin coat of hard

polishing wax. Rub lightly with a soft cloth. Do not use a circular
motion.
(5) A minor scratch or mar in plastic can be removed by
rubbing out the scratch with jeweler's rouge. Smooth both sides
and apply wax. Deep scratches may lead to failure when
pressurized.
(6) If a deep scratch or crack is found in any of the
windshields or windows, do not pressurize cabin until serviced at
authorized repair station.

(e) Cleaning Headliner, Side Panels and Seats

(1) For normal soiling and smudges, simply use the dry
cleaning pad provided. This pad contains an exclusive grit-free
powder with unusual power to absorb dirt. Squeeze and twist the
pad so the powder sifts through the meshes and adheres to the
cloth. Then rub the soiled part in any direction, as hard as
necessary to clean. Even though the pad eventually becomes
soiled, this soil will not transfer back to the headliner.

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JetProp DLX Airplane Handling, Servicing and Maintenance

(2) For simple stains (e.g. coffee, cola) clean headliner with a
sponge and a common household suds detergent (e g Tide). Dirty
grease stains should be first spot cleaned with a lighter fluid
containing Naphtha to remove the solvent-soluble matter. Any
stain residue should then be shampooed with a household
upholstery cleaner (e.g. Carbona upholstery and rug shampoo).

With proper care, your Malibu headliner will provide years of

excellent appearance and durability.

CAUTION

Solvent cleaners require adequate ventilation.

(3) Leather should be cleaned with saddle soap or a mild hand

soap and water.

(f) Cleaning Carpets

To clean carpets, first remove loose dirt with a whisk broom or

vacuum. For soiled spots and stubborn stains use
noninflammable dry cleaning fluid. Floor carpets may be cleaned
like any household carpet.

(g) Cleaning Oxygen Equipment

(1) Clean the mask assemblies with a suitable oil-free

disinfectant.
(2) Wipe dirt and foreign particles from the unit with a clean,
dry, lint-free cloth.

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(h) Cleaning Surface Deicing Equipment

The deicers should be cleaned when the aircraft is washed using a

mild soap and water solution.

In cold weather, wash the boots with the airplane inside a warm
hangar if possible. If the cleaning is to be done outdoors, heat the
soap and water solution before taking it out to the airplane. If
difficulty is encountered with the water freezing on boots, direct
a blast of warm air along the region being cleaned using a
portable ground heater.

As an alternate cleaning solvent, use benzol or nonleaded

gasoline. Moisten the cleaning cloth in the solvent. scrub lightly,
and then, with a clean, dry cloth, wipe dry so that the cleaner
does not have time to soak into the rubber. Petroleum products
such as these are injurious to rubber, and therefore should be used
sparingly if at all.

With the deicer boots properly cleaned, a coating of Agemaster

No. 1 should be applied as described in the Malibu Service
Manual. This treatment helps protect the boot rubber from ozone
attack, aging and weathering.

After the Agemaster coating is dry, a coating of B.F. Goodrich

Icex may be applied to the boots if icing conditions are
anticipated. For specific instructions refer to the PA-46-3l0/350P
Service Manual.

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