ATP Electronics Piper Archer Training Supplement Download Page 56

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52 • 172 & Archer Differences

APPENDIX A

172 & Archer Differences

172 (180 HP R&S Models)

PA-28

Remains in “BOTH” throughout

flight unless notable fuel imbalance

encountered.

Cessna 172 Training Supplement

page 4

Fuel Selector

Must be switched to appropriate tank (L

or R) every 30 minutes in flight, or when

appropriate.
Timer can be set on GNS 430 and

transponder. POH does not provide a

limitation on fuel imbalance.
See the

Piper Archer Training

Supplement

, page 4, for guidance and

timing for fuel selector changes.

Flaps 10 on downwind, 20 on base

Cessna 172 Training Supplement

pages

23 & 24

Landing Profile

Flaps 25 abeam as part of before landing

checklist

Piper Archer Training Supplement

page

GNS 430 have removable NavData cards.
G1000 have Internal memory and must be

updated with external SD card. Installed

SD cards are Terrain database, are specific

to the equipment by serial number and

must not be removed.

See guidance

atpintra.net/navdata

Terrain data is not updated.

Database

Updates

GNS 430 have removable NavData cards.
Do not remove the SD card from G500.

The G500 SD card is not to be updated.

NavData information displayed on the

G500 resides on the GNS 430 card.
See guidance

atpintra.net/navdata

Terrain data is not updated.

Climb

Performance

Noticeably lower. May affect ability to

comply with DP

Landing

Requires much less flare, closer to a

Seminole

Fuel Injected

Cessna 172 Training Supplement

page 3

Fuel System

Carbureted. Be aware of signs of carb ice.

Piper Archer Training Supplement

page 1

13 sumps

Cessna 172 Training Supplement

page 4

3 sumps
Confirm closed and not leaking after

sumping

Dark when off, lit when on

Pitot Heat

Annunciator

“Pitot Heat Off/Inop” lit by default, goes

dark when on

Cessna 172 Training Supplement

page 10

V Speeds

Piper Archer Training Supplement

page

(Bottom of white arc)

Vso

(Bottom of white line)

(1900 lbs)

(1634 lbs)

105

(2550 lbs)

113

(2550 lbs)

110

(10 degrees)

(20-30 degrees)

(Top of white arc)

Vfe

102

(Top of white line)

129

(Top of green arc)

Vno

125

(Top of green line)

163

(Red line)

Vne

154

(Red line)

Summary of Contents for Piper Archer

Page 1: ...Piper Archer Training Supplement ATPFlightSchool com Revised 2019 08 08 ...

Page 2: ...stitute for the exercise of sound judgement No part of this publication may be reproduced stored in a retrieval system or transmitted in any form or by any means electronic mechanical or otherwise without the prior written permission of Airline Transport Professionals IMPORTANT NOTICE Refer to POH AFM Do not use procedures listed without referencing the full procedures described in the approved Ow...

Page 3: ...nced Calls on Approach 21 Stabilized Approach 22 Aiming Point 22 Pitch Power 23 Go Around Philosophy 24 Managing Energy 24 Gust Factor 24 Seat Position 24 Flap Setting 25 Traffic Pattern Operations 25 Short Field Approach Landing 28 Soft Field Approach Landing 29 Power Off 180 Approach and Landing 30 Crosswind Approach Landing 32 Go Around Procedure 34 Rejected or Balked Landing 34 Precision Appro...

Page 4: ......

Page 5: ...in atmospheric conditions at temperatures of 20 to 70 F 5 to 20 C it is possible for ice to form in the induction system even in summer weather This is due to the high air velocity through the carburetor venturi and the absorption of heat from this air by vaporization of the fuel To avoid this carburetor heat is provided to replace the heat lost by vaporization The initial signs of carburetor ice ...

Page 6: ...eo air oil struts providing shock absorption for all three wheels The nose wheel contains a shimmy dampener which damps nose wheel vibrations during ground operations and centers the nose wheel in the air The nose wheel is linked to the rudder pedals by a steering mechanism which turns the nosewheel up to 20 each side of center Brakes The Archer is equipped with hydraulically actuated disc brakes ...

Page 7: ...ifferential between the cockpit and the atmosphere reducing pitot static error The pitot static instruments are the airspeed indicator altimeter and vertical speed indicator Both the pitot and static lines can be drained through separate drain valves located on the left lower side of the fuselage interior Fuel System The Archer which uses 100 low lead avgas blue is equipped with two 25 gallon fuel...

Page 8: ...elector should only be changed while on the ground during a Full Stop Taxi Back procedure It is critical to follow the proper procedure for changing fuel tanks while on the ground as well as while in flight Failure to follow the proper fuel selector change procedure can lead to interruption in fuel flow and engine failure during a critical phase of flight Electrical System The Archer is equipped w...

Page 9: ...Anticipate complete electrical failure Duration of battery power will be dependent on electrical load and battery condition prior to failure The battery is used as a source of emergency electrical power and for engine starts High drain items include the lights vent fan heater radios and PFD MFD If an electrical problem arises always check circuit breakers If a circuit breaker is popped reset only ...

Page 10: ... rate sensors to provide attitude and heading information on the PFD The Air Data Computer ADC compiles information from the pitot static system and an outside air temperature sensor to provide pressure altitude airspeed vertical speed and outside air temperature on the PFD The magnetometer senses the earth s magnetic field and sends data to the AHRS for processing to determine magnetic heading Th...

Page 11: ...line that appears above the heading indicator to identify a standard rate or half standard rate turn Outside air temperature OAT displays on the PFD under the airspeed tape Ground track can be identified on the heading indicator by a small magenta diamond near the lubber line only visible when ground track is different than heading The digital altitude and airspeed readouts are very sensitive and ...

Page 12: ...ts Standby Attitude Indicator Battery Check Prior to flight the electric standby indicator battery must be tested In order to accomplish the test aircraft electrical power must be on Battery Master ON and the standby attitude indicator gyro must be fully operational with the red gyro flag out of view Test the standby battery as called for by the Run Up Checklist Press and hold the STBY PWR button ...

Page 13: ... Circuit breaker simulated failures are prohibited in ATP aircraft Piper and Garmin advise against pulling circuit breakers as a means of simulating failures on the Garmin G500 system Pulling circuit breakers or using them as switches has the potential to weaken the circuit breaker to a point at which it may not perform its intended function Also reference Advisory Circulars 120 80 23 17B and 43 1...

Page 14: ...eading 3 Precision ILS and non precision GPS localizer and VOR approaches can be accomplished PFDFailure Indications 1 PFD screen is dark Pilot Action 1 Refer to the standby instruments 2 Use the GPS CDI page for navigation and approaches CLR Press and hold for 3 seconds to return to default CDI page 3 Only GPS non precision approaches can be accomplished During an MFD failure with the PFD functio...

Page 15: ...ntegral emergency battery AirDataComputer ADC Failure Indications 1 Loss of data accompanied by a red X and yellow alert messages occurs over Airspeed Altitude Vertical speed True airspeed TAS Outside air temperature OAT 2 Wind calculations are unavailable Attitude and heading references will function normally on the PFD ADC Failure Pilot Action 1 Use standby airspeed indicator and altimeter There...

Page 16: ... view two future fixes G1000 Standard Configuration Full Panel Approaches PFD Active with appropriate nav source needles active MFD Map page with Traffic Information active Range selected to view one or two future fixes Partial Panel Approaches PFD Dimmed MFD Reversionary Mode Map Overlay On with Traffic Information active G1000 Partial Panel Configuration ...

Page 17: ...er FAR 91 213 ATP s aircraft do not operate under the guidance of a minimum equipment list MEL and instead operate in accordance with the following FAR 91 213 subpart Because this is only an excerpt the complete subpart should be referred to if necessary 3 The inoperative instruments and equipment are i Removed from the aircraft the cockpit control placarded and the maintenance recorded in accorda...

Page 18: ...angle of climb VY 76 Best rate of climb VG 76 Best glide speed at max weight VFE 102 Maximum flap extension speed Top of White Line VNO 125 Max Structural Cruising Speed Top of Green Line VNE 154 Never exceed speed Red Line VA 113 Maneuvering speed at 2 550 pounds VA 89 Maneuvering speed at 1 634 pounds Maximum demonstrated crosswind 17 knots Performance Charts All performance charts will be cover...

Page 19: ... Landing Weight 2 550 lbs Max Baggage Weight 200 lbs Max Usable Fuel 48 gal Fuel Burn 20 gal Weight Arm Moment Basic Empty Weight 87 50 Front Pilots 80 50 Rear Passengers 118 10 Baggage 200 lbs Max 142 80 Zero Fuel Weight CG CG Moment Weight Usable Fuel 95 00 Ramp Weight Taxi Fuel 2 65 Gal 8 95 00 760 Takeoff Weight CG CG Moment Weight Fuel Burn Landing Weight CG CG Moment Weight CalculatetheFollo...

Page 20: ... Weight Zero Fuel Weight Usable Fuel Weight Fuel Weight 6 Fuel Gallons 100 LL Blue Fuel weighs 6 lbs gal Oil weighs 7 5 lbs gal 2 Gallons of unusable fuel and oil at full capacity are included in Basic Empty Weight CG Envelope Graph Archer 2500 2400 2300 2200 2100 2000 1900 1800 1700 1600 1500 1400 1300 1200 UTILITY CATEGORY 82 83 84 85 86 87 88 89 90 91 92 93 82 83 84 85 86 87 88 89 90 91 92 93 A...

Page 21: ... as required stop straight ahead If not enough runway to stop Mixture to cutoff Fuel selector magnetos and battery master off Avoid obstacles Engine failure after rotation with sufficient runway remaining for a complete stop Throttle immediately closed Land straight ahead brake as required Engine failure after rotation with no runway remaining Maintain control pitch for best glide Only shallow tur...

Page 22: ...e to VY Approx 65 KIAS 60 KIAS VR 1 000 AGL Lift Off ATP Archers are equipped with traffic information It is not to be used as a collision avoidance system and does not relieve the pilot of responsibility to see and avoid other aircraft Short FieldTakeoff Climb Flaps 25 1 Flaps 25 2 Hold brakes at departure end of runway 3 Increase throttle to 2000 RPM 4 Check engine gauges 5 Increase throttle to ...

Page 23: ...check engine gauges 4 As nose lifts off ease back pressure nose wheel must remain off ground 5 Lift off at lowest possible airspeed remain in ground effect 6 In ground effect accelerate to 64 KIAS VX begin climb 7 Retract flaps slowly when established at VX and clear of obstacles 8 Accelerate to 76 KIAS VY 9 After Takeoff Checklist out of 1 000 AGL Soft FieldTakeoff ClimbProfile Roll Onto Runway D...

Page 24: ... s energy so touchdown occurs at the designated touchdown point Maintain a pitch attitude after touchdown that prevents the nosewheel from slamming down by increasing aft elevator as the airplane slows Maintain centerline until taxi speed is reached and increase crosswind control inputs as airplane slows Adjust crosswind control inputs as necessary during taxi after leaving the runway Good Plannin...

Page 25: ... established on downwind This will be a normal flaps 25 landing Aiming at the 3rd stripe before the 1 000 markings touching down on the 1 000 markings This solidifies the plan between the student and instructor while visually identifying the aiming and touchdown points Announced Calls on Approach Before Landing Checklist Visual Prior to descending from Traffic Pattern Altitude TPA abeam approach e...

Page 26: ...gle and rate of descent must be established and maintained All available landing aids ILS VASI PAPI etc must be used Non precision approaches may require a slightly steeper angle until reaching MDA Airspeed must be stable and within range of target speed plus 10 KIAS The aircraft will touch down in the first 1 000 of the landing runway If this is not assured a go around must be executed Conditions...

Page 27: ...sition TIP During a visual approach and landing if the airplane is trimmed for the correct approach speed with the correct power set much of the pilot s attention can be on maintaining a constant angle glidepath to the aiming point A majority of the pilot s scan should be outside the airplane devoted to the aiming point and looking for traffic with periodic instrument checks Power During a stabili...

Page 28: ...taneously on the intended touchdown point Gust Factor Slightly higher approach speeds should be used under turbulent or gusty wind conditions Add the gust factor to the normal approach speed For example if the wind is reported 8 gusting to 18 knots the gust factor is 10 knots Add the gust factor 5 knots in this example to the normal approach speed Seat Position Correctly positioning the seat exact...

Page 29: ...ould be used Traffic Pattern Operations Pattern Briefings should include Flap Setting Type of Approach Landing Short Field Soft Field etc Final Approach Speed Aiming Point Touchdown Point TrafficPatternOperationsProfile AtTPA Reduce Power Maintain 90 KIAS Established on Downwind Pattern Briefing 300 BelowTPA Turn Crosswind AbeamTouchdown Point Before Landing Checklist Select Flaps 25 90 45 VX VY C...

Page 30: ... flaps 25 6 Descend out of TPA at 70 80 KIAS 7 On base leg slow to and trim for 70 KIAS 8 Maintain 70 KIAS until short final when landing is assured then slow to 66 KIAS until the roundout TIP Getting ATIS briefing the approach and the Approach Checklist should be completed no later than 15 miles from the airport Accomplishing these tasks as early as possible creates more time to focus on aircraft...

Page 31: ...e Approx 5 NM from Airport Maintain 90 KIAS When Established on Downwind Trim for 90 KIAS On Base Trim for 70 KIAS On Final Maintain 70 KIAS Short Final When Landing is Assured Slow to 66 KIAS Rollout Maintain Centerline Until Taxi Speed Increase Crosswind Control Inputs as Airplane Slows Touchdown On Intended Touchdown Point Within First 1 000 of Runway At Minimum Controllable Airspeed When Ready...

Page 32: ...ight Technique Fly proper speed and maintain some power for round out close throttle in flare Short FieldApproach LandingProfile 45 90 No Later Than 15 NM from Airport Approach Checklist Verify Traffic Pattern Altitude Usually 1 000 Above Field Elevation Approx 10 NM from Airport Begin Slowing to 90 KIAS Plan Descent to Enter Pattern at TPA or Overflight Altitude as Appropriate Approx 5 NM from Ai...

Page 33: ...e Soft FieldApproach LandingProfile 45 90 No Later Than 15 NM from Airport Approach Checklist Verify Traffic Pattern Altitude Usually 1 000 Above Field Elevation Approx 10 NM from Airport Begin Slowing to 90 KIAS Plan Descent to Enter Pattern at TPA or Overflight Altitude as Appropriate Approx 5 NM from Airport Maintain 90 KIAS When Established on Downwind Trim for 90 KIAS On Base Trim for 70 KIAS...

Page 34: ...ire this to occur closer to the runway 11 On final maintain a constant descent angle which will be steeper than for a power on approach to the aiming point and an appropriate speed based on the flap setting A 0 80 KIAS B 10 to 40 75 KIAS 12 When landing is assured slow to 66 KIAS until 10 to 20 above the runway A Because the descent rate is higher than with power begin the roundout slightly earlie...

Page 35: ...st Reduce Power to Idle Maintain Altitude Slow to 80 KIAS Begin Descent Maintain 80 KIAS When Established on Downwind Trim for 90 KIAS Maintain Distance from Runway aligned with wingtip 10 Below TPA 900 AGL for standard TPA Turn Base High Apply Slip as Needed Flaps 40 Low Slow to Best Glide If Still Low GO AROUND Turning Final Evaluate High Flaps 25 Apply Slip Maintain Speed Low Maintain Flap Sett...

Page 36: ... for the winds to not over or undershoot the runway centerline ControlTechnique Establish a crab angle to maintain the proper ground track on final then transition to the wing low sideslip technique by no later than 200 AGL and below Maintain the wing low technique until touchdown and throughout the landing roll After landing increase aileron input into the wind as the airplane slows to prevent th...

Page 37: ...sually 1 000 above field elevation Touchdown On intended touchdown point Within the first 1 000 feet of the runway At minimum controllable airspeed Approx 10 Mi from Airport Begin Slowing to 90 KIAS Plan Descent to Enter Traffic Pattern in Level Flight at TPA or Overflight Altitude as Appropriate Approx 5 Mi from Airport Maintain 90 KIAS When Established on Downwind Crab as necessary to maintain c...

Page 38: ... If the go around or missed approach is due to conflicting traffic maneuver as necessary during the climb to clear and avoid conflicting traffic Rejected or Balked Landing As a practical guide a rejected or balked landing occurs when the airplane is very low to the ground and usually occurs after the roundout flare has begun Airspeed may be very low well below VX or VY in some cases and the pilot ...

Page 39: ...ope begins moving towards the center 5 Verify no flags at glideslope intercept altitude and marker 6 dot below glideslope intercept Before Landing Checklist 7 Reduce power select flaps 10 8 Descend on glideslope at 80 KIAS 9 Announce at 1 000 above DA 1 000 to go 10 Announce at 100 above DA 100 to go 11 Minimums 12 Runway in sight descend and slow to 70 KIAS 13 When landing is assured slow to 66 K...

Page 40: ...equired at 80 KIAS 8 Announce at 100 above MDA 100 to go 9 Increase power 50 prior to reaching MDA to maintain 80 KIAS at level off 10 Minimums 11 Maintain MDA plus 50 minus 0 12 Runway in sight descend at predetermined VDP or maintain MDA to MAP 13 Do not leave MDA until landing can be accomplished using a stabilized descent angle and normal maneuvers 14 When descending from MDA Flaps 25 70 KIAS ...

Page 41: ...s 25 and slow to 70 KIAS Slow to 66 KIAS when landing is assured CirclingApproachProfile Maintain 80 KIAS Leaving MDA 90 KIAS 80 KIAS 400 500 FPM 100 Above MDA MDA FAF 100togo Minimums Select Flaps 25 Stabilized Descent at 70 KIAS Landing Assured Slow to 66 KIAS Start Time if Required BeforeLandingChecklist Reduce Power Select Flaps 10 Holding 1 Slow to 100 KIAS holding speed 3 minutes prior to fi...

Page 42: ...he commercial level is performed at the first indication of an impending stall e g aircraft buffet stall horn etc Commercial Pilot Single Engine Add On completion standards allow for lower tolerances than Private Pilot standards on maneuvers Refer to the ACS Clean Configuration Flow 1 Electric fuel pump on 2 Fuel selector proper tank 3 Mixture enrichen 4 Flaps 0 Landing Configuration Flow 1 Electr...

Page 43: ...0 KIAS 100 45 5 10 PVT Maneuvering During Slow Flight Slow flight is to be accomplished at an entry altitude that will allow completion above 1 500 AGL Establish and maintain an airspeed at which any further increase in angle of attack increase in load factor or reduction in power would result in a stall warning e g aircraft buffet stall horn etc 1 Perform two 90 clearing turns 2 1500 RPM maintain...

Page 44: ...over simultaneously reduce AOA max power and level wings 9 Slowly retract flaps to 10 10 Accelerate to 64 KIAS VX positive rate 11 Retract flaps to 0 12 Cruise Checklist ACS Bank Heading 10 Not to exceed 20 10 PVT Power On Stall Stalls are to be accomplished at an entry altitude that will allow completion no lower than 1 500 AGL 1 Perform two 90 clearing turns 2 Approx 1500 RPM maintain altitude 3...

Page 45: ...limbing turn beginning from straight and level flight and ending at the completion of a precise 180 turn in a wings level nose high attitude at the minimum controllable airspeed 1 Perform two 90 clearing turns 2 100 KIAS approx 2300 RPM maintain altitude 3 Clean configuration flow 4 Choose a reference point off wing 5 Establish maintain 30 bank 6 Full throttle increase pitch to attain approx 10 12...

Page 46: ... Reduce pitch increase bank 8 90 point level pitch 30 bank min speed 5 10 knots above stall 9 Continue reducing pitch and reduce bank 10 135 point 15 pitch down 15 bank 11 180 point level flight entry airspeed and altitude 12 Repeat in opposite direction 13 Cruise Checklist ACS At 180 points Airspeed Altitude Heading 10 KIAS 100 10 90º POINT 1 Bank 30 approx 2 Minimum Speed 5 10 kts above stall 3 ...

Page 47: ... a 45 midpoint downwind 6 Apply appropriate pitch corrections to compensate for changes in groundspeed and to maintain line of sight reference with the pylon pitch forward if point moves toward nose and pitch back if point moves toward tail 7 Begin rollout to allow the airplane to proceed diagonally between the pylons at a 45 angle 8 Begin second turn in the opposite direction of the first 9 Exit ...

Page 48: ...eed Heading 10 KIAS Rollout towards specified heading or point 10 COM Accelerated Stall Accelerated stalls are accomplished at an altitude that allows completion no lower than 3 000 AGL Transition smoothly from cruise attitude to a bank angle of 45 maintaining coordinated turning flight while increasing elevator back pressure steadily to induce an impending stall 1 Perform two 90 clearing turns 2 ...

Page 49: ...recover simultaneously reduce AOA max power and level wings 9 Cruise Checklist CFI Secondary Stall Power Off Secondary Stalls are to be accomplished above 3 000 AGL The purpose is to demonstrate the effect of attempting to hasten the completion of a stall recovery before the airplane has regained sufficient flying speed Demonstrate and simultaneously explain secondary stalls from an instructional ...

Page 50: ...lain elevator trim stalls from an instructional standpoint 1 Perform two 90 clearing turns 2 1500 RPM maintain altitude 3 Landing configuration flow 4 Trim for stabilized descent at 66 KIAS 5 Apply full power slowly 6 Allow the nose to rise and turn left 7 When stall is approaching high AOA recover simultaneously reduce AOA max power and level wings 8 Adjust trim while accelerating to VX 9 Slowly ...

Page 51: ...plain cross control stalls from an instructional standpoint CAUTION Cross control stalls can lead to loss of control or spins Recover at the first indication of the stall and review spin recovery procedures 1 Perform two 90 clearing turns 2 1500 RPM maintain altitude 3 Clean configuration flow 4 Stabilized descent at 66 KIAS 5 Establish a 30 banked turn 6 Smoothly apply excessive rudder pressure i...

Page 52: ...ystems in the last six months 2 An alternate is not required if your destination has an instrument approach procedure and the weather at your destination is forecast to be at least a 2 000 ceiling and visibility of at least three miles The forecast must be from one hour before to one hour after your estimated time of arrival 3 If an alternate airport is needed forecasted weather at ETA must be at ...

Page 53: ...proach lights in sight descend to 100 above touch down zone until runway environment is in sight 3 Descend and land if red terminating bars or red side row bars are in sight 12 The minimum equipment list includes a list of equipment that may be inoperative for a particular phase of flight If not required to have a MEL comply with the minimum equipment prescribed by the FAR s 13 Standard Traffic Pa...

Page 54: ...vel on the nose wheel 12 What type of braking system is used by the Archer Where is the brake fluid reservoir 13 What type of flaps does the Archer have A What are the flap settings on the Archer 14 What are the maximum taxi takeoff and landing weights 15 What is the maximum baggage capacity 16 Define VX and VY 17 What aircraft equipment checks are required under FAR Part 91 18 What documents are ...

Page 55: ...in one minute of electrical failure what will happen 28 How do you determine a standard rate turn on an aircraft with a G500 system 29 In the event of an AHRS failure which indications will no longer be displayed on the PFD Which indications will still be visible on the PFD 30 Which approaches can be accomplished with an AHRS failure 31 What instrument approaches are available with the PFD inopera...

Page 56: ... Terrain data is not updated Database Updates GNS 430 have removable NavData cards Do not remove the SD card from G500 The G500 SD card is not to be updated NavData information displayed on the G500 resides on the GNS 430 card See guidance atpintra net navdata Terrain data is not updated Climb Performance Noticeably lower May affect ability to comply with DP Landing Requires much less flare closer...

Page 57: ... Piper Archer Training Supplement page 3 When M BUS VOLTS falls below 20 volts the standby battery system will automatically supply electrical power to the essential bus for at least 30 minutes 172S NAV III Manual pg 3 17 Standby Power The Standby Attitude Indicator will operate for approximately one hour with the internal battery depending on battery condition at the time of power failure Piper A...

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