Also in the system is a bypass or free-fall valve that allows the gear to drop should a malfunction in the
pump system occur. To prevent the gear from extending too fast, there is a special restrictor fitting on the side
of the valve. The valve is controlled manually or by a gear back-up extension device that is operated by a
pressure sensing device which lowers the gear regardless of gear selector handle position, depending upon
airspeed and engine power (propeller slipstream). Gear extension occurs even if the selector is in the up
position, at airspeeds below approximately 103 KIAS for PA-28RT-201T or 95 KIAS for PA-28RT-201 with
engine power off. The device also prevents the gear from retracting at airspeeds below approximately 78 KIAS
for PA-28RT-201T or 75 KIAS for PA-28RT-201 with full power, though the selector switch may be in the up
position. This speed increases with reduced power and/or increased altitude. The sensing device operation is
controlled by a differential air pressure across a flexible diaphragm which is mechanically linked to the
hydraulic valve and an electrical switch which actuates the pump motor. A high pressure and static air source
for actuating the diaphragm is provided in a mast mounted on the left side of the fuselage above the wing.
Manual override of the device is provided by an emergency gear lever located between the front seats to the
left of the flap handle.
The emergency gear lever, used for emergency extension of the gear, manually releases hydraulic pressure
to permit the gear to free-fall with spring assistance on the nose gear. The lever must be held in the downward
position for emergency extension. This same lever, when held in the raised position, can be used to override
the system, and gear position is controlled by the selector switch regardless of airspeed/power combinations.
The lever must also be held in the raised position when hydraulic system operational checks are being
conducted. An override lock allows the emergency extension lever to be locked in the up override position. A
warning light is mounted below the gear selector lever, and flashes to indicate whenever the lock is in use. The
lock is disengaged by pulling up on the extension lever.
TROUBLESHOOTING.
Malfunctions of the hydraulic system will result in failure of the landing gear to operate properly. When
trouble arises, jack up the airplane (refer to Jacking, Chapter 7) and then proceed to determine the extent of the
trouble. Generally, hydraulic system troubles fall into two types, troubles involving the hydraulic supplying
system and troubles in the landing gear hydraulic system. Chart 2901 lists the troubles which may be
encountered and their probable cause, and suggests a remedy for the trouble involved. A hydraulic system
operational check may be conducted using Figures 29- 1 thru 29-4. When the trouble has been recognized, the
first step in troubleshooting is isolating the cause. Hydraulic system troubles are not always traceable to one
cause. It is possible that a malfunction may be the result of more than one difficulty within the system. Starting
first with the most obvious and most probable reasons for the trouble, check each possibility in turn and, by
process of elimination, isolate the troubles.
—NOTE—
If it is found that the hydraulic pump is at fault and requires
d i s a s s e m b l y, it is recommended that it be overhauled by a
recommended overhaul shop. However, if this cannot be
achieved, minor repairs of the pump such as replacement of
gaskets and motor components, and pressure checks with
adjustments may be accomplished in accordance with
instructions given in Disassembly of Hydraulic Pump through
Test and Adjustment of Hydraulic Pump.
29-00-02
Page 29-06
Revised: November 6, 1979
2B24
PIPER AIRCRAFT
PA-28RT-201 / 201T
MAINTENANCE MANUAL
Summary of Contents for Arrow IV
Page 18: ...CHAPTER AIRWORTHINESS LIMITATIONS 1A18...
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Page 22: ...CHAPTER TIME LIMITS MAINT CHECKS 1A22...
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Page 40: ...CHAPTER DIMENSIONS AND AREAS 1B16...
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Page 53: ...CHAPTER LIFTING AND SHORING 1C5...
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Page 57: ...CHAPTER LEVELING AND WEIGHING 1C9...
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Page 62: ...CHAPTER TOWING AND TAXIING 1C14...
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Page 66: ...CHAPTER PARKING AND MOORING 1C18...
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Page 70: ...CHAPTER REQUIRED PLACARDS 1C22...
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Page 77: ...CHAPTER SERVICING 1D5...
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Page 110: ...CHAPTER STANDARD PRACTICES AIRFRAME 1E14...
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Page 117: ...CHAPTER ENVIRONMENTAL SYSTEM 1E21...
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Page 169: ...CHAPTER AUTO FLIGHT 1H1...
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Page 176: ...CHAPTER COMMUNICATIONS 1H8...
Page 185: ...CHAPTER ELECTRICAL POWER 1H17...
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Page 233: ...CHAPTER FLIGHT CONTROLS 1J17...
Page 297: ...CHAPTER FUEL 2A18...
Page 320: ...CHAPTER HYDRAULIC POWER 2B17...
Page 355: ...CHAPTER LANDING GEAR 2D4...
Page 418: ...CHAPTER LIGHTS 2F19...
Page 430: ...CHAPTER NAVIGATION AND PITOT STATIC 2G7...
Page 444: ...CHAPTER OXYGEN SYSTEM 2G21...
Page 464: ...CHAPTER VACUUM SYSTEM 2H17...
Page 473: ...CHAPTER ELECTRICAL ELECTRONIC PANELS AND MULTI PURPOSE PARTS 2I2...
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Page 477: ...CHAPTER STRUCTURES 2I6...
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Page 496: ...CHAPTER DOORS 2J1...
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Page 505: ...CHAPTER STABILIZERS 2J10...
Page 514: ...CHAPTER WINDOWS 2J19...
Page 519: ...CHAPTER WINGS 2J24...
Page 550: ...CHAPTER PROPELLER 3A18...
Page 565: ...CHAPTER STANDARD PRACTICES ENGINE 3B9...
Page 568: ...CHAPTER POWER PLANT 3B12...
Page 592: ...CHAPTER ENGINE FUEL AND CONTROL 3C12...
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Page 611: ...CHAPTER IGNITION 3D7...
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Page 655: ...CHAPTER ENGINE INDICATING 3F16...
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Page 664: ...CHAPTER EXHAUST 3G1...
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Page 669: ...CHAPTER OIL SYSTEM 3G6...
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Page 673: ...CHAPTER STARTING 3G10...
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Page 688: ...CHAPTER TURBINES 3H1...
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Page 694: ...CHAPTER 91 CHARTS AND WIRING DIAGRAMS 3H7...
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