ATP Electronics Piper Archer Owner's manual

Piper Archer
Training Supplement
ATPFlightSchool.com Revised 2019-08-08

Copyright © 2019 Airline Transport Professionals.
The content of this manual is furnished for informational use only, and is subject to change without notice. Airline
Transport Professionals assumes no responsibility or liability for any errors or inaccuracies that may appear in this
manual. This manual does not replace the Piper Archer Pilot Operating Handbook, FAA Airplane Flying Handbook, or
Practical Test Standards / Airman Certification Standards. Nothing in this manual shall be interpreted as a substitute 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 Owner’s Manual, POH, or POH/AFM specific
to the airplane you are flying. Endurance and fuel capacities may vary
considerably depending on the specific model / serial number being flown
and any modifications it may have.
To view recent changes to this supplement, visit:
atpightschool.com/changes/supp-archer

Contents
Revised 2019-08-08
Aircraft Systems...................................1
Engine ..........................................................1
Oil.................................................................2
Propeller ......................................................2
Landing Gear................................................2
Brakes..........................................................2
Flaps.............................................................3
Pitot Static....................................................3
Fuel System..................................................3
Electrical System..........................................4
Garmin G500................................................5
Standby Instruments....................................8
G500 Failures & Partial-Panel .....................9
Garmin G1000 ............................................12
Heater ........................................................13
Stall Warning Horn .....................................13
Inoperative Instruments & Equipment.......13
Performance / Weight & Balance....14
Piper Archer V-Speeds...............................14
Performance Charts ...................................14
Sample Weight & Balance Problem............15
Formulas ....................................................16
CG Envelope Graph.....................................16
Departure Procedures......................17
Passenger Briefing ....................................17
Pre-Takeoff Briefing ...................................17
Normal Takeoff (Flaps 0°) .........................18
Short-Field Takeoff & Climb (Flaps 25°)....18
Soft-Field Takeoff & Climb (Flaps 25°) ......19
Arrival Procedures............................ 20
Piper Archer Landing Criteria ................... 20
Good Planning = Good Landing............... 20
Approach Briefing – Verbalize the Plan ... 20
Approach Briefing ......................................21
Announced 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 Approach & Landing ..................35
Non-Precision Approach & Landing ..........35
Circling Approach .......................................37
Holding.......................................................37
In-Flight Maneuvers......................... 38
Clean Configuration Flow........................... 38
Landing Configuration Flow ...................... 38
Steep Turns................................................39
Maneuvering During Slow Flight ................39
Power-Off Stall .......................................... 40
Power-On Stall........................................... 40
Emergency Descent ...................................41
Chandelles..................................................41
Lazy Eights................................................ 42
Eights On Pylons........................................43
Steep Spirals ............................................. 44
Accelerated Stall........................................ 44
Secondary Stall (Power-On).......................45
Secondary Stall (Power-Off) ......................45
Elevator Trim Stall ..................................... 46
Cross-Control Stall......................................47
Oral Review........................................ 48
Lost Comm Procedure (FAR 91.185)......... 48
FAR Review................................................ 48
Sample Oral Questions ..............................49
172 & Archer Dierences................. 52

Aircraft Systems • 1
SECTION 1
Aircraft Systems
Engine
The Archer is equipped with a Lycoming, 4-cylinder, O-360 (opposed, 360 cubic
inch) engine rated at 180 horsepower at 2700 RPM. The engine is direct drive
(crankshaft connected directly to the propeller), horizontally opposed (pistons
oppose each other), piston driven, carbureted and normally aspirated (no turbo
or supercharging). Engine ignition is provided through the use of two engine-
driven magnetos, which are independent of the aircraft's electrical system and
each other.
LLycoming
HHorizontally Opposed
AAir Cooled
NNormally Aspirated
DDirect Drive
Carburetor Icing
Under certain 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 can include engine roughness and a drop in
RPM. Carburetor heat should be selected on full if carburetor ice is encountered.
Adjust mixture for maximum smoothness.
Note: Partial carburetor heat may be worse than no heat at all, since it may melt
part of the ice, which will refreeze in the intake system. Therefore when using
carburetor heat, always use full heat and when the ice is removed, return the
control to the full cold position.

2 • Aircraft Systems
From the Archer POH, in regards to carburetor heat usage during approach:
"Carburetor heat should not be applied unless there is an indication of carburetor
icing, since the use of carburetor heat causes a reduction in power which may be
critical in case of a go-around. Full throttle operation with carburetor heat on can
cause detonation."
Oil
Acceptable range for oil in the Archer is 6–8 quarts. Never depart with the oil
indicating below 6 quarts.
ATP policy states any time a full quart of oil can be added to the
Archer oil system, a full quart should be added. Never add less
than a full quart.
Propeller
The Archer is equipped with a Sensenich two-bladed, xed pitch, metal
propeller. Propeller diameter is 76 inches. Maximum RPM (red line) is 2700 RPM.
Landing Gear
The landing gear is a xed, tricycle type gear, with oleo (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 on the main
landing gear wheels. Braking is accomplished by depressing the tops of the
rudder pedals. Both toe brakes and the parking brake have separate braking
cylinders, but share a hydraulic reservoir. The brake uid reservoir is installed
on the top left front face of the rewall. To set the parking brake, pull back on
the brake lever, depressing the knob attached to the left side of the handle,
then release the brake lever. To disengage the parking brake, pull back on the
brake lever to disengage the catch mechanism, then allow the handle to swing
forward.
The parking brake is not to be used in training or ight checks
with ATP.

Aircraft Systems • 3
Flaps
The Archer is equipped with a manual ap system. The aps are extended with
a lever located between the two pilot seats. Flap settings are 0°, 10°, 25°, and 40°,
and are spring-loaded to return to the 0 ° position.
ATP operations require aps 25° for all landings except:
• Short and soft eld, aps 40°
• Precision approach, aps 10°
Pitot Static
Pitot and static pressure are both received from a pitot head installed on the
bottom of the left wing. An alternate static source is located inside the cabin
under the left side of the instrument panel, for use in the event of static port
blockage. When using the alternate static source, the storm window and cabin
vents must be closed and the cabin heater and defroster must be on. This will
reduce the pressure dierential 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 tanks. One gallon is unusable in each tank. There is one engine-
driven and one electrically-driven fuel pump. The electric fuel pump is used for
all takeos and landings, and when switching tanks.
ATP uses the electric fuel pump for in-ight maneuvers, except
for steep turns.
The aircraft is equipped with a three-position fuel selector control. The positions
are “L”, “R”, and “OFF”.
The correct procedure for switching tanks in cruise ight is:
1. Electric fuel pump on
2. Fuel selector from “L” to “R” or from “R” to “L”
3. Check fuel pressure
4. Electric fuel pump o
5. Check fuel pressure

4 • Aircraft Systems
An electric engine priming system is provided to facilitate starting. The primer
switch is located on the far left side of the overhead switch panel.
CAUTION: DO NOT OVER-PRIME. Over-priming washes lubrication
from cylinder walls and increases re risk. Always follow the
checklist for primer usage.
Fuel Management
Throughout operation, checklists will call for "Fuel Selector... Proper Tank." It is
important to monitor fuel burn to maintain a balanced fuel load. The Archer
POH does not provide a limitation on fuel imbalance. It is ATP's policy that
the fuel selector should not be changed during critical phases of ight, to
include takeo and operations below pattern altitude, unless called for on an
emergency checklist.
During cruise ight and maneuvers, fuel load should be monitored and the fuel
selector should be selected to the fullest tank only when a noticeable dierence
in fuel load occurs. 30 minutes of operation should result in a fuel load
dierence of several gallons, and is a good guideline for fuel selector changes.
During pattern work operations, the fuel selector 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 ight. Failure to follow the proper fuel selector change procedure can lead to
interruption in fuel ow, and engine failure, during a critical phase of ight.
Electrical System
The Archer is equipped with a 28-volt DC electrical system and a 24-volt lead-
acid battery. Electrical power is supplied by a 70-amp, engine-driven alternator.
A voltage regulator maintains a constant 28-volt output from the alternator. An
overvoltage relay is located on the forward left side of the fuselage behind the
instrument panel. Alternator output is displayed on a digital ammeter on the
instrument panel.
Alternator Failure
In the case of the "ALTERNATOR INOP" annunciator, follow the "ALT Annunciator
Illuminated" checklist. The expanded procedure can be found in the Archer POH
Section 3.25:
"Loss of alternator output is detected through zero reading on the ammeter. Before
executing the following procedure, ensure that the reading is zero and not merely
low by actuating an electrically powered device, such as the landing light. If no
increase in the ammeter reading is noted, alternator failure can be assumed. The

Aircraft Systems • 5
electrical load should be reduced as much as possible. Check the alternator circuit
breakers for a popped circuit.
The next step is to attempt to reset the overvoltage relay. This is accomplished by
moving the ALT switch to OFF for one second and then to ON. If the trouble was
caused by a momentary overvoltage condition (30.5 volts and up) this procedure
should return the ammeter to a normal reading.
Note: Low Bus Voltage Annunciator will be illuminated.
If the ammeter continues to indicate "0" output, or if the alternator will not remain
reset, turn o the ALT switch, maintain minimum electrical load, and land as soon
as practical. 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 one time.
CAUTION: Do not reset popped circuit breakers if smoke can be
smelled.
Other electrical components include the standby attitude indicator, the starter,
the electric fuel pump, electric engine primer, the stall warning horn, the
ammeter, and the annunciator panel.
Garmin G500
The Archer is equipped with the Garmin G500 electronic ight deck. The G500
powers on with the battery master switch.
PRIMARY FLIGHT
DISPLAY (PFD)
MULTI-FUNCTION
DISPLAY (MFD)

6 • Aircraft Systems
G500 Components
The G500 is comprised of six main components:
• Primary Flight Display (PFD, left) and
Multi-Function Display (MFD, right)
• Attitude Heading Reference System (AHRS)
• Air Data Computer (ADC)
• Magnetometer
• Temperature Probe
• Dual Garmin GNS 430 GPS
The PFD (left) shows primary ight information in place of traditional pitot-
static and gyroscopic instruments, and also provides an HSI for navigation. ATP
procedures call for conguring the MFD (right) to display trac information.
The Attitude Heading Reference System (AHRS) contains tilt sensors,
accelerometers, and 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 eld and sends data to the
AHRS for processing to determine magnetic heading.
The temperature probe provides outside air temperature (OAT) data to the ADC.
The dual Garmin GNS 430 GPSs provide input to the AHRS and PFD/MFD.
CAUTION: The GNS 430 and G500 units each have their own
databases. Navigation, terrain and map information on the G500
Multi-Function Display (MFD) may not be current and is not to be
used for navigation. Use the G500 MFD for trac information.

Aircraft Systems • 7
G500 PFD Functions
These buttons toggle the function of the PFD knob.
ALT
BARO
CRS
HDG
V/S
Altimeter setting -
Set altitude bug and alerter -
Set heading bug -
(push PFD knob to set heading bug to current heading)
Set course -
(when in VLOC mode)
Set V/S Bug -
(do not use)
CDI needle color indicates NAV source: green for VLOC /
magenta for GPS.
G500 equipped Archers do not have a conventional turn coordinator. A slip-
skid indicator is located at the top of the attitude indicator. Step on the “brick”
instead of the “ball”. Use the reference lines and the magenta 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 identied on the heading indicator by a small magenta
diamond near the lubber line (only visible when ground track is dierent than
heading).
The digital altitude and airspeed readouts are very sensitive and can cause
some pilots to continuously make corrections for insignicant deviations. Do
not overcorrect for deviations of a few feet. Crosscheck digital and analog
standby instruments to avoid the tendency to overcorrect.
Refer to the complete G500 Pilot's Guide on Student Resources
at ATPFlightSchool.com/students, in the ATP Library, or in
ForeFlight Documents.

8 • Aircraft Systems
Standby Instruments
Standby Attitude Indicator
An electrical standby attitude indicator is powered and charged by the electrical
system during normal operations. During an electrical failure, the standby
attitude indicator will continue operating from its internal dedicated battery for
approximately 60 seconds while an amber blinking LED prompts you to press
the “STBY PWR” button, which continues operation until the internal battery is
depleted. A fully charged standby attitude indicator battery should provide up
to 1 hour of normal standby attitude indicator operation; however, a situation
requiring use of the standby attitude indicator is an emergency. Exit IMC and
land as soon as possible.
If the pilot fails to activate the standby battery within 60 seconds,
the STBY PWR button can still be pressed to activate the standby
battery; however, the gyro may not be oriented to the airplane
depending on the time elapsed prior to pressing the STBY PWR
button. Press the STBY PWR button while the amber LED is
blinking for best results.
Standby Attitude Indicator Battery Check
Prior to ight, 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 ag out of view. Test the standby battery as called for by the Run Up
Checklist.
• Press and hold the “STBY PWR” button for approximately four seconds.
This puts the gyro in a one-minute battery test mode. The amber LED
next to STBY PWR will ash during the test sequence.
• A continuous green light illuminated beneath “TEST” during the full
sequence indicates that the standby battery is good.
• A red light illuminated anytime during the test indicates that the
battery is not charged and may require replacement. Contact
maintenance.
Standby Attitude Indicator Shutdown
During a normal shutdown following the Shutdown Terminate Checklist, do
not press the “STBY PWR” button. Doing so activates emergency operation and
depletes the internal standby battery. Turn the battery master switch OFF when
prompted by the checklist. Allow the amber LED to blink for approximately
60 seconds, followed by the appearance of the red gyro warning ag, which
indicates the unit is powered down.

Aircraft Systems • 9
Standby Altimeter & Airspeed Indicator
The pitot-static system provides information to the standby altimeter and
airspeed indicator.
G500 Failures & Partial-Panel Approaches
For partial-panel training and checkrides, the two most common training
scenarios are simulated AHRS failure and PFD failures.
Failure Condition Simulated By
Instrument
Approaches Available
AHRS Failure Cover Attitude
Indicator (ADI)
All precision and non-
precision
PFD Failure Dim PFD/MFD screens Only GPS approach
Electrical Failure No simulated failure
available
None
ADC Failure No simulated failure
available
All precision and non-
precision
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 43.13-1B.
Attitude & Heading Reference System (AHRS) Failure
Indications:
1. The sky/ground presentation is removed.
2. A red X appears across the Attitude Direction Indicator (ADI).
3. Yellow “ATTITUDE FAIL” and “HDG” alert messages appear on the PFD.
4. A “TRK” message appears to the right of the ground track at the top of
the compass rose.
5. Rate-of-turn information is unavailable.
6. “HDG LOST”, “HDG FAULT”, and "TRK TRAFFIC” alert messages appear
on the MFD.

10 • Aircraft Systems
AHRS Failure
The PFD continues displaying airspeed, altitude, vertical speed, compass rose
and ground track. Ground track and compass rose indications are supplied by
GPS, indicated by a “TRK” message. Any precision or non-precision approach is
available using the HSI on the PFD.
Pilot Action
1. Use standby attitude indicator.
2. Continue using HSI on PFD. Verify track against magnetic compass
heading.
3. Precision (ILS) and non-precision (GPS, localizer, and VOR) approaches
can be accomplished.
PFD Failure
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 functioning normally, all
approaches are available for use.
Electrical Failure
Indication
1. The G500 and GPS systems will be inoperative/dark.
2. The “STBY PWR” button on the standby attitude indicator will begin
blinking.

Aircraft Systems • 11
Pilot Action
1. Use standby attitude indicator. Press the "STBY PWR" button right of
the blinking LED to continue operating using its internal battery.
2. Use standby airspeed, altimeter, and compass.
3. Declare an emergency and exit IMC as soon as practicable. The
manufacturer does not specify the endurance time of the integral
emergency battery.
Air Data Computer (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 is no backup for the VSI, but known pitch attitudes using
the attitude indicator, power settings, and airspeeds produce
consistent rates.

12 • Aircraft Systems
Garmin G1000
Enroute
PFD: Active with appropriate nav source (needles) active.
MFD: Map page with Trac Information active. Range selected to view two
future xes.
G1000 Standard Conguration
Full Panel Approaches
PFD: Active with appropriate nav source (needles) active.
MFD: Map page with Trac Information active. Range selected to view one
or two future xes.
Partial Panel Approaches
PFD: Dimmed.
MFD: Reversionary Mode.
Map Overlay: On with Trac Information active.
G1000 Partial Panel Conguration

Aircraft Systems • 13
Heater
Heat for the cabin interior and the defroster system is provided by a heater
shroud that routes fresh air past the exhaust manifold and directs it into the
cabin. The amount of heat desired can be regulated with the controls located
on the far right side of the instrument panel.
CAUTION: When cabin heat is operated, the heat duct surface
becomes hot. This could result in burns if arms or legs are placed
too close to heat duct outlets or surface.
Stall Warning Horn
The Archer is equipped with an electric stall detector located on the leading
edge of the left wing. The stall warning horn emits a continuous sound and is
activated between 5 and 10 knots above stall speed.
Inoperative Instruments & Equipment per 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 accordance with §43.9 of this chapter; or
(ii) Deactivated and placarded “Inoperative.” If deactivation of the inoperative
instrument or equipment involves maintenance, it must be accomplished and
recorded in accordance with part 43 of this chapter;
(4) A determination is made by a pilot, who is certicated and appropriately rated
under part 61 of this chapter, or by a person, who is certicated and appropriately
rated to perform maintenance on the aircraft, that the inoperative instrument or
equipment does not constitute a hazard to the aircraft.

14 • Performance / Weight & Balance
SECTION 2
Performance / Weight & Balance
Piper Archer V-Speeds
Speeds listed below are in Knots Indicated Airspeed (KIAS).
V-Speed KIAS Description
Airspeed
Indicator Marking
VSO 45 Stall speed in landing conguration Bottom of White Line
VS50 Stall speed with zero aps Bottom of Green Line
VR60 Rotation speed (start rotation)
VX64 Best angle of climb
VY76 Best rate of climb
VG76 Best glide speed at max weight
VFE 102 Maximum ap extension speed Top of White Line
VNO 125 Max Structural Cruising Speed Top of Green Line
VNE 154 Never exceed speed Red Line
VA113 Maneuvering speed at 2,550 pounds
VA89 Maneuvering speed at 1,634 pounds
Maximum demonstrated crosswind 17 knots
Performance Charts
All performance charts will be covered by the instructor and are not limited to
the following:
• Flaps Up Takeo Performance
• 25° Flaps Takeo Performance
• Engine Performance
• Glide Range
• Landing Performance

Performance / Weight & Balance • 15
Sample Weight & Balance Problem
Complete the following sample weight and balance problem.
Conditions
Basic Empty Weight ................................................................................ 1590.0 lbs.
(Remember to use actual aircraft BEW for ight check.)
Front Pilots ........................................................................................................350 lbs.
Rear Passengers................................................................................................. 50 lbs.
Baggage............................................................................................2 Bags @ 75 lbs.
(May need to relocate some baggage to rear passenger seats.)
Max Ramp Weight ......................................................................................2,558 lbs.
Max Takeo/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
Takeo Weight =CG
CG = Moment / Weight
=
Fuel Burn –
Landing Weight =CG
CG = Moment / Weight
Calculate the Following
1. Zero Fuel Weight
2. Zero Fuel CG
3. Takeo Weight
4. Takeo CG
5. From comparing the Takeo CG and Zero Fuel CG, which direction does
the CG move as fuel is burned o?

16 • Performance / Weight & Balance
Plot Zero Fuel CG and Takeo CG on the CG Envelope Graph below.
Answers: (1) 2,140 lbs. (2) 90.95 (3) 2,420 lbs. (4) 91.45 (5) Forward
Formulas
• Weight × Arm = Moment
• Total Moment ÷ Total Weight = CG
• Max Ramp 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
Aircraft Weight -Lbs.