Malibu Meridian G1000

Reference Manual
 PA-46-500TP Malibu Meridian Reference Manual

Chapter 1
Aircraft General
Table of Contents
Overview.....................................................................................1
Publications...............................................................................1
Airplane Equipment...................................................................1
Airframe Structure.....................................................................3
Nose Section..............................................................................4
Pressurized Center Section......................................................6
Flight Compartment...................................................................9
Flight Compartment Equipment and Furnishings................ 11
Passenger Cabin..................................................................... 13
Passenger/Crew Door............................................................ 16
Aft Fuselage Section.............................................................. 20
Empennage............................................................................. 20
Wing . ..................................................................................... 21
Emergency Features............................................................... 23
Emergency Exit....................................................................... 23
Hand-Held Fire Extinguisher.................................................. 24
Limitations.............................................................................. 24
Emergency Procedures.......................................................... 24

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 PA-46-500TP Malibu Meridian Reference Manual

Overview

The PA-46-500TP Malibu Meridian is a high-performance,

single-engine, pressurized, six-place airplane certificated in the
normal category. The Meridian is approved for VFR, IFR day
and night icing flight when equipped in accordance with the
airplane flight manual.

Note: Malibu Meridian airplanes are assigned sequential serial

numbers with the first four digits always being “4697.” The first
Garmin G1000 production airplane was assigned serial number
4697340.

Publications

Piper Aircraft Inc. publishes documentation providing detailed

airplane systems information and operating procedures. This
Reference Manual is not intended to supersede the Pilot’s
Operating Handbook (POH), which constitutes the FAA ap-
proved Airplane Flight Manual (AFM), the pilot’s checklist, and/
or related publications specific to your airplane.

Airplane Equipment

Airplane systems and equipment provided by the manufacturer

as standard from the factory, as well as manufacturer installed
optional systems, equipment, and accessories will be covered
in this publication.

AIRCRAFT GENERAL 8/11 FOR TRAINING PURPOSES ONLY 1-1

Airplane 3-View Diagram

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 PA-46-500TP Malibu Meridian Reference Manual

Airframe Structure

The PA-46-500TP is a low-wing airplane of semi-monocoque

design and primarily all-metal construction with fiberglass and
composite structures used in specific areas. To minimize drag,
flush riveting is used where appropriate and all skin seams
are either butt-jointed, or overlapped in the direction of airflow.
Adhesive bonding is used extensively, especially where dou-
blers are required for additional strength, such as around cabin
windows. The use of adhesive bonding in place of rivets or
threaded fasteners provides significant advantages in structural
integrity, corrosion resistance, weight reduction, and aerody-
namic smoothness, such as on wing leading edges. Access
panels are installed to facilitate inspection and maintenance.
Protection against lightning strikes, electromagnetic interfer-
ence (EMI), radio frequency interference (RFI), and accumula-
tion of static electrical charge, is accomplished by static wicks
installed on the trailing edges of the ailerons, elevator, and
rudder, and by bonding jumpers installed between these flight
control surfaces and the airframe structure.

The fuselage consists of transverse frames and bulkheads,

longitudinal stringers and longerons, and external skin panels.
Frames and fittings provide attachment points for doors and
windows. The nose wheel well assembly, integral to the fuse-
lage, provides attachment points for the nose gear doors and
related components, nosewheel steering linkage, and the en-
gine mounting frame. The fuselage includes the nose section,
pressurized center section, and aft section.

AIRCRAFT GENERAL 8/11 FOR TRAINING PURPOSES ONLY 1-3

 Nose Section

The unpressurized nose section includes the engine compart-

ment and nose gear assembly. The engine compartment con-
tains the powerplant and associated accessories. The power-
plant is attached to a welded, tubular steel engine mounting
frame that is secured by bolts to the firewall and the nose wheel
well assembly. The engine mounting frame also serves as an
attachment point for the nose gear assembly.

The forward section of the engine compartment is enclosed

by a two-piece nose cowl. The lower piece is secured to the
airplane structure with camlock (quick disconnect) fittings. The
upper piece is primarily secured to the airplane structure and to
the lower piece with special self-aligning fittings, although quick
disconnect fittings are used at the top aft attachment points.
The left and right side air inlets for the engine and the center-
line air inlet for the oil cooler are integral parts of the lower nose
cowl.

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Hinged left and right access doors provide servicing and in-
spection access to components in the aft engine compartment,
such as the engine oil sight gage and brake fluid reservoir. The
doors are attached to the airplane structure with flush hinges
and secured with latches. Once opened, each door is held in
the open position by a “twist-lock” mechanism. The doors are
closed by slightly lifting on the door, then unlocking the mecha-
nism by twisting the upper part of the support a quarter-turn
while holding the lower part of the support. Once the mecha-
nism is unlocked, the door may be lowered into the closed
position and secured.

A door in the upper cowl provides service access to the oil

filler. Where needed, components in close proximity to high
heat levels are protected by heat shields. Access to the battery
compartment is gained through a panel located on the right
aft lower part of the nose section. The battery access panel is
secured to the airplane structure with screws.

AIRCRAFT GENERAL 8/11 FOR TRAINING PURPOSES ONLY 1-5

 Pressurized Center Section

The airplane center section is reinforced and sealed for pres-

surization to the skin between the forward and aft pressure
bulkheads. Included in the center section are the flight com-
partment, passenger cabin, passenger/crew door, aft baggage
compartment, and the emergency exit.

A two-piece windshield and

two side windows provide
flight compartment visibil-
ity. The pilot’s windshield is
made of glass and the copi-
lot’s windshield is made of
stretched acrylic plastic. The
pilot’s windshield is protected
against icing by integral,
electrically-powered heating
elements. The electrically-
heated glass windshield is
coated to discharge static ▲ WINDSHIELD
electricity. The flight compart-
ment side windows are made
of stretched acrylic plastic.

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Three stretched acrylic plastic windows are located on each

side of the passenger cabin including those located in the up-
per section of the passenger/crew door and the emergency
exit. Passenger cabin windows include adjustable pleated
shades.

Note: Keeping the window shades in the full up position when

they are not in use will help preserve the pleats/creases and
prolong the service life of the shades.

Windshield and window condition is critical to flight compart-

ment visibility as well as pressure vessel structural integrity
and should be inspected before flight. Generally, light surface
damage and discoloration or deformities outside of critical vi-
sion areas do not compromise structural integrity or limit flight
operations. Conversely, moderate to heavy surface damage,
cracks, and delamination, discoloration or deformities inside of
critical vision areas may require immediate repair or replace-
ment before resuming flight operations.

AIRCRAFT GENERAL 8/11 FOR TRAINING PURPOSES ONLY 1-7

 Acrylic plastic is easily damaged by improper handling and
cleaning techniques and should be kept clean and protected
using the methods and materials prescribed by the manufactur-
er. When prescribed materials are unavailable, the windshield
and windows may be cleaned using a common, mild liquid
soap as long as appropriate precautions are taken:

1. Surfaces should be permitted to cool before cleaning.

2. All hand and wrist jewelry should be removed.
3. Dirt and abrasives should be dislodged with running water.
4. Cloth or sponge may only be used to transfer soap to surface.
5. Only light rubbing force with a bare hand should be applied.
6. After cleaning, surface should be rinsed with running water.
7. Surface may be dried with clean, damp chamois or cloth.
8. After drying, contact with the surface should be avoided.

Caution: Only mild soap and water may be used when clean-
ing the heated windshield. Use of ANY other cleaning agent or
material may cause distortion or damage to windshield coat-
ings.

Note: Only approved rain repellent products should be used on

acrylic plastic surfaces.

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Flight Compartment

The flight compartment provides for a crew of two, with dual

controls for pilot and copilot. Full pilot and copilot instrumenta-
tion is provided by Garmin. Layout is conventional in that all
controls, switches, and instruments are accessible to the pilot
for single pilot operation.

Instrument Panel

The instrument panel incorporates the Garmin G1000 integrat-

ed Display system. All communication and navigation systems,
flight instruments, engine instruments, and Crew Alert System
(CAS) messages are integrated into the Garmin G1000 system
designed specifically for the Meridian. (See chapter 7 Avionics,
for a detailed description of the G1000 system).

AIRCRAFT GENERAL 8/11 FOR TRAINING PURPOSES ONLY 1-9

 1 23 4 5 6 7 8 910 11

PFD MFD PFD

#1 #2

27
23 21
26 25 24 22 20 19 18 17 16 15 14 13 12 1
1. Audio Panel 10. Mic/Mask Select Switch 19. Landing Selector
2. Standby Attitude Gyro Test Switch 11. Hour Meter 20. Gear Warning Light
3. Standby Attitude Gyro Power Switch 12. ELT Switch 21. Bleed Air Shutoff Control
4. Standby Instruments 13. Environmental Control System Panel 22. Cabin Pressure Dump Switch
5. Gear Warn Mute Switch 14. Flaps Position Selector 23. ECS Cabin Comfort Control
6. Cabin Altitude Mute Switch 15. Autopilot Controller 24. Cabin Pressurization Controller
7. Master Warn Switch 16. Rudder Trim Switch 25. Tie Buss Circuit Breakers
8. Master Caution Switch 17. Emergency Landing Gear Extension 26. ADF Receiver
9. Stall Warning Test Switch 18. Landing Gear Indicator Lights 27. Parking Brake

Switches for the electrical system, fuel boost pumps, ignition,

engine starting, and testing of the fire detection system, propel-
ler overspeed governor, and reverse lockout are located above
the pilot’s windshield. Switches for external lighting, and ice
protection systems, are located above the copilot’s windshield.
Switches for the dome lights and instrument light dimming
controls are located between the pilot’s and copilot’s overhead
switch panels.

The standby flight instruments (attitude gyro, altimeter, and

airspeed indicator) are located to the left side of the pilot’s pri-
mary flight display. The alternate static source control valve is
located on the pilot’s lower left kick panel below the instrument
panel. The lever remains down for normal operation, and up for
alternate static source

Each control wheel is equipped with an electric elevator trim

switch, push-to-talk switch, Control Wheel Steering (CWS)
switch, and a combination autopilot disconnect/trim interrupt
switch.

The center pedestal contains the power control lever, the man-
ual override lever, condition lever, friction lock, and position
indicator for the elevator trim tab, the fuel firewall shutoff valve
control, and the MFD/PFD keypad.

Circuit breaker panels are located on the left and right side-
walls. Tie bus circuit breakers are located on the pilot’s lower
left instrument panel.

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Flight Compartment Equipment and Furnishings

3
1 2

The pilot’s and copilot’s seats are installed on rail assemblies

attached to the fuselage structure. Fore and aft position, height,
and seat back angle are manually adjustable.

1. Seat Back Adjustment Button

2. Lumbar Adjustment Bulb
3. Fore and Aft Adjustment Handle
4. Height Adjustment Lever

Each seat moves fore and aft along the rails on roller and guide
assemblies attached to its frame. Stop pins engage the rails to
secure the seat in position. Fore and aft adjustment is accom-
plished by lifting the handle located below the forward center
of the seat to disengage the stop pins from the rails, and slid-
ing the seat to the desired position. Height adjustment is ac-
complished by pushing the lever located below the outboard
forward corner of the seat and weighting or un-weighting the
seat to the desired position. A gas spring cylinder provides
lift assistance when the seat is un-weighted. Seat back angle
adjustment is accomplished by pressing the button located on
the inboard side of the seat below the seat cushion and tilt-
ing the seat back to the desired position. An integral inflatable
bladder is incorporated to provide adjustable lumbar support.
A squeeze bulb located below the inboard forward corner of
the seat is used to inflate the bladder. A pressure relief valve,
integral to the squeeze bulb, is used to deflate the bladder.

Armrests are installed on each inboard crew seat back. When

not in use, the armrests are stowed in an upright position be-
hind and flush with the seat backs. For use, each armrest is
pulled inboard from its stowed position and lowered by pushing
down on its forward end.

AIRCRAFT GENERAL 8/11 FOR TRAINING PURPOSES ONLY 1-11

 Each crew seat is equipped with a restraint system incorporat-
ing an inertia reel type shoulder harness. The inertia reel is at-
tached to the airframe structure aft and outboard of each crew
seat.

Other flight compartment equipment and furnishings include

directional air vents and overhead lighting, sun visors, headset
and microphone jacks, a relief tube located in a storage box on
the aft side of the main carry-thru spar, and cabinets located
behind the crew seats. The pilot’s oxygen mask is stored in the
right side storage cabinet. An oxygen generator and oxygen
masks for the copilot are stowed in a drawer below the copilot’s
seat.

▲ RELIEF TUBE ▲ RELIEF TUBE OUTLET

▲ DIRECTIONAL AIR VENT ▲ PILOT’S OXYGEN MASK

Note: Urine is extremely corrosive and will quickly damage the

airplane. The relief tube, storage box, relief tube outlet, and
lower surfaces of the airplane aft of the outlet must be thor-
oughly cleaned in accordance with the instructions in the POH
after every flight during which the relief tube is used.

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Passenger Cabin

The passenger cabin measures approximately 117 inches from

the crew seat backs to the aft pressure bulkhead. Maximum
height and width of the cabin are 47 inches and 49.5 inches
respectively.

▲ FORWARD PASSENGER CABIN

Seating is provided for four

passengers: two in individual
aft-facing seats behind the
flight compartment and two on
a forward-facing bench seat in
the aft passenger cabin.

The passenger seats are

secured to the cabin floor and
are not adjustable fore and
aft. The individual seats are
secured by six bolts each. The
bench seat is secured by five ▲ AFT PASSENGER CABIN
slide-in, pin-locked fittings.
The seat backs on the bench
seat fold forward to facilitate
access to the aft baggage com-
partment.

AIRCRAFT GENERAL 8/11 FOR TRAINING PURPOSES ONLY 1-13

 Seat back angle adjustment from upright to a reclining posi-
tion is provided by a gas spring cylinder installed on each seat.
Pressing the button, located on the cabin sidewall adjacent to
each seat, releases air pressure within the cylinder allowing the
seat back to be tilted to the desired position. When the button
is released, air pressure trapped within the cylinder holds the
seat back in the selected position.

Each passenger seat is equipped with a restraint system that

incorporates an inertia reel type shoulder harness. The inertia
reel is attached to the airframe structure aft and outboard of the
bench seat, and forward and outboard of each individual seat.

Armrests are installed on each individual passenger seat and

between the bench seat backs. When not in use, the armrests
are stowed flush with the bottom cushions of the individual
seats and flush with the backs of the bench seat. For use, each
armrest is pulled from its stowed position.

Two oxygen generators and

four oxygen masks for the
passengers are stowed in a
drawer below the right aft-
facing seat. Individually con-
trolled ventilation air outlets
and switches for the reading
lights are located on the cabin
sidewall adjacent to each
seat.

▲ PASSENGER OXYGEN MASKS

Other cabin features include

a fold-out table with a 20 lb.
load capacity, XM stereo sys-
tem, and an auxiliary audio IN
jack for portable devices.

▲ FOLDING TABLE

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The aft baggage compartment is located between the bench

seat backs and the aft pressure bulkhead and is accessible
during flight. The compartment is equipped with a baggage
net to secure its contents. Though limits vary with equipment
installation, the maximum volume and load capacity of the aft
baggage compartment are approximately 20 cubic feet and
100 pounds respectively. An optional golf bag restraint system
replaces the standard cargo net to allow bulky items (such as
golf bags) to be secured to the right aft seat back.

Note: Refer to the appropriate POH/AFM and airframe placards

for weight and balance limitations specific to your airplane.

▲ AFT BAGGAGE COMPARTMENT

AIRCRAFT GENERAL 8/11 FOR TRAINING PURPOSES ONLY 1-15

 Passenger/Crew Door

The passenger/crew door is a two-section assembly which,

when closed and latched with all six locking mechanisms en-
gaged, forms an integral part of the pressure vessel.

The upper section of the door

is attached to the upper door
frame structure by a piano-
type hinge, swings upward to
the open position, and houses
the left center passenger cab-
in window. The lower section
of the door is attached to the
lower door frame structure by
a piano-type hinge and swings
downward to the open posi-
tion. Two fold-out steps are
installed in the lower section of ▲ LOWER DOOR SECTION
the door providing access to
the airplane.

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The door is opened from outside of the airplane by unstowing

the flush-mounted external door handle and rotating it counter
clockwise to unlock the upper section. From inside the airplane,
the upper section is unlocked by pulling the auxiliary lock
handle and rotating the internal upper door handle clockwise.

▲ EXTERNAL DOOR HANDLE ▲ AUXILIARY LOCK HANDLE

When fully open, the upper

section is held in position by
a gas strut assembly and the
lower door handle is acces-
sible. Lifting the lower door
handle up unlocks the lower
section. When fully extended,
the lower section is supported
by two fixed mounted cables.

▲ LOWER DOOR HANDLE

Warning: To prevent damage or injury, the lower section of the

door should be lowered carefully until it is supported by the
cables.

Caution: When entering or exiting the airplane, ensure lower

section of the door is fully extended before putting weight on
steps.

AIRCRAFT GENERAL 8/11 FOR TRAINING PURPOSES ONLY 1-17

 1. Locking Pin
2
2. Latching Hook
3. External Handle Stowed 1

From inside or outside the

airplane, the door is closed
by lifting the lower section to
position it in the frame, then
rotating the lower door handle
down to engage two locking
pins.

To assist in raising the lower door from inside the airplane, lift
on one of the two support cables. With the lower section se-
cured, the upper section is pulled down to the closed position
and the upper door handle is rotated (internal-counter clock-
wise, external-clockwise) to engage two locking pins and two
latching hooks which secure the upper section to the lower
section.

Note: After closing the door from outside the airplane, the ex-
ternal handle must be returned to the stowed position.

Inspection windows are located on the interior door upholstery

to visually confirm positive engagement of the locking pins.
With the door properly secured, a green indicator will be visible
in each inspection window. An unlocked position will show a
red and white hatched mark in the inspection windows.

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▲ DOOR INSPECTION WINDOWS ▲ MICROSWITCHES

For additional safety, a white advisory [DOOR AJAR] CAS

message will illuminate on the multi function display if the door
is open/not properly secured while the aircraft is on the ground
while the engine is not running. The CAS message is controlled
by two microswitches, installed in the door frame, which are
actuated by the forward locking pins in the upper and lower
sections of the door. With electrical power applied to the air-
plane while on the ground and the engine not running, and the
upper or lower section of the door not secured, the door warn-
ing circuit is completed, a white advisory [DOOR AJAR] CAS
message will illuminate on the multi function display. When both
sections are fully secured, the door warning circuit is interrupt-
ed and the warning message is extinguished. A red warning
[DOOR AJAR] CAS message and continuous aural chime will
occur anytime the engine is running and the door circuit is not
complete.

A seal is installed around the

periphery of the door frame
to facilitate cabin pressuriza-
tion. The seal is self-inflated
by cabin pressurization air
entering through a series of
holes. A security lock, located
on the exterior surface of the
door adjacent to the external
handle prevents operation of
the door mechanism without
the appropriate key. The same
key fits the fuel filler cap locks. ▲ SELF-INFLATING DOOR SEAL

AIRCRAFT GENERAL 8/11 FOR TRAINING PURPOSES ONLY 1-19

 Aft Fuselage Section

The unpressurized aft fuselage section extends aft from the

rear pressure bulkhead for approximately 50 inches and hous-
es the emergency locator transmitter (ELT), VCCS components,
and various components of the rudder and elevator operating
linkage. Access to the interior of the aft fuselage is through a
removable panel. The aft fuselage also serves as the structural
interface for the empennage. Aluminum and fiberglass fairings
provide aerodynamic smoothness.

Empennage
The empennage is all-metal in construction and includes the
vertical stabilizer, with attached rudder and dorsal fairing, and
the horizontal stabilizer with attached elevator and trim tab.
Pneumatic deice boots are installed on the leading edges of
the horizontal and vertical stabilizers.

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Wing

The wing is an aluminum alloy, semi-monocoque structure con-

sisting primarily of a center section and outboard sections. The
center section consists of left and right inboard wing sections
interconnected by a continuous main “carry-thru” spar that is
attached by rivets to the lower fuselage structure. Each inboard
section incorporates an aft spar, reinforcing forward “half” spar,
ribs, and skin. The aft spar is attached to the fuselage structure
by a single “Hi-Lok” pin-type fastener. The forward spar is at-
tached to the fuselage structure by a single threaded fastener.
The main spar and aft spar extend outward approximately 80
inches from the fuselage to integral attachment “splice” fittings
for mating with the outboard wing section. The aft spar provides
attachment points for inboard and center flap tracks. The for-
ward spar extends outward approximately 46 inches from the
fuselage to a machined rib assembly that provides attachment
points for the main landing gear.

AIRCRAFT GENERAL 8/11 FOR TRAINING PURPOSES ONLY 1-21

 Each outboard section incorporates an aft spar, main (forward)
spar, ribs, and skin. Each outboard spar is mated to its associ-
ated inboard spar by a splice plate that is secured by rivets
and Hi-Lok fasteners. The aft spar provides attachment points
for the aileron and the outboard flap track. The interior of each
outboard section is sealed for fuel storage between the leading
edge skin and the aft spar to within approximately 18 inches of
its associated wing tip.

▲ TAIL TIE DOWN ▲ WEATHER RADAR POD

The ailerons and flaps are of all-metal construction. The fuse-

lage-to-wing fairings are formed from aluminum alloy, and the
lightweight main landing gear fairings are made of composite
material. Pneumatic deice boots are installed on the wing lead-
ing edge and both sides of the center wing section are fitted
with integral leading edge stall strips. Retractable tie down
fittings are located on the lower surface of the wing outboard
of the main landing gear assemblies. A tail tie down fitting is
located on the lower surface of the aft fuselage. The weather
radar is located in a pod below the right wing leading edge.

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Emergency Features

Emergency Exit
The emergency exit door, located on the right side of the center
section above the right wing, provides an opening for emergen-
cy evacuation of the airplane. A one-piece, self-inflating rubber
seal is installed around the periphery of the door. When the
door is installed, the seal is compressed between the door and
the door frame to enhance fuselage-to-door sealing.

▲ EMERGENCY EXIT DOOR EXTERIOR ▲ EMERGENCY EXIT DOOR INTERIOR

▲ EMERGENCY EXIT HANDLE WITH COVER ▲ EMERGENCY EXIT DOOR HANDLE

The door is held in position by two locating fittings and a door

catch which engage the fuselage structure. An internal handle
operates the door mechanism which disengages the door
catch. The exit door may be opened only from inside the air-
plane and is operated by removing the protective cover, pulling
the handle to disengage the door catch and pulling the door
inward.

AIRCRAFT GENERAL 8/11 FOR TRAINING PURPOSES ONLY 1-23

 Hand-Held Fire Extinguisher
A hand-held Halon fire ex-
tinguisher is located in the
lower compartment of the right
equipment cabinet (pilot’s
oxygen cabinet). Refer to the
instructions printed on the
extinguisher bottle for proper
operation.

▲ HAND HELD FIRE EXTINGUISHER

Limitations

Refer to the applicable aircraft manufacturer’s FAA approved

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

Emergency Procedures

Refer to the applicable aircraft manufacturer’s FAA approved

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

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 PA-46-500TP Malibu Meridian Reference Manual

Chapter 3
Fuel System
Table of Contents

Overview.....................................................................................1
Fuel Storage System.................................................................1
Fuel Drains.................................................................................5
Fuel Venting System..................................................................7
Distribution System...................................................................8
Operational Summary............................................................ 14
System Indication................................................................... 17
Limitations.............................................................................. 19
Emergency Procedures.......................................................... 19

FUEL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 3-i

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Overview

This chapter will describe the Malibu Meridian fuel system, its
major components, controls, operation, and indication. The air-
plane fuel supply is contained in the wing. Delivery of fuel to the
engine is carried out by a distribution system consisting of elec-
trically-powered pumps, float valves, float switches, a three-way
fuel firewall shut-off valve, a fuel filter, low and high pressure
engine-driven fuel pumps, and an oil-to-fuel heat exchanger.
The distribution system supplies fuel to the engine in excess of
that required for all operations and provides for fully automatic
operation, including fuel load symmetry management. Indica-
tion of fuel quantity and fuel flow is normally presented on the
Multi Function Display (MFD). During engine start, indication of
fuel flow is presented on the Primary Fight Display (PFD). If the
reversionary mode is selected in case of a multi function dis-
play failure the fuel information will be displayed on the primary
flight display. Warning of insufficient fuel pressure is provided
by a red warning [FUEL PRESS LOW] CAS message on the
multi function display and a red master warning, along with a
continuous aural chime. A red warning [LOW FUEL] CAS mes-
sage on the multi function display and a red master warning,
along with a continuous aural chime, provides warning of low
fuel quantity.

Fuel Storage System

The fuel storage system includes the fuel tanks, filler caps,
venting system, and fuel drains.

Fuel Tanks
The airplane fuel supply is stored in two independent tank sys-
tems, one located in each wing, each consisting of a main tank,
an inboard tank, and a header tank. The integral main tanks
have a usable capacity of approximately 64.2 U.S. gallons
each, and are formed by sealing the interior of each outboard
section of the wing between the leading edge skin and the aft
spar to within approximately 18 inches of the wing tip. Holes
in the main (forward) spars and interior ribs permit fuel migra-
tion within these tanks. The inboard tanks are also integral to
the wing structure and each has a usable capacity of approxi-
mately 12.0 U.S. gallons. From the main and inboard tanks, fuel
is gravity-fed to header tanks, each with a usable capacity of
approximately 8.8 gallons, located inboard and forward of each
main wheel well.

FUEL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 3-1

 Finger screens at the main tank outlet ports prevent solid par-
ticle contaminants from entering the lines that feed the inboard
and header tanks. Check valves at the inboard and header tank
inlet ports prevent outboard migration of fuel when the airplane
is maneuvered or is parked with the wings not level.

From the header tanks, fuel is supplied to the engine by the dis-
tribution system. The fuel supply (suction) line in each header
tank is equipped with a poppet-type float valve that functions to
prevent air from being ingested by the distribution system.

Servicing
Each tank system is serviced
through a single, flush-mount-
ed filler cap located on the
outboard upper surface of the
wing. The location of the filler
caps ensures that sufficient
fuel expansion space will exist
within the main tanks when
topped-off. A spill potential
can occur, however, if the
caps are removed when the
fuel level has risen above the
filler port due to expansion,
particularly from the wing-low tank when the airplane is parked
on an inclined surface. The filler caps must be checked for se-
curity during preflight. A fuel nozzle grounding pin is located on
each main gear assembly.

The total fuel capacity is 173 US Gallons (1160 pounds) and

170 US gallons (1140 pounds) of usable fuel. The combined
approximate capacity of each main tank, and its associated
inboard and header tanks is 86.5 U.S. gallons (580 pounds), of
which 85 U.S. gallons (570 pounds) is usable. 3 U.S. gallons of
the 173 US gallon approximate total system capacity is con-
sidered unusable. The fuel tanks should be kept full between
flights (providing weight and balance considerations permit) to
reduce explosive vapors and condensation. To service the fuel
system to its maximum capacity and maintain fuel load symme-
try, the airplane should be wings-level and fuel loading should
be alternated between the left and right tanks until both are full.
When servicing the fuel system to less than its maximum ca-
pacity, the left and right tanks should be loaded equally.

3-2 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Caution: Fuel imbalance must not exceed 125 pounds prior to

takeoff.

Caution: Jet A or Jet A-1 are the only fuels approved for use.
An approved anti-icing additive must be used.

Warning: Do not operate any

avionics or aircraft electrical
equipment during refueling.
Do not allow open flame or
smoking in the vicinity of the
airplane while refueling.

Warning: During all refuel-

ing operations, fire fighting
equipment must be available.
Two ground wires from differ-
ent points on the airplane to
separate approved grounding ▲ GROUND ATTACH POINT
stakes shall be used.

Anti-icing additives conforming to MIL-I-27686D/E (Ethylene

Glycol Monomethyl Ether (EGME)) or MIL-I-85470A (Diethyl-
ene Glycol Monomethyl Ether (DiEGME) specifications such
as “Prist” may be introduced into the nozzle fuel stream during
servicing. Concentrations of less than 0.10% (20 fluid ounces
of additive per approximately 150 gallons of fuel or more) may
be insufficient to prevent fuel system icing or microbiological
contamination. Conversely, concentrations of more than 0.15%
(20 fluid ounces of additive per approximately 100 gallons of
fuel or less) could cause damage to internal components of the
fuel system.

Note: Refer to the latest revision of Pratt & Whitney Service

Bulletin 3044 for additional information regarding approved fuel
additives.

Caution: Assure that 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 or the interior sur-
faces of the fuel tanks.

Caution: Some fuels have anti-icing additives pre-blended in

the fuel at the refinery, so no further blending should be per-
formed.

FUEL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 3-3

 Caution: Fuel additive can not be used as a substitute for pre-
flight draining of the fuel system drains.

Access covers on the lower surfaces of the wings are provided

to facilitate inspection and maintenance of the main, inboard,
and header tanks as well as components of the fuel quantity
indicating system. Prior to flight, the lower surface of the wing
should be inspected for evidence of fuel leakage. In addition to
obvious dripping of fuel, any stain or discoloration having the
same color as the fuel being used indicates the existence of
a fuel leak. If observed, the source and cause of the leakage
should be determined by maintenance personnel and evalu-
ated against classification criteria and repair action require-
ments. Generally, light to heavy seepage does not limit flight
operations. Conversely, running and dripping leaks, or any
leakage caused by structural failure such as cracks or failure of
components such as fuel lines require immediate repair before
resuming flight operations.

3-4 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Fuel Drains

Fuel drain valves, used to check for contamination and to

remove water and sediment are provided for the header tanks,
return lines, and the fuel filter.

The header tank sump drain valves extend through the lower
aft surface of the nose section adjacent to the nose landing
gear doors on the left and right sides, and allow fuel samples
to be drained from the lowest points in the system. The fuel
filter drain valve is located forward of the left header tank sump
drain valve. These “quick-drain” type valves are actuated open
by pushing up on the inner “poppet” portion of the valve using
the fuel sampler cup provided with the airplane. The fuel return
drains, are located forward of the of the fuel filter drain on the
left side and forward of the right side header tank drain.

Normal preflight fuel draining procedures will generally remove

most excess water from the fuel tanks. However, small amounts
of water will remain in solution within the fuel. This residual
water will facilitate microbe and bacterial growth in settlement
areas of the fuel system which can lead to fuel flow obstruction
and/or corrosion. To minimize the effects of fuel contamination,
it should be ensured that the fuel does not contain unapproved
additives and has been properly handled by the source. Be-
fore every flight, a sample should be taken from each drain
and inspected for contamination. If contamination is detected,
draining from that point should continue until contamination is
no longer present. If after continued draining contamination still
exists, the airplane should not be flown.

FUEL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 3-5

 Note: Rotating the poppet of the header tank quick-drain valve
assemblies while draining fuel will lock the valve in its open
position. This is accomplished using an appropriate tool.

Note: Operators not acquainted with a particular airfield should

confirm that the fuel supply there is routinely checked for con-
tamination and is properly filtered before allowing the airplane
to be serviced.

An additional, high volume, de-fueling maintenance drain is

located at the fuel filter inlet. This drain, accessible through an
access panel, allows for rapid de-fueling of the airplane fuel
tanks using an external pump, gravity, or the airplane boost
pump(s).

3-6 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Fuel Venting System

Independent left and right

venting systems are installed
within the wing to equalize
internal and external tank
pressures. Each main tank
is vented to the atmosphere
through a flush-mounted,
NACA-type anti-icing vent
scoop located on the outboard
lower surface of the wing. The
design of the vent scoop pre-
vents icing without the need
for supplemental heat. Each ▲ FUEL TANK VENT
header tank is vented to its as-
sociated inboard tank, which in turn is vented to the associated
main tank.

A combination valve is integral to each vent scoop. When ex-

ternal pressure exceeds internal pressure, these valves permit
ambient air to enter the tanks; when internal pressure exceeds
external pressure by approximately 0.25 PSID, they permit air
to exit the tanks. Due to this pressure differential and the rela-
tively large volume of air that replaces consumed fuel, a rush of
air may occur when the filler caps are removed after flight. This
is normal. When the main tanks are full, the combination valves
prevent expanding fuel from exiting the tanks through the vent
scoops. A spill potential can occur, however, if the filler caps
are removed when the fuel level has risen above the filler port
due to expansion, particularly from the wing-low tank when the
airplane is parked on an inclined surface.

Note: Never insert objects into the wing vent as damage to the
combination valve could result in fuel leakage.

Because of the design of the Meridian fuel system, a single

plugged vent should not cause engine fuel starvation. A
plugged vent may, however, result in an uncorrectable fuel
imbalance due to the inability of the system to draw fuel from
the wing with a plugged vent. Should a plugged vent be sus-
pected, a precautionary landing should be considered in order
to avoid exceeding the maximum fuel imbalance limitation of
125 pounds.

FUEL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 3-7

 Distribution System Components

The distribution system functions to maintain a continuous sup-

ply of fuel to the engine in excess of that required for all op-
erations. Major components of the distribution system include
two electrically-powered boost pumps, two float valves, two
float switches, the fuel firewall shut-off valve, the fuel filter, the
engine-driven low pressure fuel pump, the oil-to-fuel heat ex-
changer, the engine-driven high pressure fuel pump, and a fuel
temperature probe. Under normal conditions, fuel is supplied
by both tank systems simultaneously, thereby eliminating the
need for manual tank selection. All fuel lines are routed through
unpressurized areas, preventing fuel from entering the pressur-
ized center section and cabin pressurization air from entering
the fuel lines.

Boost Pumps
The 28 VDC electrically-powered, centrifugal-type boost pumps
provide pressure for starting, vapor suppression at high alti-
tude, correcting fuel imbalances, or emergency backup for the
low pressure engine-driven pump. Each boost pump is located
at the outlet port of its associated header tank. When activated,
each pump draws fuel from its associated header tank and
directs the fuel through a check valve to one of the inlet ports
on the fuel shut-off valve. Each boost pump is independently
activated by a solid-state electronic control module. The elec-
tronic control modules act as “smart relays,” and are controlled
by signals generated by the Primary Flight Display or pressure/
float switches.

When the FUEL PUMPS switch above the pilot’s windshield

is positioned to “MAN,” both pumps are activated. When the
FUEL PUMPS switch is positioned to “AUTO,” the pumps are
activated together or individually as required and are controlled
by signals generated by the Primary Flight Display or pressure/
float switches.

Each boost pump electronic control module receives 28 VDC

main bus power to power its associated boost pump through a
corresponding 5 amp LEFT FUEL PUMP or RIGHT FUEL PUMP
circuit breaker on the forward left CB panel.

3-8 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 TO FLOW
FLOW DIVIDER
LEFT FUEL ELECTRICAL CONNECTION
FUEL FLOW

FUEL SYSTEM 8/11

CHECK VALVE
TRANSDUCER
RIGHT FUEL MECHANICAL CONNECTION FUEL FLOW
FILTER SIGNAL TO GEA 71
F
ENGINE-DRIVEN PUMP SUCTION FUEL
CONTROL
F FILLER SHUTOFF
ENGINE-DRIVEN PUMP PRESSURE UNIT
VALVE (N.C.)
V VENT METERED FUEL PRESSURE HIGH PRESSURE
ENGINE-DRIVEN
D DRAIN VENT LINE FUEL PUMP

P QUANTITY PROBE RETURN LINE LOW PRESSURE OIL-TO-FUEL

ENGINE-DRIVEN HEAT
FS FLOAT SWITCH DRAIN LINE FUEL PUMP EXCHANGER FUEL
PRESSURE
F
PRESSURE
FUEL
SWITCH
FILTER
(CLOSES AT < 9 PSI)
Fuel Distribution System Schematic

FUEL FUEL
TO FUEL D IMBALANCE QTY LOW
FUEL QUANTITY FUEL FLOW
SIGNAL TO EIS SIGNAL TO EIS SHUTOFF
CONTROL D FUEL FUEL
D
FUEL IMBALANCE QTY LOW
SHUTOFF
VALVE

FOR TRAINING PURPOSES ONLY

GIA 63W
LEFT QUANTITY RIGHT QUANTITY
SIGNAL FROM FQP SIGNAL FROM FQP
FUEL PUMPS
RETURN LINES D SWITCH
TO LEFT AND
L FUEL R FUEL
RIGHT MAIN
PUMP PUMP
TANK
D
MAN AUTO

TRIM FITTING/
PRESSURE OFF
SWITCH BOOST
(CLOSES AT > 4.5 PSI) PUMP

FLOAT
SWITCH

>2.5 REQUIRES SIGNAL >2.5

GAL L FROM GIA 63W
R GAL
V F ECM ECM
OR SWITCHES
TO ACTIVATE FLOAT
P P P P P FV PUMP(S) FV P
FS VALVE FS

5 5
LEFT LEFT LEFT LEFT RIGHT RIGHT FROM RIGHT
MAIN TANK INBOARD TANK HEADER TANK FUEL PUMP FUEL PUMP HEADER TANK INBOARD AND
(64.2 U.S. GAL.) (12 U.S. GAL.) (8.8 U.S. GAL.) (8.8 U.S. GAL.) MAIN TANKS

3-9
PA-46-500TP Malibu Meridian Reference Manual
 Each boost pump has a maximum flow rate of 260 pounds-
per-hour (PPH) and maximum output pressure of 30 PSI. A
pressure switch at the outlet port of each boost pump monitors
pump pressure and illuminates the appropriate white advisory
[L FUEL PUMP] or [R FUEL PUMP] CAS message on the multi
function display when the associated pump is operating and
supplying at least 4.5 PSI output pressure.

A bypass line and check valve are routed around each boost
pump. The bypass line allows fuel to be drawn from the tank
when the boost pump is not operating. The check valve pre-
vents fuel from flowing into the tank from the supply line.

Float Valves
As previously described, fuel is normally supplied from both
header tanks simultaneously. Hence, the low pressure engine-
driven pump is normally taking suction on the fuel supply lines
from both header tanks. A float valve, installed within the tank
prevents air from being ingested into the fuel supply line due to
low fuel level in the header tank. When fuel level in the header
tank reaches a preset low level, a spring-loaded poppet closes
and prevents air from entering the supply line. Suction from
the low pressure engine-driven pump is insufficient to open
the float valve against spring pressure as long as fuel is being
drawn from the opposite header tank.

Float Switches
Although low pressure engine-driven pump suction is insuf-
ficient to open the float valve, an activated boost pump will
provide sufficient suction to override spring pressure and open
the float valve, allowing air to enter the distribution system. To
prevent this, a float switch, functions to signal the appropriate
electronic control module to disable its associated boost pump
when approximately 2.5 gallons remain in the header tank.

3-10 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Fuel Shut-off Valve

The fuel shut-off valve (firewall shut-off valve) is a two-position,
three-port, rotary-type valve that functions to terminate fuel flow
to the engine in the event of an emergency. A cable connects
the valve to the emergency fuel shut-off control, located on the
aft lower face of the pedestal. Pushing the control fully-in opens
the valve. Pulling the control fully-out closes it. The valve has
two inlet ports, each connected by tubing to one of the fuel
supply lines from the header tanks. The single outlet port is
plumbed to the fuel filter inlet and a maintenance drain fitting.
No provision is made for fuel to be supplied from a single tank.

Fuel Filter
The fuel filter incorporates a 15 micron metallic screen ele-
ment that functions to trap solid particle contaminants present
in the fuel. An internal bypass valve and contamination switch
is integral to the filter assembly. Before the filter becomes fully
obstructed, the contamination switch will close, illuminating an
amber caution [FUEL FILTER] CAS message on the MFD and a
single aural warning. When the filter becomes fully obstructed,
the bypass valve will open, providing continued fuel flow to the
engine. The fuel filter strainer must be cleaned every 100 hours
of operation or after an extended down time. Operation with
unfiltered fuel could contaminate the engine fuel system and
result in engine failure.

Low Pressure Engine-Driven

Fuel Pump
The low pressure engine-
driven fuel pump is a vane-
type pump that is mounted on
and driven by the accessory
gearbox. It delivers fuel to the
inlet port of the high pressure
engine-driven pump through
the oil-to-fuel heat exchanger.
The low pressure engine-driv-
en fuel pump has a maximum
flow rate of 1100 PPH and
an output pressure of 30 PSI. An integral pressure relief valve
returns fuel in excess of operating requirements to the inlet side
of the pump. An integral bypass valve allows fuel under boost
pump pressure to bypass the low pressure pump during en-
gine start or in the event of low pressure pump failure.

FUEL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 3-11

 A pressure switch monitors output pressure from the low pres-
sure pump. During automatic system operation, when output
pressure from the low pressure pump falls below 9 PSID, this
switch closes and functions to illuminate the red warning [FUEL
PRESSURE] CAS message on the MFD and continuous au-
ral warning, the white advisory [L FUEL PUMP] and [R FUEL
PUMP] CAS messages will also illuminate showing the activa-
tion of both boost pumps. When pressure at the pump outlet
increases to more than 12 PSID, the switch opens, causing all
of the CAS messages to extinguish and the boost pumps to be
deactivated. The white advisory [L FUEL PUMP] and [R FUEL
PUMP] CAS messages on the MFD will be illuminated while the
boost pumps are supplying pressure.

Oil-to-Fuel Heat Exchanger

From the low pressure pump, fuel is routed through an oil-to-fu-
el heat exchanger that functions to prevent ice formation in the
fuel. This is accomplished by transferring heat from accessory
gearbox scavenge oil to the fuel. The heat exchanger consists
of separate inlet and outlet ports for oil and fuel, a thermal
element, sliding valve assembly, and valve return spring. The
thermal element, reacting to fuel temperature, positions the slid-
ing valve, which in turn regulates oil flow through the heat ex-
changer. When fuel temperature is below 21°C, the thermal unit
contracts and positions the sliding valve aft to permit oil flow
through the heat exchanger. As fuel temperature rises above
21°C, the thermal unit expands and moves the sliding valve for-
ward, opposing return spring pressure, and redirects a portion
of the oil to bypass the heat exchanger. When fuel temperature
is above 32°C, no oil flows through the heat exchanger. From
the oil-to-fuel heat exchanger, fuel is delivered to the high pres-
sure engine-driven pump.

A fuel temperature probe located in the right inboard fuel tank

sends a signal to the GEA 71 where it is processed and then
displayed on the MFD.

Note: If a fuel temperature of -34°C or less is indicated it is ac-

companied by a white advisory [FUEL TEMP] CAS message on
the MFD.

3-12 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

High Pressure Engine-Driven

Fuel Pump
The high pressure pump is
a single-stage, positive-dis-
placement, gear-type pump
and functions to supply clean
fuel under pressure to the fuel
control unit (FCU). Fuel enter-
ing the pump passes through
a 74 micron, wire mesh inlet
filter before entering the pump
chamber. The inlet filter is self-
relieving at 1.5 PSID should
it become obstructed. Exiting the pump chamber, high pres-
sure fuel passes through a 10 micron, non-metallic, disposable
outlet filter en route to the FCU. A bypass valve, preset to open
at 20 PSID, allows high pressure fuel to bypass the outlet filter
element should it become obstructed.

An integral bypass pressure regulating valve is located be-

tween the inlet filter and the pump chamber. The valve func-
tions to maintain a minimum pressure on the pump seals to
reduce fuel leakage. When pump pressure provides more fuel
than required, excess fuel is bypassed back to the left and right
outboard fuel tanks through a check valve.

When displayed temperatures are below -23°C (-10°C), the

fuel return solenoid valve downstream of the high pressure fuel
pump opens and returns the unused fuel from the fuel control
unit (FCU) to the left and right outboard fuel tanks. This return-
ing of warmed fuel to the outboard fuel tanks slows the cooling
process of the fuel, which allows the aircraft to operate at tem-
peratures as cold as -54°C (-65°F) for a longer period of time.

FUEL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 3-13

 Fuel Return System
The G1000 Meridian is equipped with a fuel return system
which enhances cold weather operations. It consists of a sole-
noid valve (normally closed), relays (located under the cockpit
floor at the feet of the pilot), two check valves, and associated
lines and drains.

In these airplanes, the fuel feed system has not been changed,
but return lines run to both main fuel tanks. This system func-
tions at engine start similarly to the earlier Meridian fuel system,
with the exception that the unused fuel now returns to both
main fuel tanks. During cold weather operations, when certain
conditions are met, fuel is pumped through the low pressure
engine driven pump to the oil-fuel heat exchanger where the
fuel is warmed. Fuel not used by the fuel control unit (FCU) is
diverted from the engine driven high pressure fuel pump outlet
though the fuel return solenoid valve (when open) and to both
main fuel tanks. The heat energy accumulated by the fuel when
passing through the oil-fuel heat exchanger warms the fuel in
the main fuel tanks. The warming effect of the returned fuel is
not sufficient to actually increase the temperature of the entire
fuel supply, but it is sufficient to slow the cooling of the fuel in
the main tanks. This extends the operating time available be-
fore the fuel temperature reaches established low temperature
limits.

The G1000 system provides both the fuel temperature and fuel
quantity indications as well as a discrete signal to control fuel
return solenoid operation. GIA 1 or GIA 2 of the G1000 system
provides a logic low (GND) to the Fuel Return Relay which acti-
vates the Fuel Return Solenoid Valve as described as follows:

The return fuel solenoid valve will be energized open when

the following conditions are met:

1. The valve will always be open during an engine

start, regardless of the other conditions.

2. When the fuel temperature indicator is below -23°C

AND the total fuel quantity is more than 100 lbs.

The return fuel solenoid valve will be de-energized (closed)

when the following conditions are met:

1. Fuel temperature indicator is above -23°C and the

engine is not in a start cycle.

2. Total fuel quantity is less than 100 lbs. and the

engine is not in a start cycle.

3-14 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Fuel Return System Logic

FUEL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 3-15

 Operational Summary

Fuel system operation is controlled by positioning the FUEL

PUMPS switch, located above the pilot’s windshield, to “AUTO”
or “MAN”. Under most operating conditions, the switch is posi-
tioned to “AUTO,” and fuel system operation is fully automatic.
The electric boost pumps are activated by signals from the
primary flight display or pressure/float switches, causing them
to operate together or individually as required to maintain an
adequate supply of fuel under pressure to the engine and to
maintain fuel load symmetry. When the FUEL PUMPS switch is
positioned to “MAN”, both pumps are activated together. Man-
ual operation is normally used during engine start, takeoff and
landing, or when sufficient output pressure from the low pres-
sure engine-driven pump is unavailable, such as would occur
due to pump failure, vapor lock, or cavitation.

The boost pumps receive main bus power through the 5 amp
LEFT FUEL PUMP and RIGHT FUEL PUMP circuit breakers and
associated electronic control modules.

Automatic Operation
In normal (automatic) operation, neither boost pump is acti-
vated. Fuel from the header tanks is drawn by low pressure
engine-driven pump suction and directed to the heat exchang-
er and high pressure engine-driven pump. If required, the
boost pumps are caused to activate by the pressure switch at
the outlet port of the low pressure pump or by the primary flight
display. A boost pump is inhibited from operating from the float
switch when the fuel level in its associated tank is less than 2.5
gallons.

Fuel Symmetry Management

During normal operation, fuel load symmetry is maintained with-
out boost pump operation. The fuel supply line configuration
is such that fuel is drawn equally from the left header and right
header tanks. That being the case, the excess fuel supplied
by the engine driven high pressure pump is returned to the left
and right header tanks. The design parameters for fuel return
plumbing were chosen to minimize fuel imbalance tendencies.

3-16 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Fuel Imbalance
The primary flight display continually monitors fuel quantity in
both tank systems. When a difference of 25 pounds is detected
for more than 5 seconds, the PFD sends a signal that activates
the heavy side boost pump and no CAS message will be dis-
played on the MFD. The additional supply pressure from the
activated boost pump will cause most of the fuel used by the
engine to be supplied from the heavy side tank. When fuel
symmetry is again achieved, the primary flight display will
send a signal to deactivate the boost pump. Whenever a PFD
detects a 40 pound difference between tanks for more than
60 seconds, a signal is generated that causes an amber cau-
tion [FUEL IMBALANCE] CAS message to illuminate on the
MFD with a single aural chime. The discrete signal also triggers
an appropriate white advisory [L FUEL PUMP ON] or [R FUEL
PUMP ON] CAS message to illuminate on the MFD. The boost
pump CAS indicates that the low side boost pump has been
activated to balance the heavier side.

Note: In this situation a malfunction of the fuel balancing sys-

tem may require pilot action refer to the emergency procedure
in the aircraft information manual

If the imbalance continues to 125 pounds, a red warning [FUEL

IMBALANCE] CAS message will illuminate along with a continu-
ous aural chime indicating the aircraft has reached the maxi-
mum fuel imbalance limit. The pilot should take the appropriate
action and land as soon as possible. Refer to the emergency
procedures in the aircraft information manual.

Low Fuel Pressure

Should pressure from the low pressure engine-driven pump fall
to below approximately 9 PSI, the pressure switch at the pump
outlet will close, illuminating the red warning [FUEL PRESSURE]
CAS message and a continuous aural chime and sending a
signal to both electronic control modules, instructing the boost
pumps to activate together.

FUEL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 3-17

 Output pressure from the boost pumps will cause the associ-
ated boost pump pressure switches to close, illuminating the
white advisory [L FUEL PUMP] and [R FUEL PUMP] CAS mes-
sages to illuminate on the MFD. The pumps will operate and
the CAS messages will remain illuminated until fuel pressure
increases to approximately 12 PSI, at which time the pres-
sure switch at the outlet port of the low pressure engine-driven
pump will open, extinguishing the red warning [FUEL PRES-
SURE] CAS message and white advisory [L FUEL PUMP] and
[R FUEL PUMP] CAS messages and deactivating the boost
pumps. The boost pumps and CAS messages will cycle on and
off until pressure from the low pressure engine-driven pump is
available or the FUEL PUMPS switch is positioned to “MAN.”
Positioning the FUEL PUMPS switch to “MAN” will activate both
boost pumps. Pressure from the boost pumps will then cause
the white advisory [L FUEL PUMP] and [R FUEL PUMP] CAS
messages to illuminate and the red warning [FUEL PRESSURE]
CAS message to extinguish.

Manual Operation
With the FUEL PUMPS switch in the “MAN” position, both boost
pumps are continuously activated and automatic fuel symmetry
management is unavailable. While in manual operation, should
it be desirable to activate only one pump, such as to maintain
fuel load symmetry, the circuit breaker for the undesired pump
may be pulled.

In either manual or automatic operation, the previously de-

scribed float switches associated with each header tank will
activate closed and disable the associated boost pump when
the fuel level in a header tank is less than approximately 2.5
U.S. gallons (approximately 17 pounds).

Note: When the FUEL PUMPS switch is in the MAN position, the
white advisory [L-R FUEL PUMP ON] CAS messages are illumi-
nated.

Note: Maximum allowable fuel imbalance is 125 pounds.

3-18 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

System Indication

Indication of fuel quantity and fuel flow is normally displayed on

the MFD, and on the PFD in reversionary mode. Fuel informa-
tion is provided on the Pilot’s PFD during engine start. In addi-
tion, low fuel quantity and fuel imbalance are indicated by CAS
messages on the MFD, and information concerning fuel remain-
ing at destination and flight time to destination is also displayed
on the MFD.

In the event the PFD should fail, the total fuel quantity indication
will not appear.

Five capacitance-type fuel quantity probes sense the level of

fuel in each tank system. One probe is mounted in each header
tank and inboard tank, and three probes are mounted in each
main tank. Each probe essentially consists of two metal plates
that form the electrodes of a capacitor that uses either air or
fuel as its dielectric material. The probes are placed in the fuel
tanks such that as fuel is added or used, their electrical ca-
pacitance property increases or decreases in proportion to the
mass of the fuel between the electrodes.

The five probes in each tank system are wired in parallel so that
their electrical capacitance adds together. The total capaci-
tance value is processed by the Fuel Quantity Processor (FQP)
into a digital signal that is sent to the MFD to be displayed .

Fuel quantity is normally indicated on the MFD. Digital indica-

tions of total fuel, left tank fuel, and right tank fuel are provided.
Left and right tank fuel quantity is displayed below a vertical
bar-type analog representation of left and right tank fuel level.
Digital indications are presented in pounds (LB), with values
for TOTAL FUEL displayed at the bottom of the bar graphs.
When total fuel is less than 180 pounds, the indication for total
fuel quantity value is displayed in black digits on an amber
background and the FQP sends a signal to illuminate the am-
ber caution [FUEL QTY LOW] CAS message with a single aural
chime. When total fuel is less than 100 pounds, the indication
for total fuel quantity value is displayed in black digits on a red
background and the FQP sends a signal to illuminate the red
warning [FUEL QTY LOW] CAS message with a continuous au-
ral chime. 28 VDC main bus power for the fuel quantity circuit in
the FQP is supplied through the 3 amp LEFT FUEL LEVEL and
RIGHT FUEL LEVEL circuit breakers.

FUEL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 3-19

 Fuel Flow Indication
Fuel flow is indicated digitally on the MFD. During engine start,
indication of the fuel flow value is provided on the PFD. Input
signals to the GEA 71 are provided by a fuel flow transducer,
located in-line between the fuel control unit and the flow divider.

Digital indications of fuel flow values are given in pounds per

hour, abbreviated as PPH on the normal MFD display. Pounds
per hour is abbreviated as PPH on the PFD during engine start
and reversionary mode.

Fuel Management Indication

Fuel flow data from the fuel flow transducer and navigational
data from the GPS system are processed by the GEA 71 to
calculate fuel management information that is then displayed
on the MFD. Flight time at current fuel consumption rate (TTD)
is indicated digitally in hours and minutes (HR:MIN) and fuel
at destination (FAD) is indicated in pounds (LB). The destina-
tion used to calculate FAD is the final waypoint entered into the
GPS flight plan, and added distance flown (and fuel consumed)
because of intermediate waypoints is considered in the calcu-
lation.

Supplemental Indication
A pressure switch connected to the output of the low pressure
engine-driven pump senses fuel pressure. If fuel pressure is
less than 9 PSIG, the switch will close causing the red warning
[FUEL PRESSURE] CAS message and master warning to illumi-
nate. If the fuel pumps switch is in the AUTO position, activation
of the red warning [FUEL PRESSURE] CAS message will send
a discrete message to both of the boost pump control modules
causing the activation of both electric fuel pumps.

The amber caution [FUEL IMBALANCE] CAS message will il-

luminate and a single aural chime will sound when either tank
contains approximately 40 pounds of imbalance for greater
than 60-seconds. The CAS message will remain until the imbal-
ance is less than 40 pounds, and only then will it extinguish.

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 PA-46-500TP Malibu Meridian Reference Manual

Limitations

Refer to the applicable aircraft manufacturer’s FAA approved

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

Emergency Procedures

Refer to the applicable aircraft manufacturer’s FAA approved

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

FUEL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 3-21

 This Page Intentionally Left Blank

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 PA-46-500TP Malibu Meridian Reference Manual

Chapter 4
Performance and Flight Planning
Table of Contents

Overview.....................................................................................1
Temperature Conversion...........................................................2
ISA Temperature Conversion....................................................3
Wind Components.....................................................................4
Aviation Fuel Specific Weight..................................................5
Airspeed Calibration.................................................................6
Temperature Probe Calibration............................................. 18
Angle of Bank Vs. Stall Speed............................................... 19
Normal Takeoff Ground Roll.................................................. 20
Normal Takeoff Performance over 50 ft. Obstacle.............. 21
Maximum Effort Takeoff Ground Roll................................... 22
Enroute Climb Performance.................................................. 24
Enroute Climb Gradient.......................................................... 25
Takeoff Climb Performance................................................... 26
Maximum Climb Time............................................................. 27
Maximum Climb Fuel.............................................................. 28
Maximum Climb Distance...................................................... 29
Cruise Climb Time................................................................... 30
Cruise Climb Fuel.................................................................... 31
Cruise Climb Distance............................................................ 32
Maximum Speed Cruise......................................................... 33
Low Power Cruise................................................................... 35
Intermediate Cruise Power ................................................... 37
Specific Air Range.................................................................. 51

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-i
 Table of Contents (continued)

Holding Time Vs. Fuel On Board............................................ 52

Time to Descend..................................................................... 53
Fuel to Descend...................................................................... 54
Distance to Descend.............................................................. 55
Glide Endurance..................................................................... 56
Glide Distance . ...................................................................... 57
Balked Landing Climb Performance..................................... 58
Landing Ground Roll............................................................... 59
Landing Distance.................................................................... 60
Weight and Balance............................................................... 61
Weight and Balance Computation Form............................... 70
Seating Configurations.......................................................... 76
Loading Table.......................................................................... 77
Center of Gravity Limits......................................................... 81

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 PA-46-500TP Malibu Meridian Reference Manual

Overview

It is the responsibility of the pilot-in-command to ensure that the

airplane is safely loaded and properly configured for flight. It
is also necessary to understand and utilize the various graphs
and tables which outline the performance characteristics of
your airplane, its weight and balance data, and the forms which
are used to determine load placement.

Note: The information given in this section is for training pur-

poses only. Consult your Pilot’s Operating Handbook (POH)
for data specific to the year, model and serial number of your
airplane.

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-1
Temperature Conversion

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 PA-46-500TP Malibu Meridian Reference Manual

ISA Temperature Conversion

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Wind Components

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 PA-46-500TP Malibu Meridian Reference Manual

Aviation Fuel Specific Weight

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Airspeed Calibration (primary static, flaps 00 and 100)

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 PA-46-500TP Malibu Meridian Reference Manual

Airspeed Calibration (primary static, flaps 200 gear down)

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Airspeed Calibration (primary static, flaps 360 gear down)

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 PA-46-500TP Malibu Meridian Reference Manual

Airspeed Calibration (alternate static, flaps 00 and 100)

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Airspeed Calibration (alternate static, flaps 200 gear down)

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 PA-46-500TP Malibu Meridian Reference Manual

Airspeed Calibration (alternate static, flaps 360 gear down)

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-11
Altitude Calibration (primary static, flaps 00 and 100)

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 PA-46-500TP Malibu Meridian Reference Manual

Altitude Calibration (primary static, flaps 200,, gear down)

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Altitude Calibration (primary static, flaps 360,, gear down)

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 PA-46-500TP Malibu Meridian Reference Manual

Altitude Calibration (alternate static, flaps 00 and 100)

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-15
Altitude Calibration (alternate static, flaps 200, gear down)

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 PA-46-500TP Malibu Meridian Reference Manual

Altitude Calibration (alternate static, flaps 360, gear down)

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-17
Temperature Probe Calibration

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 PA-46-500TP Malibu Meridian Reference Manual

Angle of Bank Vs. Stall Speed

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Normal Takeoff Ground Roll (00 flaps)

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 PA-46-500TP Malibu Meridian Reference Manual

Normal Takeoff Performance over 50 ft. Obstacle (00 flaps)

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-21
Maximum Effort Takeoff Ground Roll (200 flaps)

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 PA-46-500TP Malibu Meridian Reference Manual

Maximum Effort Takeoff Performance Over 50 ft. Obatacle (200 flaps)

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-23
Enroute Climb Performance

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 PA-46-500TP Malibu Meridian Reference Manual

Enroute Climb Gradient

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Takeoff Climb Performance

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 PA-46-500TP Malibu Meridian Reference Manual

Maximum Climb Time

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Maximum Climb Fuel

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 PA-46-500TP Malibu Meridian Reference Manual

Maximum Climb Distance

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Cruise Climb Time

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 PA-46-500TP Malibu Meridian Reference Manual

Cruise Climb Fuel

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Cruise Climb Distance

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 PA-46-500TP Malibu Meridian Reference Manual

Maximum Speed Cruise (ISA, ISA -10, ISA -20)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-33
Maximum Speed Cruise (ISA, ISA +10, ISA +20, ISA +35)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

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 PA-46-500TP Malibu Meridian Reference Manual

Low Power Cruise - 500 LB-FT (ISA, ISA -10, ISA -20)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-35
Low Power Cruise - 500 LB-FT (ISA, ISA +10, ISA +20, ISA +35)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

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 PA-46-500TP Malibu Meridian Reference Manual

Intermediate Cruise Power - 600 LB-FT (ISA, ISA -10, ISA -20)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-37
Intermediate Cruise Power - 600 LB-FT (ISA, ISA +10, ISA +20, ISA +35)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

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 PA-46-500TP Malibu Meridian Reference Manual

Intermediate Cruise Power - 700 LB-FT (ISA, ISA -10, ISA -20)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-39
Intermediate Cruise Power - 700 LB-FT (ISA, ISA +10, ISA +20, ISA +35)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

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 PA-46-500TP Malibu Meridian Reference Manual

Intermediate Cruise Power - 800 LB-FT (ISA, ISA -10, ISA -20)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-41
Intermediate Cruise Power - 800 LB-FT (ISA, ISA +10, ISA +20, ISA +35)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

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 PA-46-500TP Malibu Meridian Reference Manual

Intermediate Cruise Power - 900 LB-FT (ISA, ISA -10, ISA -20)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-43
Intermediate Cruise Power - 900 LB-FT (ISA, ISA +10, ISA +20, ISA +35)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

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 PA-46-500TP Malibu Meridian Reference Manual

Intermediate Cruise Power - 1000 LB-FT (ISA, ISA -10, ISA -20)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-45
Intermediate Cruise Power - 1000 LB-FT (ISA, ISA +10, ISA +20, ISA +35)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

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 PA-46-500TP Malibu Meridian Reference Manual

Intermediate Cruise Power - 1100 LB-FT (ISA, ISA -10, ISA -20)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-47
Intermediate Cruise Power - 1100 LB-FT (ISA, ISA +10, ISA +20, ISA +35)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

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 PA-46-500TP Malibu Meridian Reference Manual

Intermediate Cruise Power - 1200 LB-FT (ISA, ISA -10, ISA -20)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-49
Intermediate Cruise Power - 1200 LB-FT (ISA, ISA +10, ISA +20, ISA +35)

Note: Shaded areas may be beyond aircraft OAT limit.

*ECS: NORMAL

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 PA-46-500TP Malibu Meridian Reference Manual

Specific Air Range

Note: ECS Normal; Shaded areas may be beyond aircraft OAT

limit; Does not include 45 minute reserve (26 gal); To obtain
45 minute reserve endurance, set power to Max Range Cruise
Power @ 5000 ft

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 PA-46-500TP Malibu Meridian Reference Manual

Holding Time Vs. Fuel On Board

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 PA-46-500TP Malibu Meridian Reference Manual

Time to Descend

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Fuel to Descend

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 PA-46-500TP Malibu Meridian Reference Manual

Distance to Descend

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Glide Endurance

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 PA-46-500TP Malibu Meridian Reference Manual

Glide Distance

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Balked Landing Climb Performance

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 PA-46-500TP Malibu Meridian Reference Manual

Landing Ground Roll (flaps 360, without reverse)

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Landing Distance (flaps 360, without reverse)

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 PA-46-500TP Malibu Meridian Reference Manual

Weight and Balance

Loading the airplane with the C.G. forward of its center of

gravity limit increases the stall speed and requires higher
than normal rearward control pressures during takeoff and
climb. If loaded so that the C.G. is aft of the center of grav-
ity limit, the airplane will have poor stall characteristics.
Higher than normal forward control pressures may be neces-
sary in order to maintain level flight.

Use the graphs, tables, and forms on the following pages to

compute weight and balance.

Weighing Procedure

At the time of licensing, Piper provides each airplane with

the basic empty weight and center of gravity location. This
data is supplied in the Weight and Balance Data Form.

The removal or addition of equipment or airplane modifica-

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

Preparation:

1. Verify 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. Then add the unusable fuel,
20 pounds (3 gallons total, 1.5 gallons each wing).
4. Fill oil to full capacity.
5. Place pilot and copilot seats in fifth (5th) notch, aft of
forward position. Put flaps in the fully retracted posi-
tion and all control surfaces in the neutral position.
Tow bar should be in the proper location and all en-
trance and baggage doors closed.
6. Weigh the airplane inside a closed building to prevent
errors in scale readings due to wind.

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-61
 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 deflating (or inflating as required) nose
wheel tire, to center bubble on level.

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.

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 PA-46-500TP Malibu Meridian Reference Manual

Airplane Weighing Form

Scale Net
Scale Position and Symbol Reading Tare Weight

Nose Wheel (N)

Right Main Wheel (R)

Left Main Wheel (L)

Basic Empty Weight,

as Weighed (T)

Basic Empty Weight Center of Gravity

The basic empty weight center of gravity (as weighed in-

cluding optional equipment, full oil and unusable fuel) can
be determined by the following formula:
N(A) + (R+L) (B)
C.G. Arm = inches
T
Where: T = N + R + L
Leveling Diagram

The following geometry applies to the airplane when it is level.

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-63
Weight and Balance Data and Record

The basic empty weight of the airplane as licensed at the factory has been entered in the
Weight and Balance Record. This form is provided to present the current status of the air-
plane 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 in the Weight and Balance Record.

Model PA-46-500TP Meridian

Airplane Serial Number
Registration Number
Date

Weight and Balance Data Form

Airplane Basic Empty Weight

C.G. Arm
Weight x (Inches Aft = Moment
Item (LBS) of Datum) (In-LBS)

Standard Empty Weight*

(Actual Computed)

Optional Equipment

Basic Empty Weight

*The standard empty weight includes full oil capacity and 3.0 gallons of unusable fuel.

Airplane Useful Load – Normal Category Operation

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

(5134 LBS) - ( LBS) = LBS

This basic empty weight, C.G. and useful load are for the airplane as licensed at the fac-
tory. Refer to appropriate aircraft record when alterations have been made.

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 PA-46-500TP Malibu Meridian Reference Manual

Weight and Balance Record

PA-46-500TP Serial Number Registration Number Page Number

Running Basic
Weight Change
Empty Weight
Description
Item of Article or Added (+) Weight Arm Moment Weight Moment
Date No. Modification Removed (-) (LBS) (Inches) /100 (LBS) /100

As licensed

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-65
Weight and Balance Record

PA-46-500TP Serial Number Registration Number Page Number

Running Basic
Weight Change
Empty Weight
Description
Item of Article or Added (+) Weight Arm Moment Weight Moment
Date No. Modification Removed (-) (LBS) (Inches) /100 (LBS) /100

As licensed

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 PA-46-500TP Malibu Meridian Reference Manual

General Loading Recommendations

For all airplane configurations, it is the responsibility of the

pilot in command to make sure that the airplane always re-
mains 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, and instructions should
be checked to assure that the airplane is within the allow-
able weight vs. center of gravity envelope.

Pilot Only
Load rear baggage compartment first. Investigation is required to
determine the amount of fuel. Fuel load may be limited by forward
envelope.

2 Occupants – Pilot and Passenger in Front

Load rear baggage compartment first. Investigation is required to
determine the amount of fuel. Fuel load may be limited by forward
envelope.

3 Occupants – 2 in front, 1 in rear

Investigation is required to determine the amount of fuel. Fuel load
may be limited by forward envelope.

4 Occupants – 2 in front, 2 in rear

With four occupants, aft passengers weight, fuel and baggage may
be limited by envelope. Investigation is required to determine opti-
mum fuel and baggage load.

5 Occupants – 2 in front, 1 in middle, 2 in rear

With five occupants, aft passengers weight, fuel and baggage may
be limited by envelope. Investigation is required to determine opti-
mum fuel and baggage load.

6 Occupants – 2 in front, 2 in middle, 2 in rear

With six occupants, aft passengers weight, fuel and baggage may
be limited by envelope. Investigation is required to determine opti-
mum fuel and baggage load.

Warning: Do not attempt to fly this airplane under any con-

ditions when it is loaded outside the limits of the approved
weight and center of gravity envelope.

Note: With configuration loadings falling near the envelope

limits, it is important to check anticipated landing loadings
since fuel burn could result in a final loading outside of the
approved weight vs. C.G. envelope.

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-67
 Note: 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 en-
velope while in flight.

Note: Always load the fuel equally between the right and left
tanks.

Weight and Balance Determination for Flight

A. Record the airplane basic empty weight and moment from the
Weight and Balance Data Form or from the latest superseding
form (Weight and Balance Record) onto the Weight and Balance
computation form.

B. Record the weight and corresponding moment of each item using

the loading tables.

C. Add the moment of all items to be loaded to the basic empty

weight moment to determine the zero fuel weight and moment.

D. Divide the zero fuel weight moment by the zero fuel weight to de-
termine the zero fuel weight arm (C.G.).

E. Check the zero fuel weight and C.G. by locating the weight and
arm on the Center of Gravity Limits Graph. Approved points are
located within the C.G. envelope. This then meets the weight and
balance requirements.

F. Use the loading table for fuel to determine the moment for the fuel
being loaded. Record the weight and moment of the fuel in the
Weight and Balance Computation Form.

G. Total the zero fuel weight and moment with the fuel loading weight
and moment to obtain ramp weight.

H. Divide the ramp weight moment by the ramp weight to determine

the ramp weight arm (C.G.). Check the ramp weight and C.G.
by locating the weight and arm on the Center of Gravity Limits
Graph. Approved points are located within the C.G. envelope.
This then meets the weight and balance requirements.

I. Subtract the weight and moment of the fuel allowance for engine
start, taxi, and runup to determine takeoff weight and moment. A
standard 42.61lb fuel allowance for taxi and runup is assumed.
The moment for the fuel allowance is determined by the differ-
ence in moments of the total fuel loaded and the fuel remaining
on board after taxi and runup. Enter the fuel allowance weight
and moment in the Weight and Balance Computation Form.

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 PA-46-500TP Malibu Meridian Reference Manual

J. Divide the takeoff weight moment by the takeoff weight to deter-

mine the takeoff weight arm (C.G.). Check the takeoff weight and
C.G. by locating the weight and arm on the Center of Gravity
Limits Graph. Approved points are located within the C.G. enve-
lope. This then meets the weight and balance requirements.

K. Determine the estimated weight of the fuel to be used during the

flight to the appropriate destination. The weight and moment for
this fuel is determined by the difference of the total fuel remaining
after the fuel allowance is removed and the fuel remaining after
reaching destination. Use the loading table for fuel to determine
the moments. Enter the weight and moment of the fuel used dur-
ing the flight in the Weight and Balance Computation Form.

L. Subtract the weight and moment of the fuel used during the flight
to determine landing weight and moment. Divide the landing
weight moment by the landing weight to determine the landing
weight arm (C.G.). Check the landing weight and C.G. by locat-
ing the weight and arm on the Center of Gravity Limits Graph.
Approved points are located within the C.G. envelope. This then
meets the weight and balance requirements.

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-69
Weight and Balance Computation Form — Sample Loading (standard configuration)

Arm Aft of
Weight Datum Moment
(LBS) (Inches) (In-LBS)

Basic Empty Weight 3380.0 136.01 459713.8

Pilot (Seat 1) 170.0 135.50 23035.0

Copilot (Seat 2) 170.0 135.50 23035.0

Center Passenger LH (Seat 3) 180.0 177.00 31860.0

Center Passenger RH (Seat 4) 177.00

Rear Passenger LH (Seat 5) 218.75

Rear Passenger RH (Seat 6) 218.75

Aft Golf Baggage Net (optional) 222.31

(105 LBS maximum - 3 bags)

Aft Baggage (100 LBS maximum) 80.0 248.23 19858.4

(50 LBS max with golf bag; net optional)

Zero Fuel Weight 3980.0 140.08 557502.2

Fuel* (170 GAL max at 6.70 LB/GAL) 904.5 148.36 134188.7

Maximum Ramp Weight (4892.61 LBS) 4884.5 141.61 691690.9

Fuel Allowance for Engine Start, Taxi, and Runup -42.61 149.89 -6386.63

Maximum Takeoff Weight (4850 LBS) 4841.89 141.54 685304.27

Notes:
1. Use the fuel loading table to determine the moment for the amount of fuel being loaded for the flight. If
fuel is to be added to existing fuel, determine the total fuel weight and use the fuel loading table to
determine the fuel moment. (Arm = Moment/Weight)

2. A standard 42.61 LBS fuel allowance for taxi and runup is assumed. The moment for the fuel
allowance is determined by the difference in moments of the total fuel loaded and the fuel remaining on
board after taxi and runup.

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Moment Calculation for Fuel Allowance — Example (standard configuration)

Weight Calculation Weight (LBS)

Total Fuel 904.50

Fuel Allowance for Engine Start, Taxi and Runup -42.61

Fuel Remaining on Board 861.89

Moment Calculation Moment (Inch/LBS)

Total Fuel 134188.66

Fuel Remaining on Board -127802.03

Fuel Allowance for Engine Start, Taxi and Runup 6386.63

Notes:
1. Use the fuel loading table to determine the moment for the amount of
fuel being loaded for the flight. If fuel is to be added to existing fuel, de-
termine the total fuel weight and use the fuel loading table to determine
the fuel moment. (Arm = Moment/Weight).
2. A standard 42.61 pound fuel allowance for taxi and runup is assumed.
The moment for the fuel allowance is determined by the difference in
moments of the total fuel loaded and the fuel remaining on board after
taxi and runup.

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-71
Moment Calculation for Fuel Burned During Mission — Example

The moment for the fuel burned during the mission is determined by the difference in moments
of the takeoff fuel loaded and the fuel remaining on board after landing.

Weight Calculation Weight (LBS)

Takeoff Fuel 861.89

Mission Fuel Used

(fuel burned during climb, cruise and descent) -633.3

Post Mission Fuel (fuel remaining at landing) 228.64

Moment Calculation Moment (Inch/LBS)

Takeoff Fuel 127802.03

Mission Fuel Used

(fuel burned during climb, cruise and descent) -33122.14

Post Mission Fuel (fuel remaining at landing) 94679.89

Item Arm Aft of

Weight Moment
Datum
(LBS) (Inch/LBS)
(Inches)

Maximum Takeoff Weight (5092 LBS) 4841.89 141.54 685304.23

Minus Estimated Fuel Burn-off

-633.3 149.51 -94679.89
(climb & cruise at 6.70 LBS/GAL)

Maximum Landing Weight (4850 LBS) 4208.59 140.34 590624.38

Locate the arm (Center of Gravity (C.G.) of the landing weight on the Center of Gravity Limits
graph. If this point falls within the Weight/C.G. envelope, the loading is acceptable for landing.

It is the sole responsibility of the pilot in command to ensure that the airplane is loaded properly
at all times.

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 PA-46-500TP Malibu Meridian Reference Manual

Weight and Balance Computation Form — Normal Category (standard configuration)

Arm Aft of
Weight Datum Moment
(LBS) (Inches) (In-LBS)

Basic Empty Weight

Pilot (Seat 1) 135.50

Copilot (Seat 2) 135.50

Center Passenger LH (Seat 3) 177.00

Center Passenger RH (Seat 4) 177.00

Rear Passenger LH (Seat 5) 218.75

Rear Passenger RH (Seat 6) 218.75

Radar Pod Stowage Compartment - Standard

(maximum 5 LBS soft items only) 152.85

Radar Pod Stowage Compartment - EFIS equipped

(maximum 5 LBS soft items only) 157.475

Aft Golf Baggage Net (optional)

(105 LBS maximum - 3 bags) 222.31

Aft Baggage (100 LBS maximum) 248.23

(50 LBS max with golf bag; net optional)

Aft Oil Stowage Compartment (maximum 5 LBS) 286.50

Zero Fuel Weight (maximum 4850 LBS)

Fuel (170 GAL max at 6.70 LB/GAL) 1

Maximum Ramp Weight (5134 LBS)

Fuel Allowance for Engine Start, Taxi, and Runup 2 -42.61

Maximum Takeoff Weight (5092 LBS)

Notes:
1. Use the fuel loading table to determine the moment for the amount of
fuel being loaded for the flight. If fuel is to be added to existing fuel, de-
termine the total fuel weight and use the fuel loading table to determine
the fuel moment. (Arm = Moment/Weight).
2. A standard 42.61 pound fuel allowance for taxi and runup is assumed.
The moment for the fuel allowance is determined by the difference in
moments of the total fuel loaded and the fuel remaining on board after
taxi and runup.
Locate the arm (Center of Gravity, C.G.) of the takeoff weight on the Center
of Gravity Limits graph. If this point falls within the Weight/C.G. envelope, the
loading is acceptable for takeoff.

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-73
Moment Calculation for Fuel Allowance

Weight Calculation Weight (LBS)

Total Fuel

Fuel Allowance for Engine Start, Taxi and Runup

Fuel Remaining on Board

Moment Calculation Moment (Inch/LBS)

Total Fuel

Fuel Remaining on Board

Fuel Allowance for Engine Start, Taxi and Runup

Notes:
1. Use the fuel loading table to determine the moment for the amount of
fuel being loaded for the flight. If fuel is to be added to existing fuel, de-
termine the total fuel weight and use the fuel loading table to determine
the fuel moment. (Arm = Moment/Weight).
2. A standard 42.61 pound fuel allowance for taxi and runup is assumed.
The moment for the fuel allowance is determined by the difference in
moments of the total fuel loaded and the fuel remaining on board after
taxi and runup.

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 PA-46-500TP Malibu Meridian Reference Manual

Moment Calculation for Fuel Burned During Mission — Example

The moment for the fuel burned during the mission is determined by the difference in moments
of the takeoff fuel loaded and the fuel remaining on board after landing.

Weight Calculation Weight (LBS)

Takeoff Fuel

Mission Fuel Used

(fuel burned during climb, cruise and descent)

Post Mission Fuel (fuel remaining at landing)

Moment Calculation Moment (Inch/LBS)

Takeoff Fuel

Mission Fuel Used

(fuel burned during climb, cruise and descent)

Post Mission Fuel (fuel remaining at landing)

Item Arm Aft of

Weight Moment
Datum
(LBS) (Inch/LBS)
(Inches)

Maximum Takeoff Weight (5092 LBS)

Minus Estimated Fuel Burn-off

(climb & cruise at 6.70 LBS/GAL)

Maximum Landing Weight (4850 LBS)

Locate the arm (Center of Gravity (C.G.) of the landing weight on the Center of Gravity Limits
graph. If this point falls within the Weight/C.G. envelope, the loading is acceptable for landing.

It is the sole responsibility of the pilot in command to ensure that the airplane is loaded properly
at all times.

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-75
Seating Configurations

Standard Configuration

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 PA-46-500TP Malibu Meridian Reference Manual

Loading Table — Occupants (standard configuration)

Copilot
Weight Pilot (Seat 2) Seat 3 Seat 4 Seat 5 Seat 6

(LBS) Arm FS 135.5 Arm FS 135.5 Arm FS 177.0 Arm FS 177.0 Arm FS 218.75 Arm FS 218.75

Moment (inch/LBS)

20 2710.0 2710.0 3540.0 3540.0 4375.0 4375.0

30 4065.0 4065.0 5310.0 5310.0 6562.5 6562.5

40 5420.0 5420.0 7080.0 7080.0 8750.0 8750.0

50 6775.0 6775.0 8850.0 8850.0 10937.5 10937.5

60 8130.0 8130.0 10620.0 10620.0 13125.0 13125.0

70 9485.0 9485.0 12390.0 12390.0 15312.0 15312.0

80 10840.0 10840.0 14160.0 14160.0 17500.0 17500.0

90 12195.0 12195.0 15930.0 15930.0 19687.5 19687.5

100 13550.0 13550.0 17700.0 17700.0 21875.0 21875.0

110 14905.0 14905.0 19470.0 19470.0 24062.5 24062.5

120 16260.0 16260.0 21240.0 21240.0 26250.0 26250.0

130 17615.0 17615.0 23010.0 23010.0 28437.5 28437.5

140 18970.0 18970.0 24780.0 24780.0 30625.0 30625.0

150 20325.0 20325.0 26550.0 26550.0 32812.5 32812.5

160 21680.0 21680.0 28320.0 28320.0 35000.0 35000.0

170 23035.0 23035.0 30090.0 30090.0 37187.5 37187.5

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-77
Loading Table — Baggage (standard configuration)

Standard Baggage Net Configuration

Standard Baggage
Weight Arm FS 248.23
(LBS) Moment (Inch/LBS)

10 2482.3

20 4964.6

30 7446.9

40 9929.2

50 12411.5

60 14893.8

70 17376.1

80 19858.4

90 22340.7

100 24823.0

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Loading Table — Golf Baggage (optional configuration)

Golf Baggage Net Configuration

Golf Baggage Location Aft Location
Weight Arm FS 222.31 Arm FS 248.23
(LBS) Moment (Inch/LBS) Moment (Inch/LBS)

10 2223.1 2482.3

20 4446.2 4964.6

30 6669.3 7446.9

40 8892.4 9929.2

50 11115.5 12411.5

60 13338.6

70 15561.7

80 17784.8

90 20007.9

100 22231.0

105 23342.6

Loading — Golf Baggage (optional configuration)

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-79
Loading Table — Fuel

Fuel Moment
Gallons Fuel Weight Arm Varies
(unusable fuel not included) (LBS) (Inch/LBS)
20 134.00 19144.68
25 167.50 24079.93
30 201.00 29030.69
35 234.50 33990.65
40 268.00 38957.46
45 301.50 43930.87
50 335.00 48911.41
55 368.50 53899.63
60 402.00 58895.65
65 435.50 63899.05
70 469.00 68908.87
75 502.50 73923.83
80 536.00 78942.46
85 569.50 83963.42
90 603.00 88985.58
95 636.50 94008.15
100 670.00 99030.76
105 703.50 104053.34
110 737.00 109076.01
115 770.50 114098.96
120 804.00 119122.17
125 837.50 124145.36
130 871.00 129167.84
135 904.50 134188.66
140 938.00 139206.95
145 971.50 144222.62
150 1005.00 149237.50
155 1038.50 154257.05
160 1072.00 159292.80
165 1105.50 164365.64
170 1139.00 169510.07

Three (3) gallons of unusable fuel (20.10 LBS, Inch/LBS) included in basic empty weight. The above weights are
based on a fuel specific gravity of 0.02899 LBS per cubic inch at 59 degrees F for Jet A and Jet A1, which yields
a fuel density of 6.7 LBS per gallon.

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Center of Gravity Limits Graph

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-81
 Weight and Balance (Metric)

Loading the airplane with the C.G. forward of its center of

gravity limit increases the stall speed and requires higher
than normal rearward control pressures during takeoff and
climb. If loaded so that the C.G. is aft of the center of grav-
ity limit, the airplane will have poor stall characteristics.
Higher than normal forward control pressures may be neces-
sary in order to maintain level flight.

Use the graphs, tables, and forms on the following pages to

compute weight and balance.

Weighing Procedure

At the time of licensing, Piper provides each airplane with

the basic empty weight and center of gravity location. This
data is supplied in the Weight and Balance Data Form.

The removal or addition of equipment or airplane modifica-

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

Preparation:

1. Verify 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. Then add the unusable fuel,
5.6 liters in each wing.
4. Fill oil to full capacity.
5. Place pilot and copilot seats in fifth (5th) notch, aft of
forward position. Put flaps in the fully retracted posi-
tion and all control surfaces in the neutral position.
Tow bar should be in the proper location and all en-
trance and baggage doors closed.
6. Weigh the airplane inside a closed building to prevent
errors in scale readings due to wind.

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Leveling:

1. With the airplane on scales, insert a 8.6 centimeter

spacer on each of the main gear struts and a 7.6
centimeter spacer on the nose gear strut.
2. Level airplane deflating (or inflating as required) nose
wheel tire, to center bubble on level.

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.

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PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-83
Airplane Weighing Form

Scale Net
Scale Position and Symbol Reading Tare Weight

Nose Wheel (N)

Right Main Wheel (R)

Left Main Wheel (L)

Basic Empty Weight,

as Weighed (T)

Basic Empty Weight Center of Gravity

The basic empty weight center of gravity (as weighed in-

cluding optional equipment, full oil and unusable fuel) can
be determined by the following formula:
N(A) + (R+L) (B)
C.G. Arm = inches
T
Where: T = N + R + L
Leveling Diagram

The following geometry applies to the airplane when it is level.

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Weight and Balance Data and Record

The basic empty weight of the airplane as licensed at the factory has been entered in the
Weight and Balance Record. This form is provided to present the current status of the air-
plane 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 in the Weight and Balance Record.

Model PA-46-500TP Meridian

Airplane Serial Number
Registration Number
Date

Weight and Balance Data Form

C.G. Arm
Weight x (Cm Aft = Moment
Item (Kg) of Datum) (Cm – Kg)

Standard Empty Weight*

(Actual Computed)

Optional Equipment

Basic Empty Weight

*The standard empty weight includes full oil capacity and 11.4 liters of unusable fuel.

Airplane Useful Load – Normal Category Operation

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

(4892 Kg) - ( Kg) = Kg

This basic empty weight, C.G. and useful load are for the airplane as licensed at the fac-
tory. Refer to appropriate aircraft record when alterations have been made.

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Weight and Balance Record

PA-46-500TP Serial Number Registration Number Page Number

Running Basic
Weight Change
Empty Weight
Description
Item of Article or Added (+) Weight Arm Moment Weight Moment
Date No. Modification Removed (-) (Kg) (Cm) /100 (Kg) /100

As licensed

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Weight and Balance Record

PA-46-500TP Serial Number Registration Number Page Number

Running Basic
Weight Change
Empty Weight
Description
Item of Article or Added (+) Weight Arm Moment Weight Moment
Date No. Modification Removed (-) (Kg) (Cm) /100 (Kg) /100

As licensed

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PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-87
 General Loading Recommendations

For all airplane configurations, it is the responsibility of the

pilot in command to make sure that the airplane always re-
mains 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, and instructions should
be checked to assure that the airplane is within the allow-
able weight vs. center of gravity envelope.

Pilot Only
Load rear baggage compartment first. Investigation is required to
determine the amount of fuel. Fuel load may be limited by forward
envelope.

2 Occupants – Pilot and Passenger in Front

Load rear baggage compartment first. Investigation is required to
determine the amount of fuel. Fuel load may be limited by forward
envelope.

3 Occupants – 2 in front, 1 in rear

Investigation is required to determine the amount of fuel. Fuel load
may be limited by forward envelope.

4 Occupants – 2 in front, 2 in rear

With four occupants, aft passengers weight, fuel and baggage may
be limited by envelope. Investigation is required to determine opti-
mum fuel and baggage load.

5 Occupants – 2 in front, 1 in middle, 2 in rear

With five occupants, aft passengers weight, fuel and baggage may
be limited by envelope. Investigation is required to determine opti-
mum fuel and baggage load.

6 Occupants – 2 in front, 2 in middle, 2 in rear

With six occupants, aft passengers weight, fuel and baggage may
be limited by envelope. Investigation is required to determine opti-
mum fuel and baggage load.

Warning: Do not attempt to fly this airplane under any con-

ditions when it is loaded outside the limits of the approved
weight and center of gravity envelope.

Note: With configuration loadings falling near the envelope

limits, it is important to check anticipated landing loadings
since fuel burn could result in a final loading outside of the
approved weight vs. C.G. envelope.

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Note: 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 en-
velope while in flight.

Note: Always load the fuel equally between the right and left
tanks.

Weight and Balance Determination for Flight

A. Record the airplane basic empty weight and moment from the
Weight and Balance Data Form or from the latest superseding
form (Weight and Balance Record) onto the Weight and Balance
computation form.

B. Record the weight and corresponding moment of each item using

the loading tables.

C. Add the moment of all items to be loaded to the basic empty

weight moment to determine the zero fuel weight and moment.

D. Divide the zero fuel weight moment by the zero fuel weight to de-
termine the zero fuel weight arm (C.G.).

E. Check the zero fuel weight and C.G. by locating the weight and
arm on the Center of Gravity Limits Graph. Approved points are
located within the C.G. envelope. This then meets the weight and
balance requirements.

F. Use the loading table for fuel to determine the moment for the fuel
being loaded. Record the weight and moment of the fuel in the
Weight and Balance Computation Form.

G. Total the zero fuel weight and moment with the fuel loading weight
and moment to obtain ramp weight.

H. Divide the ramp weight moment by the ramp weight to determine

the ramp weight arm (C.G.). Check the ramp weight and C.G.
by locating the weight and arm on the Center of Gravity Limits
Graph. Approved points are located within the C.G. envelope.
This then meets the weight and balance requirements.

I. Subtract the weight and moment of the fuel allowance for engine
start, taxi, and runup to determine takeoff weight and moment. A
standard 19.33 Kg fuel allowance for taxi and runup is assumed.
The moment for the fuel allowance is determined by the differ-
ence in moments of the total fuel loaded and the fuel remaining
on board after taxi and runup. Enter the fuel allowance weight
and moment in the Weight and Balance Computation Form.

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PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-89
 J. Divide the takeoff weight moment by the takeoff weight to deter-
mine the takeoff weight arm (C.G.). Check the takeoff weight and
C.G. by locating the weight and arm on the Center of Gravity
Limits Graph. Approved points are located within the C.G. enve-
lope. This then meets the weight and balance requirements.

K. Determine the estimated weight of the fuel to be used during the

flight to the appropriate destination. The weight and moment for
this fuel is determined by the difference of the total fuel remain-
ing after the fuel allowance is removed and the fuel remaining
after reaching destination. Use the loading table for fuel to deter-
mine the moments. Enter the weight and moment of the fuel used
during the flight in the Weight and Balance Computation Form.

L. Subtract the weight and moment of the fuel used during the flight
to determine landing weight and moment. Divide the landing
weight moment by the landing weight to determine the landing
weight arm (C.G.). Check the landing weight and C.G. by locat-
ing the weight and arm on the Center of Gravity Limits Graph.
Approved points are located within the C.G. envelope. This then
meets the weight and balance requirements.

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Weight and Balance Computation Form — Sample Loading (standard configuration)

Arm Aft of
Weight Datum Moment
(Kg) (Cm) (Kg)

Basic Empty Weight 1533.1 345.47 529644.8

Pilot (Seat 1) 77.1 344.17 26539.1

Copilot (Seat 2) 77.1 344.17 26539.1

Center Passenger LH (Seat 3) 81.6 449.58 36706.5

Center Passenger RH (Seat 4) 449.58

Rear Passenger LH (Seat 5) 555.63

Rear Passenger RH (Seat 6) 555.63

Radar Pod Stowage Compartment - Standard

(maximum 2.2 Kg soft items only) 388.24

Radar Pod Stowage Compartment - EFIS equipped

(maximum 2.2 Kg soft items only) 399.99

Aft Golf Baggage Net (optional)

(47.6 Kg maximum - 3 bags) 564.67

Aft Baggage (45.3 Kg maximum) 36.3 630.50 22879.2

(22.6 Kg max with golf bag; net optional)

Aft Oil Stowage Compartment (maximum 2.2 Kg) 727.71

Zero Fuel Weight (maximum 2199.9 Kg) 1805.3 355.79 642308.65

Fuel (643.45 litres max at 6.70 Kg/litre) 1 410.3 376.83 154601.3

Maximum Ramp Weight (2328.7 Kg) 2215.6 359.69 796909.9

Fuel Allowance for Engine Start, Taxi, and Runup 2 - 19.33 380.71 - 7358.2

Maximum Takeoff Weight (2309.7 Kg) 2196.2 359.50 789551.75

Locate the arm (Center of Gravity, C.G.) of the takeoff weight on the Center of Gravity Limits graph. If this
point falls within the Weight/C.G. envelope, the loading is acceptable for takeoff.

METRIC

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Moment Calculation for Fuel Allowance — Example (standard configuration)

Weight Calculation Weight (Kg)

Total Fuel 410.27

Fuel Allowance for Engine Start, Taxi and Runup - 19.33

Fuel Remaining on Board 390.94

Moment Calculation Moment (Cm Kg)

Total Fuel 154601.3

Fuel Remaining on Board - 147243.1

Fuel Allowance for Engine Start, Taxi and Runup 7358.2

Notes:
1. Use the fuel loading table to determine the moment for the amount of
fuel being loaded for the flight. If fuel is to be added to existing fuel, de-
termine the total fuel weight and use the fuel loading table to determine
the fuel moment. (Arm = Moment/Weight).
2. A standard 42.61 pound fuel allowance for taxi and runup is assumed.
The moment for the fuel allowance is determined by the difference in
moments of the total fuel loaded and the fuel remaining on board after
taxi and runup.

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Moment Calculation for Fuel Burned During Mission — Example

The moment for the fuel burned during the mission is determined by the difference in moments
of the takeoff fuel loaded and the fuel remaining on board after landing.

Weight Calculation Weight (Kg)

Takeoff Fuel 390.94

Mission Fuel Used

(fuel burned during climb, cruise and descent) - 287.2

Post Mission Fuel (fuel remaining at landing) 103.74

Moment Calculation Moment (Cm Kg)

Takeoff Fuel 147243.10

Mission Fuel Used

(fuel burned during climb, cruise and descent) - 38160.6

Post Mission Fuel (fuel remaining at landing) 109082.5

Item Arm Aft of

Weight Moment
Datum
(Kg) (Kg/Litre)
(Cm)

Maximum Takeoff Weight (2309.7 Kg) 2196.23 359.50 789551.75

Minus Estimated Fuel Burn-off

- 287.2 379.76 - 109082.5
(climb & cruise at 0.80 Kg/litre)

Maximum Landing Weight (4850 LBS) 1909.00 356.45 680469.28

Locate the arm (Center of Gravity (C.G.) of the landing weight on the Center of Gravity Limits
graph. If this point falls within the Weight/C.G. envelope, the loading is acceptable for landing.

It is the sole responsibility of the pilot in command to ensure that the airplane is loaded properly
at all times.

METRIC

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Weight and Balance Computation Form — Normal Category (standard configuration)

Arm Aft of
Weight Datum Moment
(Kg) (Cm) (Cm Kg)

Basic Empty Weight 345.47

Pilot (Seat 1) 344.17

Copilot (Seat 2) 344.17

Center Passenger LH (Seat 3) 449.58

Center Passenger RH (Seat 4) 449.58

Rear Passenger LH (Seat 5) 555.63

Rear Passenger RH (Seat 6) 555.63

Radar Pod Stowage Compartment - Standard

(maximum 2.27 Kg soft items only) 388.24

Radar Pod Stowage Compartment - EFIS equipped

(maximum 2.27 Kg soft items only) 399.99

Aft Golf Baggage Net (optional)

(47.63 Kg maximum - 3 bags) 564.67

Aft Baggage (45.36 Kg maximum) 630.50

(22.68 Kg max with golf bag; net optional)

Aft Oil Stowage Compartment (maximum 2.27 Kg)

Zero Fuel Weight (maximum 2199.9 Kg)

Fuel (643.45 litres max at 0.80 Kg/Litre) 1

Maximum Ramp Weight (2328.7 Kg)

Fuel Allowance for Engine Start, Taxi, and Runup 2 - 19.33

Maximum Takeoff Weight (2309.7 Kg)

Notes:
1. Use the fuel loading table to determine the moment for the amount of
fuel being loaded for the flight. If fuel is to be added to existing fuel, de-
termine the total fuel weight and use the fuel loading table to determine
the fuel moment. (Arm = Moment/Weight).
2. A standard 42.61 pound fuel allowance for taxi and runup is assumed.
The moment for the fuel allowance is determined by the difference in
moments of the total fuel loaded and the fuel remaining on board after
taxi and runup.
Locate the arm (Center of Gravity, C.G.) of the takeoff weight on the Center
of Gravity Limits graph. If this point falls within the Weight/C.G. envelope, the
loading is acceptable for takeoff.
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Moment Calculation for Fuel Allowance

Weight Calculation Weight (Kg)

Total Fuel

Fuel Allowance for Engine Start, Taxi and Runup

Fuel Remaining on Board

Moment Calculation Moment (Cm Kg)

Total Fuel

Fuel Remaining on Board

Fuel Allowance for Engine Start, Taxi and Runup

Notes:
1. Use the fuel loading table to determine the moment for the amount of
fuel being loaded for the flight. If fuel is to be added to existing fuel, de-
termine the total fuel weight and use the fuel loading table to determine
the fuel moment. (Arm = Moment/Weight).
2. A standard 19.33 kilograms fuel allowance for taxi and runup is as-
sumed. The moment for the fuel allowance is determined by the dif-
ference in moments of the total fuel loaded and the fuel remaining on
board after taxi and runup.

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PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-95
Moment Calculation for Fuel Burned During Mission — Example

Weight Calculation Weight (Kg)

Takeoff Fuel

Mission Fuel Used

(fuel burned during climb, cruise and descent)

Post Mission Fuel (fuel remaining at landing)

Moment Calculation Moment (Cm Kg)

Takeoff Fuel

Mission Fuel Used

(fuel burned during climb, cruise and descent)

Post Mission Fuel (fuel remaining at landing)

Item Arm Aft of

Weight Moment
Datum
(Kg) (Cm Kg)
(Cm)

Maximum Takeoff Weight (2309.7 Kg)

Minus Estimated Fuel Burn-off

(climb & cruise at 0.80 Kg/Litre)

Maximum Landing Weight (2199.97 Kg)

Locate the arm (Center of Gravity (C.G.) of the landing weight on the Center of Gravity Limits
graph. If this point falls within the Weight/C.G. envelope, the loading is acceptable for landing.

It is the sole responsibility of the pilot in command to ensure that the airplane is loaded properly
at all times.

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 PA-46-500TP Malibu Meridian Reference Manual

Seating Configurations

Standard Configuration

METRIC

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-97
Loading Table — Occupants (standard configuration)

Copilot
Weight Pilot (Seat 2) Seat 3 Seat 4 Seat 5 Seat 6

(Kg) Arm FS 344.17 Arm FS 344.17 Arm FS 449.48 Arm FS 449.48 Arm FS 555.63 Arm FS 555.63

Moment (Cm Kg)

9.1 3122.2 3122.2 4078.5 4078.5 5040.5 5040.5

13.6 4683.4 4683.4 6117.7 6117.7 7560.8 7560.8

18.1 6244.5 6244.5 8157.0 8157.0 10081.0 10081.0

22.7 7805.6 7805.6 10196.2 10196.2 12601.3 12601.3

27.2 9366.7 9366.7 12235.5 12235.5 15121.6 15121.6

31.8 10927.8 10927.8 14274.7 14274.7 17641.8 17641.8

36.3 12489.0 12489.0 16314.0 16314.0 20162.1 20162.1

40.8 14050.1 14050.1 18353.2 18353.2 22682.3 22682.3

45.4 15611.2 15611.2 20392.5 20392.5 25202.6 25202.6

49.9 17172.3 17172.3 22431.7 22431.7 27722.9 27722.9

54.4 18733.4 18733.4 24471.0 24471.0 30243.1 30243.1

59.0 20294.6 20294.6 26510.2 26510.2 32763.4 32763.4

63.5 21855.7 21855.7 28549.5 28549.5 35283.6 35283.6

68.0 23416.8 23416.8 30588.7 30588.7 37803.9 37803.9

72.6 24977.9 24977.9 32628.0 32628.0 40324.2 40324.2

77.1 26539.1 26539.1 34667.2 34667.2 42844.4 42844.4

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 PA-46-500TP Malibu Meridian Reference Manual

Loading Table — Baggage (standard configuration)

Standard Baggage Net Configuration

Standard Baggage
Weight Arm FS 248.23
(Kg) Moment (Cm Kg)

4.5 2859.9

9.1 5719.8

13.6 8579.7

18.1 11439.6

22.7 14299.5

27.2 17159.4

31.8 20019.3

36.3 22879.2

40.8 25739.1

45.4 28599.0

METRIC

PERFORMANCE AND FLIGHT PLANNING 8/11 FOR TRAINING PURPOSES ONLY 4-99
Loading Table — Golf Baggage (optional configuration)

Golf Baggage Net Configuration

Golf Baggage Location Aft Location
Weight Arm FS 564.67 Arm FS 630.50
(Kg) Moment (Cm Kg) Moment (Cm Kg)

4.5 2561.3 2859.9

9.1 5122.5 5719.8

13.6 7683.8 8579.7

18.1 10245.1 11439.6

22.7 12806.4 14299.5

27.2 15367.6

31.8 17928.9

36.3 20490.2

40.8 23051.5

45.4 25612.7

47.6 26893.4

Loading — Golf Baggage (optional configuration)

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 PA-46-500TP Malibu Meridian Reference Manual

Loading Table — Fuel

Fuel Moment
Litres Fuel Weight Arm Varies
(unusable fuel not included) (Kg) (Cm Kg)
75.7 60.8 22056.9
94.6 76.0 27742.9
113.6 91.2 33446.8
132.5 106.4 39161.3
151.4 121.6 44883.6
170.3 136.8 50613.6
189.3 152.0 56351.7
208.2 167.1 62098.8
227.1 182.3 67854.8
246.0 197.5 73619.3
265.0 212.7 79391.2
283.9 227.9 85169.0
302.8 243.1 90951.1
321.7 258.3 96735.8
340.7 273.5 102521.9
359.6 288.7 108308.5
378.5 303.9 114095.2
397.4 319.1 119881.8
416.4 334.3 125668.5
435.3 349.5 131455.5
454.2 364.7 137242.9
473.1 379.9 143030.2
492.1 395.1 148816.7
511.0 410.3 154601.3
529.9 425.5 160382.9
548.8 440.7 166161.6
567.8 455.9 171939.3
586.7 471.1 177722.4
605.6 486.2 183524.2
624.5 501.4 189368.7
643.45 516.6 195295.7

11.3 litres of unusable fuel (9.12 Kg, 3343.26 Cm – Kg) included in basic empty weight. The above weights are
based on a fuel specific gravity of 802.6732 kilograms per cubic inch at 15 degrees C for Jet A and Jet A-1,
which yields a fuel density of 0.8027 kilograms per litre.
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Center of Gravity Limits Graph

METRIC

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 PA-46-500TP Malibu Meridian Reference Manual

Chapter 5
Flight Controls
Table of Contents
Overview.....................................................................................1
Control Wheels..........................................................................2
Ailerons......................................................................................3
Control Columns and Aileron Operating Linkage...................5
Elevator......................................................................................6
Elevator Control and Trim.........................................................7
Rudder Pedals........................................................................ 11
Rudder..................................................................................... 12
Nosewheel Steering............................................................... 15
Wing Flaps............................................................................... 18
Stall Warning System............................................................. 24
Limitations.............................................................................. 25
Emergency Procedures.......................................................... 25

FLIGHT CONTROLS 8/11 FOR TRAINING PURPOSES ONLY 5-i

 This Page Intentionally Left Blank

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 PA-46-500TP Malibu Meridian Reference Manual

Overview

The flight controls of the Malibu Meridian consist of statically

mass-balanced ailerons, elevator, rudder, and associated trim
systems for each. The control surfaces are bearing-supported
and operated through conventional cable systems and me-
chanical linkage. Fin-type pressurization seals are used where
control cables pass through each wing root and the aft pres-
sure bulkhead. Trim tabs are attached to the trailing edge of the
right aileron, rudder, and elevator. The elevator trim tab is po-
sitioned manually or by an electrically-operated servo-actuator
that is installed as part of the autopilot system. The rudder trim
tab is positioned by an electric actuator. The aileron trim tab is
ground-adjustable only. The manual elevator trim control and
its associated mechanical position indicator is located on the
center pedestal, as is the switch that controls the rudder trim
actuators. The wing flaps, nosewheel steering, and stall warn-
ing system are also covered in this section.

FLIGHT CONTROLS 8/11 FOR TRAINING PURPOSES ONLY 5-1

 Control Wheels

Dual control wheels for aileron and elevator operation are po-
sitioned in front of the pilot’s and copilot’s seats. Each control
wheel is attached to a column assembly consisting of bearing-
supported outer and inner control tubes. The outer tube moves
fore and aft on the inner tube with fore and aft control wheel
movement. The inner tube is mechanically linked to the outer
tube such that it rotates with control wheel rotation.

The column assemblies are interconnected such that both

control wheels move fore and aft and rotate simultaneously.
To accomplish this, each outer tube is fitted with a collar and
two attachment arms connected to a common torque tube as-
sembly which rotates in response to fore and aft control wheel
movement. A sector fitted to the torque tube provides attach-
ment points for the control cables that position the elevator
in response to torque tube rotation. The forward end of each
inner tube is fitted with a quadrant assembly which rotates in
response to control wheel rotation. Each quadrant provides at-
tachment points for the control cables that position the ailerons
and the balance cable by which both quadrants are intercon-
nected.

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 PA-46-500TP Malibu Meridian Reference Manual

Ailerons

The ailerons are of aluminum alloy, semi-monocoque construc-

tion and attached at two hinge points each on the aft spar of
each outboard wing section.

Control wheel rotation is transmitted through cables and pulleys

to an aileron sector assembly located within the wing forward
of each aileron’s inboard hinge point. Each sector rotates on
a sealed bearing at its center axis and provides attachment
points for the aileron control cables and the balance cable by
which both sectors are interconnected. An additional sealed
bearing pressed into the arm of the sector provides an off-
center pivot point for a yoke which serves as the mechanical
link between the sector and the aileron. As the sector rotates in
response to control wheel rotation, the eccentric motion of the
yoke positions the aileron up or down accordingly.

To prevent overtravel, aileron deflection is limited to ap-

proximately 18.0° up and 18.0° down by the sectors’ range
of rotation between up and down limit travel stops. Additional
overtravel prevention is provided by secondary stops on the
forward pressure bulkhead which limit each control column
quadrant’s range of rotation.

FLIGHT CONTROLS 8/11 FOR TRAINING PURPOSES ONLY 5-3

 The left aileron control cable
and left rudder control cable
are linked by a spring-loaded
aileron-rudder interconnect
mechanism located below the
flight compartment floor. This
mechanism functions primarily
to position the rudder to as-
sist in maintaining coordinated
flight. When control inputs are
uncoordinated and movement
of either cable is sufficient
to apply spring tension, the ▲ AILERON-RUDDER INTERCONNECT
opposite cable and its corre-
sponding control surface(s) are moved as required to maintain
coordination. When control inputs are coordinated, no tension
is applied to the spring and the aileron-rudder interconnect is
inactive.

Aileron Trim
Aileron trim is provided by a
fixed trim tab attached to the
trailing edge of the right ai-
leron. The aileron trim tab is
ground-adjustable only.

▲ FIXED TRIM TAB

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Control Columns and Aileron Operating Linkage

COPILOT'S
CONTROL
WHEEL

AILERON TORQUE COLUMN SUPPORT

ARM ASSEMBLY BEARING

COLLAR
OUTER CONTROL
TUBE
PILOT'S
CONTROL
MOUNTING WHEEL
BLOCK

ATTACHMENT
INNER ARMS
CONTROL
TUBE
ELEVATOR SECTOR
ASSEMBLY

ELEVATOR
TORQUE TUBE
ASSEMBLY

ATTACHMENT
ARMS
QUADRANT
ASSEMBLY

QUADRANT BALANCE
CABLE
RIGHT SECTOR
ASSEMBLY

TURNBUCKLE

SECTOR BALANCE
RIGHT CONTROL CABLE
CABLE

LEFT CONTROL
CABLE LEFT SECTOR
PULLEY ASSEMBLY

CABLE GUARD
PIN

FLIGHT CONTROLS 8/11 FOR TRAINING PURPOSES ONLY 5-5

 Elevator

The elevator is an aluminum alloy, semi-monocoque struc-

ture consisting of left and right halves interconnected to form
a single, moving assembly. Each elevator half is attached at
three hinge points on the aft spar of the horizontal stabilizer and
shares a common actuating arm.

Fore and aft control wheel movement is transmitted through

cables and pulleys to an elevator quadrant assembly located
within the aft fuselage. The quadrant rotates on a sealed bear-
ing at its relative center axis and provides attachment points
for the elevator control cables and a control rod by which the
quadrant and actuating arm are mechanically linked. As the
quadrant rotates in response to fore and aft control wheel
movement, the control rod and actuating arm position the el-
evator assembly up or down accordingly.

An elevator down-spring mechanism integral to the control col-

umn assembly functions to improve pitch stability during flight.

To prevent overtravel, elevator deflection is limited to approxi-

mately 23.5° up and 14.5° down by stops which limit control
rod travel (up elevator) and actuating arm travel (down eleva-
tor). Up elevator deflection is also limited by a secondary stop,
mounted forward of the instrument panel, which limits elevator
torque tube sector rotation.

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 PA-46-500TP Malibu Meridian Reference Manual

Elevator Control and Trim

Elevator Trim
Elevator trim is provided by
a single trim tab centered on
and attached to the trailing
edge of the elevator by a full-
length, piano-type hinge. The
trim tab is positioned by an
actuator assembly and me-
chanical linkage located within
the aft fuselage. The actua-
tor is manually-operated by
the ELEV TRIM control wheel
on the center pedestal. Trim ▲ ACTUATOR ASSEMBLY AND TRIM LINKAGE
wheel rotation is transmitted
through cables and pulleys to the actuator.

The actuator assembly consists primarily of a drum around

which the elevator trim cables are wrapped, a drum housing,
drive screw, and frame. The drum is bearing-supported within
its stationary housing and engages the drive screw which is
attached to the frame. As the drum rotates in response to trim
wheel rotation, the drive screw and frame move fore and aft. A
pair of push-pull rods attached to the frame transmit this move-
ment to a yoke and link assembly. As this assembly pivots in
response to frame movement, a second pair of push-pull rods
position the elevator trim tab down (nose up) or up (nose down)
accordingly. A mechanical trim position indicator, located left
of the ELEV TRIM wheel, provides indication of nose up (UP)
or nose down (DN) trim tab position relative to neutral (N). To
prevent overtravel, elevator trim tab deflection is limited to ap-
proximately 24.5° down (nose up) by the forward travel limits
of the actuator frame, and 19.0° up (nose down) by a stop that
limits aft pivoting of the yoke and link assembly.

FLIGHT CONTROLS 8/11 FOR TRAINING PURPOSES ONLY 5-7

Elevator Operating Linkage and Trim Tab Actuator

ELEVATOR
QUADRANT ASSEMBLY

ELEVATOR
CONTROL
ROD ASSEMBLY
TURNBUCKLE
ELEVATOR TORQUE
TUBE SELECTOR

TORQUE PRESSURIZATION
TUBE SEALS
ELEVATOR CONTROL
CABLES

PULLEY

YOKE AND
LINK ASSEMBLY
DRUM
HOUSING

FRAME
PUSH-PULL
RODS

ELEVATOR TRIM PUSH-PULL

CONTROL WHEEL RODS

PRESSURIZATION
SEALS ACTUATOR
ASSEMBLY

PULLEY

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Electric Elevator Trim

Electric elevator trim is provid-
ed by a servo-actuator that is
installed as part of the autopi-
lot system. The servo-actuator
is located within the aft fuse-
lage and consists of a mo-
tor that drives a clutch/drum
assembly around which the
elevator nose down trim cable
is wrapped. Controls consist
of a two-piece, momentary-on
type TRIM switch and a push ▲ AUTOPILOT SERVO-ACTUATOR
button type autopilot discon-
nect/electric trim interrupt switch located on the outboard horn
of each control wheel (if installed).

When both halves of the TRIM

switch are held in the “UP” 1 2
or “DN” position, the servo-
actuator is energized, the
clutch engages the drum, and
the motor rotates the clutch/
drum assembly in the desired
direction. When released,
both halves of the TRIM switch
return to their spring-loaded
center (off) positions and the
servo-actuator is de-ener-
gized. 1. Trim Switch
2. Trim Interrupt Switch

Note: Actuating either side of the elevator TRIM switch while an

autopilot pitch mode is selected will disconnect the autopilot.

FLIGHT CONTROLS 8/11 FOR TRAINING PURPOSES ONLY 5-9

 In the event of electric eleva-
tor trim malfunction, the servo
actuator may be overridden
by pressing and holding the
AP DISC/TRIM INTER switch
until the pitch trim circuit can
be interrupted. This is accom-
plished by pulling the PITCH
TRIM circuit breaker on the left
forward CB panel.

With the PITCH TRIM circuit

breaker pulled, the control ▲ ELEV TRIM SWITCH
wheel TRIM switches are dis-
abled, but autopilot pitch modes will remain operable.

Proper operation of electric elevator trim can be checked prior

to flight by confirming correct rotation of the ELEV TRIM wheel
and position indicator in response to TRIM switch input. While
the TRIM switch is being held in the “UP” or “DN” position,
proper operation of the AP DISC/TRIM INTER switch can be
checked by pressing and holding the switch and confirming
that the ELEV TRIM wheel and position indicator stop rotating.

Note: Refer to the appropriate FAA approved Airplane Flight

Manual and Operational Supplements for normal, emergency,
and test procedures and information regarding the specific
capabilities of the autopilot system installed in your airplane.

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 PA-46-500TP Malibu Meridian Reference Manual

Rudder Pedals

Pilot and copilot rudder pedals are provided for rudder opera-
tion, nosewheel steering, and aircraft braking. The rudder ped-
als are fitted to arm assemblies suspended from a pair of con-
centric, bearing-supported torque tubes. Each arm assembly
houses its associated toe brake cylinder. The pilot’s and copi-
lot’s left rudder pedals are connected to the outer torque tube;
the pilot’s and copilot’s right rudder pedals are connected to
the inner torque tube. The outer torque tube or “rudder bar” is
comprised of two sections interconnected by a “bridge” which
provides travel clearance for the pilot’s right rudder pedal.

The outer and inner torque tubes are interconnected such that
they rotate in opposite directions in response to rudder pedal
operation. To accomplish this, each torque tube is fitted with
a sector that provides attachment points for the control cables
that position the rudder and provide feedback to the opposite
sector such that both pairs of pedals move simultaneously.
Each inboard pedal arm incorporates attachment fittings for the
nosewheel steering linkage.

FLIGHT CONTROLS 8/11 FOR TRAINING PURPOSES ONLY 5-11

 Rudder

The rudder is of aluminum

alloy semi-monocoque con-
struction and attached at two
hinge points on the rear spar
of the vertical stabilizer. A third
hinge point, on the lower rear
spar of the vertical stabilizer
within the aft fuselage, func-
tions as a bearing support for
a sector assembly to which
the rudder control cables and
a torque tube extending from
the forward base of the rudder ▲ RUDDER SECTOR ASSEMBLY
are attached. Rudder pedal
operation is transmitted through cables and pulleys to the sec-
tor assembly such that its rotation positions the rudder left or
right accordingly.

To prevent overtravel, rudder deflection is limited to approxi-

mately 26.0° left and 30.0° right by the sector’s range of rota-
tion between travel limit stops.

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Rudder Pedal Assembly and Rudder Trim

RUDDER SECTOR
ASSEMBLY

SECTOR
ASSEMBLY

RUDDER
CABLE

PRESSURIZATION
SEALS

OUTER TORQUE
TUBE
INNER TORQUE
TUBE

BRIDGE

RUDDER
PEDALS

SECTOR SECTOR
ARMS ASSEMBLY

FLIGHT CONTROLS 8/11 FOR TRAINING PURPOSES ONLY 5-13

 Rudder Trim
Rudder trim is provided by a
trim tab attached to the trail-
ing edge of the rudder at three
hinge points. The trim tab is
positioned by two push-pull
rods that are driven by an
electrically-operated linear
actuator installed in the verti-
cal stabilizer forward of the
rudder. The actuator consists
of a 28 VDC electric motor and
gearing that operate the push-
pull rods. Integral limit switches de-energize the actuator motor
when the push-pull rods are fully extended or retracted.

The actuator motor is controlled by a three-position, momen-

tary-on, rocker-type rudder trim switch located in the center of
the instrument panel under the autopilot control unit. Holding
the trim switch in the left or right position supplies main bus
power through the 5 amp RUDDER TRIM circuit breaker to
extend or retract the push-pull rods and position the trim tab
to produce the desired directional change about the airplane’s
vertical axis. When manual trimming is completed, the trim
switch is released and returns to its spring-loaded “off” posi-
tion. Potentiometers, integral to the actuator supply rudder trim
position signals to the GEA 71 then to the rudder trim indicator
on the MFD, where the signals are processed and displayed
as a horizontal bar graph with a L and R for the direction of trim
and a digital indication of the number of degrees of trim to the
right of the graph. The rudder display is shown as the same in
reversionary mode on the PFD except degrees of rudder trim
are shown above the center of the graph.

▲ RUDDER TRIM SWITCH ▲ RUDDER TRIM INDICATION

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 PA-46-500TP Malibu Meridian Reference Manual

Nosewheel Steering

3 2 5
4 6

1. Steering Bellcrank 4. Roller

2. Bungee Assembly 5. Steering Arm
3. Bellows 6. Yoke

The nosewheel steering system is operated by the rudder ped-

als and allows airplane directional control during ground op-
erations. The steering linkage consists of left and right steering
rods, a bellcrank, bungee assembly, steering arm, and steering
yoke. The steering rods transmit rudder pedal operation to the
bellcrank within the nose wheel well. Flexible bellows form a
pressurization seal where the steering rods pass through the
forward pressure bulkhead. The bungee assembly consists of
spring-interconnected fore and aft steering rods which trans-
mit bellcrank rotation to the steering arm. The steering arm is
bearing-supported on a bracket attached to the engine mount-
ing frame. The steering yoke is attached to the top of the nose
gear strut assembly and fitted with a pair of rollers. When the
nose gear is fully-extended, these rollers contact flanges on the
steering arm. When in contact with the rollers, steering arm ro-
tation is transmitted to the yoke thereby turning the nosewheel.
When the nose gear is retracted and the rollers are no longer in
contact with the steering arm, nosewheel steering is disabled.

During retraction, the steering yoke contacts a roller attached to

the engine mounting frame which begins turning the nosewheel
to the left. As the nose gear reaches the fully-retracted position,
the tire contacts a roller located in the wheel well which com-
pletes turning the nosewheel to 90° left to its stowed position.

FLIGHT CONTROLS 8/11 FOR TRAINING PURPOSES ONLY 5-15

Nose Wheel Steering Linkage

STEERING
RODS

BELLOWS

BELLCRANK

NOSE GEAR ACTUATOR

STEERING
ARM

YOKE
ASSEMBLY

BUNGEE
ASSEMBLY

ROLLERS

TRUNNION

PISTON

TORQUE
LINKS

YOKE

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 PA-46-500TP Malibu Meridian Reference Manual

The spring-loaded bungee as-

sembly permits the nosewheel
to be turned beyond rudder
pedal travel limits using dif-
ferential braking and partial
power, or when the airplane is
being towed. Turn angles are
limited to 30° left or right of
center when stops on the strut
assembly contact the trun-
nion and when the back-side
of the steering arm flanges
contact the bracket to which ▲ TURN LIMITS PLACARD AND
NOSE GEAR SAFETY SWITCH
the steering arm is attached.
When towing the airplane, caution must be exercised to avoid
exceeding the turn limits placarded on the nose gear assembly.
Exceeding these limits can result in sheering of the strut assem-
bly stops and/or the steering yoke retaining bolts necessitating
component repair or replacement.

Caution: The airplane should not be towed when the controls

are secured.

FLIGHT CONTROLS 8/11 FOR TRAINING PURPOSES ONLY 5-17

 Wing Flaps

The wing is fitted with single-piece, Fowler-type flaps. The

flaps are positioned by an electromechanical drive system and
“track and roller” type operating linkage. When extended, the
flaps move rearward and downward effectively modifying wing
camber and increasing wing area to reduce the stalling speed
of the airplane. When retracted, the flaps form the trailing edge
of the wing.

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 PA-46-500TP Malibu Meridian Reference Manual

▲ BELLCRANK ASSEMBLY ▲ INBOARD FLAP TRACK/ROLLER

Each flap is of aluminum alloy, semi-monocoque construc-

tion and attached to the wing structure at three positions by its
operating linkage. A pair of rollers is attached to the inboard,
outboard, and center leading edge of each flap. Each pair of
rollers engages a corresponding inboard, outboard, and cen-
ter track which extends from the aft spar of the wing. Push-pull
rods link the inboard and center leading edge of each flap to
corresponding bellcrank assemblies attached to the wing struc-
ture.

The drive system consists primarily of an actuator, push-pull

rods, and the bell cranks. The actuator, located below the
cabin floor, is essentially a 28 VDC electric motor that operates
a jackscrew-type drive mechanism by way of a rubber universal
coupling. The left end of the jackscrew is connected directly to
a push-pull rod that is linked to the left inboard bellcrank. The
right end of the jackscrew is connected, by way of an interme-
diate push-pull tube, to a push-pull rod that is linked to the right
inboard bellcrank. A flexible bellows forms a pressurization seal
between each push-pull rod and the tube through which it trav-
els between the fuselage and the wing. Each inboard bellcrank
is linked to its associated outboard bellcrank by a pair of push-
pull rods interconnected by an idler arm assembly.

FLIGHT CONTROLS 8/11 FOR TRAINING PURPOSES ONLY 5-19

 7

4
5

1 6

3
2

1. Flexible Bellows 5. Feedback Linkage

2. Push-Pull Rod 6. Intermediate Tube
3. Jackscrew 7. Cam Assembly
4. Flap Actuator Motor

As the motor rotates, jackscrew extension or retraction is trans-

mitted to the bell cranks by the push-pull rods. With jackscrew
extension, outboard lateral movement of the push-pull rods
rotates the bell cranks in a flaps-down direction. With jackscrew
retraction, inboard lateral movement of the push-pull rods
rotates the bell cranks in a flaps-up direction. The extension or
retraction of the jackscrew is determined by the direction of mo-
tor rotation which is controlled by the FLAPS control lever.

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 PA-46-500TP Malibu Meridian Reference Manual

Flap Drive System

AFT LINK
ASSEMBLY
PUSH-PULL
ROD

INTERMEDIATE
PUSH-PULL ACTUATOR MOTOR POSITION
TUBE MOTOR WIRING INDICATOR
CABLE

CAM
ASSEMBLY

FLEXIBLE
ARM
BELLOWS
ASSEMBLY

POSITION
SELECTOR PUSH
CABLE ROD

PUSH-PULL
ROD
LEFT INBOARD
BELLCRANK

PUSH-PULL
RODS

LEFT OUTBOARD
BELLCRANK
IDLER ARM
ASSEMBLY

FLIGHT CONTROLS 8/11 FOR TRAINING PURPOSES ONLY 5-21

 Flap Control
The FLAPS lever, located on
the copilot’s lower left instru-
ment panel, is used to select
flap position. Four mechanical
detents permit selection of 0°,
10°, 20°, and 36°. Movement
of the FLAPS control lever and
subsequent movement of the
flaps is transmitted to a cam
assembly located below the
cabin floor. The cam assembly
consists of two cams which
pivot about a common axis.
The lower cam is positioned by a control cable attached to the
FLAPS lever. The upper cam is positioned by a push-pull rod
attached to the flap position “feedback” linkage and provides
attachment points for two flap position switches.

When the FLAPS control lever

is positioned to extend the 2
flaps, the lower cam is rotated
1
into contact with the down
position switch, thereby en-
ergizing the actuator motor
in the extend direction. When
the FLAPS control lever is
positioned to retract the flaps,
the lower cam is rotated into
contact with the up position
switch, thereby energizing the
actuator motor in the retract 1. Aft Link Assembly
direction. As the flaps ex- 2. Position Switch
tend or retract to the selected
position, the feedback linkage
rotates the upper cam and the corresponding position switch
out of contact with the lower cam, thereby de-energizing the
actuator motor. A flap position indicator is displayed on the
MFD, and a digital readout in reversionary mode on the PFD.
The flap position indicator receives a signal from the GEA 71
that receives it from a flaps position signal from a potentiometer
that rotates with flap movement.

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 PA-46-500TP Malibu Meridian Reference Manual

A third position switch, attached to the cam assembly bracket,

functions to sound the landing gear warning horn when the
flaps are extended beyond 10° when the gear is not down and
locked. Two additional position switches, attached to the floor
structure, are actuated by a cam assembly attached to the
feedback linkage to provide flap position input signals to the
stall warning system lift computer.

28 VDC main bus power is supplied to the actuator motor

through the 10 amp FLAP MOTOR circuit breaker. Over-current
protection for the motor is provided by a flap protection circuit.
The circuit consists of a current sensor, time delay module,
relay, and a red warning [FLAP FAIL] CAS message and a
continuous aural chime. The current sensor monitors the flow
of current to the motor. When an overcurrent is sensed due
to a system malfunction, the current sensor activates a switch
that supplies 28 VDC power to the time delay module through
the 3 amp FLAP WARN circuit breaker. When an overcurrent
exceeds approximately 2.3 seconds in duration, the time delay
module provides the ground signal required to energize the
relay.

With the relay energized, the FLAP MOTOR circuit is interrupted

and the red warning [FLAP FAIL] CAS message is illuminated
with a continuous aural chime. The relay is initially energized
through the current sensor switch, but remains energized
through an integral latching circuit until the flap protection cir-
cuit is reset. To accomplish this, the FLAP WARN circuit break-
er must be pulled and reset. If normal operation is not restored
in this manner, the FLAP MOTOR circuit breaker should be
pulled.

The red warning [FLAP FAIL] CAS message and protection

circuit relay are energized through the FLAP WARN circuit
breaker located adjacent to the FLAP MOTOR circuit breaker
on the forward left CB panel.

FLIGHT CONTROLS 8/11 FOR TRAINING PURPOSES ONLY 5-23

 Stall Warning System

The stall warning system func-

tions to provide audible warn-
ing of an impending stall. The
system consists primarily of a
lift transducer, lift computer,
warning horn, and micro-
switches that monitor flap
position.

The lift transducer, installed

within the leading edge of
the left outboard section of
the wing, consists of a move- ▲ LIFT TRANSDUCER
able vane and stationary coil
assembly. The forward end of the vane is exposed to the rela-
tive wind. The aft end of the vane (armature) is exposed to the
coil assembly. The vane is balanced on a pivot and held in a
“neutral” position between two springs attached to the arma-
ture. The coil assembly consists of an “E” shaped core around
which three separate coils are wound. The center “exciter” coil
is energized by AC voltage supplied by the lift computer. The
upper “slow” coil and lower “fast” coil are magnetically-coupled
to the exciter coil through the armature. As angle-of-attack
is increased and the vane pivots upward, the position of the
armature relative to these coils produces a voltage signal that
is returned to the lift computer. When this signal reaches a pre-
set activation value (within approximately 5 to 10 knots of stall
speed), the lift computer will sound the warning horn. To cor-
rect the activation value for changes in airplane configuration,
bias signals are supplied to the lift computer by the flap posi-
tion microswitches.

28 VDC main bus power is supplied to the stall warning lift

computer through the 3 amp STALL WARN circuit breaker
located on the forward left CB panel. Warning of lift computer
malfunction or failure is provided by the amber caution [STALL
WARN FAIL] CAS message and a single aural chime. Should
illumination of this CAS message occur, the STALL WARN cir-
cuit breaker should be checked and reset if open. If this does
not extinguish the CAS message or if the circuit breaker can-
not be reset, the stall warning system will be inoperative for the
remainder of the flight. After landing, the malfunction should be
identified and repaired before resuming flight operations.

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 PA-46-500TP Malibu Meridian Reference Manual

Operation of the system may

be tested prior to flight by
pressing the STALL TEST
switch on the pilot’s upper left
instrument panel. If the sys-
tem is functioning normally,
the vane should move forward
(up) and the stall warning horn
should sound.

The lift transducer is protected

against icing by integral, elec-
trically-powered heating ele- ▲ STALL TEST SWITCH
ments which are controlled by
the STALL HEAT switch located above the copilot’s windshield.
Operation of the heating elements may be tested prior to flight
by positioning the STALL HEAT switch to “on” for a period of
5 seconds and then returning it to “off.” If the heating elements
are functioning normally, the lift transducer vane should be
warm. To minimize battery drain and prevent overheating of the
elements, ground operation should be limited to 3 minutes.

Warning: Physical manipulation of the lift transducer vane may

result in erroneous stall warnings necessitating calibration of
the system.

Additional stall warning is provided by stall strips, installed on

the leading edges of the wings, which disrupt airflow to induce
a pre-stall buffet.

Limitations

Refer to the applicable aircraft manufacturer’s FAA approved

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

Emergency Procedures

Refer to the applicable aircraft manufacturer’s FAA approved

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

FLIGHT CONTROLS 8/11 FOR TRAINING PURPOSES ONLY 5-25

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 PA-46-500TP Malibu Meridian Reference Manual

Chapter 6
Electrical System
Table of Contents
Overview.....................................................................................1
DC Generation System..............................................................1
External Power System.............................................................8
Distribution System...................................................................9
AC Power System (Optional).................................................. 12
Circuit Protection................................................................... 12
System Indication................................................................... 15
Airplane Lighting Systems..................................................... 16
Limitations.............................................................................. 23
Emergency Procedures.......................................................... 23

ELECTRICAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 6-i

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 PA-46-500TP Malibu Meridian Reference Manual

Overview

The electrical system of the Malibu Meridian primarily supplies

28 VDC (direct current) power to various airplane systems.
An inverter is installed to provide 115 VAC, 400 Hz (alternat-
ing current) to the electroluminescent lighting for the overhead
panel and circuit breaker panel lighting requiring AC power.
The system consists of DC generation, external power, AC
power, and distribution subsystems. System operation is con-
trolled by switches located on the panels above the pilot’s and
copilot’s windshields. Overcurrent protection for most circuits is
provided by circuit breakers located on the left and right flight
compartment sidewalls and on the lower left instrument panel.
Indications of DC voltage and amperage and other information
are displayed on the MFD. Lighting systems are provided for
exterior and interior illumination.

Note: Most electrical systems are controlled by push button

switches located above the windshields. When pressed, these
switches latch into the “on” position, and an internal lamp illumi-
nates. Pressing the switch again will cause it to release into the
“off” position.

DC Generation System

The DC generation system is comprised of a single lead acid

battery, a starter/generator, an alternator, and components that
monitor and control system output.

ELECTRICAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 6-1

 Battery
The Meridian uses a single
24 VDC lead-acid battery,
located on an extendable tray
behind a removable panel
on the right side of the nose
section, the battery provides
current for engine starting and
to serve as an emergency
source of power in the event of
both a generator and alterna-
tor failure. The battery is rated
at 38 ampere-hours (amp- ▲ BATTERIES AND EXTENDABLE TRAY
hours). This rating indicates
that when new and fully-charged, the battery is capable of
delivering either 1 amp of current for a period of 38 hours, or
38 amps of current for a period of 1 hour before reaching a
fully-discharged condition. The following formula: amp-hour rat-
ing ÷ amp load = hours available, may be used to approximate
hours of battery power available in the event of failure of both
the generator and alternator. In the case of the 38 amp-hour ca-
pacity of the Meridian battery, this is accomplished as shown in
the following example: 38 amp-hour ÷ 19 amp load = 2.0 hours.

Note: The condition of the lead-acid battery will deteriorate at a

nearly constant rate. However, not all remaining battery power
will be accessible to the distribution system.

A valve-regulated, maintenance-free battery is installed in the

Malibu Meridian. This type of battery has no free electrolyte.
The gasses generated as the battery is charged combine to
form water, thus eliminating the need for external venting or
periodic servicing. This type of battery may be used at any alti-
tude without danger of leakage or electrolyte spillage.

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 PA-46-500TP Malibu Meridian Reference Manual

Starter/Generator
The starter/generator, installed
on and shaft-driven by the
accessory gearbox, is a com-
bination DC electric motor
and generator which functions
to turn the engine during the
starting sequence and func-
tions as the primary source of
28 VDC electrical power when
the engine is running. The
starter/generator can sup-
ply up to a maximum of 200 ▲ STARTER/GENERATOR
amps, but is limited to 170
amps maximum continuous operation. The starter/generator is
capable of independently supplying the airplane’s full electrical
load.

The starter/generator is provided with an independent genera-

tor control unit, switch, ammeter and voltmeter (displayed on
the MFD), CAS message warnings and cautions, and circuit
breaker. The starter generator is connected to the distribution
system through a line contactor relay.

To prevent overheating, cooling airflow is directed to the starter/

generator through a single inlet scoop on the top of the nose
section. An integral fan then forces the cooling air over the
starter/generator before the air is exhausted into the engine
compartment.

ELECTRICAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 6-3

 Alternator
The alternator, installed on
and belt-driven by the acces-
sory gearbox, functions as a
secondary source of 28 VDC
electrical power when the
engine is running. The alterna-
tor supplies a maximum of 135
amps, but is limited to a maxi-
mum continuous load of 130
amps in flight, and 120 amps
during ground operations.
The alternator is not capable ▲ ALTERNATOR
of independently supplying
the airplane’s full electrical load in the event of starter/genera-
tor failure. Initial alternator excitation current is provided by the
battery. Once on-line and supplying power, however, excitation
current is provided by the alternator itself, thereby making it
self-exciting.

Note: Alternator belt tension should be checked every 100

flight hours.

The alternator is provided with an independent alternator con-

trol unit, switch, ammeter, and annunciator. The alternator out-
put is connected to the distribution system through the
150 amp ALTERNATOR circuit breaker.

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Generator and Alternator Control Units

The outputs of the generator and alternator are controlled by
independent Generator and Alternator Control Units (GCU and
ACU). These units provide voltage regulation and protection for
their associated generating device. Both are solid-state units
manufactured by Lamar. They are located within the left flight
compartment sidewall.

Generator Control Unit

Voltage regulation is accomplished by a circuit that compares
output voltage to a regulated reference voltage (approximately
28.4 VDC). When sensing a differential voltage between these
two voltages the circuit regulates field excitation voltage there-
by regulating generator output.

Circuits in the GCU provide protection from overvoltage and

ground fault conditions. Should an overvoltage condition or
ground fault be detected, the GCU will enter a “tripped” condi-
tion, causing the red warning [GENERATOR FAIL] CAS mes-
sage to illuminate on the MFD along with a continuous aural
chime and de-energizing the line contactor, thereby isolating
the generator from the distribution system.

Note: If illumination of the red warning [GENERATOR FAIL]

CAS message and continuous aural chime and is caused by
a transient fault condition, the GCU may be reset by pressing
the GEN switch to “off,” resetting the GENERATOR CONTROL
circuit breaker (if open), and then pressing the switch again to
return it to the “on” position. If the CAS message remains illu-
minated or the circuit breaker cannot be reset, the GEN switch
should be released to the “off” position for the remainder of the
flight and electrical load should be managed accordingly.

Note: While in flight when the Generator switch is placed in the

off position a red warning [GENERATOR OFF] CAS message
will illuminate along with a continuous aural chime until the
generator is placed back in the on position. When the aircraft
is on the ground and the generator is in the off position a white
advisory [GENERATOR OFF] CAS message will illuminate on
the MFD.

Note: A generator amperage of 170 amps or greater will cause

a master warning and a red warning [GENERATOR AMPS] CAS
message to illuminate on the MFD. The illumination of the CAS
message will also trigger a continuous aural chime.

ELECTRICAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 6-5

 Alternator Control Unit
As in the GCU, voltage regulation is accomplished by a circuit
that compares output voltage to a regulated reference voltage
(approximately 28.3 VDC). When sensing a differential between
these two voltages, the circuit regulates field excitation voltage
thereby regulating alternator output.

Circuits in the ACU provide protection from overvoltage and

field ground fault conditions. These circuits interrupt the field
circuit, thereby taking the alternator off-line, when a ground
fault in the field circuit is detected or the output of the alterna-
tor exceeds approximately 32.0 VDC. Another circuit monitors
alternator output, and a red warning [ALTERNATOR FAIL] CAS
message will illuminate on the MFD along with a continuous
aural chime when output falls below approximately 10.25 VDC.

Note: If illumination of the red warning [ALTERNATOR FAIL]

CAS message is caused by a transient overvoltage or low out-
put condition, the alternator may be reset by releasing the ALT
switch to the “off” position, resetting the corresponding power
or field circuit breaker (if open), and then pressing the switch
back to the “on” position. If the CAS message remains illuminat-
ed or the circuit breaker(s) cannot be reset, the switch should
be released to the “off” position for the remainder of the flight.

Note: While in flight when the alternator switch is placed in the

off position a red warning [ALTERNATOR OFF] CAS message
will illuminate along with a continuous aural chime until the
alternator is placed back in the on position. When the aircraft
is on the ground and the alternator is in the off position a white
advisory [ALTERNATOR OFF] CAS message will illuminate on
the MFD.

Note: A alternator amperage of 130 amps or greater will cause

a master warning and a red warning [ALTERNATOR AMPS]
CAS message to illuminate on the MFD along with a repeating
aural chime.

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 PA-46-500TP Malibu Meridian Reference Manual

Load Sharing
Although the outputs of the starter/generator and alternator are
connected together so that should one fail, the other will pick
up the entire load, they do not operate in true parallel fashion
in that the starter/generator and alternator do not equally share
the load. The starter/generator is designed to be the primary
source of DC current, capable of supplying the entire electrical
load, with the alternator acting as a backup source. The gen-
erator is considered the primary current source and the alterna-
tor is the backup. The units that control the generator and the
alternator are adjusted such that the generator furnishes all of
the load and the alternator is the backup.

ELECTRICAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 6-7

 External Power System

The external power system

consists of those compo-
nents necessary to power the
airplane’s electrical system
through a Ground Power Unit
(GPU). Major components of
the system include an ex-
ternal power receptacle and
an external power relay. The
receptacle is located behind
an access door on the left
side on the aft fuselage and
is of a three-pin type design. ▲ EXTERNAL POWER RECEPTACLE
The pins vary in size and are
marked positive and negative to prevent improper connection
to the source. Additional protection against improper connec-
tion to the source is provided by a diode which prevents the
external power relay from being energized when polarity is
reversed.

The external power relay is energized closed upon applica-

tion of external power, thereby permitting electrical flow to the
distribution system. With external power applied, battery power
is conserved during engine starting or when testing electrical
equipment on the ground.

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 PA-46-500TP Malibu Meridian Reference Manual

Distribution System

Electrical power is distributed to the airplane’s systems through

interconnected bus bars normally supplied by the DC genera-
tion system. The source of DC power to the distribution system
is determined by the position of the BATTERY, GEN, ALT, and
AVIONICS push button switches. These switches are located
on the overhead panel above the pilot’s windshield.

Battery Bus
The battery bus is connected
directly to the battery such
that items on this bus may be
powered regardless of BAT-
TERY switch position. When the
alternators are on-line and sup-
plying power and the BATTERY
switch is pressed to the “on”
position, the battery bus is sup-
plied with 28 VDC power and
charging current is supplied to
the battery. ▲ BATTERY BUS

Emergency Bus
The emergency bus is connected to the battery through a relay
and allows battery power to the #1 PFD, #1 Comm/Nav/GPS,
#1 Audio Panel, #1 AHRS, #1 ADC, the emergency bus voltage
indication, landing gear down indicators, standby instruments
back lighting, and illumination of the magnetic compass.

Note: The following parameters on the #1 PFD will display

invalid while operating exclusively on the EMER bus: Fuel Qty,
Torque, Oil Pressure, Vacuum, Cabin Altitude, Cabin Rate, and
Cabin Differential Pressure. Rudder trim and flaps will not func-
tion but the indications will correspond to the values that were
present when the power failed and BETA and REVERSE will not
be available.

Note: The emergency bus is intended to provide emergency

power to systems required to land the aircraft in the event of a
total electrical failure.

Note: Anytime the EMER switch is turned on and the battery,

generator, and alternator are turned off, the voltage displayed
on the VOLTS indicator is an indication of voltage supplied to
the emergency bus.

ELECTRICAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 6-9

 Tie Bus

The tie bus functions as the central distribution point for all
DC power sources. When the BATTERY switch is pressed to
the “on” position, the tie bus is supplied with 24 VDC power
through the closed contacts of the battery relay and the
150 amp BATTERY circuit breaker. When the GEN and/or ALT
switches are pressed to the “on” position and the starter/gen-
erator and/or alternator is on-line and supplying power, the tie
bus is supplied with 28 VDC power through the contacts of the
starter/generator line contactor relay and/or the 150 amp AL-
TERNATOR circuit breaker. With external power applied, the tie
bus is supplied with 28 VDC power through the 150 amp BAT-
TERY circuit breaker previously mentioned.

From the tie bus, power is supplied to the main bus, avionics
busses, and non-essential bus.

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 PA-46-500TP Malibu Meridian Reference Manual

Main Bus
The main bus is supplied by the tie bus through two parallel
80 amp MAIN circuit breakers, each with an isolation diode.
The main bus is also supplied through the 100 amp NON ESS.
BUSS circuit breaker and an isolation diode. The isolation di-
odes prevent reverse current flow from the main bus to the tie
bus in the event of a ground fault (short circuit) in the supply
line. All essential, non-avionics items are supplied by the main
bus.

Note: Because all three circuit breakers that supply the main
bus are wired in parallel, care must be exercised to limit the to-
tal load on this bus to the capacity of the remaining breaker(s)
should failure of one or more breakers occur.

The main bus and all items connected to it are protected from
current surges, such as those caused by a lighting strike, by a
metal oxide varistor. The varistor provides a low resistance path
capable of conducting current surges of up to 4000 amps. The
varistor is wired to the main bus through a 15 amp LTNG PROT
circuit breaker. It is not abnormal for this circuit breaker to open
when a surge is conducted, however, the propeller, airframe,
and varistor should be inspected for damage if a lighting strike
is suspected.

Avionics Busses
When the AVIONICS switch is positioned to the “on” position,
each avionics bus is supplied with power through the closed
contacts of its associated relay and corresponding 35 amp
#1 AVIONICS BUS and #2 AVIONICS BUS circuit breakers. A
25 amp AVIONICS BUS TIE circuit breaker permits both bus-
ses to be supplied with power through either 35 amp breaker.
Should failure of the opposite breaker or relay occur then either
avionics bus may be isolated from the distribution system by
manually pulling the corresponding #1 AVIONICS BUS or #2
AVIONICS BUS circuit breaker and the AVIONICS BUS TIE
circuit breaker. The items on the non-isolated bus will continue
to operate normally.

The #1 avionics bus and the items connected to it are protect-

ed from current surges by a varistor as described for the main
bus. The varistor is wired to the main bus through a 15 amp
LTNG PROT circuit breaker.

ELECTRICAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 6-11

 Non-Essential Bus
The non-essential bus is supplied by the tie bus through the
100 amp NON ESS BUSS circuit breaker.

Powerline
The powerline primarily makes power supplied by the battery
or an external power source directly available to the starter via
their associated relays.

AC Power System (Optional)

Optional avionics components requiring 26 or 115 VAC, 400

Hz alternating current for the electroluminescent circuit breaker
panel lighting requiring 115 VAC, 400 Hz alternating current for
its operation are supplied by static inverters.

Circuit Protection

Overcurrent protection for most circuits is provided by circuit

breakers located on panels on the left and right flight compart-
ment sidewalls. Items powered by the main bus are protected
by circuit breakers on the left CB panels. Items powered by the
avionics busses and non-essential bus are protected by circuit
breakers on the right CB panel. All tie bus circuit breakers are
located on the pilot’s lower left instrument panel.

These push-to-reset type circuit breakers will pop out, or “trip,”

when heat is generated by an electrical overload. Should an
overload occur, a tripped circuit breaker may be reset after a
cooling period of approximately three minutes by pushing it
back in. If the circuit breaker trips a second time, a short cir-
cuit is indicated and it should not be reset, as this could cause
system damage. Items powered by the battery bus are protect-
ed by fuses located on the right side of the aircraft, access is
through the engine cowling door and the battery bus is located
on the fire wall.

Note: The flight crew should ensure that all circuit breakers are
engaged and serviceable fuses are installed before all flights.
The airplane should never be operated with any disengaged
circuit breakers or open current limiters without a thorough
knowledge of the consequences.

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 PA-46-500TP Malibu Meridian Reference Manual

Pilot’s Circuit Breaker Panels

ELECTRICAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 6-13

Copilot’s Circuit Breaker Panels

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System Indication

Electrical system indication is displayed on the MFD including

Crew Alert System (CAS) messages.

Electrical Information
The voltmeter is displayed on the MFD as a bar graph and
digital value, system voltage at the tie bus to the nearest .10
volt. Ammeters for the generator and alternator are displayed
on the MFD in a bar graph and digital value. The ammeters are
labeled G and A and are displayed with a horizontal bar graph
and digital value with the G on top of the graph and A on the
bottom of the graph. These displays indicate the load being
supplied by the starter/generator and alternator respectively.
The input signal for each ammeter is tapped from shunts be-
tween starter generator and its line contactor relay and be-
tween the alternator and the ALTERNATOR circuit breaker.

Low Volt Warning

The red warning [VOLTS] CAS message will illuminate with a
continuous aural chime any time the main bus voltage falls be-
low 24 volts (if the generator is OFF, alternator is OFF and the
aircraft is on the ground) or 25 volts (if the generator is ON, and
the alternator is ON, or the aircraft is in the air) or any time the
EMER bus voltage drops below 24 volts. Check the voltmeter
for the correct voltage.

Generator/Alternator Inoperative Warning

Low output sensing circuits in the GCU and ACU monitor
starter/generator and alternator output and illuminate the cor-
responding red warning [GENERATOR FAIL] or [ALTERNATOR
FAIL] CAS message and continuous aural chime when the
output falls below approximately 12 VDC, indicating that the as-
sociated device is off-line.

Note: If illumination of the red warning [GENERATOR FAIL] or

[ALTERNATOR FAIL] CAS message is caused by a transient,
the affected device may be reset by releasing the associated
switch to the “off” position, resetting the corresponding power
or field circuit breaker (if open), and then pressing the switch
back to the “on” position. If the CAS message remains illuminat-
ed or the circuit breaker(s) cannot be reset, the switch should
be released to the “off” position for the remainder of the flight
and electrical load should be managed accordingly.

ELECTRICAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 6-15

 Airplane Lighting Systems

Airplane lighting systems are provided for interior illumination,

in-flight recognition, and night visibility.

Interior Lighting
Interior lighting is provided for illumination of the flight com-
partment, passenger cabin, and baggage compartment. The
interior lights are controlled by switches and rheostats located
near the light being controlled or above and between the wind-
shields.

Flight compartment lighting consists of overhead dome lights,

internally illuminated instruments, switches, and avionics; and
electroluminescent “backlit” circuit breaker panels. Panels,
controls, and instruments that are not internally lighted are il-
luminated LED’s mounted under the glare shield that illuminate
the instrument panel

The flight compartment dome lights, located above the pilot’s

and copilot’s seats, provide map lighting and/or supplemental
instrument panel lighting. Each light is fitted with a blue tinted
lens to prevent the loss of night vision adaptation that typically
occurs with white lights. The intensity of each light is indepen-
dently controlled by a DOME rheostat knob located above and
between the windshields. Main bus power is supplied to these
lights through the 3 amp MAP LIGHT circuit breaker.

LED’s are positioned under the glare shield to illuminate panels

the instrument panel, controls, and all non internally illuminated
instruments. The electroluminescent circuit breaker panels are
powered by a 115 VAC, 400 Hz static inverter. The intensity of
these lights, as well as all internally illuminated instruments, and
the compass light, are controlled by the PANEL rocker switch
located above and between the windshields. Main bus power
is supplied to the panel lighting circuits and the static inverter
through the 3 amp INSTR PANEL circuit breaker.

The intensity of all internally illuminated avionics is controlled

by the AVIONICS rocker switch located above and between the
windshields. Non-essential bus power is supplied to the avion-
ics lighting circuits through the 5 amp AVIONICS DIMMING
circuit breaker.

6-16 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

The intensity of the PFD’s and MFD are controlled by photo

cells installed in the G1000 bezels. Controlled by the PANEL
rocker switch located above and between the windshields. Non
essential bus power is supplied to the LCD dimming circuits
through the 5 amp AVIONICS DIMMING circuit breaker.

Cabin lighting is provided by reading lights located the passen-

ger seats, side panel lighting, an entrance light, and baggage
compartment lights. The forward and mid-cabin reading lights
are controlled individually by switches located near the lights.
The left mid-cabin and aft-cabin lights are controlled together,
as are the right mid-cabin and aft-cabin lights, by switches on
the left and right side of the aft cabin. Main bus power is sup-
plied to the reading lights through the 5 amp CABIN LIGHTS
circuit breaker.

Side panel lighting is provide on the left and right side of the
cabin. The side panel lights are controlled by a switch located
near the entrance door. Main bus power is supplied to the side
panel lights through the 5 amp CABIN LIGHTS circuit breaker.

The right forward cabin light, left mid-cabin light, entrance light,
and two baggage compartment lights are wired as courtesy
lights. The courtesy lights are automatically illuminated for fif-
teen minutes through a switch and timer circuit when the lower
section of the passenger/crew door is open. To conserve bat-
tery power when the door is left open for extended periods, the
timer will extinguish the lights after fifteen minutes. The timer
may be reset, however, by momentarily pressing the timer reset
switch located under the bench seat, on the right side of the
recirculating air louvers. Battery bus power is supplied to the
courtesy lights through a 5 amp fuse.

Note: After the fifteen minute timer has turned off the courtesy
lights, current is still being drawn through a relay that turned off
the lights. The operator should not keep the lower door open for
extended periods of time or low voltage can result.

ELECTRICAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 6-17

Overhead Switch Panels

PUSH FUEL PUMPS

PILOT BATTERY AVIONICS GEN START MAN AUTO

OVERSPEED REVERSE FIRE IGNITION

GOV TEST LOCK OUT DET TEST EMER ALT START MODE MAN AUTO

MAN/STOP

DIMMING
INC INC INC INC

DEC DEC DEC DEC

CENTER
SWITCH PANEL AVIONICS PANEL
FLOOD
DAY

NIGHT
DAY/NIGHT

WINDSHLD HT PITOT PROP SURF COPILOT

LO HI HEAT HEAT STALL HEAT DE-ICE

TAXI/REC LT LANDING NAV STROBE ICE LTS/GEAR

PULSE TAXI LIGHT LIGHT LIGHT LIGHT ANN TEST

6-18 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Exterior Lighting
Exterior lighting consists of a position (navigation) and strobe
light on each wing tip, a taxi light on the leading edge of each
wing near the tip, a landing light on the nose strut, and a wing
inspection (ice) light on the left side of the fuselage. A tail posi-
tion light is available for airplanes that will be operated in areas
where a tail position light is required.

All exterior lights are controlled by push button switches locat-

ed on the overhead panel above the copilot’s windshield. The
landing light is controlled through an electronic control module
that is wired through the nose uplock switch so as to inhibit ac-
tivation of the landing light when the landing gear is up, regard-
less of the position of the LANDING LIGHT switch. The TAXI
LIGHT switch is a three-position rocker switch, labeled “TAXI
LIGHT,” and “PULSE.” The unlabeled center position is “off.”
Placing the switch in the “PULSE” position causes the taxi lights
to flash.

Main bus power is supplied to the exterior lighting switches and

circuits through the 5 amp POSITION, 5 amp STROBE, 10 amp
LANDING, 7.5 amp TAXI, and 3 amp ICE circuit breakers.

ELECTRICAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 6-19

6-20
STARTER/
ALTERNATOR
GENERATOR
FIELD CIRCUIT * FIELD CIRCUIT
POSITIVE FROM
START START CONTROL UNIT
GENERATOR CONTACTOR DURING ENGINE START
CONTROL
1A 1A
10

GENERATOR 1A 1A
SWITCH
ALTERNATOR VOLTS ALT SENSE
GENERATOR VOLTS CAS MESSAGE
GEN SENSE AMPS AMPS 1A
5A

FWD MAIN BUS

ACU ALTERNATOR
GENERATOR
ALT INOP OFF
GCU
OFF
NON ESSENTIAL
NON BUS
ESSENTIAL BUS AFT MAIN BUS ALTERNATOR ALTERNATOR
LINE FIELD SWITCH
CONTACTOR
5
5A
NON ESS. MAIN MAIN
100
BUSS 80 BUSS 80 BUSS
ALTERNATOR
5A
TIE BUS 150 EMER/CND CLR BUS

BUS SENSE
Electrical System Schematic (battery switch on)

#1 AVIONICS #2 AVIONICS BATTERY

35 35 150
BUSS BUSS
BATTERY POWER EMER/ EMER/

FOR TRAINING PURPOSES ONLY

GND CLR GND CLR
GENERATOR POWER SWITCH RELAY
TO START
CONTACTOR
ALTERNATOR POWER AVIONICS
RELAYS *
EXTERNAL POWER BATTERY
EXTERNAL
SWITCH
POWER
RECEPTACLE
OFF ON
AVIONICS BATTERY
SWITCH RELAY

EXTERNAL
POWER
RELAY ON OFF

BATTERY BUS

38 AMP BATTERY
#1 AVIONICS BUS 25 #2 AVIONICS BUS

BUS TIE

MERIDIAN PA-46-500TP 8/11

 STARTER/
ALTERNATOR
GENERATOR FIELD CIRCUIT
FIELD CIRCUIT *
POSITIVE FROM
START
CONTACTOR START CONTROL UNIT
GENERATOR DURING ENGINE START
CONTROL

ELECTRICAL SYSTEM 8/11

1A 1A
10

GENERATOR 1A 1A
SWITCH
ALT SENSE
GENERATOR ALTERNATOR VOLTS
GEN SENSE
AMPS AMPS 1A
5A

FWD MAIN BUS

ACU
GCU

NON ESSENTIAL BUS AFT MAIN BUS ALTERNATOR ALTERNATOR

LINE FIELD SWITCH
CONTACTOR
5
5A

NON ESS. MAIN MAIN

100 80 80
BUSS BUSS BUSS
ALTERNATOR
5A
TIE BUS 150 EMER/CND CLR BUS

BUS SENSE

150
#1 AVIONICS #2 AVIONICS BATTERY
35 35 150
BUSS BUSS
EMER/

FOR TRAINING PURPOSES ONLY

BATTERY POWER EMER/
GND CLR GND CLR
GENERATOR POWER SWITCH RELAY
TO START
CONTACTOR
ALTERNATOR POWER AVIONICS
RELAYS
EXTERNAL EXTERNAL POWER
* BATTERY
POWER SWITCH
RECEPTACLE
Electrical System Schematic (generator and alternator on-line)

OFF ON
AVIONICS BATTERY
SWITCH RELAY

EXTERNAL
POWER
RELAY ON OFF
BATTERY BUS

38 AMP BATTERY
#1 AVIONICS BUS 25 #2 AVIONICS BUS
BUS TIE

6-21
PA-46-500TP Malibu Meridian Reference Manual
6-22
STARTER/
ALTERNATOR
FIELD CIRCUIT GENERATOR * FIELD CIRCUIT
POSITIVE FROM
START
CONTACTOR START CONTROL UNIT
GENERATOR DURING ENGINE START
CONTROL
1A 1A
10

GENERATOR 1A 1A
SWITCH

VOLTS ALT SENSE

GENERATOR ALTERNATOR
GEN SENSE VOLTS
AMPS AMPS 1A
5A

FWD MAIN BUS

ACU ALTERNATOR
GENERATOR GCU OFF
OFF
NON ESSENTIAL BUS AFT MAIN BUS ALTERNATOR ALTERNATOR
LINE FIELD SWITCH
CONTACTOR
5
5A

NON ESS. MAIN MAIN

100 80 80
BUSS BUSS BUSS
ALTERNATOR
5A
TIE BUS 150
EMER/CND CLR BUS
Electrical System Schematic (external power)

BUS SENSE

#1 AVIONICS #2 AVIONICS
35 BUSS BUSS 35
BATTERY POWER BATTERY 150
EMER/

FOR TRAINING PURPOSES ONLY

EMER/
GENERATOR POWER GND CLR GND CLR
SWITCH RELAY
TO START
ALTERNATOR POWER AVIONICS CONTACTOR
RELAYS
EXTERNAL EXTERNAL POWER
* BATTERY
POWER
SWITCH
RECEPTACLE

OFF ON
AVIONICS
SWITCH BATTERY
RELAY

EXTERNAL
POWER
RELAY ON OFF

BATTERY BUS

38 AMP BATTERY
#1 AVIONICS BUS 25 #2 AVIONICS BUS
BUS TIE

Note: When aircraft is on the ground and the generator and alternator are off,
the CAS messages are white. In flight the CAS messages are Red

MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Limitations

Refer to the applicable aircraft manufacturer’s FAA approved

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

Emergency Procedures

Refer to the applicable aircraft manufacturer’s FAA approved

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

ELECTRICAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 6-23

 This Page Intentionally Left Blank

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 PA-46-500TP Malibu Meridian Reference Manual

Chapter 7
Flight Instrumentation
Table of Contents

Overview.....................................................................................1
Reversionary Mode...................................................................5
MFD Failure................................................................................6
Pitot System...............................................................................7
Static System ............................................................................8
Standby Instruments.............................................................. 10
Primary Flight Display............................................................ 11
MFD/PFD Keypad Control Unit.............................................. 20
Autopilot Integration.............................................................. 21
Multi Function Display (MFD)................................................. 24
Engine Exceedances.............................................................. 26
Weights and Fuel Information............................................... 26
Crew Alerting System (CAS) Messages................................. 27
Traffic Advisory System (TAS) Optional................................. 29
Terrain Awareness and Warning System (TAWS) Optional.. 31
Weather Radar........................................................................ 33
Extended Sensitivity Time Constant (STC) ........................... 34
WATCH (Weather Attenuated Color Highlight) .................... 34
Garmin Datalink (GDL) Optional............................................ 35
XM Radio Entertainment........................................................ 36
Limitations.............................................................................. 37
Emergency Procedures.......................................................... 37

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-i

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7-ii FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Overview

The Malibu Meridian consists of the Garmin G1000 Avionics

System Integrated Cockpit.

The G1000 system features dual 10” Primary Fight Displays

(PFD) and a 15” Multi Function Display (MFD), An FMS keypad,
dual audio panels for the pilot and copilot, dual Attitude and
Heading Reference System (AHRS), dual Air Data Computers
(ADC), and sensors and computers that process flight and en-
gine information to be displayed on the PFD and the MFD. The
system also incorporates dual GPS WAAS receivers, dual VOR/
ILS receivers, dual VHF communications transceivers, dual
transponders, and a Crew Alerting System (CAS) to alert the
pilot of status (advisory) annunciations, caution annunciations,
and warning annunciations. The G1000 system provides sys-
tem messages which alert the pilot to abnormalities associated
with the G1000 system. The G1000 system also has an inte-
grated Class B TAWS system, traffic system, and integrated
weather radar.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-1

 Line Replaceable Units
(LRU’s)
Installed behind the flight in-
strument panel are LRU’s, they
consist of several modules
that make up the G1000 avion-
ics system.

GRS 77Attitude and Heading

Reference System (AHRS)
The two GRS 77 units process
information received from dif-
ferent sensors such as accel-
erometers and rate sensors,
air data, dual GMU 44, and
the GIA 63W’s to receive GPS
information. This information
is processed and displayed
on the Primary Flight Displays
to give the pilot attitude and
heading awareness.

The G1000 system incorporates two GRS 77 AHRS Units for

redundancy. The AHRS has internal monitors to determine
the validity of its parameters. If a parameter is suspect but still
within tolerance of the internal monitors, the appropriate MIS-
COMPARE annunciation will be posted, the pilot shall consider
similar parameters for comparison. The pilot must determine
the suspect parameter. If the parameter is determined invalid
by the internal monitors, a red X is displayed over the invalid
parameter and a NO COMPARE annunciation is displayed.
If the entire AHRS becomes invalid while in flight, the G1000
system will automatically select the other AHRS, as indicated
by a BOTH ON AHRS 1 or BOTH ON AHRS 2 annunciation,
depending on which AHRS is functioning. The failure of the unit
will also cause the display of the appropriate NO COMPARE
annunciations.

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 PA-46-500TP Malibu Meridian Reference Manual

If the AHRS becomes valid again, the pilot should must manu-
ally re-select that AHRS if desired. Selection of which AHRS
should be used or is being used is made via the SENSOR soft
key on the PFD. If both AHRS become invalid, a red X and
amber ATTITUDE FAIL will be displayed on the attitude indica-
tor and a red X and amber HDG will be displayed on the head-
ing display. The course pointer on the HSI will indicate straight
up and the course may be set using the digital window. A dual
AHRS failure would also cause the autopilot to become inop-
erative. The AHRS has the ability to align while the aircraft is in
motion, but will align quicker if the wings are kept level during
the alignment process.

GDC 74A Air Data Computer (ADC)

The Two GDC 74A units receive
information from the pitot/static
system and the outside tempera-
ture probes. This information is
processed and than displays
pressure altitude, airspeed,
vertical speed, and outside air
temperature on the primary flight
displays. This information is also
used by the FMS and the traffic
system.

The ADC incorporates internal monitors to determine validity

of its parameters. If a parameter is suspect but still within toler-
ance of the internal monitors, the appropriate MISCOMPARE
annunciation will be displayed and the pilot, considering similar
parameters for comparison, must determine the suspect pa-
rameter. If the parameter is determined invalid by the internal
monitors, a red X is displayed over the invalid parameter and
a NO COMPARE annunciation is displayed. If the entire ADC
becomes invalid while in flight, the G1000 system will automati-
cally select the other ADC, as indicated by a BOTH ON ADC 1
or BOTH ON ADC 2 annunciation, depending on which ADC is
functioning, and display the appropriate NO COMPARE an-
nunciations. If the ADC becomes valid again, the pilot must
manually re-select that ADC if desired via the SENSOR soft key
on the PFD. If both ADC’s become invalid, a red X and amber
AIRSPEED FAIL, ALTITUDE FAIL and VERTICAL SPEED FAIL
will be displayed on the appropriate display.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-3

 GMU 44 Magnetometers
Two magnetometers are
installed in the vertical fin
area to receive local mag-
netic field information which
is processed by the GRS 77
unit in order to determine the
aircraft’s magnetic heading.
The correct magnetic heading
will then be available for both
PFDs.

GMA 1347 Audio panels

Two audio control panels are installed in the
flight instrument panel. One of the units is locat-
ed to the left of the pilot’s PFD and the second
audio panel is located to the right of the copilots
PFD. They integrate NAV/COM digital audio, in-
tercom, and marker beacon controls. These units
can also enable the manual control of the display
reversionary mode (red DISPLAY BACKUP but-
ton). The audio panels also incorporate a clear-
ance recorder that records the last 2 ½ minutes
of received audio. When the full length of the 2 ½
minutes have been used, the recorder will record
over the previous recordings with newly received
audio.

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 PA-46-500TP Malibu Meridian Reference Manual

Reversionary Mode

▲ PFD FAIL/MFD IN REVERSIONARY MODE

PFD Failure
In the case of a pilot or copilot’s side PFD failure, the MFD may
be selected into a reversionary mode by pressing the DIS-
PLAY BACKUP button on the corresponding audio panel. In
reversionary mode all of the important flight information can be
displayed on the MFD. If the pilot’s PFD fails the pilot can go
into reversionary mode and display the information on the MFD
by selecting the red manual display backup button located on
the lower part of the associated audio panel. The MFD will now
display the PFD’ information, including the pilot’s selectable
data fields, autopilot annunciations, transponder information,
and G1000 system messages,. Information retained from the
MFD will also be displayed, including CAS messages, engine
parameters, flight planning information with DTK and DIS fields,
and an inset map with all the features except radar.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-5

 ▲ MFD FAIL/PFD IN REVERSIONARY MODE

MFD Failure
If the MFD fails the information will automatically switch to the
PFD for emergency use. The red DISPLAY BACKUP button
located on the lower part of the associated audio panel should
also be pressed. In this mode, the PFD will display the engine
parameters, including the CAS messages and autopilot annun-
ciations. And only limited map functions will be displayed within
the inset map.

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 PA-46-500TP Malibu Meridian Reference Manual

Pitot System

The pitot tubes are located on

the lower surface of the cen-
ter wings. The left pitot tube
supplies the #1 ADC unit with
ram air and it also supplies
the standby airspeed indicator
directly with ram air. The right
pitot tube supplies the #2 ADC
with ram air. This information is
processed by both ADC units
and than sent to the primary
flight displays for the pilot.

The pitot tubes are protected against icing by integral, electri-

cally-powered heating elements to ensure accurate airspeed
indication during icing conditions. A push button switch labeled
PITOT HEAT on the switch panel above the copilot’s windshield
controls DC current flow to the pitot tube heating element. A
light on the switch indicates that the switch is in the “on” posi-
tion. And if the pitot heat is in the off position a crew alert mes-
sage appears in amber on the multi function display showing
[PITOT HEAT OFF] along with the message pitot heat has not
been selected ON (no chime accompanies this CAS message).
Main bus power is supplied to the heating elements of the pitot
tubes through the 10 amp L PITOT HEAT and R PITOT HEAT
circuit breakers.

A failure of the left pitot heat is indicated by an amber caution

[L PITOT HT FAIL] CAS message and a single aural chime, and
a failure of the right pitot heat is indicated by an amber caution
[R PITOT HT FAIL] CAS message and a single aural chime. If
both left pitot heat and right pitot heat fails then red warning
[L PITOT HT FAIL] and [R PITOT HT FAIL] CAS messages will
appear on the crew alert system on the multi function display,
each accompanied by a repeating aural chime.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-7

 Static System

▲ PRIMARY STATIC SOURCE

▲ ALTERNATE STATIC SOURCE SELECTOR ▲ ALTERNATE STATIC SOURCE

The static system consists of several static ports that supply

both #1 and #2 ADC units and to supply static pressure directly
to the standby airspeed indicator and the standby altimeter.
The two primary static source ports are located on the un-
derside of the fuselage. The two alternate static source ports
are located on the left and right aft sides of the fuselage. An
alternate static source selector control is located on the pilots
left kick panel. For the primary static source position the con-
trol toggle should be in the down position and for the alternate
static source the control toggle should be in the up position.

7-8 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

During alternate static source operation, the airspeed, altimeter,

and vertical speed may give slightly different readings. Correc-
tions for each operating mode can be found in section 5 (per-
formance) in the Pilot’s Operating Handbook (POH).

A third static source is located on the underside of the aft fuse-

lage in close proximity of the primary static sources. This static
source supplies static pressure to the outflow valve for the
pressurization system.

The pitot and static system can be drained through separate

drain valves locate on the lower left side panel next to the pilots
seat and on the lower right panel next to the copilot’s seat. On
the pilot’s side there are three drain valves, the aft drain is for
the pilots pitot drain and the center drain valve is for the alter-
nate static system and the forward drain valve is for the pilot’s
static system. On the copilot’s side the aft drain valve is for
the copilot’s pitot system and the forward drain valve is for the
copilot’s static system.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-9

 Standby Instruments
The standby instruments
include an airspeed indica-
tor that is connected to the
left pitot tube and directly to
the static system, a baromet-
ric altimeter is installed and
is also connected directly to
the static system. An electric
standby attitude indicator
is also provided and is con-
trolled by a switch located to
the left of the standby attitude
indicator and is labeled STBY
GYRO ON/OFF. Prior to acti-
vating the standby gyro, the
emergency battery should be
tested by pressing the STBY
GYRO TEST button and not-
ing the white advisory [STBY
BAT TEST OK] CAS message
on the MFD or PFD as appro-
priate. The standby attitude
indicator has It’s own emer-
gency battery and contains
It’s own heater to handle the extreme cold conditions caused
by being located in the radar pod. The emergency battery is
reliable for at least 30 minutes in the event of a total electrical
failure. The battery is charged by the aircraft’s electrical system
under normal conditions.

A power warning flag is rotated out of sight on the front of the

attitude indicator under normal operation, when power is inter-
rupted the flag will rotate and reappear in the top left corner of
the instrument.

7-10 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Magnetic Compass
A conventional magnetic
compass with deviation card
is located between the wind-
shields. It requires no external
power sources except for
lighting.

Primary Flight Display

The G1000 system incorporates two GDU 1040 Primary Flight

Displays (PFD) for the pilot and copilot. The PFD displays at-
titude, airspeed, altitude, vertical speed, and heading informa-
tion in an easy to read format. Slip information is displayed as
a trapezoid under the bank pointer. This reduces the pilot’s
workload while increasing the pilot’s situational awareness.
The PFD also displays navigation information, communications,
terrain, traffic, and weather. All of these items will be discussed
in this chapter and more detailed information can be found in
the Pilot’s Operating Handbook (POH) and the Garmin Pilot’s
Guide.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-11

 Attitude Indicator
The attitude indicator on the
primary flight display is similar
to a conventional artificial hori-
zon. It displays the sky as blue
and the ground as brown.
An attitude pitch tape in the
attitude indicator is labeled
for every 10°, and is limited
to 80° up or down. If pitch up
exceeds 50° above the hori-
zon line, red warning chevrons
will be displayed. Conversely,
if pitch down exceeds 30° below the horizon line, red warning
chevrons will also be displayed.

Secondary information is removed from the PFD and its cor-

responding soft keys are disabled when pitch exceeds +30°/-
20° or bank exceeds 65°. This de-clutters the PFD in the event
of an unusual attitude situation to assist the pilot in re-gaining
aircraft control.

The bank indicator of the attitude indicator shows the pilot the
current bank angle. Bank graduations are displayed at 10, 20,
30, 45, and 60 degrees of bank and are shown to the left and
right of the zero mark which is represented as an inverted trian-
gle. The larger bank angle marks represent 30 and 60 degrees.
A skid/slip indicator is displayed as a trapezoid on the bottom
half of the roll pointer. This replaces a conventional skid/slip in-
dicator; however, the indications remain intuitive. The technique
for keeping the aircraft in coordinated flight remains the same.
The indicator moves with the roll pointer and as lateral accel-
eration becomes stronger the skid/slip indicator moves away
from the pointer. Skid/slip is indicated by the location of the
trapezoid relative to the pointer. To maintain coordinated flight
the pilot should push on the rudder in relationship to the side
the skid/slip indicator has moved to. (IE: if the skid/slip indicator
moves to the right of the roll pointer, then the pilot should push
on the right rudder pedal).

7-12 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

The rate of turn indicator is located above the compass card.

The small marks to the left and right of the lubber line represent
half-standard turn rates. The larger marks to the left and right of
the lubber line represent standard turn rates. The current turn
rate is displayed by a magenta trend vector. The end of the
trend vector gives the heading predicted in 6 seconds based
on the current rate of turn. At rates of 4° or higher an arrow will
appear on the end of the trend vector and the predicted head-
ings are no longer valid.

Airspeed Indicator
Airspeed is displayed as a sliding
scale (airspeed tape) and a numeric
readout in the airspeed window. As
airspeed increases, the airspeed line
moves from bottom to top starting at
20 knots. The airspeed tape is labeled
for every 10 knots with a numeric value
and is marked for every 5 knots with a
small tick mark. True airspeed is dis-
played in knots with a digital readout
below the airspeed tape. A color cod-
ed speed range strip is located on the
airspeed tape that denotes white for
maximum flap (36°) operating range,
green for normal operating range,
and a red and white barber pole for
overspeed (Vmo). A red range is also
depicted for low speed awareness.

An airspeed trend vector is displayed

in magenta to the right of the airspeed
color code that extends up or down to
predict the airspeed to be reached in
the next 6 seconds if the current rate of
airspeed is maintained. If the airspeed
trend vector reaches or exceeds the
Vmo mark the numeric airspeed in the
window changes to yellow. If the ac-
tual airspeed reaches or exceeds Vmo
(188 knots) then the numeric airspeed
readout in the window turns red and an
aural repeating warning will sound.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-13

 Speed reference flags can be set on the airspeed tape by the
pilot from the timer/reference window, for the following air-
speeds:

Vr, Vx, Vy, Flap 10 (F10), Flap 20 (F20), Flap 36 (F36)

Note: The reference speeds can not be changed, but they can
be turned on and off.

Altimeter
Altitude is displayed as a sliding scale
(altimeter tape) and a numeric readout in
the altimeter window. The altitude tape
displays 600 feet of barometric altitude
in view at a time. The altitude tape is
labeled for every 100 feet with a numeric
value and is marked for every 20 feet
with a small tick mark. A magenta alti-
tude trend vector is located on the left
side of the altimeter tape and extends
up or down to predict the altitude to be
reached in the next 6 seconds if the cur-
rent vertical speed rate is maintained.
An altitude bug can be set as a cue to
remind the pilot that the preselected
altitude is approaching, and to communi-
cate with the flight director and autopilot.
A numeric readout for altitude preselect
is located above the altimeter tape. The
altitude preselect knob is located to the
lower left side of each PFD and the GMC
710 autopilot control. Altitudes can be
selected in 100 foot increments, if the
baro-minimums reference is set, the
selected altitude can be set in 10 foot
increments to match the baro-minimums
value.

Minimum descent altitude (MDA) and

decision height (DH) may be selected
and will be depicted by a separate bug
located on the left side of the altimeter
tape.

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 PA-46-500TP Malibu Meridian Reference Manual

A barometric pressure setting is displayed below the altimeter

tape. The barometric setting can be displayed in inches of
mercury (inHg) or in hectopascals (hPa) when metric setting is
used. These altimeter readout options can be set by using the
PFD second level soft keys. To display altitude in meters go to
the PFD second level soft keys to select this option.

Barometric pressure can be set by using the BARO knob locat-

ed on the right side of each PFD. Standard barometric pressure
can be set by either turning the BARO knob to select standard
setting or by pressing the BARO knob inward. If the baromet-
ric pressure altimeter settings differ more than 0.02 inHg. The
readouts turn yellow. The settings can be synchronized by go-
ing to the MFD AUX chapter system setup page, and then turn
on the BARO SYNC, once synchronized they will remain that
way for the entire flight.

Vertical Speed Indicator

The vertical speed indicator
includes a vertical speed scale
that ranges from + 4000 feet per
minute to – 4000 feet per minute.
The VSI is labeled with numeric
marks at 2000 and 4000 feet per
minute in each direction and has
small tick marks for 1000 and
3000 feet per minute in each
direction. A black vertical speed
pointer is displayed to point to
the current vertical speed on the
vertical speed scale and it also
has a digital readout to show the
precise vertical speed. Digits ap-
pear in the pointer when the verti-
cal speed for climb or descent is
greater than 100 feet per minute.
If the rate of climb or descent
exceeds 4000 feet per minute,
the pointer appears at the cor-
responding edge of the tape and
the rate appears inside the pointer.

A magenta chevron bug is displayed as the required vertical

speed indication for reaching a VNV target altitude once the
“TOD (Top of Descent) within 1 minute” alert has been gener-
ated. See the Flight Management and AFCS sections of the
Garmin Integrated Cockpit Guide for details on VNV features.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-15

 Horizontal Situation
Indicator (HSI)
The horizontal situation indica-
tor displays a rotating compass
in a heading-up orientation.
Cardinal points are represented
by letters and numeric labels
are displayed every 30°. Larger
tick marks are at 10° intervals
and smaller tick marks are at
5° intervals. A digital heading
readout appears on the top of
the compass rose of the HSI,
and the current track is repre-
sented by a magenta diamond
bug. The rate of turn is also
displayed above the compass
rose.

The 360° HSI displays a course deviation indicator (CDI) with a

course pointer, a TO/FROM indicator, and a deviation bar and
scale. The course pointer is displayed as a single line arrow for
GPS 1, VOR 1, and LOC 1. The course pointer is displayed as
a double line arrow for GPS2, VOR 2, and LOC 2. Both will point
in the direction of the set course. The TO/FROM arrow rotates
with the course pointer and is displayed when the active navaid
is received.

Course selection knobs are located on both PFD’s and on the

autopilot control panel. Pressing the course knob inward will
sync the course pointer to the bearing of the active waypoint or
navigation station. (Refer to the Garmin pilots guide for informa-
tion on OBS Mode for adjusting a GPS course). When a new
course is selected, a window will appear in the upper right of
the HSI that displays a digital readout of the selected course,
this window will be displayed for 3 seconds after being adjust-
ed.

A light blue heading bug is also displayed on the HSI , the

heading bug can be controlled from either PFD or the auto
pilot control panel. Pressing any of the heading knobs inward
will sync the heading bug to the current heading. When a new
heading is selected a window will appear to the upper left of
the HSI that displays a digital readout of the selected heading
for the heading bug, this window will be displayed for 3 sec-
onds after being adjusted.

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 PA-46-500TP Malibu Meridian Reference Manual

Course Deviation
Indicator (CDI)
The CDI can display GPS or
NAV (VOR and Localizer). If
the navigation source is GPS
the course pointer is displayed
in magenta. If the navigation
source is a VOR or Local-
izer the navigation pointer is
displayed in green. If the CDI
exceeds maximum devia-
tion on the scale (two dots)
while navigating with GPS, the
crosstrack error (XTK) is dis-
played below the white aircraft
symbol.

Changing the navigation source can be done by pressing the

CDI soft key. If the course deviation data is not valid, the CDI
will not be displayed. If the same VOR/LOC navigation source
is selected on both PFD’s, the navigation source annunciation
turns yellow on both displays (unless synchronized). Once the
CDI’s are synchronized (CDI SYNC turned on), they remain
synchronized for the entire flight. To synchronize the CDI’s,
go to the MFD AUX chapter system setup page. The system
automatically switches from GPS to LOC navigation source
and changes the CDI scaling when all of the following occur. A
Localizer or ILS approach has been loaded into the active flight
plan.

The final approach fix (FAF) is the active leg, the FAF is less
than 15NM away, and the aircraft is moving toward the FAF.
A valid Localizer frequency has been tuned. The GPS CDI de-
viation is less than 1.2 times full-scale deflection.

Note: GPS steering guidance is still provided after the CDI

automatically switches to LOC until LOC capture, up to the FAF
for an ILS approach, or until GPS information becomes invalid.
Activating a vector-to-final (see the Flight Management Section)
also causes to switch to LOC navigation source; GPS steering
guidance is not provided after this switch.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-17

 Glideslope Indicator
The Glideslope indicator appears to the left of the altimeter
whenever an ILS frequency is tuned in the active NAV field. It is
displayed as a green diamond that acts as a glideslope indica-
tor that acts as a conventional glideslope needle. If a localizer
frequency is tuned and the glideslope indicator does not ap-
pear, NO GS is annunciated.

Glidepath Indicator
The glidepath indicator is used to represent the glideslope for
GPS WASS approaches for vertical guidance, (LNAV+V, LNAV/
VNAV, and LPV) and is generated by the system to reduce the
pilot’s workload during an approach. When an approach of this
type is loaded into the flight plan and GPS is the selected navi-
gation source, the glidepath indicator appears as a magenta
diamond. If the approach type downgrades past the FAF, NO
GP is annunciated.

Wind Data
Wind direction and speed can
be displayed in a window to
the upper left of the HSI. When
the window is selected it can
be displayed in three different
ways. When wind informa-
tion is invalid or unavailable,
the window shows NO WIND
DATA.

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 PA-46-500TP Malibu Meridian Reference Manual

Synthetic Vision Technology (SVT)

The G1000 system also features synthetic technology. The

system gives the pilot a 3D image of the terrain environment. It
provides a 60° lateral view and a 45° vertical view. It increases
the pilot’s situation awareness with terrain, and it alerts the pilot
of a potential threat. Synthetic Vision will also appear on the
MFD when using reversionary mode.

Synthetic vision offers the following features, terrain alerting,

obstacle alerting, pathways, flight path marker, zero pitch line,
horizon heading marks, traffic display, airport signs, and run-
way display. To display the synthetic vision and pathways, use
the soft keys. When using the pathways the color of the boxes
will correspond to the type of navigation source and match the
color of the CDI pointer. If using GPS navigation, the color of
the pathway boxes and CDI pointer will both display as magen-
ta. If the navigation source is a VOR or a Localizer, the pathway
boxes and CDI pointer color will be displayed as green.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-19

 MFD/PFD Keypad Control Unit

The MFD/PFD keypad control unit is located aft of the power

lever console. It has a user interface allowing for ease of date
entry, MFD/PFD operation, and NAV/COM tuning. Many proce-
dures can be performed using the keypad rather than the PFD
and MFD bezel controls. Indicators above the PFD, MFD, NAV,
and COM keys are illuminated when their respective control
mode(s) are selected. The unit will always default to MFD mode
on power-up.

NAV/COM radio tuning can be accomplished in either MFD

or PFD control mode. The appropriate frequency box on the
selected display is outlined by a light blue box, which flashes
for a few seconds to indicate control unit activity. Selection of a
different display control or radio tuning will result in the cancel-
lation of the previous radio tuning mode.

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 PA-46-500TP Malibu Meridian Reference Manual

Autopilot Integration

The GFC 700 Automatic Flight Control System (AFCS) is a

2-axis autopilot with integrated yaw damper and flight direc-
tor system, controlled through a dedicated autopilot controller
mounted below the MFD, which provides the pilot with the fol-
lowing features:

• One autopilot controller (GMC) which contains the

following mode control buttons: AP (autopilot engage/
disengage); FD (Flight Director On/Off); HDG (Heading
mode On/Off); NAV (Nav mode On/Off); APR (Approach
mode On/Off); ALT (Altitude Hold mode On/Off); VS
(Vertical Speed mode On/Off); FLC (Flight Level Change
mode On/Off); NOSE UP and NOSE DN (vertical mode
reference change).
• Servos with autopilot processing logic in the pitch, roll
and pitch trim control systems.
• Servo mounts and brackets.
• Flight Director processing logic in the GIAs.
• Control wheel-mounted elevator electric pitch trim switch
(split switch).
• Control wheel-mounted trim interrupt and autopilot dis
connect switches.
• Control wheel-mounted CWS (Control Wheel Steering)
switch.
• Remote-mounted go-around switch on the throttle.
• PFD/MFD mounted altitude preselect knobs.
• Yaw Damper system with “YD” switch the mode
controller.

The GFC 700 autopilot contains an electric pitch trim system

which is used by the autopilot for automatic pitch trim during
automatic operation and manual electric pitch trim when the au-
tomatic is not engaged. The electric pitch trim system is oper-
ated by a split switch on the pilot’s and copilot’s control wheels.
The GFC 700 autopilot and manual electric trim will not operate
if the system has not satisfactorily completed a preflight test as
indicated by a PFT tone or if a red AFCS annunciation is pres-
ent.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-21

 Upon initial system power-up and verification of required sen-
sor inputs, the autopilot/flight director system undergoes pre-
flight test. At the end of the test, a two-tone aural sounds and
the PFT and AFCS annunciations are removed. Successful
completion of the preflight test is required for the electric pitch
trim and autopilot to engage.

Annunciation of the flight director and autopilot modes is shown

in the autopilot status field of the PFD. In general, green indi-
cates active modes and white indicates armed modes. When a
mode is directly selected by the pilot, no flashing of the mode
will occur. When automatic mode changes occur, they will be
annunciated with a flashing annunciation of the new mode for
ten seconds in green. If a mode becomes unavailable for any
reason, the mode will flash for ten seconds in yellow and be
replaced by the default ROL mode in green.

Autopilot operation below 90 KIAS and above 175 KIAS in any

mode is not authorized. Autopilot coupled approaches below
100 KIAS is not authorized.

The autopilot features an overspeed recovery submode which

becomes active when the aircraft actual or projected airspeed
exceeds Vmo. Vmo exceedance is no longer a factor. The
overspeed recovery mode provides a pitch up command to a
maximum level flight attitude to lessen the descent rate and to
decelerate the airplane below Vmo. Since the airplane does not
climb in overspeed recovery mode, the pilot may have to re-
duce power to avoid exceeding Vmo while in level flight. Over-
speed recovery is not active in altitude hold (ALT) or glideslope
(GS) modes. The airspeed reference (FLC), which is adjustable
through a speed range of 90 to 175 KIAS, cannot be adjusted
while in overspeed recovery mode.

Normal autopilot disconnects are annunciated with an amber

flashing AP on the PFD accompanied by a two second autopilot
disconnect tone. Normal disconnects are those initiated by the
pilot with the A/P DISC switch on the control yoke, the manual
pitch trim switch, or the GA button. Abnormal disconnects will
be accompanied by a red flashing AP on the PFD accom-
panied by a continuous autopilot disconnect tone. Abnormal
disconnects are those detected by the system, such as total
AHRS failure and stall warning horn activation. The disconnect
tone may be silenced by pressing the A/P DISC switch or the
manual pitch trim switch.

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 PA-46-500TP Malibu Meridian Reference Manual

Note: Specific fault annunciations and associated emergency

procedures are discussed in the Emergency Procedures, Sec-
tion 3.

The following conditions will cause the autopilot and yaw damp-
er to disengage:
• Electrical power failure, including pulling the
AUTOPILOT and/or GMC circuit breakers.
• Internal autopilot system failure.
• Total AHRS malfunction.
• Depressing the red A/P DISC switch on the pilot’s control
wheel.
• Actuating either half or both halves of the manual electric
pitch trim split switch.
• Pushing the AP button on the autopilot mode controller
when the autopilot is engaged.
• Pushing the GA button on the throttle handle.
• Stall warning horn activation.
• Depressing the CWS (Control Wheel Steering) will
disconnect the servos from the flight controls as long as
the switch is depressed, and re-engage upon release.
Upon release the system will synchronize to the
existing airspeed/pitch, or roll angle depending upon the
mode selected. Review the Cockpit Reference Guide for
additional information.
• Activating the EMER switch (with Battery, Alternator and
Generator OFF).

Power to the pitch, roll and yaw servos is supplied through the
AUTOPILOT circuit breaker. The pitch trim servo is powered
through the PITCH TRIM circuit breaker and the Garmin Mode
Controller (GMC) is powered through the GMC circuit breaker.
The AVIONICS master switch can also function as an emer-
gency autopilot disconnect switch should the red disconnect
switch on the control yoke fail.

The autopilot mode controller contains a button labeled “SPD”,

which allows the airplane to hold a constant Mach number.
This button is deactivated for the Meridian and should the pilot
depress the button a system message, “SPD KEY DISABLED
– The SPD key is disabled for this model aircraft”, will be dis-
played.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-23

 Multi Function Display (MFD)

The multi-function display is a 15 inch display and is the prima-

ry display for the engine operating readouts. The multi-function
display also shows map information, including map pages for
navigation, traffic, weather radar, stormscope, weather datalink
and TAWS. Other chapters displayed on the multi-function dis-
play are waypoint information, nearest functions, charts, flight
plan information, approach procedures, and the crew alerting
system (CAS).

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 PA-46-500TP Malibu Meridian Reference Manual

Four main page groups display information on the MFD. Pages

within a main group can vary with installation of optional equip-
ment. White hollow boxes on the right of the main group menu
is signifies pages within the group, and the solid white box de-
picts the current active page. The main groups are Map (MAP),
Waypoint (WPT), Auxiliary (AUX), and Nearest (NRST).

Map Pages (MAP)

Navigation Map
Traffic Map
Weather Radar
StormScope (optional)
Weather Data Link (service optional)
Terrain Proximity

Waypoint Pages (WPT)

Airport Information pages
Airport Information (INFO soft key)
Departure Information (DP soft key)
Arrival Information (STAR soft key)
Approach Information (APR soft key)
Weather Information (WX soft key)
Intersection Information
NDB Information
VOR Information User Waypoint Information

Auxiliary Pages (AUX)

Weights, Fuel, Exceedances
Trip Planning
Utility
GPS Status
System Setup
XM Satel
lite pages
XM Information (INFO soft key)
System Status

Nearest Pages (NRST)

Nearest Airports
Nearest Intersections
Nearest NDB
Nearest VOR
Nearest User Waypoints
Nearest Frequencies
Nearest Airspaces

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-25

 Engine Exceedances

Engine parameter exceedances can be found in the MFD’s

auxiliary groups weights, fuel, and exceedance page. Informa-
tion in the exceedance box is as follows, UTC date and time,
the parameter that was exceeded, the peak value of the ex-
ceedance, and the duration of the exceedance.

Up to 8 exceedances can be displayed in the exceedance box,

when more than 8 exceedances are recorded a scroll bar will
appear on the right of the exceedance box. The fields in the
exceedance box can not be edited.

Weights and Fuel Information

Weights and fuel can also be found within this page. It is rec-
ommended that after start up and power up to the MFD has
been applied that the pilot should press the FOB soft key to set
the fuel level in the Fuel page so the fuel calculations for flight
will be as accurate as possible.

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 PA-46-500TP Malibu Meridian Reference Manual

Crew Alerting System (CAS) Messages

The Crew Alerting System (CAS) consists of master warning

and master caution indicators operating in conjunction with
CAS text messages. CAS text messages appear in the lower
left area of the MFD during normal operations and in the lower
right side of the PFDs during reversionary mode operation.
The CAS message window is capable of displaying 14 CAS
messages in the normal operating mode and 13 CAS mes-
sages in the reversionary mode. Should the total number of
CAS messages exceed these values the oldest message will
be removed from the window until the total message count is
reduced to 14 in normal mode or 13 in reversionary mode. The
master warning and master caution indicators are illuminated,
momentary, push-button switches centered above the pilot’s
PFD. The severity of CAS messages are categorized as Warn-
ing, Caution, and Advisory as follows.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-27

 Red Warning Messages
Warning messages consist of a red master warning indicator,
located above the pilot’s PFD, and a flashing (inversely red
on white) CAS warning text message located in the lower left
corner of the MFD. Warnings are accompanied by a continuous
aural chime, which can be silenced by pressing (acknowledg-
ing) the MASTER WARN RESET switch. When acknowledged,
the MASTER WARN RESET switch will extinguish, the aural
chime will silence, and the red CAS warning text message will
stop flashing and it will revert back to it’s normal (red on black)
annunciation. Red warning CAS text messages will persist until
the initiating condition is removed. If the warning was initiated
by an engine parameter, that parameter’s indication will con-
tinue to flash until the condition is removed.

Amber Caution Messages

Caution messages consist of an amber master caution indica-
tor, located above the pilot’s PFD, and a flashing (inversely
black on amber) CAS caution text message located in the lower
left corner of the MFD. Cautions are accompanied by a single
aural chime. Caution messages can be acknowledged by
pressing the MASTER CAUTION RESET switch. When acknowl-
edged, the MASTER CAUTION RESET switch will extinguish
and the amber caution CAS text message will stop flashing and
revert back to it’s normal (amber on black) annunciation. Am-
ber caution CAS text messages will continue to persist until the
initiating condition is removed.

White Advisory Messages

Advisory text messages appear in the CAS window in white
text. Advisory messages do not require acknowledgement and
are not accompanied by aural chimes. White advisory CAS
messages persist until the initiating condition is removed.

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 PA-46-500TP Malibu Meridian Reference Manual

Traffic Information Service (TIS)

TIS provides the

pilot with a graphic
display of traffic
advisories. Upon
power up the G1000
system performs
an automatic test
of the TIS system.
If it passes, the TIS
system will enter a
STANDBY mode
while on the ground.
If it fails the power
up test, then a failure
annunciation will be displayed in the center of the traffic map
page. Once the aircraft is airborne the TIS automatically goes
into OPERATING mode and will provide a graphic display of
traffic and a voice or tone audio output. TIS uses the mode S
transponder for the traffic data link and is only available when
the aircraft is within the service area of a TIS capable, ground
based terminal radar site. Updates are given in 5 second inter-
vals, aircraft without a transponder will not be diplayed by TIS
and aircraft without altitude reporting capability are displayed
without altitude separation data or climb/descent indication.
Traffic can be selected from 2 nm to 12 nm, and up to eight
targets can be displayed within a 7.5 nm radius, from 3000
feet below to 3500 feet above the requesting aircraft. TIS also
displays a vector line showing the direction in which the traffic
is moving. Traffic is overlaid on the following pages:

Navigation Map page

Traffic Map page
Trip Planning page
Nearest pages
Active Flight Plan page
PFD Inset Map

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-29

 Traffic Advisory System (TAS) Optional
If installed the optional Traffic Advisory System (TAS) is used
to aid in the detection and avoidance of other aircraft traffic.
Instead of relying on ground components that are limited to the
area, TAS uses onboard processors and antennas to detect
and track other aircraft by sensing the other aircraft’s transpon-
ders. TAS processes the information returned from the other air-
craft’s transponder and determines range, bearing, and relative
altitude. Aircraft’s that do not have a transponder will be invis-
ible to TAS. Aircraft with transponders that do not have altitude
reporting capabilities are displayed with only range and bear-
ing. After power-up of TAS, it will enter an automatic normal
operating mode and the word OPERATING will be displayed
in the upper left corner of the traffic map page, along with a
highlighted soft key showing NORMAL. If the self test fails, than
the word FAIL will be displayed in the upper left corner of the
traffic map page, along with the highlighted soft key showing
STANDBY.

The traffic map page is located in the MFD’s map group. The
can be selected from 2 nm to 40 nm. And TAS can detect up to
45 aircraft and display up to 30 aircraft. TAS can track other air-
craft from 10,000 feet below to 10,000 feet above the request-
ing aircraft. Traffic is overlaid on the following pages:

Navigation Map page

Traffic Map page
Trip Planning page
Nearest pages
Active Flight Plan page
PFD Inset Map

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 PA-46-500TP Malibu Meridian Reference Manual

Terrain Proximity

The G1000 terrain

proximity is a terrain
awareness system
that increases situ-
ational awareness
and aids in reduc-
ing controlled flight
into terrain (CFIT).
Terrain proximity
is similar to TAWS
but does not com-
ply with the TAWS
certification. Terrain
proximity provides
color indications of
terrain and obstacle
threats as TAWS
does. However, the
terrain proximity does not provide the warning annunciations
and voice alerts that TAWS provides. TAWS uses a more so-
phisticated database and uses more sophisticated algorithms
to assess the aircraft’s distance from terrain and obstacles. The
terrain and obstacles information may be limited because the
database may not contain all obstructions. The information pro-
vided by the terrain proximity should never be used to navigate
or maneuver around terrain. Terrain proximity should only be
used as an aid to situational awareness.

The Terrain proximity page is located in the MFD’s map page

group. And can also be displayed on the following pages.
Navigation Map page
Terrain Proximity page
Trip Planning page
Flight Plan page
PFD Inset Map

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-31

 Obstacles and terrain are depicted in the following colors on
pages that display terrain data.

Red- above or within 100 feet below the aircraft

altitude
Yellow- between 100 feet and 1000 feet below the
aircraft altitude
Black- more than 1000 feet below the aircraft altitude

Note: Refer to the Garmin cockpit reference guide or the pilot’s

operating handbook for detailed information.

Terrain Awareness and Warning System (TAWS) Optional

The Terrain Awareness and Warning System (TAWS) is an

optional feature used to increase situational awareness and aid
in reducing controlled flight into terrain (CFIT). TAWS provides
visual and aural cautions and warning alerts when terrain and
obstacles are within a given altitude threshold from the aircraft.
The displayed alerts are only advisory. TAWS does meet the
TSO-C151b class B certification requirements whereas the
more limited Terrain Proximity does not.

Note: Refer to the Garmin cockpit reference guide or the pilot’s

operating handbook for detailed information.

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 PA-46-500TP Malibu Meridian Reference Manual

Weather Radar

The installation of
the onboard weather
radar consists of a
transmitter/receiver
unit in a fiberglass
radar pod mounted
under the right wing
just outside the main
landing gear. The
Garmin GWX 68 air-
borne color weather
radar is a four-color
digital pulsed ra-
dar. It combines
excellent range and
adjustable scan-
ning profiles with a
high definition target
display. The Meridian uses a 10 inch antenna array that is fully
stabilized to accommodate 30° of pitch and roll.
Radar scanning can be focused on specific areas, that offers
pilot adjustable horizontal scan angles of 20°, 40°, 60°, or 90°.A
vertical scanning function helps to analyze storm tops, gradi-
ents, and cell buildup activity at various altitudes.
Radar features include

Extended Sensitivity Time Constant (STC)

logic that automatically correlates distance of the return echo
with intensity, so cells do not suddenly appear to get larger as
they get closer.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-33

 WATCH (Weather Attenuated Color Highlight)
WATCH helps to identify possible shadowing effects of short-
range cell activity, identifying areas where radar return sig-
nals are weakened or attenuated by intense precipitation (or
large areas of lesser precipitation) and may not fully reflect the
weather behind a storm.

Weather Alert
Looks ahead for intense cell activity in the 80-320 nm range,
even if these ranges are not being monitored.

Weather Display
When evaluating various target returns on the weather radar
display, the colors denote precipitation intensity and rates
shown in the following table.

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 PA-46-500TP Malibu Meridian Reference Manual

Garmin Datalink (GDL 69A) Optional

The optional GDL

69A is a remote
mounted data-link
satellite receiver that
provides XM satel-
lite weather and XM
satellite radio. XM
satellite weather and
XM satellite radio
services are avail-
able by subscrip-
tion.

Note: Refer to the

pilot’s operating
handbook or the
Garmin cockpit
reference guide for
subscription and activation information for XM satellite Weather

Graphical and textual weather information is displayed on the

MFD and the PFD inset map. XM satellite weather operates in
the S-band frequency range and provides continuous recep-
tion capabilities at any altitude throughout North America. The
primary map for viewing XM weather data is the Weather Data
Link page in the Map page group. This is the only G1000 map
display capable of showing information for all available XM
weather products.

The following pages can display various portions of XM weather

data:

Navigation map
Weather Datalink page (able to display all XM weather data)
Weather Information page
AUX-Trip Planning page
Nearest pages
Flight Plan pages
PFD Inset Map

Note: Refer to the pilot’s operating handbook or the Garmin

Cockpit Reference Guide for detailed information.

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-35

 XM Radio Entertainment

The optional XM
Radio entertainment
feature of the GDL
69A data-link re-
ceiver is available for
the pilot’s and pas-
sengers’ enjoyment.
XM Satellite Radio
offers a variety of
radio programming
over long distances
without having to
constantly search
for new stations. The
GDL 69A can receive
the S-band, XM Sat-
ellite Radio entertain-
ment services at any
altitude throughout the Continental U.S. based on signals from
satellites, coverage far exceeds land-based transmissions.

The XM Radio is never muted for the cabin passengers unless

a stereo input to the stereo input jack is installed. XM radio is
automatically muted for the front seat crew members during the
following conditions:

Aircraft radio reception

Push-To-Talk switch activation
Stall Warning activation
Gear Warning activation
Marker Beacon audio activity
Master caution and master warning chimes
Audible system messages

The XM Radio page provides information and control of the

audio entertainment features of the XM satellite radio. The XM
radio page can be located on the MFD’s AUX page group.

Note: Refer to the pilot’s operating handbook or the Garmin

Cockpit Reference Guide for detailed information.

7-36 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Limitations

Refer to the applicable aircraft manufacturer’s FAA approved

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

Emergency Procedures

Refer to the applicable aircraft manufacturer’s FAA approved

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

FLIGHT INSTRUMENTATION 8/11 FOR TRAINING PURPOSES ONLY 7-37

 This Page Intentionally Left Blank

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 PA-46-500TP Malibu Meridian Reference Manual

Chapter 8
Hydraulics and Landing Gear
Table of Contents

Overview.....................................................................................1
Landing Gear System Description............................................1
Nose Gear...................................................................................2
Main Gear...................................................................................5
Main Hydraulic System.............................................................8
Landing Gear Control............................................................. 12
Landing Gear Position Indication and Warning................... 13
Emergency Gear Extension System...................................... 19
Brake System.......................................................................... 20
Limitations.............................................................................. 22
Emergency Procedures.......................................................... 22

HYDRAULICS AND LANDING GEAR 8/11 FOR TRAINING PURPOSES ONLY 8-i
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 PA-46-500TP Malibu Meridian Reference Manual

Overview

The Malibu Meridian is equipped with retractable, tricycle-

configuration landing gear that is electrically-controlled and
hydraulically-operated. The main gear assemblies are located
in the left and right inboard sections of the wing. The nose gear
assembly is located in the nose section of the fuselage. Normal
gear extension and retraction is activated by a selector switch
on the pilot’s lower right instrument panel. Emergency gear
extension is provided by a hydraulic pressure release “free-fall”
arrangement with down-spring assist for nose gear extension.
Emergency extension is activated by a guarded knob located
below the selector switch. Landing gear operation, including
closing of the nose gear wheel well doors, is the only function
of the main hydraulic system. An independent hydraulic system
is provided for the main gear wheel brakes.

Landing Gear System Description

Normal extension and retraction is accomplished by direct-

ing hydraulic fluid under pressure to an actuator at each gear
assembly. All three gear assemblies are held in the extended
position by mechanical downlock latches internal to each ac-
tuator, and held in the retracted position by hydraulic pressure.
Hydraulic pressure releases the downlock latches during gear
retraction. Six microswitches are incorporated: three actuated
by the downlock latches and three actuated by the landing
gear wheel well doors. These microswitches operate in con-
junction with the landing gear control, position indication, and
warning circuitry.

HYDRAULICS AND LANDING GEAR 8/11 FOR TRAINING PURPOSES ONLY 8-1
 Nose Gear

The nose gear is of conventional design incorporating a lower

piston/yoke assembly, upper trunnion, shock strut, and torque
links. The yoke provides attachment points and running clear-
ance for the nosewheel. Attachment points for installation of the
nose gear to the engine mounting frame are provided by the
trunnion which also houses the shock strut. Upper and lower
torque links connect the piston/yoke assembly to the trunnion
and maintain alignment of the nosewheel.

The nose gear incorporates an oleo-pneumatic type shock strut

which functions to support the weight of the aircraft and absorb
shock loads encountered during ground operation. The shock
strut consists primarily of an inner cylinder (piston) integral to
the piston/yoke assembly, and an outer cylinder (strut) housed
within the trunnion. An orifice tube, secured to the trunnion,
divides the interior of the shock strut into upper and lower
hydraulic fluid filled chambers. A metering pin regulates the
flow of hydraulic fluid between these chambers in relation to
increasing or decreasing load. O-rings are used to seal the up-
per chamber from the lower chamber, and the piston from the
strut. A valve at the top of the strut permits dry air/nitrogen gas
servicing and is removable for hydraulic fluid servicing.

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 PA-46-500TP Malibu Meridian Reference Manual

Nose Gear Assembly

STEERING
RODS

BELLOWS

BELLCRANK

NOSE GEAR ACTUATOR

STEERING
ARM

YOKE
ASSEMBLY

BUNGEE
ASSEMBLY

ROLLERS

TRUNNION

PISTON

TORQUE
LINKS

YOKE

HYDRAULICS AND LANDING GEAR 8/11 FOR TRAINING PURPOSES ONLY 8-3
 2

1 1

1. Push-Pull Rods
2. Torque Tube
3. Door Actuator
4. Down-Spring 4
5. Up-Limit Switch

The nose gear retracts rear-

ward into the nose wheel well
against down-spring pressure.
When fully-retracted, the nose-
wheel is stowed in a horizon- 5
tal position below the engine
and enclosed by doors which
open during extension and close during retraction. The doors
are linked by push-pull rods to a common torque tube such that
they operate simultaneously. The torque tube is linked to an
actuator that receives hydraulic pressure during gear retraction
only.

A sequencing valve delays the

direction of hydraulic pressure
to the actuator until the nose
gear is fully-retracted. The
doors are held closed by hy-
draulic pressure and opened
by spring pressure when
hydraulic pressure is released
from the actuator during ex-
tension.

▲ SEQUENCING VALVE

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 PA-46-500TP Malibu Meridian Reference Manual

Main Gear

The main gear is of conventional design incorporating a lower

piston/yoke assembly, upper trunnion, shock strut, and torque
links. The yoke provides attachment points and running clear-
ance for the main wheel and the wheel brake assembly. Attach-
ment points for installation of the main gear to the front and rear
wing spar are provided by the trunnion which also houses the
shock strut. Upper and lower torque links connect the piston/
yoke assembly to the trunnion and maintain alignment of the
main wheel.

The main gear incorporates an oleo-pneumatic type shock strut

which functions to support the weight of the aircraft and absorb
shock loads encountered during ground operation. The shock
strut consists primarily of an inner cylinder (piston) integral to
the piston/yoke assembly, and an outer cylinder (strut) housed
within the trunnion. An orifice tube, secured to the trunnion,
divides the interior of the shock strut into upper and lower
hydraulic fluid filled chambers. A metering pin regulates the
flow of hydraulic fluid between these chambers in relation to
increasing or decreasing load. O-rings are used to seal the up-
per chamber from the lower chamber, and the piston from the
strut. A valve at the top of the strut permits dry air/nitrogen gas
servicing and is removable for hydraulic fluid servicing.

HYDRAULICS AND LANDING GEAR 8/11 FOR TRAINING PURPOSES ONLY 8-5
Main Gear Assembly

MAIN GEAR
ACTUATOR

ROD END

TRUNNION

PISTON TORQUE
LINK

YOKE

BRAKE
ASSEMBLY

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 PA-46-500TP Malibu Meridian Reference Manual

The main gear assemblies

retract inward into wing wheel 1 3
wells. When fully retracted,
each main gear is partially
enclosed by a hinged door 2
which opens during extension
and closes during retraction.
Push-pull rods mechanically
link the doors to their respec-
tive trunnions such that they
operate simultaneously.

1. Wheel Well Door

2. Push-Pull Rod
3. Trunnion

Note: Wiping the pistons clean after every flight will reduce
maintenance and help prolong the life of the components.

HYDRAULICS AND LANDING GEAR 8/11 FOR TRAINING PURPOSES ONLY 8-7
 Main Hydraulic System

Major components of the main hydraulic system include a

hydraulic power pack located on a floor bracket in the aft bag-
gage compartment near the aft pressure bulkhead, a selector
switch, an emergency gear extension pressure relief valve and
control knob, a sequencing valve for the nose gear door actua-
tor, and the hydraulic actuators located at each gear assembly.

Hydraulic Power Pack

The hydraulic power pack
functions as the source of
main hydraulic system pres-
sure for landing gear opera-
tion. Its major components are
an electric motor/hydraulic
pump assembly, a transpar-
ent reservoir with integral
level indication markings, and
control circuits comprised of
relays and pressure switches.
Extension and retraction is ac-
complished by reversing the direction of motor/pump rotation.
The pump provides a nominal output of 1 GPM (gallon/minute)
at 1350 PSI. Normally closed pressure switches control normal
system operation. These switches open when system pressure
reaches approximately 1350-1400 PSI and close again at no
less than 1170 PSI. The pump is protected by one pressure
relief valve that opens at 1550-1800 PSI when the pump is op-
erating in the down direction, another that opens at 1550-2000
PSI when the pump is operating in the up direction, and by a
thermal relief valve that opens at 2450-2600 PSI in either direc-
tion.

The hydraulic power pack and landing gear control circuits are
supplied by the main bus. The motor/pump is protected by the
25 amp HYDRAULIC PUMP POWER circuit breaker and the
control circuits by the 3 amp HYDRAULIC PUMP CONTROL
circuit breaker.

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 PA-46-500TP Malibu Meridian Reference Manual

Hydraulic Actuators
Each actuator is comprised of a cylinder body with an internal
piston and rod assembly. The cylinder body of each actuator is
attached to the airframe structure. Each rod end is attached to
its associated gear trunnion. Retract and extend ports at op-
posite ends of the cylinders are plumbed to the main hydraulic
system. The three gear actuators incorporate integral “pawl and
slot” type downlock latches which hold the gear assemblies in
the fully extended position when hydraulic pressure is removed.

1
6
7

1. Cylinder Body
2. Piston Rod
3. Extend Port
4. Retract Port
5. Down-Spring
6. Downlock Switch
7. Up-Limit Switch 1

2 5

HYDRAULICS AND LANDING GEAR 8/11 FOR TRAINING PURPOSES ONLY 8-9
Hydraulic Power Pack Operation (Extension)

UP HYDRAULIC
RELAY PUMP

UP
MOTOR

LANDING GEAR DN
SELECTOR SWITCH

DOWN
RELAY
PUMP DRIVE
RESERVOIR SHAFT

3 25

HYDRAULIC PUMP A B B A
CONTROL POWER

PUMP
ELEMENT
A BYPASS RELIEF VALVE

B CHECK VALVE SHUTTLE

VALVE
C THERMAL RELIEF VALVE

D PRESSURE CHECK VALVE

PRESSURE

RETURN
C D D C
FLUID SUPPLY

EXTEND LINE RETRACT LINE

DOWN UP
PRESSURE PRESSURE
SWITCH SWITCH

GROUND

LEFT
SQUAT
SWITCH

AIR

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 PA-46-500TP Malibu Meridian Reference Manual

Hydraulic Power Pack Operation (Retraction)

UP HYDRAULIC
RELAY PUMP

UP

MOTOR
LANDING GEAR DN
SELECTOR SWITCH

DOWN
RELAY
PUMP DRIVE
RESERVOIR SHAFT

3 25

HYDRAULIC PUMP A B B A
CONTROL POWER

PUMP
ELEMENT
A BYPASS RELIEF VALVE

B CHECK VALVE SHUTTLE

VALVE
C THERMAL RELIEF VALVE

D PRESSURE CHECK VALVE

PRESSURE

RETURN
C D D C
FLUID SUPPLY

EXTEND LINE RETRACT LINE

DOWN UP
PRESSURE PRESSURE
SWITCH SWITCH

GROUND

LEFT
SQUAT
SWITCH

AIR

HYDRAULICS AND LANDING GEAR 8/11 FOR TRAINING PURPOSES ONLY 8-11
 Landing Gear Control

Normal landing gear extension and retraction is activated by a

two position selector switch located on the pilot’s lower right in-
strument panel. Moving the wheel-shaped selector to the “UP”
or “DN” position signals the electric motor/hydraulic pump to
operate in the retract or extend direction accordingly. The se-
lector must be pulled slightly outward against spring pressure
to clear a detent before it can be moved to the “UP” position.

To prevent inadvertent retrac-

tion of the gear during ground
operation, the left main gear
weight-on-wheels (safety)
switch interrupts the gear
retraction circuit when the strut
is compressed (airplane is on
the ground).

▲ SAFETY SWITCH

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 PA-46-500TP Malibu Meridian Reference Manual

Landing Gear Position Indication and Warning

Indication of landing gear position is provided by a system of

switches, lights, and an audible warning tone. The input sourc-
es associated with position indication and warning consist of
individual downlock and up-limit microswitches for each gear
assembly, a POWER lever position microswitch, a flap posi-
tion microswitch, the selector switch, and the weight-on-wheels
switch. Main bus power is supplied to the landing gear posi-
tion indication and warning circuit through the 3 amp LANDING
GEAR INDICATION and 3 amp LANDING GEAR WARNING
circuit breakers.

Position Indicator Lights

Independent visual indication of each gear assembly’s position
is provided by three green lights located above the selector
switch and a red [GEAR WARN] annunciator is located above
gear indicator lights. Each green light illuminates when its as-
sociated gear assembly is down and locked. Conversely, all
position indicator lights should be extinguished when the land-
ing gear is fully-retracted.

Gear Warning Annunciator

During normal operation, the red [GEAR WARN] annunciator
illuminates when the landing gear is in transit. All three gear
assemblies must either be up or down and locked to extinguish
the annunciator, as sensed by the up/down lock microswitches.
If the red [GEAR WARN] annunciator remains illuminated after
10 seconds during normal gear operation or illuminates steadily
during flight with the landing gear selector in the UP position, a
system malfunction is indicated.

An amber caution [HYDR PUMP ON] CAS message will illumi-

nate on the MFD with a single aural chime if the hydraulic pump
has been operating for 15 seconds or more while the aircraft
is in flight. A red warning [HYDR PUMP ON] CAS message will
illuminate on the MFD with a continuous aural chime if during
any activation of the hydraulic pump while the aircraft is on the
ground.

HYDRAULICS AND LANDING GEAR 8/11 FOR TRAINING PURPOSES ONLY 8-13
 Audible Warning Tone
A gear warning horn will sound and the red [GEAR WARN] an-
nunciator will illuminate under the following conditions:

On the ground when the selector switch is placed in the “UP”

position. The landing gear squat switch will prevent the hy-
draulic pump from operating, thus prevent gear retraction on
the ground. In flight, with the POWER lever set to a low power
setting, if the landing gear is not indicating in the DOWN posi-
tion. Finally, in flight, with the flaps extended beyond 10° and
the landing gear is not in the DOWN position.

A landing gear mute switch is located above the pilot’s PFD.

Pressing the landing gear horn mute switch temporarily silenc-
es the landing gear warning horn only if the horn was triggered
by low power settings. The landing gear horn mute switch
will not silence the horn if it was triggered by flaps extended
beyond 10°. When pressed the landing gear mute switch will il-
luminate. The horn can be silenced by pressing the switch and
the light within the switch can only be extinguished by extend-
ing the landing gear or advancing the power lever.

Note: A malfunction of the left main gear safety switch can also
cause the audible warning tone to sound and the red [GEAR
WARN] annunciator to illuminate in flight and removing power
from the hydraulic pump, (Refer to the emergency procedures
chapter in the pilots operating handbook).

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 PA-46-500TP Malibu Meridian Reference Manual

Landing Gear Operation

Landing Gear Retraction

In flight, when the selector switch is positioned to “UP,” the
hydraulic power pack motor/pump is activated in the retract
direction, pressure is relieved from the extend lines, the and
nominal 1350 PSI system pressure is directed to the retract
lines. All three landing gear assemblies retract, and when the
nose gear is fully-retracted, the trunnion operates the sequence
valve, causing the nose gear doors to close. When the retrac-
tion cycle is complete, hydraulic pressure in the retract lines
will rise until the power pack up pressure switch opens, caus-
ing the motor/pump to stop. The landing gear is then held in
the retracted position by hydraulic pressure. Should pressure in
the retract lines fall below 1170 PSI, the up pressure switch will
close, reactivating the motor/pump in the retract direction until
pressure in the lines is restored.

Main bus power to operate the motor/pump in the retract di-

rection is supplied through the 25 amp HYDRAULIC PUMP
POWER circuit breaker across the closed contacts of the power
pack up relay. Main bus power to operate the up relay is sup-
plied through the 3 amp HYDRAULIC PUMP CONTROL circuit
breaker, across the gear up contacts of the selector switch,
and the “air” contacts of the weight-on-wheels (squat) switch.
The ground required to energize the up relay closed is sup-
plied across the normally-closed contacts of the power pack up
pressure switch.

HYDRAULICS AND LANDING GEAR 8/11 FOR TRAINING PURPOSES ONLY 8-15
 Landing Gear Extension
When the selector switch is positioned to “DN,” the hydraulic
power pack motor/pump is activated in the extend direction,
pressure is relieved from the retract lines, and nominal 1350
PSI system pressure is directed to the extend lines. The motor/
pump will run in the extend direction until two conditions are
met: the nose gear indicates down and locked; and hydraulic
pressure in the extend lines has caused the power pack down
pressure switch to open. Should pressure in the extend lines
fall below 1170 PSI, the down pressure switch will close, reac-
tivating the motor/pump in the extend direction until pressure
in the lines is restored. Should the nose gear position indicator
extinguish, a relay will de-energize reactivating the motor/pump
in the extend direction until a down and locked indication is
regained.

Main bus power to operate the power pack in the extend di-
rection is supplied through the 25 amp HYDRAULIC PUMP
POWER circuit breaker across the closed contacts of the power
pack down relay. Main bus power to operate the down relay
is supplied through the 3 amp HYDRAULIC PUMP CONTROL
circuit breaker across the gear down contacts of the selector
switch. The ground required to energize the down relay is sup-
plied either across the normally-closed contacts of the power
pack down pressure switch or the normally-closed contacts of
the nose gear position indication relay.

The up and down relays are interlocked to prevent them from

being energized at the same time.

8-16 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PRESSURE RESTRICTOR
VALVE
RETURN
ELECTRICAL CONNECTION
MECHANICAL CONNECTION

HYDRAULICS AND LANDING GEAR 8/11

DOWNLOCK
NOSE GEAR SWITCH
DOOR ACTUATOR SEQUENCE
VALVE LANDING GEAR
INDICATION

LANDING
GEAR
NOSE GEAR
Landing Gear Operation (extension)

ACTUATOR
R UP
L N
I EMERGENCY
E O
G RELEASE
F S
H VALVE
T E
T DN

EMERGENCY GEAR EXTENSION

MANIFOLD

FOR TRAINING PURPOSES ONLY

DOWNLOCK DOWNLOCK
SWITCH SWITCH

LEFT MAIN LEFT MAIN

GEAR ACTUATOR GEAR ACTUATOR
HYDRAULIC
POWER
PACK

8-17
PA-46-500TP Malibu Meridian Reference Manual
8-18
PRESSURE RESTRICTOR
VALVE
RETURN
ELECTRICAL CONNECTION
MECHANICAL CONNECTION

DOWNLOCK 3
NOSE GEAR
SWITCH
DOOR ACTUATOR SEQUENCE
VALVE LANDING GEAR
INDICATION

LANDING
GEAR
NOSE GEAR
ACTUATOR
Landing Gear Operation (retraction)

R UP
L N
I EMERGENCY
E O
G RELEASE
F S
H VALVE
T E
T
DN

EMERGENCY GEAR EXTENSION

MANIFOLD

FOR TRAINING PURPOSES ONLY

DOWNLOCK DOWNLOCK
SWITCH SWITCH

LEFT MAIN LEFT MAIN

GEAR ACTUATOR GEAR ACTUATOR
HYDRAULIC
POWER
PACK

MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Emergency Gear Extension System

In the event of electrical or hydraulic system failure, emergency

gear extension is provided by a hydraulic pressure release
“free-fall” system with down-spring assist for nose gear exten-
sion. Emergency extension is activated by a guarded red knob,
located below the selector switch, that is connected by cable to
a valve, located below the copilot’s floor.

Note: The HYDRAULIC PUMP POWER circuit breaker should

be pulled before operating the emergency extension system.

Note: The EMERGENCY GEAR EXTENSION control requires

approximately 25 pounds of pulling force to operate the valve.

When the valve is operated by releasing the knob and pull-

ing it outward, pressure is released from the retract lines and
allowed to equalize with pressure in the extend lines. Gravity
then causes the gear to free-fall to the extend position. Yaw-
ing the airplane left and right may be required to achieve down
and locked indications for all three gear assemblies. Nose gear
extension is assisted against aerodynamic forces by the down-
spring.

HYDRAULICS AND LANDING GEAR 8/11 FOR TRAINING PURPOSES ONLY 8-19
 Brake System

Airplane braking is provided

by two disc brake assem-
blies, one bolted to each main
landing gear axle. The brakes
are controlled by the rudder
pedals. The pilot’s and copi-
lot’s left rudder pedals oper-
ate the left brake while their
right pedals operate the right
brake. A master cylinder is
attached to each rudder pedal
and plumbed to the brakes.
The brake hydraulic system ▲ BRAKE FLUID RESERVOIR
is separate from the main
hydraulic system and is supplied from a reservoir mounted on
the forward pressure bulkhead inside the nose baggage com-
partment. Pressing a brake pedal causes the applicable brake
master cylinder to force brake fluid through the parking brake
valve to the brake assembly.

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 PA-46-500TP Malibu Meridian Reference Manual

The parking brakes are set

with the PARK BRAKE PULL
control knob located below the
pilot’s control column. Apply-
ing pedal pressure and pulling
out the control knob operates
a valve that causes hydraulic
fluid to be trapped in the brake
lines between the valve and
the brake assemblies. The
parking brake is released by
applying pedal pressure and
pushing the PARK BRAKE ▲ PARKING BRAKE
PULL control knob all the way in
to open the valve thereby re-
lieving the trapped pressure to
release the brakes.

HYDRAULICS AND LANDING GEAR 8/11 FOR TRAINING PURPOSES ONLY 8-21
 Limitations

Refer to the applicable aircraft manufacturer’s FAA approved

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

Emergency Procedures

Refer to the applicable aircraft manufacturer’s FAA approved

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

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 PA-46-500TP Malibu Meridian Reference Manual

Chapter 9
Environmental System
Table of Contents

Overview.....................................................................................1
Bleed Air System.......................................................................2
Environmental Control System.................................................4
Air Distribution System.......................................................... 12
Cabin Pressurization Control System................................... 13
Air Conditioning (Vapor Cycle Cooling) System................... 23
Oxygen System....................................................................... 25
Limitations.............................................................................. 26
Emergency Procedures.......................................................... 26

ENVIRONMENTAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 9-i

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 PA-46-500TP Malibu Meridian Reference Manual

Overview

The environmental system functions to regulate the temperature

and pressure of air delivered to the cabin for pressurization
and ventilation. The system consists of a bleed air system, an
environmental control system (ECS), an air distribution system,
a cabin pressurization control system, an ambient air ventilation
system, a vapor cycle cooling (air conditioning) system, and
emergency oxygen systems.

ENVIRONMENTAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 9-1

 Bleed Air System

The bleed air system functions to supply air to pressurize the

cabin during flight and for heating the cabin during flight and
ground operations.

Compressor bleed air (P3) is

taken from a port located at
the 9 o’clock position of the
engine gas generator case
and is split into left and right
branches: the right branch
supplies air for the Environ-
mental Control System (ECS)
and the left branch supplies
the pneumatic/vacuum and
emergency pressurization
systems.
▲ BLEED AIR PRECOOLER

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 PA-46-500TP Malibu Meridian Reference Manual

The air in the right ECS branch is mixed with ambient air to
obtain a desired flow rate and then split into two paths. One
path routes bleed air through an acoustic muffler, while air in
the other path flows through an air-to-air heat exchanger to be
cooled before being recombined with the air from the acoustic
muffler. The recombined air is then routed through ducting and
check valves to the cabin.

Air in the left (pneumatic/vacuum/emergency) branch passes

through an air-to-air heat exchanger, is cooled, and then is
split into two paths. One path is routed to the cabin through the
emergency pressurization air valve. The other path is used by
the pneumatic/vacuum system to provide vacuum to the cabin
pressurization control system and pressure and vacuum to the
ice protection system.

ENVIRONMENTAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 9-3

 Environmental Control System

The environmental control system functions to control the flow

rate and temperature of bleed air directed into the cabin.

Flow Rate Control

The major components used to control the rate of bleed air flow
into the cabin are the bleed air shutoff valve, flow control valve,
ECS CABIN COMFORT switch, and associated sensors and
controls.

The bleed air shutoff valve is a two-position manually operated

valve that controls the flow of bleed air used by the environ-
mental control system. The valve is cable-controlled by a knob
located on the instrument panel to the right of the pilot’s con-
trol yoke. The bleed air shutoff valve is open when the knob is
pushed fully-in and is closed when the knob is pulled fully-out.

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The flow control valve consists

of an ejector in which bleed air
and ambient air are mixed and
an electrically-operated valve
that regulates flow rate by
controlling the bleed air motive
flow through the ejector. The
valve is controlled by signals
from a mass flow controller
and associated mass flow
sensor. The sensor, located
in the ducting to the cabin,
detects the rate of air flow into ▲ MASS FLOW SENSOR
the cabin and sends a signal
to the controller. The controller compares actual flow rate to the
rate selected by the ECS CABIN COMFORT switch and sends
appropriate signals to open or close the flow control valve.

The rotary, four-position, ECS

CABIN COMFORT switch, lo-
cated on the instrument panel
to the lower right of the pilot’s
yoke, functions to send control
signals that select the flow rate
of air delivered to the cabin by
the ECS. The switch has four
positions: OFF, NORM, HIGH,
and EMER. The effects of
rotating the selector switch to
each of its positions are listed
below. ▲ECS SWITCH

OFF Position
No pressurization air is supplied to the cabin unless cabin alti-
tude exceeds approximately 12,000 feet.

NORM Position
Mass flow-controlled pressurization air is supplied to the cabin
at a 1.5 pounds per minute (PPM) rate on the ground and at 5.0
PPM in flight.

HIGH Position
Mass flow-controlled pressurization air is supplied to the cabin
at up to 8.0 PPM on the ground or in flight.

EMER Position
No air is supplied to the cabin by the ECS. Refer to emergency
pressurization section for description of emergency operation.

ENVIRONMENTAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 9-5

 ▲ BLEED AIR CONTROL KNOB ▲ BLEED AIR SHUTOFF VALVE

Temperature Control System

At normal Meridian operating altitudes, outside ambient air tem-

peratures are quite low. Because the bleed air used for cabin
pressurization was heated during compression, it can be used
for cabin heating as well. The P3 bleed air from the engine is
too hot (more than 300°C) to be used directly, so it must be
cooled before being introduced into the cabin. The temperature
control system functions to reduce the temperature of the bleed
air to a temperature suitable for introduction into the cabin.

Some cooling of the bleed air is achieved as it is mixed with

ambient air in the flow control valve. However, cabin tempera-
ture control is primarily accomplished by cooling a portion of
the bleed air after it leaves the flow control valve. The major
components of the temperature control system are a tempera-
ture control valve, an air-to-air heat exchanger, an acoustic
muffler, and associated sensors and controls.

After leaving the flow control valve, the bleed air is split into
two paths as previously described. Air in each path is routed
through separate sections of the two-section temperature
control valve. One path is routed through a heat exchanger to
be cooled by ambient air. The ambient air is drawn through a
scoop in the intake ducting, passed over the heat exchanger,
and then exhausted into the atmosphere through louvers in the
upper cowling. Air in the other path is routed through an acous-
tic muffler. The temperature control valve is configured such
that as one of its sections closes, the other opens. In this way,
the relative quantity of air in each path, and hence the tempera-
ture of the output air, is controlled by the position of the tem-
perature control valve.

9-6 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

The temperature control valve is electrically operated and driv-

en by signals from the cabin temperature controller and sensor.
Automatic and manual temperature control modes are select-
able using a rocker switch on the environmental control panel,
located to the lower left of the copilot’s yoke on the instrument
panel. The output ducts from the heat exchanger and acoustic
muffler are then rejoined into a single airflow path.

▲ CLIMATE CONTROL PANEL

ENVIRONMENTAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 9-7

 Automatic Mode
When “AUTO” is selected, the system is in automatic mode
and cabin temperature is automatically regulated to maintain a
constant temperature. The desired temperature is selected us-
ing the rotary CLIMATE CONTROL knob on the environmental
control panel.

Rotating the knob positions a potentiometer that sends a resis-

tance signal to the temperature controller. Clockwise knob rota-
tion increases the selected temperature and counterclockwise
rotation lowers it. Detents provide a tactile indication of knob
rotation and are situated so as to provide approximately 1°F
temperature change per “click.”

A temperature sensor, located in the cabin, (to the right of the

center seat behind the pilot) sends a signal to the cabin tem-
perature controller. The temperature controller compares the
sensed temperature to the selected temperature, and sends
appropriate positioning signals to the temperature control
valve.

These signals vary the position of the temperature control valve

to send a greater or lesser proportion of the bleed air through
the air-to-air heat exchanger. When a warmer cabin is desired,
less bleed air is routed through the heat exchanger and more
through the acoustic muffler. Conversely, when a cooler cabin
(less heating) is desired, a greater proportion of bleed air is
routed through the heat exchanger to be cooled.

Although the CLIMATE CONTROL knob is not calibrated, tem-

perature selection is relatively repeatable and consistent. When
a knob setting that provides a comfortable cabin temperature
is found, the same setting should result in a similar cabin tem-
perature on a subsequent flight.

9-8 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Non-Essential bus power is

supplied to the temperature
controller through the 5 amp
CABIN TEMP. circuit breaker.
After the two paths are re-
joined to flow through a single
duct, the air flows across
the mass flow sensor, then
through an in-line check valve
and the overtemperature sen-
sor, before being joined with
the fresh air and emergency
pressurization ducts. The ▲ DUCT OVERTEMP SENSOR
check valve prevents reverse
air flow; the function of the mass flow controller was previously
described. Should a system failure or unusual environmental
conditions cause the temperature of the air in the duct to ex-
ceed approximately 350°F, the overtemperature sensor sends
a signal to the temperature controller that will cause the tem-
perature to send a signal to illuminate the red warning [BLEED
OVERTEMP] CAS message and continuous aural chime.

Manual Mode
When “MANUAL” is selected the temperature controller sends
positioning signals to the temperature control valve in response
to inputs from the MANUAL rocker switch. When the spring
loaded switch is held to the “WARM” position, the control valve
is positioned to route more air to flow through the acoustic muf-
fler: when the switch is held in the “COOL” position, the valve is
positioned to route more air through the heat exchanger. When
the switch is released, the valve will stay in its selected position.

ENVIRONMENTAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 9-9

 Emergency Pressurization System

Engine bleed air is routed

through an air-to-air heat
exchanger located in the left
nose compartment, where it
is pre-cooled by ambient air,
then routed to the electrically-
operated emergency pres-
surization valve. Cool ambient
air is routed from the oil cooler
inlet scoop to the heat ex-
changer through ducting.

When the ECS CABIN COM- ▲ EMERGENCY PRESSURIZATION VALVE

FORT switch is rotated to the
“EMER” position, the emergency pressurization valve is ener-
gized open and pre-cooled bleed air is supplied to the cabin
at the maximum rate the engine can provide. No control of
mass air flow volume or temperature is available. Emergency
operation is also automatically activated when cabin altitude
becomes greater than approximately 12,000 feet. When auto-
matically activated in this manner, emergency operation is de-
activated when cabin altitude again becomes less than approx-
imately 9,650 feet. When the emergency pressurization valve
is energized open, a white advisory [EMERGENCY BLEED ON]
CAS message will illuminate on the MFD.

Non-Essential bus power for the emergency pressurization

valve is supplied through the 3 amp EMERGENCY PRESSURE
circuit breaker.

9-10 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 AMBIENT AIR

UNREGULATED BLEED AIR

ENVIRONMENTAL SYSTEM 8/11

PRESSURE REGULATED BLEED AIR

TEMPERATURE REGULATED BLEED AIR

TEMPERATURE AND PRESSURE REGULATED BLEED AIR

AIR CONDITIONED/RECIRCULATED AIR

FORWARD
LEFT FLOOR OUTLET DUCT PRESSURE
Air Distribution System Schematic

BULKHEAD VENT BLOWER

RAM AIR FROM

OIL COOLER
INLET DUCT

EMERGENCY
LEFT AC/RECIRC. OUTLET DUCT PRESSURIZATION AIR TO AIR
SAFETY DEFROST VALVE HEAT EXCHANGER
BLEED AIR
VALVE CONTROL OVERTEMP
VALVE

FOR TRAINING PURPOSES ONLY

SENSOR TO PNEUMATIC
MASS FLOW AND VACUUM
SENSOR
OUTFLOW EVAPORATOR P3
BLEED AIR
VALVE INLET LOUVERS SHUTOFF
RAM MASS
WINDSHIELD AIR FLOW VALVE
DEFROST OUTLETS CONTROL
VALVE

VENTURI
AC
EVAPORATORS RIGHT AC/RECIRC. OUTLET DUCT TEMPERATURE
AND BLOWERS ACOUSTIC MUFFLER CONTROL VALVE

HEAT
EXCHANGER

AFT RIGHT FLOOR OUTLET DUCT

PRESSURE FIREWALL
BULKHEAD

RAM AIR FROM

RIGHT AIR

9-11
INTAKE
PA-46-500TP Malibu Meridian Reference Manual
 Air Distribution System

The air distribution system functions to direct pressurized or un-

pressurized air to the defog system, flight compartment, and to
the passenger cabin. The air distribution system also functions
to provide recirculated air flow when required.

Cabin Air Distribution

Air flows through the common
duct into the cabin through
a check valve in the forward
pressure bulkhead and is
routed to the defog diverter
valve. The diverter valve func-
tions to send a portion of the
air entering the cabin to the
windshield defog manifold.
The valve is mechanically con-
trolled by the DEFROST/PULL
ON knob located below the ▲ AIR CONDITIONING COMPRESSOR
copilot’s control column. Pull-
ing the knob fully-out will cause
maximum diversion of air.

Note: Defog air should not be used to remove ice from the
windshield.

The portion of the air not used for defogging the windshield is
routed to the flight compartment and passenger cabin through
ducting located in the lower part of the left and right sidewalls.

The air distribution system also functions to recirculate air to the

upper side panel ducts and to adjustable air outlets located at
each passenger and crew position. A pair of two-speed recir-
culation blowers are located behind the bench seat below the
cabin floor. From grills in a ledge under the bench seat, these
blowers draw cabin air across evaporator coils that are part of
the vapor cycle cooling system and discharge it into the upper
side panel ducts. Non essential bus power is supplied to the
recirculating blowers through the 15 amp CABIN FANS circuit
breaker. The recirculating blowers are controlled the three-posi-
tion HI/BLOWER LO rocker switch on the environmental control
panel. (Although not labeled, the switch has a center “off” posi-
tion.) The blowers will operate at the speed selected.

9-12 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Cabin Pressurization Control System

Control of the cabin pressure is obtained by regulating the

outflow of air supplied to the cabin for pressurization and venti-
lation by the bleed air system. The CPCS provides a maximum
pressure differential between the pressure vessel and the ambi-
ent air of 5.5 PSI. The 5.5 PSI pressure differential provides sea
level cabin altitude to approximately 12,410 feet and will pro-
vide an 8,500 foot cabin altitude at 25,000 feet. At 29,000 feet,
the system will nominally provide a cabin altitude of 10,100 feet,
and at the Meridian’s maximum altitude of 30,000 feet, the pres-
surization system will provide a nominal cabin altitude of 10,625
feet. The CPCS is operated entirely by pneumatic power, how-
ever, the dump solenoid, amber caution [CABIN ALT 10K] CAS
message and single aural chime, and red warning [CABIN
ALTITUDE] and white advisory [EMERGENCY BLEED ON] CAS
messages are electrically powered. Major components of the
system include an outflow valve, safety valve, pressurization
controller, an absolute pressure regulator, and indicators.

Cabin pressure information is displayed on the MFD. Cabin

altitude, cabin rate, and differential pressure is displayed with
bar graphs on the MFD.

In reversionary mode the cabin altitude and differential pres-

sure is displayed in digital form on the PFD.

1. Outflow Valve
The outflow valve is mounted 2
on the aft pressure bulkhead 1
and functions primarily to
regulate the outflow of pres-
surization air from the cabin
based on pneumatic signals
received from the pressuriza-
tion controller. These signals
establish a reference pressure
which is applied to one side of
an internal poppet valve. The
other side of the poppet valve
is exposed to actual cabin
pressure. The poppet valve is spring-loaded closed and sus-
pended by a flexible diaphragm between these two pressures
such that the outflow of pressurization air increases when cabin
pressure exceeds reference pressure, and decreases when
reference pressure exceeds cabin pressure.

ENVIRONMENTAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 9-13

 In this way, the outflow valve modulates to maintain the se-
lected cabin altitude or to effect a desired change in cabin
altitude at a selected rate. Positive pressure relief and negative
pressure relief functions are also provided by the outflow valve.
Both functions override the pressurization controller.

Positive pressure relief is provided by a schrader-type valve

suspended by a flexible diaphragm between the reference
pressure control chamber and an ambient pressure chamber
which is vented to the atmosphere. The valve is spring-loaded
closed and factory preset to open when the differential be-
tween reference pressure and ambient pressure exceeds 5.5
PSI. Should this occur, the release of control pressure to the
atmosphere through the open valve would allow the poppet
valve to modulate toward open, increasing pressurization air
outflow. In this condition, cabin pressure is maintained at the
maximum differential and cabin rate-of-change follows that of
the airplane.

Protection against exceeding the airplane’s negative pressure

structural limits is provided by a flexible diaphragm exposed to
cabin pressure on one side and ambient pressure on the other.
Should ambient pressure exceed cabin pressure, as in during
rapid descent, this diaphragm would raise and lift the poppet
valve open allowing ambient pressure to enter the cabin until
both pressures become approximately equal.

2. Safety Valve
The safety valve, mounted on the aft pressure bulkhead to left
of the outflow valve, serves as a backup to the positive pres-
sure relief function of the outflow valve and provides a means of
depressurizing the airplane. The valve is spring-loaded closed
and factory preset to open when the differential between cabin
pressure and ambient pressure exceeds 5.6 PSI. The valve is
held open by airplane vacuum through an electrically-operated
solenoid valve when the left main gear strut is compressed or
when the cabin pressurization switch is set to “DUMP.” Nega-
tive pressure relief is provided as in the outflow valve. The CAB
PRES/DUMP switch is a rocker switch located to the right of the
pilot’s yoke on the instrument panel.

9-14 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Pressurization Controller

▲ PRESSURIZATION CONTROLLER

The pressurization controller

is located on the pilot’s lower
left instrument panel. It incor-
porates two knobs: one for
selecting cabin altitude and ▲ PRESSURIZATION READOUT
another for selecting cabin
rate-of-change. The cabin altitude selector features an outer
CABIN ALT scale and an inner AIRCRAFT ALT scale both cali-
brated in feet X 1000. The selected altitude is indicated by the
alignment of an index mark on the inner (rotating) portion of the
selector with the CABIN ALT scale. The corresponding aircraft
altitude is visible on the AIRCRAFT ALT scale through a window
adjacent to the index mark. The CABIN ALT scale indicates the
cabin altitude the controller is set to maintain. The AIRCRAFT
ALT scale indicates the maximum altitude to which the airplane
may ascend without causing the selected cabin altitude to be
exceeded. The cabin rate selector is marked with an arrow for
position reference only.

The body of the controller is divided into three chambers: cabin

pressure, rate pressure, and reference pressure. The cabin
pressure chamber is vented to the cabin through an air sense
port and houses an absolute bellows which is actuated by
the cabin altitude selector. Rotating the selector mechanically
extends or compresses the bellows to a position which sets the
controller to maintain the desired cabin altitude.

ENVIRONMENTAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 9-15

 The rate chamber houses a rate spring secured to the absolute
bellows on one side and a rate diaphragm on the other. The
rate diaphragm separates the rate chamber from the reference
chamber. Airflow passage between these two chambers is
regulated by a needle valve which sets the controller to provide
the desired cabin rate-of-change according to the position of
the rate selector. Clockwise rotation of the selector decreases
airflow through the needle valve and increases cabin rate-of-
change; counterclockwise rotation increases airflow through
the needle valve and decreases cabin rate-of-change. In the
nine o’clock position, indicated cabin rate-of-change should be
approximately 500 FPM.

The rate chamber is also ported to a small tank, located below

the instrument panel, which supplies auxiliary volume to the
rate chamber to provide greater accuracy in cabin rate-of-
change control. Should rate pressure exceed cabin pressure,
a check valve will permit airflow from the rate chamber to the
cabin pressure chamber.

The reference chamber houses a metering valve and follower

spring linked to the rate diaphragm. The chamber is ported to
cabin pressure, airplane vacuum, and the cabin outflow valve.
Cabin pressure enters the reference chamber through a fil-
tered orifice. The metering valve essentially regulates the flow
of cabin pressure to airplane vacuum to produce the reference
pressure which is applied to the outflow valve. When the meter-
ing valve is modulating toward closed, the flow of cabin pres-
sure to airplane vacuum is reduced and reference pressure is
increased. Conversely, when the metering valve is modulating
toward open, the flow of cabin pressure to airplane vacuum is
increased and reference pressure is reduced.

With a desired cabin altitude and rate-of-change selected,

changes in cabin pressure cause the absolute bellows to ex-
pand or contract. As it does, the metering valve is repositioned
to maintain the correct reference pressure. Airflow between the
rate chamber and the reference chamber produces a pressure
differential across the rate diaphragm which further influences
metering valve position to provide the correct cabin rate-of-
change.

9-16 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Absolute Pressure Regulator

The absolute pressure regula-
tor, located behind a close-
out panel in the aft baggage
compartment functions to
cause the outflow valve to
fully close and to isolate pres-
sure regulator reference pres-
sure from the outflow valve.
The regulator is essentially a
two-way spring-loaded ball
valve and an aneroid bellows.
When cabin altitude reaches ▲ ABSOLUTE PRESSURE REGULATOR
approximately 13,500 feet, the
aneroid overcomes spring pressure, causing the ball valve to
close off the normal air path to the outflow valve control from
the cabin pressurization controller and open an alternative path
from cabin pressure. This has the effect of substituting cabin
pressure for reference pressure at the outlet valve control port,
causing the valve to close.

ENVIRONMENTAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 9-17

9-18
PRESSURIZATION CONTROLLER
CABIN
PRESSURE

FILTER
VACUUM REGULATED
VACUUM
CABIN SOURCE
FOLLOWER
METERING PRESS
SPRING
VALVE DUMP ANNUN
RATE CABIN BAROMETRIC
REFERENCE 3 3
CONTROL PRESSURE
AIR INFLOW

PRESSURE ALT 1200

VALVE SWITCH
PRESSURIZATION

CHAMBER
(N.O.)
RATE
SPRING RATE
DIAPHRAGM
RATE SOLENOID DUMP
RATE VALVE
CHAMBER PRESSURE
CHECK (N.C.)
CHAMBER CABIN
VALVE PRESS
Pressurization System Schematic

SQUAT
CABIN SWITCH
RELAY NORM
PRESSURE
SENSE PORT
GROUND
ABSOLUTE
BELLOWS AUXILIARY
VOLUME LEFT
CABIN TANK SQUAT
PRESSURE SWITCH
CHAMBER
AIR

CABIN
RATE CABIN PRESSURE AMBIENT PRESSURE RATE PRESSURE
SELECTOR CONTROL PRESSURE VACUUM CURRENT FLOW

FOR TRAINING PURPOSES ONLY

CABIN
ALTITUDE DIFFERENTIAL
SELECTOR CONTROL
VACUUM
LINE CALIBRATION
ADJUSTMENT

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

REFERENCE
CHAMBER
CABIN
UPPER PLUG
PRESSURE UPPER
DIAPHRAGM
DIAPHRAGM
CABIN INNER CABIN
PRESSURE DIAPHRAGM PRESSURE
NEGATIVE PICCOLO NEGATIVE
PRESSURE TUBE PRESSURE
RELIEF VALVE RELIEF VALVE
PRESSURE NOISE
PICCOLO POPPET VESSEL SUPPRESSION POPPET
TUBE VALVE SCREEN VALVE

MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Pressurization System Operation

Before takeoff, the cabin altitude selector should be set to 500-

1000 feet above departure field pressure altitude on the outer
CABIN ALT scale and the rate selector arrow should be posi-
tioned to nine o’clock. After takeoff, the cabin altitude selector
should be set to 1000 feet above the planned cruise altitude
on the inner AIRCRAFT ALT scale. The rate selector should be
positioned to provide a rate-of-change which will result in the
cabin reaching the altitude indicated on the CABIN ALT scale
as the aircraft reaches the corresponding altitude indicated on
the AIRCRAFT ALT scale.

As the airplane climbs, the absolute bellows expands and

contracts as minute changes in cabin pressure are sensed.
Expansion and contraction of the bellows is resisted by the
pressure differential across the rate diaphragm such that the
sum of these forces repositions the metering valve to apply the
correct reference pressure to the outflow valve. During a climb,
increasing reference pressure modulates the outflow valve
toward closed such that the selected cabin rate-of-change is
maintained to the selected altitude. As the airplane reaches the
planned cruise altitude at the selected rate and levels off, the
pressure differential across the rate diaphragm equalizes and
the flow of cabin pressure to airplane vacuum becomes steady.
In this condition, reference pressure becomes essentially con-
stant and cabin altitude stabilizes.

If required to ascend beyond the altitude indicated on the

AIRCRAFT ALT scale, the controller should be reset to a higher
altitude to maximize passenger comfort and to prevent un-
scheduled differential pressure control by the outflow or safety
valve. If required to descend below the altitude indicated on
the AIRCRAFT ALT scale, resetting the controller is not required
unless the descent will result in airplane altitude being less than
the selected cabin altitude. In this case, the controller should
be reset to a lower cabin altitude to maximize passenger com-
fort and to prevent unpressurized operation.

ENVIRONMENTAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 9-19

 Before descent to landing, the cabin altitude selector should
be set to 500 feet above the destination field pressure altitude
on the outer CABIN ALT scale. The rate selector knob should
be positioned to provide a rate-of-change which will result in
the cabin reaching the altitude indicated on the CABIN ALT
scale as the airplane reaches the corresponding altitude indi-
cated on the AIRCRAFT ALT scale. During descent, decreasing
reference pressure modulates the outflow valve toward open
such that the selected cabin rate-of-change is maintained until
the airplane reaches the altitude indicated on the CABIN ALT
scale. Below this altitude, the outflow valve will be fully open,
the cabin will be unpressurized, and cabin rate-of-change will
follow that of the airplane to touch-down.

Note: When ascending or descending, the desired cabin alti-

tude should be set as early as practical to provide the lowest
cabin rate-of-change. Rate-of-change should be adjusted as
necessary during ascent or descent so that the cabin reaches
the altitude indicated on the CABIN ALT scale at approximately
the same time that the airplane reaches the altitude indicated
on the AIRCRAFT ALT scale.

Note: To calculate approximate field pressure altitude, add

100 feet to the field elevation for each .10 inHg that the field
altimeter setting is over 29.92 inHg. Subtract 100 feet from the
field elevation for each .10 inHg that the field altimeter setting is
below 29.92 inHg.

9-20 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

A cabin depressurization solenoid valve allows vacuum to open

the safety valve. The solenoid valve is supplied by the non-es-
sential bus through the 3 amp CABIN PRESSURE DUMP circuit
breaker. The solenoid valve is energized open through the con-
tacts of a relay when the cabin depressurization the CAB PRES/
DUMP switch to “DUMP” while in flight or when the left main
landing gear safety switch senses weight on wheels.

Pressurization System Indication and Warning

Triple-indicating cabin pressurization information is displayed

on the MFD. Three independent instrument scales and corre-
sponding bar graphs display cabin altitude, cabin differential
pressure, and cabin rate of change.

A cabin pressure sensor switch illuminates the amber caution

[CABIN ALT 10K] CAS message and single aural chime when
cabin altitude exceeds 10,000 ±500 feet. Illumination of the
amber caution [CABIN ALT 10K] CAS message has no effect
on pressurization system operation. If cabin altitude exceeds
12,000 feet the bleed air solenoid is automatically opened and
a white [EMER BLEED ON] CAS message illuminates with a
red warning [CABIN ALT 12000] CAS message with a continu-
ous aural chime (as sensed by the GEA 43 or 12K switch). The
red warning [CABIN ALT 12000] replaces the amber caution
[CABIN ALT 10K] CAS message when cabin altitude exceeds
12,000 ±500 feet.

ENVIRONMENTAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 9-21

 Illumination of these CAS messages will also cause an audible
warning tone to sound. The audible warning tone may be si-
lenced by pressing the master caution and/or the master warn-
ing switch, located above the pilot’s PFD. Should the audible
alarm be silenced after having been activated due to cabin
altitude exceeding 10,000 feet, it will sound again should cabin
altitude exceed 12,000 feet. Once silenced, the audible warn-
ing will remain inoperative but the CAS messages will remain
illuminated until the problem has been corrected.

Note: Because of normal system tolerances and the design

pressure differential of 5.5 PSI, the amber caution [CABIN ALT
10K] CAS message may illuminate when the airplane is oper-
ated at an altitude as low as 27,800 feet even when all systems
are functioning normally. The pilot will need to acknowledge
the master caution by pressing it and silencing the single aural
chime and monitor the pressurization system information to
confirm it is operating within normal parameters.

Unpressurized (Ambient Air) Ventilation

The ambient air ventilating

system is designed to intro-
duce fresh air into the aircraft
during ground or low altitude
unpressurized operation.
Ambient air is taken in through
the oil cooler inlet scoop at
the nose of the airplane, then
passes through a duct-mount-
ed ventilation fan and a check
valve before being joined with
the normal and emergency
pressurization air ducts. The ▲ VENT BLOWER
check valve prevents reverse air
flow through the ventilation fan when the cabin is pressurized.
The ventilation fan is controlled by the VENT FAN switch on the
environmental control panel. An inhibiting circuit prevents the
ventilation fan from operating when the ECS CABIN COMFORT
switch is in any position other than “OFF.” Main bus power is
supplied to the ventilation fan through the 10 amp VENT FAN
circuit breaker.

9-22 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Air Conditioning (Vapor Cycle Cooling) System

A vapor cycle cooling system (VCCS) uses HFC-134A, a Freon-

type refrigerant, to provide supplemental cabin cooling in warm
and/or humid conditions.

Vapor Cycle Overview

A vapor cycle, or Freon, system operates in essentially the
same way, whether installed in a house, automobile, or aircraft.
A compressor functions to provide the suction and pressure
which circulates freon through a condenser, receiver-dryer, and
evaporator module during VCCS operation. Freon is normally
in a gaseous state under standard atmospheric conditions,
however, its state may be transformed between liquid and
gas within specific ranges of temperature and pressure. This
characteristic of freon is significant to understanding the vapor
cycle concept because in the transformation from gas to liquid
(condensation) heat is released, and in the transformation from
liquid to gas (evaporation) heat is absorbed.

When operating, the compressor transforms warm, low pres-

sure freon gas into a hot, high pressure gas for delivery to
the condenser. Passing through the condenser, heat from the
gas is released to ambient air drawn over the condenser coil
through a duct in the aft fuselage tail cone by a fan. The release
of heat transforms the hot, high pressure gas into a warm, high
pressure liquid. This liquid is delivered to the receiver-dryer
which separates any remaining gas from the liquid and absorbs
any moisture which could freeze and cause circulation block-
age. From the receiver-dryer, the now purified liquid is deliv-
ered to the evaporator module through a thermal expansion
valve by which it is transformed into a supercool, low pressure
liquid. Passing through the evaporator, the gas absorbs heat
from cabin air forced over the evaporator coil by a fan. From
the evaporator, refrigerated cabin air is supplied to the air dis-
tribution system. The absorption of heat transforms the super-
cool, low pressure liquid into a warm, low pressure gas which is
returned to the compressor to repeat the vapor cycle.

ENVIRONMENTAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 9-23

 Major components of the
VCCS installed in the Meridian
include the compressor, con-
denser and associated fan, an
evaporator module consisting
of two evaporators and fans,
ducting, plumbing, and hard-
ware, protection devices, and
control switches.

The compressor is a five-

cylinder, rotary, piston-type
unit, and is mounted to special ▲ AIR CONDITIONING SCOOP
brackets on the accessory
drive section of the engine. A V-belt connects the compressor
drive pulley to a pulley driven by the accessory gear box. The
condenser and fan are supplied with cooling airflow through
ducts with screened inlets and outlets located on the aft fuse-
lage tail cone. The evaporators and fans are mounted beneath
the aft passenger cabin floor.

Controls for the VCCS are located on the environmental control

panel. A rocker switch labeled AIR COND controls the opera-
tion of the compressor and condenser fan. A two-position HI/
BLOWER LO switch controls the speed of the recirculation
blowers. The vapor cycle cooling system always operates at
full capacity. Should the cabin become too cold while using
the VCCS, cabin temperature can be increased using the ECS
automatic or manual temperature controls.

When the AIR COND rocker switch is positioned to the “ON”

position, the electromagnetic clutch engages the compressor
and Freon begins circulating through the system. Simultane-
ously, the condenser fan is energized. The condenser fan is
protected by the 25 amp AIR CONDITIONING POWER circuit
breaker.

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 PA-46-500TP Malibu Meridian Reference Manual

Oxygen System

The Meridian is equipped with a compressed gaseous oxygen

system that supplies the pilot, and a separate, solid-state sys-
tem that supplies emergency oxygen for the copilot and pas-
sengers.

▲ PILOT’S OXYGEN CABINET ▲ PASSENGER’S OXYGEN MASKS

The pilot’s oxygen system is contained in the cabinet located

behind the copilot’s seat and is comprised of a storage contain-
er, a quick-donning mask with integral oxygen regulator, a 4.25
cubic ft. cylinder, hose and in-line flow indicator, and pressure
gage. The system will supply oxygen for approximately
25 minutes, sufficient time to allow a descent to a safe altitude.
The design of the mask and storage container allows the mask
to be removed from the container and donned in less than
5 seconds, using one hand. The pressure gage should be
checked prior to each flight to ensure that the pilot’s emergen-
cy oxygen system is charged to at least 800 PSI.

A microphone is incorporated into the mask and can be turned

on from the MIC SELECT switch located above the pilot’s PFD,
and can be selected to mask if needed.

Note: Refer to the manufacturer’s manual for full instructions on

use of the pilot’s oxygen system.

ENVIRONMENTAL SYSTEM 8/11 FOR TRAINING PURPOSES ONLY 9-25

 The solid state oxygen system is comprised of three chemical
oxygen generators and six masks. Two masks are attached to
each generator. Pulling a lanyard fires a percussion igniter cap
that initiates a chemical reaction whereby sodium chlorate and
iron react in the presence of heat to produce pure oxygen, salt,
and ferrous oxide. The reaction lasts approximately 15 minutes,
sufficient time for the airplane to descend to a safe altitude.

Once an oxygen generator has been activated, the reaction

will continue until the reagents are exhausted. Activation of any
oxygen generator when the aircraft is on the ground will cause
a white advisory [OXYGEN] CAS message to illuminate. Activa-
tion of any oxygen generator during flight will cause an amber
caution [OXYGEN] CAS message to illuminate along with a
single aural chime. The [OXYGEN] CAS message will remain
illuminated whenever power is available and until all used oxy-
gen generators have been replaced.

Limitations

Refer to the applicable aircraft manufacturer’s FAA approved

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

Emergency Procedures

Refer to the applicable aircraft manufacturer’s FAA approved

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

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 PA-46-500TP Malibu Meridian Reference Manual

Chapter 10
Ice Protection
Table of Contents

Overview.....................................................................................1
Anti-Ice Systems........................................................................2
Deice Systems...........................................................................6
Engine Ice Protection Systems................................................9
Limitations.............................................................................. 12
Emergency Procedures.......................................................... 12

ICE PROTECTION 8/11 FOR TRAINING PURPOSES ONLY 10-i

 This Page Intentionally Left Blank

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 PA-46-500TP Malibu Meridian Reference Manual

Overview

Note: The Meridian is approved for flight in known icing when

in accordance to the airplane information manual and It’s sup-
plements.

Note: The Meridian is not approved for flight in freezing rain or

freezing drizzle.

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

and should be activated prior to entering icing conditions, or as
required by applicable procedures. Electrically-powered heat-
ing elements are installed in the pitot tubes, stall warning lift
transducer, and the pilot’s windshield for this purpose.

De-ice systems are designed to remove ice which has accu-

mulated. For this purpose, pneumatically-operated boots are
installed on the leading edges of the wings and stabilizers, and
electrically-heated boots are attached to the propeller blades.

ICE PROTECTION 8/11 FOR TRAINING PURPOSES ONLY 10-1

 Anti-Ice Systems

Pitot Heat
The pitot tubes are protected
against icing by integral,
electrically powered heating
elements to ensure accurate
airspeed indication during ic-
ing conditions. A push-button
switch labeled PITOT HEAT
on the switch panel above the
copilot’s windshield controls
DC current flow to the pitot
tube heating element. A light
on the switch indicates that ▲ PITOT TUBE
the switch is in the “on” posi-
tion. And if the pitot heat is in the off position a crew alert mes-
sage appears in amber on the multi function display showing
[PITOT HEAT OFF] along with the message pitot heat has not
been selected ON (no chime accompanies this CAS message).
Main bus power is supplied to the heating elements of the pitot
tubes through the 10 amp L PITOT HEAT and R PITOT HEAT
circuit breakers.

If a pitot heat fails independently of each other it is indicated

by the following .A failure of the left pitot heat is indicated by an
amber caution [L PITOT HT FAIL] CAS message and a single
aural chime. Failure of the right pitot heat is indicated by an
amber caution [R PITOT HT FAIL] CAS message and a single
aural chime. If both left pitot heat and right pitot heat fails then
a red warning [L PITOT HT FAIL] and [R PITOT HT FAIL] CAS
messages will appear on the crew alert system on the multi
function display and will be accompanied by a repeating aural
chime.

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 PA-46-500TP Malibu Meridian Reference Manual

Stall Warning Heat

The stall warning lift trans-
ducer, installed on the leading
edge of the left outboard sec-
tion of the wing, is protected
against icing by two electrical-
ly-powered heating elements,
one in the fixed base and the
other in the moveable vane.
Main bus power is supplied
to the heating elements in
the lift transducer through the
25 amp STALL HEAT circuit ▲ HEATED LIFT TRANSDUCER
breaker. To prevent overheat-
ing damage during ground operations, power to the lift trans-
ducer heating elements is reduced by an in-line resistor to 33%
of it’s in-flight power load. This is controlled by a relay that is
energized by the left main gear squat switch. The energized
relay interrupts power to the mounting base heating element
and reduces current flow to the element in the moveable vane.
In flight, with the landing gear up and locked, the relay de-
energizes, providing full current flow to both heating elements.
A push-button switch labeled STALL HEAT on the switch panel
above the copilot’s windshield controls DC current flow to the
lift transducer heating elements. An Illuminated switch indicates
that it is in the “on” position. Failure of the lift computer and/or
lift transducer is indicated by an amber caution [STALL WARN
FAIL] message on the crew alert system on the multifunction
display along with a single aural chime.

ICE PROTECTION 8/11 FOR TRAINING PURPOSES ONLY 10-3

 Windshield Heat
The windshield heat system
prevents the formation of ice
or condensation on the pilot’s
windshield. The heated wind-
shield is made of glass and
incorporates two mat-type
heating elements and a resis-
tance wire heat sensor integral
to the windshield. Other major
components of the system in-
clude a temperature controller,
a power relay, a ground relay, ▲ PILOT’S HEATED WINDSHIELD
and switches. The tempera-
ture controller and power relay, located behind the copilot’s in-
strument panel, function to control the flow of 28 volt DC current
to the heating element mat(s) based on signals received from
the heat sensor located within the area of the windshield heated
by the mats. The ground relay functions to control the flow of
DC current through one mat or both mats. System activation
is provided by the three-position WINDSHIELD HEAT rocker
switch on the switch panel above the copilot’s windshield.

Main bus power is supplied to the windshield heating element

mats through the 25 amp WINDSHIELD HEAT POWER circuit
breaker and to the temperature controller through the 3 amp
WINDSHIELD HEAT CONTROL circuit breaker.

The red warning [WNDSHLD OVRTEMP] CAS message will il-

luminate on the on the multi function display along with a re-
peating aural chime if a failure in the temperature sensor has
occurred. A possible over-temperature (170°F) of the wind-
shield may result with windshield heat on in high ambient tem-
peratures. In the event of the illumination of this message the
windshield heat switches should IMMEDIATELY be placed to
the center OFF position. Failure to select windshield heat OFF
could result in severe damage to the windshield. Also, switch-
ing from ANTI-ICE to DEFOG may illuminate the red warning
[WNDSHLD OVERTEMP] CAS and it will stay illuminated until
the windshield surface cools to the DEFOG temperature range.

Caution: Windshield heat should not be activated for more than

20 seconds while on the ground in the Anti Ice or Defog posi-
tions. Windshield heat may also be used to aid in clearing the
windshield during descents from high altitudes.

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 PA-46-500TP Malibu Meridian Reference Manual

Windshield Heat Schematic (Defog)

LARGE MAT

SMALL MAT

WINDSHIELD HEAT
CONTROL POWER
TEMP
5 25 SENSOR

GROUND
POWER RELAY
RELAY TEMPERATURE
CONTROLLER

28-VDC CURRENT FLOW

13-AMP HEATING CURRENT
23-AMP HEATING CURRENT
LOW
TEMP SENSOR CIRCUIT
WSHLD
HEAT WINDSHIELD
OFF
OVERTEMP

HIGH

Windshield Heat Schematic (High)

LARGE MAT

SMALL MAT

WINDSHIELD HEAT
CONTROL POWER
TEMP
5 25 SENSOR

POWER GROUND
RELAY TEMPERATURE RELAY
CONTROLLER

LOW
28-VDC CURRENT FLOW
WSHLD
OFF WINDSHIELD 13-AMP HEATING CURRENT
HEAT
OVERTEMP
23-AMP HEATING CURRENT
TEMP SENSOR CIRCUIT
HIGH

ICE PROTECTION 8/11 FOR TRAINING PURPOSES ONLY 10-5

 De-ice Systems

Surface De-ice System

The surface de-ice system functions to remove ice accumula-
tions from the leading edges of the wings and the stabilizers.
The electrically-controlled, pneumatically-operated system
consists of inflatable rubber de-ice boots, a bleed air ejec-
tor, associated control valves and plumbing, a timer, pressure
switches, and associated controls and circuitry.

1 3

1. Leading Edge Wing Boot

2. Vertical Stabilizer Boot
3. Horizontal Stabilizer Boot

The de-ice boots are essentially fabric-reinforced “neoprene”

rubber sheets containing built-in, spanwise inflation tubes.
Each boot is bonded by adhesive to its respective leading
edge and features tapered edges which conform smoothly to
the surface contours. A conductive coating on the boots allows
for the discharge of static electricity. Each wing boot is divided
into two sections (upper and lower). A single section boot is
installed on each horizontal stabilizer leading edge and on
the vertical stabilizer. The boots are normally held deflated by
vacuum and inflated by air pressure. When inflated, the change
in boot contour breaks up ice accumulations to facilitate remov-
al by in-flight air forces.

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 PA-46-500TP Malibu Meridian Reference Manual

Air pressure for boot inflation and vacuum for boot deflation is
supplied by a bleed air ejector. Bleed air pressure to the ejec-
tor is controlled by a pressure regulator. A system of valves
function to direct and control the supply of bleed air pressure or
vacuum (normal) to the boots as determined by the timer.

System activation is provided by a push-button switch that is

labeled SURF DE-ICE and is located on the switch panel above
the copilot’s windshield. Main bus power is supplied to the sys-
tem through the 5 amp SURFACE DE-ICE circuit breaker.

When the push-button switch is pressed, DC current is sup-

plied to the control input of the timer. The timer initiates a de-ice
cycle by supplying current to the control valves, thus direct-
ing air pressure from the vacuum to the flow valves. During
the first sequence of the cycle, the timer energizes the tail flow
valve open allowing the horizontal and vertical stabilizer boots
to inflate for approximately 6 seconds. Upon completion of the
first sequence, the timer de-energizes the tail flow valve closed
and energizes the lower wing flow valve open, allowing the
lower wing boots to inflate for approximately 6 seconds. Upon
completion of the second sequence, the timer de-energizes the
lower wing flow valve closed and energizes the upper wing flow
valve open, allowing the upper wing boots to inflate for approxi-
mately 6 seconds. Upon completion of the third sequence, the
timer de-energizes the upper wing flow valve closed.

After each 6 second sequence, air pressure is vented from the

boots and vacuum is again applied to the boots. Upon comple-
tion of the full de-ice cycle, the control valves, flow valves, and
timer are de-energized and vacuum is applied to all of the
boots. If the button remains in, the surface de-ice will remain off
for one minute then reactivate the 18 second sequence as long
as power is still applied.

A amber caution [SURF DE-ICE FAIL] CAS message will ap-

pear on the multi function display accompanied by a single
aural chime if the surface de-ice system fails while the aircraft
is on the ground. A red warning [SURF DE-ICE FAIL] CAS mes-
sage will appear on the multi function display accompanied by
a repeating aural chime if the surface de-ice system fails while
the aircraft is in flight.

ICE PROTECTION 8/11 FOR TRAINING PURPOSES ONLY 10-7

 During preflight inspection the boots should be checked for
general condition and cleanliness, and for tears or abrasions.
Operation of the system should be tested before flight by mo-
mentarily pressing the push button switch and visually confirm-
ing normal inflation and deflation of the boots.

De-ice Boot Care

The de-ice boots utilize a conductive coating to discharge stat-
ic electricity which causes electromagnetic interference (EMI)
and could perforate the boots. Fueling and other servicing
should be performed with care to avoid damaging this coating
or tearing the boots. To extend the life of the boots they should
be washed with a mild soap and water solution, rinsed with
clean water, and serviced on a regular basis in accordance
with the manufacturer’s instructions. The boots should also be
kept free of oil, grease, and solvents which could damage the
neoprene. Agemaster No. 1™ is recommended as a surface
preparation for the wing and empennage de-ice boots.

Note: Icex™, applied at 150 hour intervals to the deicing boots,

is recommended to help prevent ice from getting a foothold,
thus making removal easier.

Ice Detection
A wing inspection light is
installed on the left side of the
fuselage forward of the lead-
ing edge. This light illuminates
the upper surface of the left
inboard section of the wing
so that it can be inspected for
ice accumulation during night
operations. The light is con-
trolled by a switch labeled ICE
LIGHT, located on the switch
panel above the copilot’s ▲ WING INSPECTION LIGHT
windshield.

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 PA-46-500TP Malibu Meridian Reference Manual

Engine Ice Protection Systems

The engine ice protection system is comprised of the propeller

de-ice system and the design of the intake duct.

Propeller De-ice System

The propeller de-ice system
functions to reduce the ad-
hesion of ice by utilization of
electrothermal de-ice boots
bonded to the inner lead-
ing edges of the propeller
blades. Major components of
the system include the boots,
brush block and slip ring as-
semblies, a timer, and associ-
ated controls and circuitry. DC
current from the timer is sup- ▲ PROPELLER DEICE BOOT
plied to the heating elements
through the brush block and slip ring assemblies. The brush
block assembly, secured to the left front side of the engine,
consists of a mounting bracket and brush holder wired directly
to the timer. The slip ring assembly, secured to the propeller
hub, consists of concentric slip rings wired directly to the boots.
Each brush is aligned with its respective contact surfaces on
the slip ring such that a circuit exists between them.

ICE PROTECTION 8/11 FOR TRAINING PURPOSES ONLY 10-9

 The propeller de-ice system incorporate integral, electrically-
powered inner and outer heating elements that are energized
or de-energized in a cycle controlled by the timer. Each cycle
consists of a 90 second heating period for the inner boots
followed by a 90 second heating period for the outer boots.
During each heating period, DC current supplied by the timer
passes from one of the outer brushes to one of the outer slip
rings and is then carried by electrical cables to the de-ice boot
terminals at the shank of each propeller blade. The return path
for current is provided through another terminal and cable
to the inner slip ring, and then to the inner brush and electri-
cal ground. When the elements are energized, the boots are
heated to a point where centrifugal effect and normal in-flight
air forces will remove any accumulations of ice. An amber cau-
tion [PROP HEAT FAIL] CAS message will appear on the multi
function display with a single aural chime if the propeller heat
system fails while the aircraft is on the ground. A red warning
[PROP HEAT FAIL] CAS message appears if the propeller heat
system fails while the aircraft is in flight.

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 PA-46-500TP Malibu Meridian Reference Manual

Propeller De-ice System Schematic

MOV

ON PROP
TIMER HEAT

25

OFF

GROUND

GROUND TEST
CIRCUIT

AIR
WEIGHT-ON-WHEELS
RELAY

System activation is provided by the PROP HEAT push button

switch, located above the copilot’s windshield. A light on the
switch indicates that the switch is in the “on” position. Main bus
power is supplied to the timer through the 25 amp PROP HEAT
circuit breaker.

Note: When testing the propeller heat during ground operations

each cycle is reduced to a 30 second heating period for the in-
ner boots followed by a 30 second heating period for the outer
boots. After one minute, power is removed and the system will
remain OFF until either the airplane leaves the ground or the
operator manually selects the PROP HEAT switch to ON. This is
to prevent over heating the elements while on the ground.

Induction Air

The design of the induction air inlet and ducting provides in-
herent protection against ice and foreign object damage. The
engine inlets are designed to preclude ice from building up to a
sufficient degree to interfere with sufficient air flow into the en-
gine. More than sufficient air for the engine is ingested into the
inlet duct. Air used by the engine is forced to make a sharp turn
before entering the engine, while the remaining air is exhausted
to the atmosphere. In this way, the inlet duct acts as an integral
inertial separator, and ice particles and foreign objects are pre-
vented from being ingested into the engine.

ICE PROTECTION 8/11 FOR TRAINING PURPOSES ONLY 10-11

 Limitations

Refer to the applicable aircraft manufacturer’s FAA approved

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

Emergency Procedures

Refer to the applicable aircraft manufacturer’s FAA approved

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

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 PA-46-500TP Malibu Meridian Reference Manual

Chapter 11
Limitations
Table of Contents

Overview ....................................................................................1
Airspeed Limitations.................................................................2
Airspeed Indicator Table...........................................................3
Operating Limitations...............................................................4
Weight Limitations....................................................................4
Center of Gravity Limits............................................................4
Flight Load Factor Limitations.................................................5
Runway Surface.........................................................................5
Flight Crew Limitations.............................................................5
Maximum Seating Configuration.............................................5
Maneuver Limitations...............................................................5
Approved Operations................................................................5
Powerplant Operating Limitations...........................................6
Oil Limitations............................................................................7
Propeller.....................................................................................7
Power Control Lever Operation................................................7
Chip Detector.............................................................................7
Fuel Limitations.........................................................................8
Outside Air Temperature (OAT) Limits......................................8
Fuel Imbalance..........................................................................9

LIMITATIONS 8/11 FOR TRAINING PURPOSES ONLY 11-i

 Table of Contents (continued)

Anti-Icing Additive.....................................................................9
Starter Operating Limits...........................................................9
Generator/Alternator Limitations............................................9
Garmin G1000 Avionics Systems.......................................... 10
Radar Limitations................................................................... 14
Terrain Awareness and Warning System.............................. 14
Traffic Information................................................................. 14
Jeppesen Chartview or Garmin Flight Charts....................... 14
Operating Altitude Limitations.............................................. 15
Cabin Pressurization Limitations.......................................... 15
Oxygen..................................................................................... 15
Vortex Generators.................................................................. 15
Flight Into Icing Conditions................................................... 15
Environmental Conditions..................................................... 16
Minimum Speed in Icing Conditions..................................... 17
Flap Settings for Operation in Icing Conditions.................. 17
Minimum Torque for Surface De-ice Operation.................... 17
Windshield Heat..................................................................... 18
Magnetic Compass................................................................. 18
Autopilot in Icing Conditions................................................. 18
Surface Deice System............................................................ 14
OAT Probes.............................................................................. 14
Placards.................................................................................. 14

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 PA-46-500TP Malibu Meridian Reference Manual

Overview

This chapter provides a comprehensive listing of operational

limitations for the safe operation of the Meridian PA-46-500TP
aircraft, its engines, system, and equipment. These limitations
have been approved by the Federal Aviation Administration
and compliance with them is required by law.

Note: The limitations given in this section are for training pur-
poses only. Consult your Pilot’s Operating Handbook (POH) for
limitations specific to the year, model and serial number of your
aircraft.

LIMITATIONS 8/11 FOR TRAINING PURPOSES ONLY 11-1

 Airspeed Limitations

Airspeed KIAS KCAS Remarks

Maximum Operating Do not exceed this speed

Speed - VMO 188 187 in any operation.

Maximum Operating Do not make full or abrupt

Maneuvering Speed control movements above
VO 127 126 this speed.

Maximum Flap Do not exceed this speed .

Extended Speed at the given flap setting
VFE
10° Flaps 168 167
20° Flaps 135 132
36° Flaps 118 115

Maximum Landing Gear Do not exceed the

Operating Speed associated operating .
speed extending or
VLO retracting the gear
Extension 168 167
Retraction 129 128

Maximum Landing Gear Do not exceed this speed

Extended Speed with the landing gear
VLE 168 167 extended.

Minimum Speed in Minimum speed during

Icing Conditions flight in icing conditions
130 with the flaps up.

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 PA-46-500TP Malibu Meridian Reference Manual

Airspeed Indicator Table

Marking KIAS Value Remarks

or Range
Maximum Operating Limit
Red Line 188 KTS
(VMO/MMO)

Normal Operating Range. Lower

limit is maximum weight stall
79 KTS to speed in the clean configuration
Green Arc
188 KTS (VS1). Upper limit is the maximum
operating speed (VMO/MMO)

Full flap operating range. Lower

limit is maximum weight stall
speed in the landing configura-
69 KTS to
White Arc tion (VSO). Upper limit is
118 KTS
maximum speed with full flaps
extended (VFE)

LIMITATIONS 8/11 FOR TRAINING PURPOSES ONLY 11-3

 Operating Limitations

Weight Limitations

Maximum Ramp Weight 5134 LBS

Maximum Takeoff Weight 5092 LBS
Maximum Landing Weight 4850 LBS
Maximum Zero Fuel Weight 4850 LBS
Maximum Weight in
Baggage Compartment 100 LBS

Note: It is the responsibility of the airplane owner and the pilot

to ensure that the airplane is properly loaded.

Center of Gravity Limits

Forward Limit:
5134 LBS 141.13 inches
aft of reference datum.
5092 LBS 140.97 inches
aft of reference datum.
4100 LBS 137.23 inches
aft of reference datum.
3508 LBS 135.00 inches
aft of reference datum.
3000 LBS 135.00 inches
aft of reference datum.

Aft Limit:
5134 LBS 147.10 inches
aft of reference datum.
5092 LBS 147.10 inches
aft of reference datum.
4100 LBS 147.10 inches
aft of reference datum.
3508 LBS 143.67 inches
aft of reference datum.
3000 LBS and less 140.75 inches
aft of reference datum.

Note: Straight line variation between points indicated. The line

is located 100.0 inches ahead of the forward pressure bulk-
head.

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 PA-46-500TP Malibu Meridian Reference Manual

Flight Load Factor Limitations

Positive Load Factor (Maximum)

Flaps Up + 3.7G
Flaps Down + 2.0G
Negative Load Factor (Maximum) -1.48G

Note: This is a normal category airplane. Aerobatic maneuvers,

including spins, are prohibited.

Runway Surface

Takeoff and landing operations must be conducted from

paved, hard surfaces.

Flight Crew Limitations

Minimum Flight Crew required is one pilot in the left hand seat.

Maximum Seating Configuration

The maximum seating capacity is 6 (six) persons.

Maneuver Limitations

This is a normal category airplane. No aerobatic maneuvers

including spins approved.

Approved Operations

The Malibu Meridian is approved for the following types of

operation when the required equipment is installed and opera-
tional as defined within the Federal Aviation Regulations:

1. VFR day
2. VFR night
3. IFR day
4. IFR night
5. Known Icing (except freezing rain and freezing
drizzle) when accompanied with aircraft supplemental
information from Piper

LIMITATIONS 8/11 FOR TRAINING PURPOSES ONLY 11-5

 Powerplant Operating Limitations

Warning: Positioning of the power lever below the flight idle

stop in flight is prohibited. Such positioning may lead to loss of
airplane control or may result in an engine overspeed condition
and consequent loss of engine power.

Number of Engines: 1
Engine Manufacturer: Pratt & Whitney Canada, Inc.
Engine Model Number: PT6A-42A

Operating Torque Maximum Gas Generator Oil Oil

Condition SHP LB-FT Observed RPM NG Press. Temp.
(1) ITT °C % RPM PSIG (7) °C

Takeoff (3) 500 1313 800 101.6 2000 100–135 0–99

Max. Continuous 500 1313 770 101.6 2000 100–135 0–99

Min. Idle — — 750 (8) 63-64 >1200 60 min. -40–99

Starting — — 1000 (4) — — 0–200 (13) -40min (6)

Transient — — 850 (12) 104.1 (5) 2205 (9) 40-200 99–104 (10)
880 (4)

Max. Reverse 310-360 770 1900 100-135 0-99

1. Torque limit applies within range of 1600-2000 propeller RPM prop shaft. Below 1600 RPM, torque
is limited to 1100 lb-ft.
2. Engine inlet condition limit for engine operation: (a) temperature 50°C (122°F); (b) altitude: sea level
to 30,000 ft. (temperature lapse rate of 2.0°C (3.7°F) per 1000 ft. assumed)
3. This value is time limited to 5 minutes.
4. This value is time limited to 5 seconds.
5. This value is time limited to 10 seconds.
6. Limited by oil temperature.
7. Normal oil pressure with gas generator speed above 72% speed. With engine torque below
1970 ft-lbs, minimum oil pressure is 85 PSIG at normal oil temperature (60–70°C). Under
emergency conditions to complete a flight, a lower oil pressure limit of 60 PSIG is permissible at
reduced power level, not exceeding 1100 lb-ft.
8. Applies over range 21,000 to 23,000 RPM.
9. May be employed in an emergency condition, at all ratings, to complete a flight.
10. Time limited to 10 minutes at any condition.
11. In flight in the absence of a minimum 40 PSIG oil pressure, continuous steady state propeller
rotation must be prevented by propeller feathering. On the ground, with the engine shut down,
continuous propeller rotation must be prevented.
12. This value is time limited to 20 seconds.
13. During extremely cold starts, oil pressure may reach 200 PSIG.

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 PA-46-500TP Malibu Meridian Reference Manual

Oil Limitations

Total Oil Capacity 12 quarts

Propeller

Number of Propellers 1
Propeller Manufacturer Hartzell

Propeller Hub Model:

4-Blade HC-E4N-3Q

Propeller Diameter:
Minimum 81.5 inches
Maximum 82.5 inches

Propeller Operating Limits:

Maximum Normal Operation 2000 RPM
Maximum Reverse 1900 RPM

Blade Angle at Propeller Station 30 at Hydraulic Low Pitch Stop

Low Pitch Stop (Min/Max) 18.9°/19.1°
Feather (Min/Max) 84°/85°
Reverse (Min/Max) -9.5°/-10.5°

Power Control Lever Operation

POWER lever position operation aft of the flight idle detent is

not permitted:

1. When the engine is shut down.

2. During flight.

Warning: Positioning of the POWER lever below the flight idle

stop in flight is prohibited. Such positioning may lead to loss of
airplane control or may result in an engine overspeed condition
and consequent loss of engine power.

Chip Detector

Takeoff is not approved with the amber caution [CHIP DETEC-

TOR] CAS message illuminated.

LIMITATIONS 8/11 FOR TRAINING PURPOSES ONLY 11-7

 Fuel Limitations

Approved Aviation Fuels JET A, JET A-1

Total Capacity: 173 US Gallons
(1160 LBS)
Unusable Fuel: 3 US Gallons
(20 LBS)

The unusable fuel in this airplane has been determined as 1.5
gallons (10 LBS) in each wing.

Usable Fuel: 170 US Gallons

(1140 LBS)

The usable fuel for this airplane has been determined as 85

gallons (570 LBS) in each wing in critical flight attitudes.

Total usable fuel may be reduced by 2 gallons (13 LBS) if the

engine driven boost pump fails.

Outside Air Temperature (OAT - Free Air Static Temp) Limits

Starting In Flight
Minimum -34° C -54° C
Maximum +46° C +46° C

Fuel Temperature Limits

Minimum Limit
Fuel Type Starting In Flight
Jet A -34° C -34° C
Jet A-1 -34° C -41° C

Maximum OAT
Fuel Type Starting In Flight
Jet A +50°C +50°C
Jet A-1 +50°C +50°C

Note: When a mixture of Jet A and Jet A1 is present in the

fuel tanks, the Jet A minimum fuel temperature limit of
-34°C must be observed.

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 PA-46-500TP Malibu Meridian Reference Manual

Fuel Imbalance

The maximum fuel imbalance in this airplane has been deter-

mined as 125 LBS.

Note: To insure balanced fuel condition, minimize or avoid un-

coordinated flight.

Anti-Icing Additive

Anti-icing additive per MIL-1-27686 is required for use in the

above fuels in the amount by volume of .15% maximum.

Starter Operating Limits

Use of the starter is limited to 30 seconds ON, one minute OFF,

30 seconds ON, one minute OFF, 30 seconds ON, 30 minutes
OFF before a fourth start may be attempted.

Generator/Alternator Limitations

Max. Continuous
Generator/Alternator Load (amps)

Starter/Generator 170
Alternator Ground Operation 120
Alternator In Flight 130

LIMITATIONS 8/11 FOR TRAINING PURPOSES ONLY 11-9

 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS

1. The Garmin G1000 Cockpit Reference Guide for the

Piper PA-46 Meridian, Garmin p/n 190-00764-00, latest
revision, must be immediately available to the flight crew.

Note: The Cockpit Reference Guide contains additional Warn-

ings, Cautions and Advisories with which the pilot should be-
come familiar.

2. The Garmin G1000 must utilize the following or later FAA

approved software versions:

Sub-System Software Version

PFD 8.2
MFD 8.2
GMA 3.05
AHRS 2.10
ADC 3.01
GIA 5.5
GEA 2.07
GPS 3.00

The database version is displayed on the MFD power-up

page immediately after system power-up and must be
acknowledged. The remaining system software versions
can be verified on the AUX group sub-page 5, “AUX
SYSTEM STATUS”.

3. IFR enroute, oceanic and terminal navigation predicated

upon the Garmin G1000 GPS Receiver is prohibited
unless the pilot verifies the currency of the database or
verifies each selected waypoint for accuracy by
reference to current data.

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GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (Cont)

4. Instrument approach navigation predicated upon the

Garmin G1000 GPS Receiver must be accomplished in
accordance with approved instrument approach
procedures that are retrieved from the G1000 Navigation
database. The G1000 Navigation database must
incorporate the current update cycle or each waypoint
must be verified for accuracy with current
approach chart data.

5. When GPS WAAS corrections are unavailable or if

operating outside of GPS WAAS coverage, instrument
approaches utilizing the GPS receiver must be
conducted in the approach mode and Fault Detection
and Exclusion mode. Loss of Integrity annunciations
must not be displayed at the Final Approach Fix. Vertical
guidance from GPS will not be available if WAAS
corrections are unavailable or if operating outside of
WAAS coverage.

6. GPS WAAS SBAS corrections should be selected OFF

when operating outside of WAAS system coverage.

7. Operation is prohibited north of 70° N and south of 70° S

latitudes. In addition, operation is prohibited in the
following two regions: 1) north of 65° N between 75° W
and 120° W longitude and 2) south of 55° S between
120° E and 165° E longitude.

8. If the optional GDL 69 datalink is installed, weather

information is limited to supplemental use only and may
not be used in lieu of an official weather data source.

9. If FliteCharts or the optional Chartview function is

enabled, the data is limited to supplemental use only.
Current paper copies of navigation charts and data
appropriate to the intended operation must be available
to the pilot.

LIMITATIONS 8/11 FOR TRAINING PURPOSES ONLY 11-11

 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (Cont)

10. The TAWS / TERRAIN databases have an area of

coverage as detailed below:
• The terrain database has an area of coverage from
North 75° Latitude to South 60° Latitude in all longitudes.
• The Airport Terrain Database has an area of coverage
that includes the United States, Canada, Mexico, Latin
America, and South America.
• The obstacle database has an area of coverage that
includes the United States.

Note: The area of coverage may be modified, as additional ter-

rain data sources become available.

11. The AFCS preflight test must be successfully completed

prior to use of the autopilot and flight director or manual
electric trim. This is indicated by a white “PFT”
annunciation during test, and upon successful
conclusion a tone will be heard with the “PFT”
annunciation clearing on the PFD.

12. A pilot with the seat belt fastened must occupy the left
pilot’s seat during all autopilot operations.

13. The autopilot and yaw damper must be off during

takeoff and landing. The autopilot must be disengaged
below 200 feet AGL during approach operations and
minimum engagement height on takeoff is 400 feet AGL.
Cruise engagement minimum altitude is 1000 feet AGL.

14. Autopilot operation with the G1000 in the reversionary

(Display Backup) mode is limited to training operations
and display failure operations.

15. Max fuel imbalance with autopilot engaged - 125 lbs.

16. Autopilot minimum approved operating speed - 90 KIAS.

Autopilot max approved operating speed - 175 KIAS

17. Minimum airspeed for autopilot coupled approaches -

100 KIAS.

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GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (Cont)

Approach Operation Limitations:

18. The GFC 700 autopilot is approved for Category 1

precision instrument approaches and non-precision
approaches only.

Caution: CDI automatic source switching to the ILS on Nav 1 or

2 must be set to manual for instrument approaches conducted
with the autopilot coupled. Upon selection of Nav 1 or 2, APR
mode or NAV mode will have to be reselected for capture. If the
CDI source is changed when the autopilot is engaged in NAV
mode, the autopilot lateral mode will revert to roll attitude hold
mode (ROL) and NAV mode must be manually reselected by
the pilot.

19. To avoid giving unwanted audible alerts, TAWS should

be inhibited when landing at an airport that is not
included in the airport database.

20. All TAWS caution and warning aural alerts must be

followed immediately upon receipt. Pilots are authorized
to deviate from their current ATC clearance to the extent
necessary to comply with terrain/obstacle warnings from
the TAWS per FAR 91.223.

21. When operating single pilot - BARO SYNCH must be ON.

When operating two pilot - BARO SYNCH must be
OFF.

LIMITATIONS 8/11 FOR TRAINING PURPOSES ONLY 11-13

 Radar Limitations

Do not operate the radar during refueling operations or within

15 feet of trucks or containers accommodating flammables or
explosives. Do not allow personnel within 15 feet of area being
scanned by antenna when system is transmitting. Radar im-
ages beyond approximately 130nm should not be relied upon.

Terrain Awareness and Warning System (TAWS)

Navigation must not be predicated upon the use of the Terrain

Awareness Display. The Terrain Awareness Display is intended
to serve as a situational awareness tool only, and may not pro-
vide the accuracy and/or fidelity on which to solely base terrain
or obstacle avoidance maneuvering decisions.

Traffic Information

The pilot should not maneuver the aircraft based on the traffic
display only. The traffic display is intended to assist in visually
locating traffic. The traffic display lacks the resolution neces-
sary for use in evasive maneuvering. Maneuvers should be
consistent with ATC instructions.

Jeppesen Chartview or Garmin Flight Charts 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 of
required navigation.

Operators with the optional Jeppesen Chartview must have

back-up charts available. Do not rely upon Jeppesen Chartview
as your sole source of navigation information.

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 PA-46-500TP Malibu Meridian Reference Manual

Operating Altitude Limitations

Flight above 30,000 feet pressure altitude is not approved.

Flight up to and including 30,000 feet is approved if equipped
with avionics in accordance with FAR 91.

Cabin Pressurization Limitations

1. Pressurized flight operation approved at maximum

cabin differential pressure of 5.5 psi.
2. Pressurized landing not approved.

Oxygen

A minimum of 800 psi is required for pressurized flight above

25,000 feet.

Vortex Generators

If a total of more than 5 (five vortex generators are damaged or

missing, the aircraft is not airworthy.

Flight Into Icing Conditions

REQUIRED EQUIPMENT

The Piper Meridian airplane is approved for flight into light to

moderate icing conditions as defined by FAR Part 25, Appen-
dix C, only if the following required ice protection systems and
equipment are installed and functioning properly.

1. Surface De-ice System

2. Propeller Anti-ice System
3. Windshield Heat Anti-ice System
4. Pitot Heat Anti-ice System
5. Stall Heat Anti-ice System
6. Wing Inspection Light (Ice Light)

Note: The generator and alternator must be installed and func-

tioning properly for flight into known icing conditions.

LIMITATIONS 8/11 FOR TRAINING PURPOSES ONLY 11-15

 Environmental Conditions

Inadvertent operation in freezing rain, freezing drizzle, or condi-

tions defined as severe may be detected by heavy ice accumu-
lation on the airframe and windshield, ice accumulation in areas
not normally observed to collect ice, or when ice forms on the
upper surface of the wing, aft of the surface deice boot. If these
conditions are encountered, the pilot should take immediate ac-
tion to exit these conditions by changing altitude or course.

Takeoff is prohibited with the following forms of contamination:

With frost adhering to the following areas:

1. Wing leading edge

2. Wing upper surface
3. Windshield

With ice, snow or slush adhering to the following areas:

1. Wing leading edge and upper wing surface

2. Flight control surfaces
3. Top of fuselage
4. Windshield
5. All static ports
6. Upper surface of engine cowling forward of
windshield

A visual and tactile (hand on surface) check of the wing lead-

ing edge and wing upper surface must be performed to ensure
the wing is free from frost, ice, snow, or slush when the outside
air temperature is less than 10°C (50°F) or if it cannot be deter-
mined, wing fuel temperature is above 0°C (32°F) and

1. There is visible moisture present (rain, drizzle, sleet,

snow, fog, etc.); or
2. Water is present on the wing upper surface; or
3. The difference between the dew point and the
outside temperature is 3°C (5°F) or less; or
4. The atmospheric conditions have been conducive to
frost formation.

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 PA-46-500TP Malibu Meridian Reference Manual

Minimum Speed in Icing Conditions

Minimum speed during flight in icing conditions with the flaps

up is 130 KIAS.

Flap Settings for Operation in Icing Conditions

Flaps must be up when holding in icing conditions. Maximum

flap extension with ANY ice accumulation on the airframe is
limited to 20°.

Minimum Torque Required for Proper Surface Deice System

Operation

During flight, engine torque must be maintained at the following

settings to assure proper surface de-ice system operation.

• Above 25,000 feet - engine torque must be 350 ft. lb.

or greater
• At or below 25,000 feet - engine torque must be 250 ft.
lb. or greater

LIMITATIONS 8/11 FOR TRAINING PURPOSES ONLY 11-17

 Windshield Heat

Ground operation with windshield heat selected to ANTI ICE or

DEFOG is limited to 20 seconds duration.

Magnetic Compass

Accuracy of the magnetic compass may be unreliable with the

combination of air conditioner, windshield heat, prop heat and
stall heat on.

Autopilot

Autopilot operation during icing conditions may mask cues that

indicate adverse changes in aircraft handling characteristics.
Autopilot operation is prohibited if any of the following condi-
tions in icing flight are experienced:

• Severe icing conditions

(reference SECTION 1 - GENERAL).
• Elevator bridging is encountered.
• Frequent autopilot trim wheel movement during straight
and level flight.
• Conditions developed which cause pitch, roll or yaw
servo to provide a sustained force as indicated by
ELE, AIL or RUD alert annunciations in the AFCS
system status field on the PFD and/or pilot qualitative
evaluations.

Note: The autopilot must be disconnected periodically to

evaluate the above mentioned conditions.

Caution: During flight in icing conditions, ice will form on the

unprotected leading edge of the elevator, and possibly form a
bridge of ice, or ice cap, between the stabilizer and the el-
evator. This condition may be detected and verified by visual
observation, by increased elevator pitch control forces, or
frequent autopilot trim annunciations during straight and level
flight. If ice bridging is detected or suspected, disconnect the
autopilot and pulse the aircraft elevator pitch control to dis-
lodge the ice bridge. Elapsed time between conducting eleva-
tor checks will vary, depending upon the amount and type of
ice accretion. Usually 8 to 10 minutes between elevator pulsing
cycles is considered sufficient.

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 PA-46-500TP Malibu Meridian Reference Manual

Surface Deice System

Operation of the surface de-ice system is prohibited in tem-

peratures below -40°C. Such operation may result in damage to
the surface de-ice boots.

OAT Probes

At the highest Mach number shown in the performance charts

of the POH and with a fully iced over OAT probe, which as-
sumes the measured total temperature equals static tempera-
ture, the maximum indicated temperature error calculated is
7°C less than actual.

Placards

On the pilot’s left side panel:

THIS AIRCRAFT MUST BE OPERATED AS A NORMAL

CATEGORY AIRPLANE IN COMPLIANCE WITH THE
OPERATING LIMITATIONS STATED IN THE FORM OF
PLACARDS, MARKINGS AND MANUALS. NO ACROBATIC
MANEUVERS (INCLUDING SPINS) APPROVED. THIS
AIRCRAFT APPROVED FOR V.F.R., I.F.R., DAY
AND NIGHT ICING FLIGHT WHEN EQUIPPED IN
ACCORDANCE WITH THE AIRPLANE FLIGHT MANUAL.

WARNING
TURN OFF STROBE LIGHTS WHEN IN CLOSE
PROXIMITY TO GROUND OR DURING FLIGHT
THROUGH CLOUD, FOG OR HAZE.
PRESSURIZED LANDING NOT APPROVED.

LIMITATIONS 8/11 FOR TRAINING PURPOSES ONLY 11-19

 This Page Intentionally Left Blank

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 PA-46-500TP Malibu Meridian Reference Manual

Chapter 12
Emergency Procedures
Table of Contents

Overview ....................................................................................1
CAS Systems Messages............................................................2
PFD Annunciators......................................................................4
Annunciations and Alerts.........................................................6
Overriding Considerations........................................................7
Airspeeds for Emergency Operations......................................8
Rejected Takeoff.......................................................................8
Engine Failures..........................................................................9
Air Start Procedures............................................................... 10
Engine System........................................................................ 12
Fuel Control Unit Failure ....................................................... 15
Propeller Speed...................................................................... 16
Fire Procedures...................................................................... 17
Smoke Evacuation ................................................................. 19
Emergency Descent — Maximum Rate.................................. 20
Descent — Maximum Range After Engine Failure............... 20
Emergency Landing Procedures............................................ 21
Hydraulic System Malfunction.............................................. 23
Emergency Landing Gear Extension..................................... 24
Flap System Malfunction....................................................... 25
Electrical System Malfunctions............................................ 26
Load Shed Procedures........................................................... 29
Complete Electrical Failure................................................... 32
Avionics Systems Failures..................................................... 33
Fuel System............................................................................. 48

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-i

 Table of Contents (continued)

Pressurization / Environmental System Malfunctions....... 51

Anti-Ice / De-Ice System Malfunctions................................. 55
Standby Attitude Indicator Battery Heater Fail................... 59
Oxygen..................................................................................... 60
Spin Recovery......................................................................... 60
Icing . ..................................................................................... 61
CAS Messages........................................................................ 65

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 PA-46-500TP Malibu Meridian Reference Manual

Overview

This section provides the recommended procedures for han-

dling various emergency or critical situations. All 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. Emergency
procedures associated with optional systems and equipment
which require handbook supplements are presented in
Section 9, Supplements of the Pilots Operating Handbook
(POH). Pilots must familiarize themselves with the procedures in
this section and must be prepared to take the appropriate ac-
tion should an emergency situation arise. The procedures are
offered as a course of action for handling the particular situa-
tion or condition described. They are not a substitute for sound
judgement and common sense.

KNOW YOUR AIRCRAFT AND BE THOROUGHLY FAMILIAR

WITH IMPORTANT EMERGENCY PROCEDURES.

Most basic emergency procedures are a normal part of pilot

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

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-1

 Crew Alerting System (CAS) Message

The Crew Alerting System (CAS) consists of master warning

and master caution indicators operating in conjunction with
CAS text messages. CAS text messages appear in the lower
left area of the MFD during normal operations and in the right
side area of the PFDs during reversionary mode operation. The
master warning and master caution indicators are illuminated
push-button switches centered above the pilot’s PFD. The
severity of CAS messages are categorized as warning, caution
and advisory as follows:

Red Warning Messages

All warning messages consist of a flashing red master warn-

ing indicator, located above the pilot’s PFD, and many have
a flashing (inversely red on white) CAS warning text message
located in the lower left corner of the MFD. All warnings are
accompanied by a continuous aural chime, which can be
silenced by pressing (acknowledging) the MASTER WARN RE-
SET switch. When acknowledged, the MASTER WARN RESET
switch will extinguish, the CAS warning text message, if appli-
cable, will stop flashing and will revert to normal (red on black)
message, and the aural chime will silence. CAS warning text
messages will persist until the initiating condition is removed.
If the warning was initiated by an engine parameter, that pa-
rameter’s indication will continue to flash until the condition is
removed.

Amber Caution Messages

Caution messages consist of an amber master caution indica-

tor, located above the pilot’s PFD, and many have a (inversely
black on amber) CAS caution text message located in the lower
left corner of the MFD. Cautions are accompanied by a single
aural chime. Caution messages can be acknowledged by
pressing the MASTER CAUTION RESET switch. When acknowl-
edged, the MASTER CAUTION RESET switch will extinguish,
the CAS caution text message will stop flashing and will
revert to normal (amber on black) message. CAS caution text
messages will persist until the initiating condition is removed

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 PA-46-500TP Malibu Meridian Reference Manual

White Advisory Messages

CAS Advisory text messages appear in the CAS window in

white text. Advisory messages do not require acknowledgment
and are not accompanied by aural chimes. CAS advisory mes-
sages will persist until the initiating condition is removed.

Note: The Garmin G1000 Cockpit Reference Guide for the

Piper PA-46 Meridian, Garmin p/n 190-00764-00, latest revision
and the Garmin G1000 Pilot’s Guide for the Piper PA-46-500TP,
Garmin p/n 190-00763-00, latest revision, contain detailed de-
scriptions of the annunciator system (CAS and Non-CAS) and
all warnings, cautions and advisories.

The tables published on pages 12-65 to 12-69 show the color

and significance of the Warning, Caution and Advisory mes-
sages which may appear on the Garmin G1000 displays.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-3

 PFD Annunciators And Alerts

The Garmin G1000 System produces a number of PFD annun-

ciations and alerts outside of the Crew Alerting System (CAS).
PFD annunciations and alerts are not accompanied by master
warning or master caution indications and are displayed in
dedicated areas of the PFD or MFD. Various aural alerts (voice,
horn or tone) may accompany PFD annunciations and alerts
and no pilot action is required to acknowledge PFD annuncia-
tions and alerts.
PFD Annunciators and Alerts - Comparator Annunciations

Difference in altitude sensors is greater

ALT MISCOMP than or equal to 200 ft.

If both airspeed sensors detect

<35 kts, this is inhibited

If either airspeed sensor detects

greater than or equal to 35 kts, and the
IAS MISCOMP difference in sensors is > 10 kts.

If either airspeed sensor detects

greater than or equal to 80 kts, and the
difference in sensors is > 7 kts.

Difference in heading sensors is > 6

HDG MISCOMP degrees

Difference in pitch sensors is > 5 de-

PIT MISCOMP grees.

ROL MISCOMP Difference in roll sensors is > 6 degrees.

No data from one or both altitude sen-

ALT NO COMP sors.

No data from one or both airspeed sen-

IAS NO COMP sors.

No data from one or both heading

HDG NO COMP sensors.

PIT NO COMP No data from one or both pitch sensors.

ROL NO COMP No data from one or both roll sensors.

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PFD Annunciators and Alerts (Cont)

PFD Annunciators and Alerts - Reversionary Sensor

Annunciations

Both PFDs are displaying data from the

BOTH ON ADC 1 number 1 Air Data Computer.

Both PFDs are displaying data from the

BOTH ON ADC 2 number 2 Air Data Computer.

Both PFDs are displaying data from the

BOTH ON AHRS 1 number 1 Attitude and Heading
Reference System

Both PFDs are displaying data from the

BOTH ON AHRS 2 number 2 Attitude and Heading
Reference System

Both PFDs are displaying data from the

BOTH ON GPS 1 number 1 GPS receiver

Both PFDs are displaying data from the

BOTH ON GPS 2 number 2 GPS receiver

The PFD displaying this annunciation is

XSIDE ADC displaying data from the cross-side Air
Data Computer.

The PFD displaying this annunciation is

XSIDE AHRS displaying data from the cross-side At-
titude and Heading Reference System.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-5

 Annunciations and Alerts

Gear Warning Annunciator

The red GEAR WARN annunciator is located on the instrument

panel above the landing gear selector. The GEAR WARN an-
nunciator and gear warning horn will operate simultaneously
under the following conditions:

• In flight when the throttle is reduced to low power

settings and the landing gear are not in the DOWN
position.
• In flight when the flaps are extended more than 10°
and the landing gear are not in the DOWN position.
• On the ground when the landing gear selector is in
the UP position. The landing gear squat switch
activates to prevent operation of the retract side of
the hydraulic pump on the ground.

Aural Alerts

Aural alerts are provided to alert:

• When an engine limitation is exceeded (repeating

chime).
• When in a Vmo/Mmo overspeed condition
(“Airspeed, Airspeed”).
• When approaching a stall (steady tone).
• When cabin altitude warning is exceeded (repeating
chime).
• Autopilot disconnect (High-Low tone).
• Terrain caution/warnings.
• In flight when the throttle is reduced to low power
settings and the landing gear are not in the DOWN
position.
• In flight when the flaps are extended more than 10°
and the landing gear are not in the DOWN position.
• On the ground when the landing gear selector is in
the UP position.

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Overriding Considerations

In all emergencies, the overriding consideration must be to:

• Maintain Airplane Control.
• Analyze the situation.
• Take proper action.

Note: If after resetting a circuit breaker, it trips open again, do

not attempt to reset it.

Terminology

Many emergencies require some urgency in landing the

aircraft. The degree of urgency varies with the emergency;
therefore the terms “land as soon as possible” and “land as
soon as practical” are employed. These terms are defined as
follows:

• Land as soon as possible - A landing should be

accomplished at the nearest suitable airfield consid-
ering the severity of the emergency, weather condi-
tions, field facilities, and ambient lighting.
• Land as soon as practical - Emergency conditions
are less urgent, and although the mission is to be
terminated, the emergency is such that an immedi-
ate landing at the nearest suitable airfield may not be
necessary.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-7

 Airspeeds for Emergency Operations

Stall Speeds:
1. 5092 lbs. (Gear UP, Flaps 0°).......................... 79 KIAS
2. 5092 lbs. (Gear DOWN, Flaps 36°).................. 69 KIAS

Operating Maneuvering Speeds:................................ 127 KIAS

Best Glide (propeller feathered):

1. 5092 lbs. (Gear UP, Flaps 0°)........................ 108 KIAS

Rejected Takeoff

1. Power Lever.......................................................... IDLE

2. Braking.................................................. AS REQUIRED
3. Reverse................................................. AS REQUIRED

If insufficient runway remains for a safe stop:

1. Condition Lever............................ CUTOFF / FEATHER
2. Battery Switch........................................................ OFF
3. Firewall Shutoff Valve............ LIFT COVER - PULL OFF
4. Maneuver as necessary to avoid obstacles.
5. After the aircraft has stopped.................... EVACUATE

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Engine Failures

Engine Failure Before Rotation

1. Power Lever.......................................................... IDLE

2. Braking.................................................. AS REQUIRED

If insufficient runway remains for safe stop:

4. Condition Lever............................ CUTOFF / FEATHER
5. Battery Switch........................................................ OFF
6. Firewall Shutoff Valve........... LIFT COVER - PULL OFF
7. Maneuver as necessary to avoid obstacles.
8. After the aircraft has stopped.................... EVACUATE

Engine Failure Immediately After Takeoff

1. Airspeed......................................................... 100 KIAS

2. Landing Gear.....................................................DOWN
3. Power Lever.......................................................... IDLE
4. Condition Lever............................ CUTOFF / FEATHER

When landing gear is down and time permits:

6. Flaps............................................................ DOWN 36°
7. Airspeed........................................................... 85 KIAS
8. Battery Switch........................................................ OFF
9. Firewall Shutoff Valve............ LIFT COVER - PULL OFF
10. After Aircraft has stopped.......................... EVACUATE

Engine Failure in Flight

1. Oxygen.................................................. AS REQUIRED
2. Mic Select Switch................................................ MASK
3. Airspeed......................................................... 108 KIAS
4. Power Lever.......................................................... IDLE
5. Condition Lever............................ CUTOFF / FEATHER
6. Propeller...................................... VERIFY FEATHERED

Caution: The battery switch must be ON to feather the propeller.

7. Remaining Fuel.................................................CHECK
8. Air Start.............................. Refer to air start procedure

Note: If above the air start envelope, descend into the enve-
lope and make an air start per this section. Use oxygen as
required. Perform a normal descent or emergency descent as
appropriate. If engine air start is not successful, proceed with
the power off landing procedure.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-9

Air Start Envelope

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 PA-46-500TP Malibu Meridian Reference Manual

Air Start — Starter Assist

Note: Items with • may be omitted if time is short.

1. Oxygen.................................................. AS REQUIRED
2. MIC SEL Switch..................................................... MSK
3. Autopilot................................................... DISENGAGE
4. CONDITION Lever........................ CUT-OFF/FEATHER
5. Altitude & Airspeed............................ WITHIN THE AIR
START ENVELOPE
6. POWER Lever........................................................ IDLE
7. GEN Switch............................................................ OFF
8. ALT Switch............................................................. OFF
9. • Electrical Load............................................. REDUCE
10. • ECS CABIN COMFORT Switch........................... OFF
11. • BLEED AIR Lever........................PULL OUT (closed)
12. FUEL PUMPS Switch............................................. MAN
13. IGNITION Switch................................................... MAN

Caution: To obtain an AUTO air start, the START MODE MAN/

STOP switch must not be selected. If the switch is selected to
MAN (switch light illuminated), the PUSH START switch must be
held ON to keep the starter engaged during the start.

14. START MODE Switch.......................................... AUTO

15. PUSH START Switch.................. ENGAGE (Verify Start
Annunciator Illuminated)
16. CONDITION Lever (Ng min. 13%)........................ RUN
17. ITT and Ng................................................... MONITOR

After Engine Relight - Ng > 60%:

18. GEN Switch..............................................................ON
19. ALT Switch...............................................................ON
20. FUEL PUMPS Switch........................................... AUTO
21. IGNITION Switch................................................. AUTO
22. BLEED AIR Lever................................ PUSH IN (open)
23. ECS CABIN COMFORT Switch.......................... NORM
24. Electrical Equipment............................. AS REQUIRED

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-11

 Engine Systems

High Oil Temperature

Indication: Master Warning Indication; Red OIL TEMP

message; Repeating aural chime; Red oil
temperature indication.

1. POWER Lever....................................REDUCE POWER

If temperature remains high, continue flight at reduced

power and land as soon as possible.

Oil Pressure

Indication: Aural warning with associated red oil

temperature needle and red background box
associated with digital readout. Red oil
pressure annunciator.

Engine Torque at or above 1100 ft - lb:

Low Oil Pressure, Below 85 PSI
1. Power.....................................REDUCE TO A MAX. OF
1100 FT - LB OF TORQUE
High Oil Pressure, Above 200 PSI
Land as soon as practical.

Engine Torque below 1100 ft - lb:

Low Oil Pressure, Below 60 PSI

1. Power .....................REDUCE TO MINIMUM TORQUE

REQUIRED TO COMPLETE FLIGHT

High Oil Pressure, Above 200 PSI

Land as soon as possible.

Note: If possible, always retain glide capability to the selected

landing area in case of total engine failure.

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 PA-46-500TP Malibu Meridian Reference Manual

Chip Detector Light

Indication: Master Caution Indication; Amber

CHIP DETECT message; single aural chime.

After Engine Start:

Return to parking area and shutdown engine.

In Flight:
1. Oil Temperature........................................... MONITOR
2. Oil Pressure.................................................. MONITOR

Land as soon as practical.

Inspect Engine Before Next Flight

Start Engage

Indication: Master Caution Indication; Amber STARTER

ENGAGED message remains illuminated after
engine start; Single aural chime.

On the Ground:
1. MAN/STOP Switch............................................... PUSH
2. CONDITION Lever........................ CUT-OFF/FEATHER
3. BATTERY Switch.................................................... OFF

In Flight:
1. MAN/STOP Switch............................................... PUSH
2. GEN Switch.................................................VERIFY ON
3. If generator is not on, land as soon as possible.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-13

 Feather

Indication: Master Caution Indication; Amber FEATHER

message; Single aural chime.

On Ground After Engine Start:

1. Shut down and investigate cause.

In Flight:
1. Land as soon as practical and investigate cause.

Beta

In Flight:
Indication: . Master Caution Indication; Amber BETA
message; Single aural chime.

1. POWER Lever............ VERIFY FLIGHT IDLE POSITION

OR FORWARD OF FLIGHT IDLE

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 PA-46-500TP Malibu Meridian Reference Manual

Fuel Control Unit Failure or Power Lever Control Loss

(Manual Override Operation)

Indication: Power lever movement does not change Ng.

1. POWER Lever...........................................FLIGHT IDLE

2. MANUAL OVRD Lever.............. PULL UPWARDS AND
MOVE FORWARD SLOWLY
TO ACHIEVE REQUIRED
ENGINE POWER
Land as soon as possible.
Perform landing without reverse.

After landing:
(If power cannot satisfactorily be controlled with
MANUAL OVRD Lever)
1. CONDITION Lever........................ CUT-OFF/FEATHER

Caution: Exercise extra care when using manual override, to

avoid exceeding engine limitations. Engine response may be
more rapid than when using the power lever. Avoid rapid
movement.

If power control using manual override is excessive:

1. Reduce airspeed............................. to below 168 KIAS
by increasing pitch attitude.
2. Landing Gear.....................EXTEND BELOW 168 KIAS
3. Flaps............................................ 10°BELOW 168 KIAS
Land as soon as possible.

When landing is assured:

1. CONDITION Lever........................ CUT-OFF/FEATHER

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-15

 Propeller Speed

Indication: Master Warning Indication; Red PROP SPEED

message; Repeating aural chime; Red
propeller speed indication:

For Prop RPM less than 1200:

1. POWER Lever.................................INCREASE POWER

For Prop RPM greater than or equal to 2040 for more than 2
seconds:
1. POWER Lever....................................REDUCE POWER
2. Airspeed......................................................... REDUCE
Land as soon as practical.

For Prop RPM greater than or equal to 2080 continuously:

1. POWER Lever......................REDUCE AS NECESSARY
2. Airspeed................REDUCE TO LOWEST PRACTICAL
Land as soon as possible.

Note: If possible, maintain altitude as necessary in order to

retain glide capability to the selected airport in case of total
engine failure.

Should heavy vibration or uncontrolled propeller speed

runaway occur, be prepared to shut down the engine.
1. CONDITION Lever........................ CUT-OFF/FEATHER

Conduct a Normal Descent, or Emergency Descent,

as appropriate and Power Off Landing.

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 PA-46-500TP Malibu Meridian Reference Manual

Engine Fire

On Ground (During engine start or taxi):

Indication: Master Warning Indication; Red Engine Fire

message; Repeating aural chime; Visual
Verification.

1. POWER Lever........................................................ IDLE

2. CONDITION Lever........................ CUT-OFF/FEATHER
3. Brakes .................................................. AS REQUIRED
4. Firewall FUEL SHUTOFF Valve.................LIFT COVER
- PULL OFF
5. BLEED AIR Lever...........................PULL OUT (closed)
6. ECS CABIN COMFORT Switch.............................. OFF
7. FUEL PUMPS Switch.............................................. OFF
8. IGNITION Switch.................................................... OFF
9. Radio.............................................EMERGENCY CALL
10. BATTERY Switch.................................................... OFF
11. Aircraft........................................................ EVACUATE
12. Fire...........................................................EXTINGUISH

In Flight:

Indication: Master Warning Indication; Red Engine Fire

message; Repeating aural chime; Visual
Verification.

1. Engine Power........................... REDUCE TO MINIMUM
ACCEPTABLE ACCORDING
TO FLIGHT SITUATION
2. Oxygen............. AS REQUIRED (all aircraft occupants)
3. MIC SEL Switch..................................................... MSK

Confirm that fire exists then:

4. CONDITION Lever........................ CUT-OFF/FEATHER
5. Firewall FUEL SHUTOFF Valve.................LIFT COVER
- PULL OFF
6. ECS CABIN COMFORT Switch.............................. OFF
7. BLEED AIR Lever...........................PULL OUT (closed)

Conduct a Normal Descent, or Emergency Descent, as appro-

priate and Power Off Landing,

Caution: If pressurized, this procedure will result in an immedi-

ate loss of pressurization and cabin altitude will rise at an
uncontrolled rate.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-17

 Electrical Fire, Smoke or Fumes

If source is known:
1. Oxygen.......................................... CREW (100%) AND
PASSENGERS DON MASKS
2. MIC SEL Switch..................................................... MSK
3. Fire.................................... (if necessary) EXTINGUISH
4. Faulty Circuits................................................. ISOLATE
5. Smoke Evacuation.................. (if necessary) EXECUTE
CHECKLIST
Land as soon as possible.

If source is unknown:
1. Oxygen.......................................... CREW (100%) AND
PASSENGERS DON MASKS
2. MIC SEL Switch..................................................... MSK
3. Fire.................................... (if necessary) EXTINGUISH
4. Smoke Evacuation.................. (if necessary) EXECUTE
CHECKLIST
5. GEN Switch............................................................ OFF
6. ALT Switch............................................................. OFF
7. Autopilot................................................... DISENGAGE
8. Standby Instruments................. VERIFY ON and FLAG
IS PULLED ON GYRO
(Transition to standby instruments and maintain attitude control
using standby attitude gyro)
9. EMER Switch............................................................ON
10. BATTERY Switch.................................................... OFF
11. Cabin Altitude Select.......... SELECT 500 FEET ABOVE
FIELD ELEVATION
12. Emergency Descent....ACCOMPLISH PER TO A SAFE
ALTITUDE CONSISTENT WITH TERRAIN
Land as soon as possible.
Perform Emergency Landing Gear Extension procedure and 0°
Flap Landing.

If smoke or fire still persists:

13. All Tie Bus Breakers............................................. PULL
Land as soon as possible.
Perform Emergency Landing Gear Extension procedure and 0°
Flap Landing

Caution: The airplane may still be pressurized on the ground.

Exercise extreme caution when operating cabin door.

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 PA-46-500TP Malibu Meridian Reference Manual

Smoke Evacuation

Cockpit / Cabin Fire

Caution: If pressurized, the following procedure will result in an

immediate loss of pressurization and the cabin altitude will
rise at an uncontrollable rate.

1. Oxygen Mask.............................................. ON (100%)

2. MIC SEL Switch.................................................... MSK
3. Passengers.............................. DON OXYGEN MASKS
4. Cabin Pressure DUMP Switch............................DUMP
5. ECS CABIN COMFORT Switch.............................. OFF
6. BLEED AIR Lever...........................PULL OUT (closed)
7. EMERGENCY PRESSURE Circuit Breaker.......... PULL
(Located on the pilot’s aft circuit
breaker panel, row B, position 6.)
8. AIR COND and Blower Fan Switches.................... OFF
9. VENT FAN Switch....................................................ON
10. Emergency Descent...................Accomplish to a Safe
Altitude Consistent with Terrain

Land as soon as possible.

Note: If fumes/smoke dissipate, land as soon as possible to

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

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-19

 Emergency Descent - Maximum Rate

1. Autopilot................................................................. OFF
2. POWER Lever........................................................ IDLE
3. Landing Gear......................... Below 168 KIAS, DOWN
4. Windshield DEFROST..................................PULL OUT
5. WINDSHLD HT Switch......................................DEFOG

Note: Windshield Heat ANTI ICE may be used for additional

defrosting.

Smooth air
Airspeed after Landing Gear is Fully Extended.... 168 KIAS

Rough air
Airspeed................................................................ 127 KIAS

Descent - Maximum Range After Engine Failure

Note: Refer to Section 5, Performance, in the pilot’s operating

handbook for glide distance.

1. Oxygen Masks.........................................................ON
2. MIC SEL Switch..................................................... MSK
3. POWER Lever........................................................ IDLE
4. CONDITION Lever........................ CUT-OFF/FEATHER
5. Propeller...................................... VERIFY FEATHERED
6. Landing Gear / Flaps............................................... UP

Caution: If landing gear and / or flaps are extended, glide dis-

tance will be severely reduced. Retracting the landing gear and
flaps will reduce battery endurance significantly.

7. Airspeed......................................................... 108 KIAS

8. Electrical Load...... REDUCE (Monitor Battery Voltage)

Caution: If the propeller does not feather, the glide distance

will be reduced.

Note: It may be required to adjust the rate of descent of the

aircraft in order to achieve a cabin altitude of 12,500 feet before
the oxygen supply is exhausted.

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 PA-46-500TP Malibu Meridian Reference Manual

Power Off Landing (Engine Cutoff/Feather)

Best Gliding Airspeed is 108 KIAS

1. POWER Lever........................................................ IDLE
2. CONDITION Lever........................ CUT-OFF/FEATHER
3. Propeller...................................... VERIFY FEATHERED
4. FUEL PUMPS Switch.............................................. OFF
5. IGNITION Switch.................................................... OFF
6. Firewall FUEL SHUTOFF Valve.................LIFT COVER
- PULL OFF
7. Electrical Load............................................... REDUCE
8. ECS CABIN COMFORT Switch.............................. OFF
9. Cabin Pressure DUMP Switch.............................DUMP
10. Seats and Seat Backs................ UPRIGHT & LOCKED
IN POSITION
11. Seat Belts and Harness...................... FASTEN / TIGHT
CHECK INERTIA REEL
12. Passengers......................................................... BRIEF
13. Locate suitable field.
14. Establish spiral pattern. If sufficient altitude is
available, .maintain 108 KIAS with flaps 10° in the
pattern.
15. Assure 1000 feet above field at downwind position for
landing approach.

Note: For ditching or other off-airport landings, inhibit the Ter-

rain Awareness and Warning System by selecting INHIBIT on
the MFD Map-TAWS page.

When committed to landing:

16. Landing Gear....................................DOWN; 3 GREEN
17. Flaps...................................................... AS REQUIRED

If landing site is not suitable for gear down landing:

18. Landing Gear......................................... MAINTAIN UP

Note: Landing gear extension requires 8 seconds minimum.

19. Flaps......................................................... FULL DOWN

20. Final Approach Speed..................................... 85 KIAS

After Touchdown:
21. BATTERY Switch.................................................... OFF
22. After the aircraft has stopped.................... EVACUATE

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-21

 Gear Up Landing

1. ECS CABIN COMFORT Switch.............................. OFF

2. Cabin Pressure DUMP Switch.............................DUMP
3. Passengers......................................................... BRIEF
4. Seats and Seat Backs................ UPRIGHT & LOCKED
IN POSITION
5. Seat Belts and Harness...................... FASTEN / TIGHT
CHECK INERTIA REEL
6. Flaps......................................................... FULL DOWN
7. Final Approach Speed..................................... 85 KIAS

When Runway is Assured:

8. POWER Lever........................................................ IDLE
9. CONDITION Lever........................ CUT-OFF/FEATHER
10. Firewall FUEL SHUTOFF Valve.................LIFT COVER
- PULL OFF
After Touchdown:
11. BATTERY Switch.................................................... OFF
12. After the aircraft has stopped.................... EVACUATE

Landing Without Flaps

1. Proceed as for normal approach.

2. Landing Gear....................................DOWN, 3 GREEN
3. Final Approach Speed................................... 100 KIAS
4. Landing..........................................................NORMAL
5. Braking.................................................. AS REQUIRED
6. Reverse................................................. AS REQUIRED

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 PA-46-500TP Malibu Meridian Reference Manual

Landing With Primary Longitudinal Control Failed

1. Passengers......................................................... BRIEF
2. Landing Gear....................................DOWN, 3 GREEN
3. Final Approach Speed....................................TRIM TO
MAINTAIN 110 KIAS
• Select the longest runway available and make a flat, no
flap approach, minimizing the use of elevator trim.
• Set power (approximately 300 FT-LB torque) to maintain
airspeed and 300 to 500 ft./min. rate of descent.
• Use elevator trim to adjust pitch.
• When positioned over the runway, flare the airplane with
elevator trim and slowly reduce power to idle, reverse
and brakes as required.

Hydraulic System Malfunction

On Ground:

Indication: Master Warning Indication; Red HYDR PUMP ON

message; Repeating aural chime.

1. LANDING GEAR Selector Knob...............Verify DOWN

The illumination of the HYDR PUMP ON annunciator while

operating on the ground would require maintenance to
investigate the cause prior to any flight operations.

In Flight:

Indication: Master Caution Indication; Amber HYDR PUMP

ON message; Single aural chime.

1. HYDRAULIC PUMP POWER Circuit Breaker....... PULL

(pilot’s forward circuit breaker panel, row C, position 4.)

Land as soon as practical and investigate the cause.

Prior to landing, the HYDRAULIC PUMP POWER circuit breaker

must be reset to extend the landing gear. If the pump continues
to run after the gear is locked down, pull the HYDRAULIC PUMP
POWER circuit breaker.

If the gear fails to extend, refer to the Emergency Landing

Gear Extension procedure

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-23

 Emergency Landing Gear Extension

Indication: One or more of the green gear extension

light(s) not illuminated and/or Red GEAR WARN
annunciator illuminated.

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:

1. BATTERY Switch........................................ CHECK ON
2. LANDING GEAR Circuit Breakers (2)................ RESET
(pilot’s forward circuit breaker
panel, row C, positions 1, 2.)
3. Day / Night Dimming Switch...................... DAY MODE

If landing gear does not check down and locked:

1. Airspeed......................................................... 100 KIAS
2. HYDRAULIC PUMP POWER
Circuit Breaker (25 amp)...................................... PULL
(pilot’s forward circuit breaker
panel, row C, position 4.)
3. Landing Gear Handle.........................................DOWN
4. Emergency Gear Extension Control..................... PULL

If 3 green lights are still not illuminated:

5. Yaw the aircraft left and right to lock the main
landing gear.
6. Reduce airspeed to minimum safe speed to
improve nose gear locking.

If 3 green lights are illuminated:

5. Land.

If not successful, refer to Gear Up Landing.

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 PA-46-500TP Malibu Meridian Reference Manual

Flap System Malfunction

Indication: Master Warning Indication; Red FLAP FAIL

message; Repeating aural chime.

1. FLAP WARN Circuit Breaker...........PULL AND RESET,

VERIFY NORMAL
FLAP OPERATION
(pilot’s forward circuit breaker panel, row B, position 4.)

If Red FLAP FAIL message remains present:

1. FLAP MOTOR Circuit Breaker.............................. PULL
(pilot’s forward circuit breaker panel, row B, position 3.)

Refer to Landing Without Flaps.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-25

 Electrical System Malfunctions

Generator Failure

Indication: Master Warning Indication; Red GENERATOR

.FAIL message; Repeating aural chime; Zero
generator amp indication.

1. Electrical Load......... REDUCE UNTIL TOTAL LOAD IS

BELOW 130 AMPS & VOLTS
MESSAGE IS EXTINGUISHED
2. AIR COND Switch.................................................. OFF
3. GEN Switch..............................................OFF then ON

If generator fails to reset:

4. GEN Switch............................................................ OFF
5. GENERATOR CONTROL Circuit Breaker.......... RESET
(Located on the lower left instrument panel.)
6. GEN Switch..............................................................ON

If circuit breaker opens again or message stays illuminated

with zero amps indicated:
7. GEN Switch............................................................ OFF
8. GENERATOR CONTROL
Circuit Breaker........................ PULL - DO NOT RESET
Land as soon as practical.

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 PA-46-500TP Malibu Meridian Reference Manual

Alternator Failure

Indication: Master Warning Indication; Red ALTERNATOR

FAIL message; Repeating aural chime; Zero
alternator amp indication.

1. ALT Switch...............................................OFF then ON

If alternator fails to reset:

2. ALT Switch............................................................. OFF
3. ALTERNATOR FIELD Circuit Breaker................ RESET
Located on the pilot’s forward circuit
breaker panel, row D, position 7
4. ALT Switch...............................................................ON

If circuit breaker opens again or annunciator stays illumi-

nated with zero amps indicated:
5. ALT Switch............................................................. OFF
6. ALTERNATOR FIELD
Circuit Breaker........................ PULL - DO NOT RESET

If generator has assumed the load, limit load to under 200

amps and continue flight while avoiding icing conditions.
Repair alternator as soon as possible.

Dual Failure - .Both Generator and Alternator Fail

Indication: Red GENERATOR FAIL and Red ALTERNATOR

FAIL messages; Repeating aural chime; Zero
amp indication on both ammeters.

Note: Any time total tie bus voltage is below 25 Vdc while the
aircraft is in the air, the VOLTS message will illuminate.

1. GEN Switch............................................................ OFF

2. ALT Switch............................................................. OFF
3. GENERATOR CONTROL Circuit Breaker.......... RESET
(Located on the lower left instrument panel.)
4. ALTERNATOR FIELD Circuit Breaker................ RESET
(Located on the pilot’s forward circuit
breaker panel, row D, position 7.)
5. GEN Switch (after OFF at least one second)...........ON
6. ALT Switch (after OFF at least one second)............ON

If only the generator resets:

7. ALT Switch............................................................. OFF
Continue flight while avoiding icing conditions.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-27

 Dual Failure - Both Generator and Alternator Fail (Cont)

Note: The generator can supply sufficient amperage to run all

the required electrical systems.

If only the alternator resets:

7. GEN Switch............................................................ OFF
8. Electrical Load.........................MAINTAIN LESS THAN
130 AMPS
9. Ammeter....................................................... MONITOR
Land as soon as practical.

If neither the generator nor alternator resets:

7. GEN Switch............................................................ OFF
8. ALT Switch............................................................. OFF
9. EMER Switch................................................ Verify OFF
10. BATTERY Switch............................................Verify ON
11. Electrical Load........................ REDUCE TO MINIMUM
(per load-shed procedures shown)

Note: To have 30 minutes of battery power remaining after fail-

ure of the alternator and generator, the complete electrical
system can be operated for 5 minutes and then load shedding
per the procedure below must be executed. It is advised to
start the load shedding procedure as soon as conditions
permit. Items that are not shown, such as standby attitude
indicator, are allowed to run continuously and still meet the
30 minute requirement.

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 PA-46-500TP Malibu Meridian Reference Manual

Load-shed procedure (30 min of battery life):

VFR/DAY/NIGHT Conditions:

Note: Turning off the AVIONICS switch removes power from all
equipment on Avionics Bus 1 and Avionics Bus 2, some of
which may be desired. Power must be removed as soon as
conditions allow, and within 5 minutes of the alternator and
generator failure, to have 30 minutes of battery life from the
time of failure.

Caution: Common sense should be exercised when deactivat-

ing certain items. Any items that remain ON or are not activated
as shown will reduce the battery life to less than 30 minutes.

1. AIR COND Switch.................................................. OFF

2. AVIONICS Switch................................................... OFF
3. FUEL PUMPS Switch........................................... AUTO
4. IGNITION Switch................................................. AUTO
5. VENT FAN.............................................................. OFF
6. WINDSHLD HT Switch........................................... OFF
7. PITOT HEAT Switch........................OFF (unless in rain)
8. PROP HEAT Switch................................................ OFF
9. STALL HEAT Switch............................................... OFF
10. SURF DE-ICE Switch.............................................. OFF
11. TAXI/REC LT........................................................... OFF
12. LANDING LIGHT.................................................... OFF
13. NAV LIGHT............................................................. OFF
14. STROBE LIGHT...................................................... OFF
15. ICE LIGHT.............................................................. OFF
16. COM 1 Transmit...........................2 minutes in CRUISE
1 minute at LANDING

If desired equipment has been deactivated:

Note: With the AVIONICS switch turned ON 30 minutes of bat-

tery life from the time of failure will not be available

1. Circuit breakers of non-desired equipment......... PULL

2. AVIONICS Switch.....................................................ON

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-29

 Load-shed procedure (Cont)

ICING Conditions:

Note: Exit and avoid icing conditions as soon as possible, as

electrical equipment needed for flight in icing conditions, other
than that shown below, will reduce the life of the battery to less
than 30 minutes.

Note: Turning off the AVIONICS switch removes power from all
equipment on Avionics Bus 1 and Avionics Bus 2, some of
which may be desired. Power must be removed as soon as
conditions allow, and within 5 minutes of the alternator and gen-
erator failure, to have 30 minutes of battery life from the time of
failure.

Caution: Common sense should be exercised when deactivat-

ing certain items. Any items that remain ON or are not activated
as shown will reduce the battery life to less than 30 minutes.

1. AIR COND Switch.................................................. OFF

2. AVIONICS Switch................................................... OFF
3. FUEL PUMPS Switch........................................... AUTO
4. IGNITION Switch................................................. AUTO
5. VENT FAN.............................................................. OFF
6. WINDSHLD HT Switch........................................... OFF
7. PITOT HEAT Switch..................................................ON
8. PROP HEAT Switch................................................ OFF
9. STALL HEAT Switch............................................... OFF
10. SURF DE-ICE Switch.............................................. OFF
(except 1 cycle in CRUISE, 1 cycle at LANDING)
11. TAXI/REC LT........................................................... OFF
12. LANDING LIGHT.................................................... OFF
13. NAV LIGHT............................................................. OFF
14. STROBE LIGHT...................................................... OFF
15. ICE LIGHT.............................................................. OFF
(ON 1 minute in CRUISE, 1 minute at LANDING)
16. COM 1 Transmit...........................2 minutes in CRUISE
1 minute at LANDING

If desired equipment has been deactivated:

Note: With the AVIONICS switch turned ON 30 minutes of bat-

tery life from the time of failure will not be available.

1. Circuit breakers of non-desired equipment......... PULL

2. AVIONICS Switch.....................................................ON

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 PA-46-500TP Malibu Meridian Reference Manual

Load-shed procedure (Cont)

Landing Conditions:

Note: If the landing is performed at a time that is approximately

30 minutes after the alternator and generator failure, activation
of the following equipment may cause a complete electrical
system failure. Be prepared to execute the appropriate emer-
gency procedure.

1. FUEL PUMPS Switch..........................5 Minutes Usage

2. IGNITION Switch................................... AS REQUIRED
3. LANDING LIGHT................................5 Minutes Usage

Prepare for landing with an inoperative landing light.

4. Flaps...................................................... AS REQUIRED

Prepare to use FLAP SYSTEM MALFUNCTION checklist, or

LANDING WITHOUT FLAPS checklist.

5. LANDING GEAR.................................... AS REQUIRED

Prepare to use EMERGENCY LANDING

GEAR EXTENSION checklist.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-31

 Complete Electrical Failure

Indication: PFDs, MFD and all equipment, less the Standby

Attitude Gyro (if switch is ON), will be
unpowered.

Note: If the EMER switch is not turned ON within one (1) sec-
ond of the Complete Electrical Failure, the ADC 1 and AHRS 1
will require 45 seconds to realign.

1. STBY GYRO Switch................... VERIFY ON and FLAG

IS PULLED ON GYRO
Maintain attitude control using standby instruments.
2. EMER Switch............................................................ON
3. BATTERY Switch.................................................... OFF
4. GEN Switch............................................................ OFF
5. ALT Switch............................................................. OFF
6. AVIONICS Switch................................................... OFF

Note: Turning ON the EMER switch will activate the #1 PFD in

Reversionary mode with AHRS 1 data, ADC 1 data, a subset
of engine parameters, #1 Com/Nav/GPS, Pilot’s Audio
Panel, Landing Gear Down Lights, internal lighting for the
standby instruments and illumination of the magnetic
compass.

Land as soon as possible.

Note: With a complete electrical failure, emergency landing

gear extension and landing without flaps will be required. Refer
to Emergency Landing Gear Extension and Landing Without
Flaps.

Caution: During operations on the emergency bus, BETA and

REVERSE are not available.

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 PA-46-500TP Malibu Meridian Reference Manual

Avionics System Failures

Note: Images on the PFD and MFD displays may appear

distorted when wearing polarized sunglasses.

Pilot’s PFD Failure

Indication: PFD 1 Display goes blank.

1. DISPLAY BACKUP.............................................. PUSH

(Button located on pilot’s audio panel)
2. XFR button on the autopilot............... SELECT to PFD 2
3. XPDR 2 Softkey................................................SELECT

Exit and avoid IFR and icing conditions as soon as practical

Note: If the pilot’s PFD fails, the MFD and the copilot’s PFD will
remain in normal mode. Pushing the DISPLAY BACKUP button
on the pilot’s audio panel allows the MFD to display AHRS and
ADC information but lose certain map functions such as radar.
The keypad must be used to perform typical PFD functions
such as changing NAV and COM frequencies.

The following features will become inoperative if there is a

complete loss of PFD1/GIA1 functionality:
• Com 1/Nav 1
• Fuel Quantity
• #1 Transponder
• #1 GPS

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-33

 MFD Failure

Indication: MFD Display goes blank.

1. DISPLAY BACKUP.............................................. PUSH

(Button located on pilot’s audio panel)

Exit and avoid IFR and icing conditions as soon as practical

Note: The pilot’s PFD and copilot’s PFD will revert to a rever-
sionary mode display. The following features will become
inoperative if there is a complete loss of MFD functionality:

• GDL 69 (Garmin Datalink - XM)

• GWX (Garmin Radar)

Co-pilot’s PFD Failure

Indication: PFD 2 Display goes blank.

1. XFR button on the autopilot............... SELECT to PFD 1

2. XPDR 1 Softkey................................................SELECT

Exit and avoid IFR and icing conditions as soon as practical

Note: If the copilot’s PFD fails, the MFD and pilot’s PFD will
remain in normal display format. The following features will
become inoperative:

• Com 2/Nav 2 • Traffic

• Stormscope • ADF indication
• #2 Transponder • DME indication
• #2 GPS

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 PA-46-500TP Malibu Meridian Reference Manual

Failure of Attitude Heading Reference System (AHRS)

AHRS 1 Total Failure

On Ground:

Indication: HDG NO COMP, PIT NO COMP, ROL NO COMP

white annunciations on PFD.

1. System Messages (MSG Softkey)...............CONSIDER

2. AHRS 1 Circuit Breaker...................................... RESET
(pilot’s aft circuit breaker panel, row C, position 6)
If AHRS 1 data still invalid:
3. AHRS 2 SENSOR Softkey.................................SELECT
Avoid flight in IFR and icing conditions.

In Flight:

Indication: HDG NO COMP, PIT NO COMP, ROL NO COMP

white annunciations and BOTH ON AHRS2
amber annunciation on PFD.

1. System Messages (MSG Softkey)...............CONSIDER

2. AHRS 1 Circuit Breaker...................................... RESET
(pilot’s aft circuit breaker panel, row C, position 6)
If AHRS 1 data still invalid:
3. AHRS 2 data.................................. CROSSCHECK with
STANDBY ATTITUDE GYRO
Exit and avoid IFR and icing conditions as soon as practical.

Note: If AHRS 1 is still invalid, the autopilot will be inoperative.

Note: For partial AHRS failures, the system will not autorevert
to the good AHRS but a red-x and amber text will appear over
the affected parameter(s).

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-35

 Failure of Attitude Heading and
Reference System (AHRS) (Cont)

AHRS 2 Total Failure

On Ground:

Indication: HDG NO COMP, PIT NO COMP, ROL NO COMP

white annunciations on PFD.

1. System Messages (MSG Softkey)...............CONSIDER

2. AHRS 2 Circuit Breaker...................................... RESET
(copilot’s aft circuit breaker panel, row A, position 3)
If AHRS 2 data still invalid:
3. AHRS 1 SENSOR softkey.................................SELECT
Avoid flight in IFR and icing conditions.

In Flight:

Indication: HDG NO COMP, PIT NO COMP, ROL NO COMP

white annunciations and BOTH ON AHRS1
amber annunciation on PFD.

1. System Messages (MSG Softkey)...............CONSIDER

2. AHRS 2 Circuit Breaker...................................... RESET
(copilot’s aft circuit breaker panel, row A, position 3)
If AHRS 2 data still invalid:
3. AHRS 1 data.................................. CROSSCHECK with
STANDBY ATTITUDE GYRO
Exit and avoid IFR and icing conditions as soon as practical.

Note: If AHRS 2 is still invalid, the autopilot will be inoperative.

Note: For partial AHRS failures, the system will not autorevert
to the good AHRS but a red-x and amber text will appear over
the affected parameter(s).

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 PA-46-500TP Malibu Meridian Reference Manual

AHRS 1 and AHRS 2 Total Failure

On Ground and Flight:

Indication: HDG NO COMP, PIT NO COMP, ROL NO COMP

white annunciations and red-x's and amber
failure text on all AHRS parameters.

1. Standby Attitude Indicator.......... Verify FLAG is pulled

2. Attitude................................ Use standby attitude gyro
3. Heading...................................Use magnetic compass
4. Course.................................... Set using digital window
5. System Messages (MSG Softkey)...............CONSIDER
6. If all AHRS data is still invalid
and time allows............................... RESET both AHRS
Circuit Breakers
Land as soon as practical.

Note: For partial AHRS failures, a red X and amber text will
appear over the affected parameter(s).

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-37

 Air Data Computer (ADC) Failure

ADC 1 Total Failure

On Ground:

Indication: ALT NO COMP, IAS NO COMP white

annunciations on PFD.

1. System Messages (MSG Softkey)...............CONSIDER

2. ADC 1 Circuit Breaker........................................ RESET
(pilot’s aft circuit breaker panel, row C, position 5)
If ADC 1 data still invalid:
3. ADC 2 SENSOR softkey...................................SELECT
Avoid flight in IFR and icing conditions.

In Flight:

Indication: ALT NO COMP, IAS NO COMP white

annunciations and BOTH ON ADC 2 amber
annunciation on PFD.

1. System Messages (MSG Softkey)...............CONSIDER

2. ADC 1 Circuit Breaker........................................ RESET
(pilot’s aft circuit breaker panel, row C, position 5)
If ADC 1 data still invalid:
3. ADC 2 data...................CROSSCHECK with STANDBY
AIRSPEED & ALTITUDE
Exit and avoid IFR and icing conditions as soon as practical.

Note: For partial ADC failures, the system will not autorevert to
the good ADC but a red-x and amber text will appear over
the affected parameter(s).

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 PA-46-500TP Malibu Meridian Reference Manual

Air Data Computer (ADC) Failure (cont)

ADC 2 Total Failure

On Ground:

Indication: ALT NO COMP, IAS NO COMP white

annunciations on PFD.

1. System Messages (MSG Softkey)...............CONSIDER

2. ADC 2 Circuit Breaker........................................ RESET
(pilot’s aft circuit breaker panel, row A, position 4)
If ADC 2 data still invalid:
3. ADC 1 SENSOR softkey...................................SELECT
Avoid flight in IFR and icing conditions.

In Flight:

Indication: ALT NO COMP, IAS NO COMP white

annunciations and BOTH ON ADC 1 amber
annunciation on PFD.

1. System Messages (MSG Softkey)...............CONSIDER

2. ADC 2 Circuit Breaker........................................ RESET
(pilot’s aft circuit breaker panel, row A, position 4)
If ADC 2 data still invalid:
3. ADC 1 data...................CROSSCHECK with STANDBY
AIRSPEED & ALTITUDE
Exit and avoid IFR and icing conditions as soon as practical.

Note: For partial ADC failures, the system will not autorevert to
the good ADC but a red-x and amber text will appear over
the affected parameter(s).

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-39

 ADC 1 and ADC 2 Total Failure

On Ground and Flight:

Indication: ALT NO COMP, IAS NO COMP white annuncia-

tions and red-x's and amber failure text on all
ADC parameters.

1. System Messages (MSG Softkey)...............CONSIDER

2. Airspeed..................... use Standby Airspeed Indicator
3. Altitude.......................................use Standby Altimeter
4. If all ADC data is still
invalid and time allows..............RESET both AIR DATA
circuit breakers
Land as soon as practical.

Note: For partial ADC failures, the system will not autorevert to
the good ADC but a red-x and amber text will appear over
the affected parameter.

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 PA-46-500TP Malibu Meridian Reference Manual

Erroneous or Loss of Engine and Fuel Displays

Indication: Red-x over affected engine parameter or fuel

display as erroneous indications.

Note: Erroneous information may be identified by indications

which do not agree with other system information. Erroneous
indications may be determined by comparing a display with
other displays and other system information.

1. Set power based on throttle lever position, engine

sound and speed.
2. Monitor other indications to determine the health of
the engine.
3. Use known power settings and power setting tables
for approximate fuel flow values.
4. Use other system information, such as annunciator
messages, fuel totalizer quantity and flow, to safely
complete the flight.

If ALL engine parameters are invalid and time allows:

5. GEA circuit breaker............................................RESET
(pilot’s aft circuit breaker panel, row C, position 1)

Erroneous or Loss of Warning/Caution CAS Messages

Indication: Displayed information shows an abnormal or

emergency situation without the associated
CAS message present.

Note: Loss of a CAS message may be indicated when engine

or fuel displays show an abnormal or emergency situation and
the CAS message is not present. An erroneous CAS message
may be identified when a CAS message appears which does
not agree with other displays or system information.

1. If a CAS message appears treat it as if the condition

exists.

2. If a display indicates an abnormal condition but no

CAS .message is present, use other system
information, such as engine displays, fuel totalizer
quantity and flow, to determine if the condition
exists. If it cannot be determined that the condition
does not exist, treat the situation as if the condition
exists.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-41

 Autopilot Malfunction

Indication: An unexpected roll or pitch deviation from the

desired flight path, possible flight director
commands deviations from desired aircraft
attitudes and possible autopilot disconnect
with red AFCS annunciation, amber or red
AP annunciation on PFD.

1. Control Wheel...................................... GRASP FIRMLY

2. Attitude Indicators................................ CROSSCHECK
3. AP Disconnect/Trim Interrupt Switch.....DEPRESS and
HOLD
4. Pitch Trim.................................... RETRIM if necessary
5. Autopilot Circuit Breaker...................................... PULL
6. Autopilot.................................... DO NOT RE-ENGAGE

Automatic Autopilot Disconnect

Indication: Flashing red and white AP on PFD and aural

alert

1. A/P DISC Switch.................... DEPRESS and RELEASE

(cancels disconnect tone, and disconnects
Autopilot and Yaw Damper)
2. Pitch Trim.................................... RETRIM if necessary

Note: The autopilot disconnect may be accompanied by a red

boxed AFCS, PTRM, PTCH (pitch) or ROL (roll)
annunciation on the PFD, indicating the axis which has
failed. The autopilot cannot be re-engaged with any of
these annunciations present.

Note: Yaw Damper disengagement is indicated by a 5 second

flashing amber “YD”.

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 PA-46-500TP Malibu Meridian Reference Manual

Electric Trim Failure

Indication: Red boxed PTRM on PFD

Note: Loss of the electric pitch trim servo will not cause the
autopilot to disconnect. Monitor pitch attitude for unusual
behavior. Be alert to possible autopilot out-of-trim conditions
(see AUTOPILOT OUT OF TRIM procedure) and expect re-
sidual control forces upon disconnect. The autopilot will not
re-engage after disconnect with failed pitch trim.

1. Autopilot.................................................DISCONNECT

Electric Pitch Trim Runaway

Indication: An unexpected pitch deviation from the desired

flight path and possible autopilot disconnect
with red AFCS annunciation and amber or red
AP annunciation.

Note: If the autopilot was not engaged when a pitch trim run-
away occurs, there will be no related annunciation on the PFD.

1. Control Wheel...................................... GRASP FIRMLY

2. Attitude Indicators................................ CROSSCHECK
3. AP DISC Switch...........................DEPRESS and HOLD
4. PITCH TRIM Circuit Breaker................................. PULL
5. Pitch Trim.....................................RETRIM MANUALLY

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-43

 Autopilot Overspeed Recovery

Indication: Amber MAXSPD on PFD speed tape

This submode of the autopilot becomes active when the air-

craft actual or projected airspeed exceeds VMO. It remains
active until the airspeed is reduced and VMO exceedance is
no longer a factor.

1. Throttle.......................... REDUCE POWER as required

2. Autopilot............................... DISCONNECT if required

The pilot may elect to fly the aircraft and reduce airspeed.

Note: Overspeed recovery mode provides a pitch up com-

mand to decelerate the airplane below VMO. Overspeed re-
covery is not active in altitude hold (ALT) or glideslope (GS)
modes. The speed reference cannot be adjusted while in over-
speed recovery mode.

Loss Of Navigation Information

Indication: Amber VOR, VAPP, GPS, BC, LOC or GS flashing

on PFD.

Note: If a navigation signal is lost while the autopilot is tracking

it, the autopilot will roll the aircraft wings level and default to roll
mode (ROL).

1. Autopilot.............SELECT ANOTHER LATERAL MODE

2. Nav Source................ SELECT A VALID NAV SOURCE
3. Autopilot...................................................SELECT NAV
4. If on an instrument approach
at the time the navigation signal
is lost Missed Approach................................ EXECUTE

A second approach may be attempted using other navaids.

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 PA-46-500TP Malibu Meridian Reference Manual

Autopilot Out of Trim

Indication: Amber RUDg, fRUD, fAIL, AILg, h ELE or

i ELE on PFD.

Caution: Do not attempt to overpower the autopilot in the event

of a mistrim. The autopilot servos will oppose pilot input and will
trim opposite the direction of pilot input (pitch axis only). This
could lead to a significant out-of-trim condition. Disconnect the
autopilot using the A/P DISC/TRIM INTER switch if manual con-
trol is desired.

1. If RUD g or f RUD annun............ADJUST rudder trim

Note: For aileron mistrims, ensure the slip/skid indicator is

centered and observe the 125 pound maximum fuel imbalance
limitation.

Note: Sustained elevator mistrims indicate a possible problem

with the electric pitch trim system.

Caution: Be prepared to apply a sustained control force in

the direction of the annunciation arrow. For example, an ar-
row pointing to the right with AIL annunciation indicates that
sustained right wing down control wheel force will be required
upon autopilot disconnect.

5. AP DISC Switch............................................. DEPRESS

6. Affected trim system........................................ RETRIM
7. Autopilot................................. RE-ENGAGE if available

If the mistrim indication re-occurs, disconnect the

autopilot for the remainder of the flight or until the
offending condition is resolved.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-45

 Abnormal Flight Director Mode Transitions

Indication: Flashing lateral or vertical mode annunciations

on PFD.

Note: After 10 seconds, the new mode will be annunciated in

green. Upon loss of a selected mode, the system will revert to
the default mode for the affected axis, either ROL or PIT.

Loss of selected vertical mode (FLC, VS, ALT, GS)

1. Autopilot Mode Controls.................SELECT ANOTHER
VERTICAL MODE

If on an instrument approach:
1. Autopilot............................. DISCONNECT (if coupled)
and continue manually
or execute missed approach

Loss of selected lateral mode (HDG, NAV, LOC, APP, BC)

1. Autopilot Mode Controls.................SELECT ANOTHER
LATERAL MODE
If on an instrument approach:
1. Autopilot............................. DISCONNECT (if coupled)
and continue manually
or execute missed approach

12-46 FOR TRAINING PURPOSES ONLY MERIDIAN PA-46-500TP 8/11

 PA-46-500TP Malibu Meridian Reference Manual

Failure of the Preflight Test

Indication: Red Boxed PFT on PFD

1. Autopilot Circuit Breaker...................................... PULL

Note: When the autopilot circuit breaker is pulled, the red PFT
annunciation will be removed and the autopilot will be unavail-
able. Do not reset the circuit breaker unless the airplane is on
the ground.

Loss of Cabin Altitude Display

Indication: Cabin Altitude Display on the MFD is Red X’d

Monitor cabin differential pressure for indications of

pressurization system malfunction or loss of cabin pressure.

If an emergency descent is necessary, refer to

Emergency Descent - Maximum Rate.

Loss of Cabin Altitude Display and Cabin

Differential Pressure Display

Indication: Cabin Altitude Display and Cabin Differential

Pressure Display on the MFD are Red X’d

Descend to an altitude below which supplemental oxygen use

would not be required in the event of a loss of cabin pressure.

If an emergency descent is necessary, refer to

Emergency Descent - Maximum Rate.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-47

 Fuel System

Fuel Press Low - Red CAS Warning

Indication: .Master Warning Indication; Red FUEL PRESS

LOW .message; Repeating aural chime.

1. Power............................................................. REDUCE
2. FUEL PUMPS Switch............................................. MAN
3. Fuel Quantity and Balance........................... MONITOR

If fuel pressure annunciator remains illuminated:

4. Land as soon as possible.
If fuel pressure annunciator extinguishes:
4. Land as soon as practical.

Fuel Qty Low - Red CAS Warning

Indication: Master Warning Indication; Red FUEL QTY LOW

message; Repeating aural chime; Red fuel
quantity low indication.

1. Land as soon as practical.

2. Monitor fuel quantity.
3. Total fuel quantity (Left and Right tanks) is less than
or equal to 100 pounds.

Fuel Qty Low - Amber CAS Caution

Indication: Master Caution Indication; Amber FUEL QTY

LOW message; single aural chime; Amber fuel
quantity low indication.

1. Land as soon as practical.

2. Monitor fuel quantity.
3. Total fuel quantity (Left and Right tanks) is less than
or equal to 180 pounds.

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 PA-46-500TP Malibu Meridian Reference Manual

Fuel Filter - Amber CAS Message

Indication: Master Caution Indication; Amber FUEL FILTER

message; Single aural chime.

1. Land as soon as practical.

2. Contaminated fuel or clogged filter is possible.
3. Inspect filter after landing and repair prior to next
flight

Fuel Imbalance - Red CAS Warning

Caution: Maximum fuel imbalance is 125 pounds.

Indication: Master Warning Indication; Red FUEL

IMBALANCE message; Repeating aural chime;
Red fuel imbalance indication.

1. FUEL PUMPS Switch............................................. MAN

If either white “L FUEL PUMP ON” or “R FUEL PUMP ON”

message is NOT illuminated:

1. FUEL PUMPS Switch.............................................. OFF

A red warning FUEL IMBALANCE message is displayed

when the indicated imbalance has reached 125 pounds.
Therefore, regardless of fuel quantity indication,
Land as soon as possible.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-49

 Fuel Imbalance - Amber CAS Message

Indication: Master Caution Indication; Amber FUEL

IMBALANCE message; Single aural chime;
Amber fuel imbalance indication.

1. FUEL PUMPS Switch................................. Verify AUTO

2. Fuel Pump.............Verify white L or R FUEL PUMP ON
(High Fuel Side) message on MFD
3. Fuel Quantity................................................ MONITOR

Note: When Right and Left Fuel Quantity varies by more than
40 pounds, the amber FUEL IMBALANCE message will illumi-
nate and the fuel pump from the high fuel side will turn on. Fuel
pump activation is indicated by illumination of the white L or R
FUEL PUMP ON message.

Note: When the FUEL PUMPS switch is in the MAN position,

the white L and R FUEL PUMP ON messages are illuminated,
indicating operation of the L and R fuel pumps.

Fuel Temp - White CAS Advisory

Indication: White FUEL TEMP message. (Fuel temperature

less than minimum fuel temperature limit of
-34°C.)

Ground:
Do not start engine when fuel temperature is below -34°C.

Flight (Jet A -34°C, Jet A-1 -41°C):

Maintain fuel within fuel temperature limitations by changing
altitude into warmer ambient OAT conditions.

Fuel Temp (High)

Indication: Fuel temperature greater than maximum fuel

temperature limit (+50°C).

Ground:
Do not start engine above +50°C Fuel Temperature.

Flight:
1. FUEL PUMPS Switch............................................. MAN
Land as soon as practical.

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 PA-46-500TP Malibu Meridian Reference Manual

Fuel Temp Indicator Malfunction

Indication: Fuel temperature indicator blank/malfunctions.

Continue flight assuming OAT is equal to fuel temperature and
maintain fuel temperatures within limits using OAT.

Pressurization / Environmental System Malfunctions

Pressurization - Fire / Smoke or Fumes in Cabin

If source is known:
1. Oxygen Mask...........................................................ON
2. MIC SEL Switch..................................................... MSK

Extinguish fire using the hand held fire extinguisher located in

the bottom drawer of the cabinet located behind the copilot’s
seat.

If source is not known:

1. Oxygen Mask...........................................................ON
2. MIC SEL Switch..................................................... MSK
3. ECS CABIN COMFORT Switch.............................. OFF
4. BLEED AIR Lever.......................... PULL OUT (Closed)
5. Cabin Pressure DUMP Switch.............................DUMP
6. Cabin Fan Switch.......................(as required) LO or HI

Cabin Altitude Above 10,000 feet

Indication: Master Caution Indication; Amber CABIN ALT

10000 message; Repeating aural chime; Amber
cabin altitude indication.

1. Cabin Altitude............................................... MONITOR

Cabin Altitude Above 12,000 feet

Indication: Master Warning Indication; Red CABIN ALT

12000 message; Repeating aural chime; Red
cabin altitude indication.

1. Oxygen Mask...........................................................ON
2. MIC SEL Switch..................................................... MSK
3. ECS CABIN COMFORT Switch................ Verify NORM
or HIGH selected
4. BLEED AIR Lever.................................Verify IN (open)
5. CABIN ALT MUTE Switch...................................PRESS
Descend as soon as practical.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-51

 Emergency Pressurization

Indication: White EMER BLEED ON message.

Automatic Operation:
1. Oxygen Mask...........................................................ON
2. MIC SEL Switch..................................................... MSK
3. ECS CABIN COMFORT Switch............ NORM or HIGH
Activation at 12,000 +/- 500 feet cabin altitude.

Note: Emergency pressurization will activate as the cabin alti-

tude approaches 12,000 feet and will deactivate as the cabin
altitude approaches 11,000 feet. This cycling can be
eliminated by rotating the ECS CABIN COMFORT switch
to the EMER position.

Manual Operation:
1. ECS CABIN COMFORT Switch........................... EMER
2. Cabin Altitude............................................... MONITOR
Descend as soon as practical.

Bleed Overtemperature

Indication: Master Warning Indication; Red BLEED OVER

TEMP message; Repeating aural chime.

1. POWER Lever................................................. REDUCE

2. Climate Control.........................SELECT LOWER TEMP

If message remains illuminated:

3. Oxygen Mask...........................................................ON
4. MIC SEL Switch..................................................... MSK
5. ECS CABIN COMFORT Switch.............................. OFF
6. BLEED AIR Lever...........................PULL OUT (closed)
Descend and land as soon as practical.

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 PA-46-500TP Malibu Meridian Reference Manual

Overpressurization

Indication: Master Warning Indication; Red CABIN DIFF

PRESS message; Repeating aural chime.

1. Cabin Controller............... SET TO HIGHER ALTITUDE

2. Cabin Rate Control.............. INCREASE TO MAXIMUM

Continued increase in differential pressure above 5.5 psi:

3. Oxygen Mask...........................................................ON
4. MIC SEL Switch..................................................... MSK
5. ECS CABIN COMFORT Switch.............................. OFF
6. BLEED AIR Lever...........................PULL OUT (closed)

If overpressurization continues:
7. Cabin Pressure DUMP Switch.............................DUMP
8. Emergency Descent...............................ACCOMPLISH

Rapid or Explosive Decompression

1. Oxygen Mask...........................................................ON
2. MIC SEL Switch..................................................... MSK

If increase in cabin altitude is explosive:

3. Emergency Descent...............................ACCOMPLISH

If increase in cabin altitude is rapid and cabin altitude has

not exceeded 14,000 feet (time permitting):
3. Cabin Controller................ SET TO LOWER ALTITUDE
4. Cabin Rate Control.............. INCREASE TO MAXIMUM
6. ECS CABIN COMFORT Switch............................ HIGH

If cabin altitude exceeds 14,000 feet:

3. Emergency Descent...............................ACCOMPLISH

Emergency Exit

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

Note: The cabin must be depressurized before attempting to

open the emergency exit.

2. Plexiglas Cover.............................................. REMOVE

3. Handle.................................................................. PULL
4. Emergency Exit Window..................................PULL IN

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-53

 Vacuum System Failure

Indication: Master Caution Indication; Amber VACUUM LOW

message; Single aural chime; Amber vacuum
indication.

1. Vacuum gauge.................. CHECK - WITHIN NORMAL

OPERATING RANGE
2. Monitor vacuum gauge.

Low vacuum may lead to improper operation of the wing

and empennage deice boots and malfunction of the cabin
pressurization. Monitor cabin altitude.

If message remains illuminated,

Exit and Avoid IFR and icing conditions.

Before landing, verify cabin is depressurized.

If not depressurized:
1. ECS CABIN COMFORT Switch.............................. OFF
2. BLEED AIR Lever...........................PULL OUT (closed)
3. Pressurization..........................................VERIFY ZERO
DIFFERENTIAL PRESSURE

Caution: If de-ice boots are not fully deflated, stall speeds will
be increased by approximately 5 KIAS.

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 PA-46-500TP Malibu Meridian Reference Manual

Anti-Ice / De-Ice System Malfunctions

Left Pitot Heat Failure

Indication: Master Caution Indication; Amber L PITOT HT

FAIL message; Single aural chime.

Note: Failure of the L Pitot Heat could cause erroneous indica-

tions of pilot’s airspeed and standby airspeed. Airspeeds on
each PFD should be compared for accuracy.

1. L PITOT HEAT Circuit Breaker........................... RESET

(pilot’s aft circuit breaker panel, row A, position 2.)
2. If IAS MISCOMPARE
annunciation illuminated..............SELECT GOOD ADC

Exit and avoid IFR and icing conditions and consider

terminating flight early due to possible loss of airspeed
redundancy

Right Pitot Heat Failure

Indication: Master Caution Indication; Amber R PITOT HT

FAIL message; Single aural chime.

Note: Failure of the R Pitot Heat could cause erroneous indica-

tions of copilot’s airspeed. Airspeeds on each PFD should be
compared for accuracy.

1. R PITOT HEAT Circuit Breaker........................... RESET

(pilot’s aft circuit breaker panel, row A, position 3.)
2. If IAS MISCOMPARE
annunciation illuminated..............SELECT GOOD ADC

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-55

 Both Left and Right Pitot Heat Failure

Indication: Master Warning Indication; Red L PITOT HT FAIL

and red R PITOT HT FAIL messages; Repeating
aural chime.

Note: Failure of both left and right pitot heaters could cause
erroneous pilot, copilot and/or standby airspeed indications.
Monitor pilot and copilot airspeeds. In the event of complete
loss of airspeed, maintain safe airspeed by use of throttle,
engine settings and airframe sensory cues.

1. L PITOT HEAT Circuit Breaker........................... RESET

(pilot’s aft circuit breaker panel, row A, position 2.)
2. R PITOT HEAT Circuit Breaker........................... RESET
(pilot’s aft circuit breaker panel, row A, position 3.)

If either circuit breaker opens again, do not reset.

Exit and avoid IFR and icing conditions and consider

terminating flight early due to possible loss of airspeed
redundancy.

Pitot Heat Off

Indication: Master Caution Indication; Amber PITOT HEAT

OFF message.

1. PITOT HEAT Switch.......................................Select ON

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 PA-46-500TP Malibu Meridian Reference Manual

Prop Heat Failure

In Flight:

Indication: Master Warning Indication; Red PROP HEAT

FAIL message; Repeating aural chime.

1. PROP HEAT Circuit Breaker......................... CHECK IN

(pilot’s aft circuit breaker panel, row A, position 4.)

If PROP HEAT Circuit Breaker was closed (not out):

2. PROP HEAT Switch........................Cycle OFF then ON

3. If message remains illuminated............. Exit and Avoid

icing conditions.

On Ground:

Indication: Amber Caution Indication; Amber PROP HEAT

FAIL message; Single aural chime.

Flight in icing conditions is prohibited.

Windshield Over Temp

Indication: Master Warning Indication; Red WNDSHLD

OVERTEMP message; Repeating aural chime.

Note: During high ambient temperature conditions when

switching windshield heat from ANTI ICE to DEFOG, the red
WNDSHLD OVERTEMP message may illuminate and remain
illuminated until the windshield surface temperature cools to
the DEFOG heat temperature range.

1. WINDSHLD HT Switch........................................... OFF

If Windshield Over Temp Annunciator extinguishes:
2. WINDSHLD HT Switch......................................DEFOG
If Windshield Over Temp Annunciator remains illuminated:
2. WINDSHLD HT Switch........................................... OFF
3. WINDSHIELD HEAT Circuit Breakers (2)............. PULL
(pilot’s aft circuit breaker panel, row A, positions 7, 8.)

Exit and avoid IFR and icing conditions and conditions

where windshield heat may be necessary.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-57

 Surface De-ice Failure

In Flight:

Indication: Master Warning Indication; Red SURF DE-ICE

FAIL message; Repeating aural chime.

1. SURFACE DE-ICE Circuit Breaker..................... RESET

(pilot’s aft circuit breaker panel, row A, position 6.)
If message remains illuminated, Exit and Avoid icing conditions.

On Ground:

Indication: Master Caution Indication; Amber SURF DE-ICE

FAIL message; Single aural chime.

Flight in icing conditions is prohibited.

Stall Warning Fail

Indication: Master Caution Indication; Amber STALL WARN

FAIL message; Single aural chime.

1. STALL WARN Circuit Breaker............................ RESET

(pilot’s forward circuit breaker panel, row C, position 5.)
2. Avoid low airspeeds
3. Monitor approach speeds closely.

If message remains illuminated,

Exit and Avoid icing conditions.

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 PA-46-500TP Malibu Meridian Reference Manual

Door Ajar

On the Ground:

Indication: White DOOR AJAR message.

1. Door Latching.............................. CHECK AND VERIFY

4 GREEN INDICATORS

In Flight:

Indication: Master Warning Indication; Red DOOR AJAR

message; Repeating aural chime.

1. Ensure all occupants are seated with seat belts on.

2. Remain clear of the door.
3. Reduce cabin pressurization.
4. Reduce airspeed.
5. Land as soon as practical.

Standby Attitude Indicator Battery Heater Fail

Indication: Master Caution Indication; Amber STBY BAT HT

FAIL message; Single aural chime.

1. STBY GYRO TEST Switch... HOLD IN TEST POSITION

(Minimum 5 seconds to
complete self test)
2. Monitor MFD for STBY BAT TEST OK message.

If STBY BAT TEST OK message does not illuminate,

exit and avoid Instrument Meteorological Conditions (IMC).

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-59

 Oxygen

In Flight:

Indication: Master Caution Indication; Amber OXYGEN

message; Single aural chime.

Indicates one or more of the passenger oxygen canisters

is in use or is expended.

Descend to altitude where supplemental oxygen is

not required.

On Ground:

Indication: White OXYGEN message on MFD.

Indicates one or more of the passenger oxygen canisters is in

use or is expended. If the oxygen system is not working proper-
ly, have the condition corrected before flight where oxygen may
be required to cover the case of a cabin depressurization.

Spin Recovery

1. Rudder......................................... FULL OPPOSITE TO

DIRECTION OF ROTATION
2. Control Wheel.........................FULL FORWARD WHILE
NEUTRALIZING AILERONS
3. Throttle............................................................CLOSED
4. Rudder (when rotation stops)........................NEUTRAL
5. Control Wheel..............AS REQUIRED TO SMOOTHLY
REGAIN LEVEL FLIGHT ATTITUDE

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 PA-46-500TP Malibu Meridian Reference Manual

Icing

Icing conditions can exist when:

• The outside air temperature (OAT) is 10°C or colder,
and visible moisture in any form such as clouds, fog
or mist, rain, snow, sleet and ice crystals are present.

• During ground operations when operating on

contaminated ramps, taxiways or runways where surface
snow, ice, standing water or slush are present.

• There are visible signs of ice accretion on the aircraft.

The Meridian ice protection system was designed and tested
for operation in light to moderate meteorological conditions
defined in FAR 25, Appendix C, for continuous maximum and
intermittent maximum icing conditions.

The ice protection system was not designed or tested for flight
in freezing rain, freezing drizzle or supercooled liquid water and
ice crystals, or conditions defined as severe. Flight in these
conditions is prohibited and must be avoided.

The ice protection system was not designed to remove ice,

snow or frost accumulations from a parked airplane. Ice, snow
or frost must be completely removed during preflight to ensure
a safe takeoff and subsequent flight. Procedures for ice, snow
or frost removal, such as a heated hangar and/or approved
deicing fluids, must be used to ensure that ALL ice, snow, or
frost is COMPLETELY removed from the wings, tail, control
surfaces, windshield, propeller, engine intakes, fuel vents and
pitot-static ports, prior to flight.

Some icing conditions not defined in FAR Part 25, Appendix C

have the potential of producing hazardous ice accumulations,
which may exceed the capabilities of the airplane's ice protec-
tion equipment. See section titled Visual Cues for Supercooled
Large Droplet (SLD) Conditions on Page 12-62.

Flight into icing conditions which are outside the FAR defined
conditions is prohibited, and pilots are advised to be prepared
to divert the flight promptly, by changing course or altitude, if
hazardous ice accumulations occur.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-61

 Visual Cues For Supercooled Large Droplets (SLD)
Conditions

Should supercooled large droplets (SLD) be present, most

aircraft with unpowered controls and pneumatic boots should
request a route or altitude change to exit the conditions.
The cues listed as follows are indicative of SLD conditions:

• Ice may become visible on the upper or lower surface

of the wing, aft of the active part of the deicing boots. Pi
lots should look for irregular or jagged lines of ice or for
pieces of ice shedding off the airplane. During night
operations, adequate illumination should be used to
observe all areas.

• The aft limit of ice accumulation on a propeller spinner

that is not heated will reveal ice extending beyond
normal limits.

• Unheated portions of side windows may begin to

accumulate granular dispersed ice crystals or a
translucent or opaque coating over the entire window.
This icing may be accompanied by other ice patterns
on the windows, such as ridges. These patterns may
occur from within a few seconds to half a minute after
exposure to SLD conditions.

• Ice coverage may become unusually extensive, with

visible ice fingers or feathers on parts of the airframe that
normally would not be covered by ice.

• The aircraft’s performance may degrade. Pilots should

remain vigilant when icing conditions are present, and
any alteration of the aircraft’s performance should be
monitored closely as a sign of icing on the airplane.

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 PA-46-500TP Malibu Meridian Reference Manual

Procedures for exiting the severe icing environment

(As required by AD96-09-15, Paragraph (a) (2))

These procedures 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° C, in-
creased vigilance is warranted at temperatures around freezing
with visible moisture present. If the visual cues specified in Sec-
tion 2, Limitations (POH), for identifying severe icing conditions
are observed, accomplish the following:

1. 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 certified.
2. Avoid abrupt and excessive maneuvering that
may exacerbate control difficulties.
3. Do not engage the autopilot.
4. If the autopilot is engaged, hold the control wheel
firmly and disengage the autopilot.
5. If an unusual roll response or uncommanded roll
control movement is observed, reduce the angle-
of-attack.
6. Do not extend flaps during extended operations
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.
7. If the flaps are extended, do not retract them until
the airframe is clear of ice.
8. Report these weather conditions to Air Traffic
Control.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-63

 Inadvertent icing encounter

1. Select ignition switch ON.

2. Turn windshield heat, pitot heat, stall heat, and
surface de-ice switches ON.
3. Turn back or change altitude to obtain an outside air
temperature that is less conducive to icing.
4. Pull defrost control full out to obtain maximum
windshield defroster effectiveness.

Caution: If propeller vibration is noted, momentarily reduce

power (torque) to idle with the power lever, then rapidly move
the power lever forward to the original setting. Cycling the pow-
er flexes the propeller blades causing ice to shed more readily.

5. If icing conditions are unavoidable, plan a landing at

the nearest airport. With an extremely rapid ice build
up, select a suitable “off airport” landing site.
6. With an ice accumulation on the wing leading edges,
be prepared for a higher power requirement,
approach speed and stall speed, and longer landing
roll.
7. Use a minimum final approach speed of 100 KIAS,
select the minimum flap setting required (not to ex
ceed 20°), and maintain extra airspeed consistent with
available field length

Warning: With ice accumulations on the horizontal stabilizer

leading edge, do not extend flaps while enroute or holding.
When landing is assured, select the minimum flap setting
required, not to exceed 20°, and maintain extra airspeed con-
sistent with available field length. Do not retract the flaps once
they have been extended, unless required for a go-around.
Then, retract flaps in increments while maintaining 5 to 10 knots
extra airspeed.

8. Missed approaches should be avoided whenever

possible because of severely reduced climb
capability. However, if a go-around is mandatory,
make the decision much earlier in the approach than
normal. Apply takeoff power and maintain 100 kts
while retracting the flaps slowly in small increments,
retract the landing gear and accelerate to 125 kts.

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 PA-46-500TP Malibu Meridian Reference Manual

Advisory Messages - White - No Aural Chime

ALTERNATOR OFF Alternator is selected OFF while the aircraft is on the

ground.

BETA Propeller is in Beta range while the aircraft is on the ground.

DOOR AJAR Cabin door is not properly closed and latched while the aircraft
is on the ground with the engine not running

EMER BLEED ON Emergency bleed system has been activated either automati-
cally at a cabin altitude in excess of 12,000 feet, or by the pilot.

FEATHER Propeller is in feather position while the aircraft is on the

ground.

L FUEL PUMP ON Left fuel pump is operating and delivering 4.5 psig minimum

R FUEL PUMP ON Right fuel pump is operating and delivering 4.5 psig minimum

FUEL TEMP Fuel temperature is equal to or less than -34oC.

GENERATOR OFF Generator is selected OFF while the aircraft is on the ground.

IGNITION ON Ignition switch is selected to MAN and power is applied to the

engine ignition unit, and when Auto mode is selected and en-
gine torque is between 275 to 375 ft-lbs.

OXYGEN One or more of the passenger oxygen generators are activated

while the aircraft is on the ground.

STARTER ENGAGED The starter is engaged normally.

STBY BAT TEST OK Standby attitude indicator system test mode is successfully
completed.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-65

 Caution Messages - Amber - Single Aural Chime

BETA Power lever is selected below flight idle position and propeller
blade angle is below low pitch stop in flight.

CABIN ALT 10000 Cabin altitude is 10,000 feet or above.

CHIP DETECT Existence of ferrous metal particles in the engine oil systems.

FEATHER With engine operating, indicates a failure in the propeller feath-

ering electrical system. An uncommanded propeller feathering
could occur if additional electrical failures occur in the system.

FIRE DETECT FAIL Failure of the engine fire detection system.

FUEL FILTER Fuel filter contamination level is approaching the bypass mode
and requires maintenance.

FUEL IMBALANCE Fuel quantity imbalance greater than 40 lbs.

FUEL QTY LOW Total FUEL QTY is greater than 100 pounds and equal to or
less than 180 pounds.

HYDR PUMP ON Landing gear hydraulic pump has been operating for more than
15 seconds in flight.

OXYGEN One or more of the passenger oxygen generators are activated

while the aircraft is on the ground.

L PITOT HT FAIL Left pitot heat has failed.

R PITOT HT FAIL Right pitot heat has failed.

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 PA-46-500TP Malibu Meridian Reference Manual

Caution Messages - Amber - Single Aural Chime (cont)

PITOT HEAT OFF Pitot heat has not been selected ON (no chime accompanies
this CAS message).

PROP HEAT FAIL A fault has developed in the propeller heat system while the
aircraft is on the ground.

STALL WARN FAIL The lift computer and/or lift transducer has failed.

STARTER ENGAGED The starter contactor is closed and power is being applied to
the starter/generator. (Ng greater than 56% for 10 seconds.)

STBY BAT HT FAIL Failure of the standby attitude indicator battery heater.

SURF DE-ICE FAIL Surface de-ice system has failed while the aircraft is on the
ground.

VACUUM LOW Vacuum is below approximately 2.0 inches of mercury.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-67

 Warning Messages - Red - Repeating Aural Chime

ALTERNATOR AMPS Alternator producing 130 amperes or greater.

ALTERNATOR FAIL Alternator switch selected ON and alternator control unit de-
tects a failure of the alternator.

ALTERNATOR OFF Alternator is selected OFF in flight.

BLEED OVERTEMP Temperature in the bleed air ducts is 350°F or above.

CABIN ALT 12000 Cabin altitude is 12,000 feet or above.

CABIN DIFF PRESS Cabin differential pressure is equal to or greater than 5.8 psi
OR greater than 5.5 psi for more than 30 seconds.

DOOR AJAR Cabin door is not properly closed and latched with engine run-
ning.

ENGINE FIRE Overtemperature condition in the engine compartment due to

fire.

FLAP FAIL Wing flap system failure due to an overcurrent condition in the
flap motor/actuator circuit.

FUEL IMBALANCE Fuel quantity imbalance greater than 125 pounds.

FUEL PRESS LOW Fuel pressure is below 10 psig.

FUEL QTY LOW Total FUEL QTY is equal to or less than 100 pounds.

GENERATOR AMPS Generator producing 170 amperes or greater.

GENERATOR FAIL Generator selected ON and no output.

GENERATOR OFF Generator is selected OFF in flight.

HYDR PUMP ON Landing gear hydraulic pump is operating while the aircraft is
on the ground.

ITT Inter-turbine temperature is equal to or greater than 800oC OR

equal to or greater than 1000oC if in START mode OR equal to
or greater than 750°C if Ng is between 63% and 64%.

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 PA-46-500TP Malibu Meridian Reference Manual

Warning Messages - Red - Repeating Aural Chime (cont)

NG OVERSPEED Gas generator speed is equal to or greater than 101.7%.

OIL PRESSURE For engine torque greater than or equal to 1100 lb-ft and oil
pressure that is either less than or equal to 85 psi or greater tan
200 psi.

OR

For engine torque less than 1100 lb-ft and oil pressure that is
either less than or equal to 60 psi or greater than 200psi.

OIL TEMPERATURE Oil temperature is equal to or less than -40oC or equal to or

greater than 99oC.

L PITOT HT FAIL Both left and right pitot heat have failed
R PITOT HT FAIL

PROP HEAT FAIL A fault has developed in the propeller heat system in flight.

PROP SPEED Propeller speed is less than 1175 rpm or equal to or greater
than 2040 rpm for more than 2 seconds.

SURF DE-ICE FAIL Surface de-ice system has failed in flight.

TORQUE Engine torque is 1330 lb-ft or greater.

VOLTS Generator is OFF, alternator is OFF and aircraft is on the

ground and main bus voltage is less than 24V or equal to or
greater than 32V OR generator is ON, alternator is ON or
aircraft is in the air and main bus voltage is less than 25V or
equal to or greater than 32V.

Anytime when operating exclusively on the EMER bus and the

voltage is less than 24V.

WNDSHLD OVERTEMP Windshield temperature exceeds 170oF or the windshield tem-

perature sensor has failed.

EMERGENCY PROCEDURES 8/11 FOR TRAINING PURPOSES ONLY 12-69

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