CHEROKEE B OWNER'S HANDBOOK

the cables or push-pull tubes, so that their range of travel can be altered. The positions and angular travels of the various surfaces are as follows: 1. Wings: 7° dihedral, 2° wasbout. 2. Stabilator Travel: 18° up, 2° down, tolerance ±1°. 790330 44 SECTION V CHEROKEE 140 "B" CARE OF AIR FILTER The carburetor air filter must be cleaned at least once every 50 hours. Under extremely adverse conditions of operation it may be necessary to clean the filter daily. Extra filters are in- expensive and a spare should be kept on hand and used as a rapid replacement. The filter manufacturer recommends that the filter be tapped gently to remove dirt particles. Do not blow out with compressed SECTION I air. SPECIFICATIONS CARE OF WINDSHIELDAND WINDOWS Performance - - - - - - - - - - . 1 Weights . . . . . . . . 2 A certain amount of care is needed to keep the plexiglas windows clean and unmarred. The following procedure is recom- Power Plant . - - . . . . . 2 mended: 1. Flush with clean water and dislodge excess dirt, mud, Fuel and Oil . . . . . . . . . 3 etc. with your hand. Baggage.... ... 3 Dimensions . . . . . . . 3 Landing Gear- . . . . . . . 4 43 790330 CHEROKEE 140 "B" SECTION V The continuous use, more than 25% of the operating time, of the higher leaded fuels can result in increased engine deposits, both in the combustion chamber and in the engine oil. It may require increased spark plug maintenance and more frequent oil changes. The frequency of spark plug maintenance and oil drain periods will be governed by the amount of lead per gallon and the type of operation. Operation at full rich mixture requires more frequent maintenance periods, therefore, it is important to use proper approved mixture leaning procedures. Reference the latest issue of Lycoming Service Letter No. L185 for care, operation and maintenance of the airplane when using the higher leaded fuel. A summary of the current grades as well as the previous fuel designations are shown in the following chart: OIL REQUIREMENTS The oil capacity of the O-320 series engine is 8 quarts, and the minimum safe quantity is 2 quarts. It is recommended that the oil be changed every 50 hours and sooner under unfavorable operating conditions. Intervals between oil changes can be increased as much as 100% on engines equipped with full flow cartridge type oil filters, provided the element is replaced each 50 hours of operation and the specified octane is used. Should fuel other than the specified octane rating for the power plant be used, refer to the latest issue of Lycoming Service Letter No. L185 and Lycoming Service Instruction No. 1014 for additional information and recommended service pr'ocedures. The following grades are recommended for the specified temperatures: Temperatures above 60°F SAE 50 Temperatures between 30°F to 900F SAE 40 Temperatures between 0°F to 70°F SAE 30 Temperatures below 10°F SAE 20 Either mineral oil or anti-dispersant oil may be used, but the two types of oil may never be mixed. 790330 42 SECTION V CHEROKEE 140 "B" CHEROKEE 140 "B" SECTION I Should fluid be below the bottom of the filler plug hole, oil should be added. Replace the plug with valve core removed, attach a clear plastic hose to the valve stem of the filler plug and submerge the other end in a container of hydraulic fluid SECTION I (MIL-H-5606). Fully compress and extend the strut several times thus drawing fluid from the container and expelling air from the SPECIFICATIONS strut chamber. To allow fluid to enter the bottom chamber of the main gear strut housing, the torque link assembly must be dis- connected to let the strut be extended a minimum of 10 inches. PERFORMANCE (The nose gear torque links need not be disconnected.) Do not allow the strut to extend more than 12 inches. When air bubbles cease to flow through the hose, compress the strut fully and Thegrossweightof2150poundsinthefollowingperformance again check fluid level. Reinstall the valve core and filler plug, charts applies to Serial Nos. 28-25001 and up, and the main gear torque links if disconnected. With fluid in the Performance figures arefor standard airplanes flown at gross strut housing at the correct level, attach a strut pump to the air weight under standard conditions at sea level, or stated altitude. valve and inflate the oleo strut to the correct height when the Any deviation from standard equipment may result in changes in airplane is on the ground. performance. In jacking the airplane for landing gear or other servicing use two hydraulic jacks and a tail stand. Place 350 pounds of GROSS WEIGHT 2150 ballast on the base of the tail stand before jacking up the air- plane. The hydraulic jacks should be placed under the jack points Take-off Run (ft) (flaps up) 800 on the bottom of the wing and the airplane should be jacked up Take-off Distance Over 50-ft until the tailskid is at the correct height to attach the tail stand. Obstacle (ft) (flaps up) 1700 With the tail stand attached continue raising the airplane to the Best Rate of Climb Speed (mph) 85 desired height. Rate of Climb (ft per min) 660 Service Ceiling (ft) 14,300 Absolute Ceiling 16,800 FUEL REQUIREMENTS Top Speed (mph) 139 (142*) Cruising Speed (75% power, sea The minimum aviation grade fuel for the PA-28-140 is 80/87. Since level) (mph) 121 (124*) the use of tower grades can cause serious cngine damage in a short Cruising Speed (75% power, period of time, the engine warranty is invalidated by the use of lower optimum altitude, mph) 132 (135*) octanes. Instructional Power Cruise Speed Whenever 80/87 is not available, the lowest lead 100 grade should (50% power, sea level) 100 (102*) be used. (See Fuel Grade Comparison Chart, next page.) Refer to the Fuel Consumption (gal per hr 75%) 8.4 latest issue of Lycoming Service Instruction No. 1070 for additional Fuel Consumption (gal per hr 50%) 5.6 information. • WITH FENDERS INSTALLED 41 790330 691120 1 SECTION I CHEROKEE140 "B" CHEROKEE140 "B" SECTION V SPECIFICATIONS (cont): PERFORMANCE RBURETOR GROSS WEIGHT 2150 O Cruising Range (75% power, sea level, mi) 495 (710**) Cruising Range (75% power, optimum altitude) 540 (780**) Optimum Cruising Range (55% power, optimum altitude) 670 (930**) ENGINE FUEL PUMP Instructional Power Cruising Range (50% power, sea level) 630 (880**) ELECTRIC FUEL PUMP Stalling Speed (flaps down, mph) 55 Landing Roll (flaps down, ft) 535 FUEL PRESSURE GAUGE PRIMER FUEL STRAINER WEIGHTS Gross Weight (lbs) 2150 Empty Weight (Standard) (lbs) 1230 FUEL SELECTOR USEFUL LOAD (Standard) (lbs) 920 VALVE POWER PLANT LEFT TANK RIGHT NK Engine - Lycoming O-320-E2A Rated Horsepower and Speed (rpm) 150 at 2700 Bore (inches) 5.125 L-FUEL QUANTITY GAUGES Stroke (inches) 3.875 FUEL SYSTEM Displacement (cubic inches) 319.8 Compression Ratio 7:1 Dry Weight (pounds) 272 • WITH RESERVE FUEL (50 GAL) 2 691120 680915 40 SECTION Il DESIGN INFORMATION Engine and Propeller . . . . . . . . 6 Structures . . . . . . . . . 7 Landing Gear . . . . . . . . . . 7 Control System . . . . . . . . . 8 Fuel System . . . . . . . . . . 9 Electrical System . . . . . . . . . 9 Heating and Ventilating System . . . . . . . 11 Cabin Features . . . . . . . . . . 13 SECTION V GENERAL MAINTENANCE Tireinflation .............. 36 BatteryService .............. 36 BrakeService .............. 37 Landing Gear Service . . . . . . . . . . . 37 Fuel Requirements . . . . . . . . . . . . 4 I Oil Requirements . . . . . . . . . . . . . 42 CareofAirFilter ............. 43 Care of Windshield and Windows . . . . . . . 43 Leveling and Rigging . . . . . . . . . . . 44 Serial Number Plate . . . . . . . . . . . 45 SECTIONV CHEROKEE140 "B" CHEROKEE140 "B" SECTIONI BRAKE SERVICE -10' I 30.0" The brake system is filled with MIL-H-5606 (petroleum base) hydraulic fluid. This should be checked at every 100 hour in- spection and replenished when necessary by filling the brake reservoir on the firewall to the indicated level. If the system as a whole has to be refilled with fluid, this should be done by filling with the fluid under pressure from the brake end of the system. This will eliminate air from the system as it is being -sa ys filled. If after extended service the brake blocks become worn i excessively, they are easily replaced with new segments. Brake -- clearances require no adjustments. LANDINGGEAR SERVICE 30 --- Main wheels are easily removed by taking off the hub cap, axle nut, and the two bolts holding the brake segment in place, after which the wheel slips easily from the axle. Tires are removed from the wheels by first deflating the tire, removing the three through bolts, and separating the wheel halves. Landing gear oleo struts should be checked for proper strut exposures and fluid leaks. The required extensions for the strut when under normal static load (empty weight of airplane plus full fuel and oil) is 3.25 inches for the nose gear and 4.50 inches for r 3.30" the main gear. Should the strut exposure be below that required, it should be determined whether air or oil is required by first raising the airplane on jacks. Depress the valve core to allow oc e air to escape from the strut housing chamber. Remove the filler plug and slowly raise the strut to full compression. If the strut has sufficient fluid it will be visible up to the bottom of the filler plug hole and will then only require proper inflation. 37 680915 680915 5 CHEROKEE 140 "B" SECTION V SECTION V GENERAL MAINTENANCE This section contains information for minor maintenance of the airplane. For further maintenance assistance refer to the Cherokee 140 "B" Service Manual. Any complex repairs or modi- fication should be accomplished by a Piper Certified Service Center or equivalent. TIRE INFLATION For maximum service fromthe tires,inflate themto the proper pressure of 24 pounds for all three wheels. Interchange the tires on the main wheels, if necessary, to produce even wear. All wheels and tires are balanced before original installation, and the relationship of the tire, tube and wheel should be maintained, if atall possible.Outof balance wheels can cause extremevibration on take-off. In the installation of new components, it may be necessary to rebalance the wheel with the tires mounted. BATTERY SERVICE The 12 volt battery is located in a stainless steel container under the baggage compartment floor. This container should be drained occasionally by opening the rubber cap on the drain tube. Check the battery for proper fluid level (below the baffle plates) and use a hydrometerto determine the densityof the battery fluid. If the battery is discharged, charge it before take-off as three volts are needed to excite the alternator. To recharge, start at a 4 ampere rate and finish with a 2 ampere rate. Quick charges are not recommended. 680915 36 SECTIONIV CHEROKEE 140 "B" CHEROKEE140 "B" SECTIONll PA-28-140 SECTIONII PIPER CHEROKEE \ \ \ \ \ \ \ DESIGN INFORMATION ENGINE AND PROPELLER The Lycoming O-320-E2A engine installed in the Cherokee PA-28-140 is rated at 140 horsepower at 2450 rpm or 150 horsepower 14000 - at 2700 rpm. This engine has a compression ratio of 7 to 1 and requires 80/87 minimum octane fuel. Refer to Fuel Requirements, page 41, 12000 - - when using alternate fuels. The engine is equipped with direct drive or optional geared drive starter. A 60 ampere alternator, dual magnetos, vacuum pump drive, diaphragm type fuel pump and a float carburetor. tocco Exhaust gases are carried through a system constructed of heavy gauge stainless steel which incorporates a heater shroud, to provide cabin heat, defrosting and carburetor deicing. 1000 The propeller used on the PA-28-140 is a Sensenich M74DM 2150LIS. fixed-pitch aluminum alloy unit. Its diameter is 74 inches with a standard pitch of 58 inches. All performance figures are based on gggg -- - 83 M.P.H. the standard 58 inch pitch propeller. PROP WINDMILLila Cowling on the Cherokee is designed to cool the engine in 4000 0° FLAPS- NO WHIO all normal flight conditions, including protracted climb, without the use of cowl flaps or cooling flanges. The throttle quadrant is in the lower center of the instrument panel and contains the throttle and mixture control. A friction lock on the right side of the quadrant prevents creeping of the controls. To the right of the quadrant is the carburetor heat con- o / trol that provides maximum carburetor heat when fully ON. Avoid a 5 to 15 2e 25 so prolonged ground operation with carburetor heat ON as the air is unfiltered. Air passes through a highly efficient dry type filter GLIDE RANGE, MILES when the carburetor heat is OFF. 35 680915 790330 6 SECTION ll CHEROKEE 140 "B., CHEROKEE 140 "B" SECTION IV UCTURES PA-28-140 All structures are of aluminum alloy construction and are designed to ultimate load factors well in excess of normal re- P IPER CHEROKEE quirements. All exterior surfaces are primed with etching primer and painted with acrylic lacquer- LANDING DISTANCE The wings are attached to each side of the fuselage by in- vs serting the butt ends of the respective main spars into a spar box , , DENSITY ALTITUDE - carry through which is an integral part of the fuselage structure, FLAPS40 PowER OFF PAvED LEVEL DRY RUNWAY NO WIND MAXIMUM BRAKING SHORT FIELD EFFORT providing, in effect, a continuous main spar with splices at each side of the fuselage. There are also fore and aft attachments at ( no:.s wilGitT 2150 -BS. the rear spar and at an auxiliary front spar. The wing airfoil section is a laminar flow type, NACA652-415 1000 with the maximum thickness about 40% aft of the leading edge. This permits the main spar carry through structure to be located under the rear seat providing unobstructed cabin floor space ahead of the rear seat. 5000 LANDINGGEAR The three landing gears use a Cleveland 6.00 x 6 wheel, the main wheels being provided with brake drums and Cleveland single disc hydraulic brake assemblies. The nose wheel and the main gear both use 6.00 x 6 four ply tires. All the tires have - - tubes. The nose gear is steerable through a .44° arc by use of the rudder pedals. A spring device is incorporated in the rudder pedal one torque tube assembly to aid in rudder centering and to provide rudiler trim. The nose gear steering mechanism also incorporates a hydraulië shimmy dampener. 200 400 600 880 1800 1288 1488 The oleo struts are of the air-oil type with normal extension being 3.25 inches for the nose gear and 4.50 inches for the main LANDING DISTANCE, FEET gear under normal static (empty weight of airplane plus full fuel 7 680915 730116 34 SECTIONIV CHEROKEE140 "B,, CHEROKEE140 "B" SECTIONIl and oil) load. The brakes are actuated by a hand lever and a master cyl- inder which is located belowand nearthe center of the instrument PA-28-140 panel. The toe brakes and the hand lever have their own brake cylinders but they both use a common reservoir. The parking P IPERCHEROKEE brake is incorporated in the lever brake and is operated by pulling back on the lever and depressing the knob attached to the top of WËË ----- the handle. To release the parking brake, pull back on the brake lever to disengage the catch mechanism; then allow the handle to swing forward. CONTROL SYSTEM 14000 -- Dual controls are provided as standard equipment with a 12000 ---- - - cable system used between the controls and the surfaces. The / / / horizontal tail is of the all movable slab type, with an anti-servo tab acting as a longitudinal trim tab. It is actuated by a control loooo on the cabin ceiling. The stabilator provides extra stability and control with less size, drag, and weight than conventional tail sooo / / surfaces. The differential action of the ailerons tends to elimi- nate adverse yaw in turning maneuvers and reduces the amount of coordination required in normal turns. sono -- -- The flaps are manually operated, balanced for light operating forces and spring loaded to turn to the up position. A past-center lock incorporated in the actuating linkage holds the flap when it 4000 - --- is in the up position so that it may be used as a step on the right / r side. The flap will not support a step load except when in the full up position, so it must be completely retracted when used as rono a step. The flaps have three extended positions, 10, 25 and 40 -- degrees. o2000 2100 2200 2300 2400 2500 2600 2100 ENGINE SPEED,R.P.M. 33 691120 680915 8 SECTION 11 CHEROKEE -140 "B" CHEROKEE 140 "B" SECTION IV FUEL SYSTEM PA-28-140 Fuel is stored in two twenty-five gallontanks which PIPER CHERO.KEE are secured to the leading edge structure of each wing by BANGE - 4 , screws and nut plates to allow gg easy removal for service or inspection. GROSSWT.2150LBS. The standard quantity of 36 GALFUEL\STANDARD fuel is 36 gallons for the Cher¯ 50 BALFUEL(RESERVE okee 140 "B". To obtain the Fuel Strainer standard quantity of fuel, fill the tanks to the bottom of the filler neck indicator. An auxiliary electric fuel pump is provided for use in case of failure of the engine driven pump. The electric pump should be 12000 on for all take-offs and landings and when switching tanks. The fuel strainer is equipped with a quick drain and is located on the front lower left corner of the firewall. This strainer toooo should be drained regularly to check for water or sediment ac- cumulation. To drain the lines from the tanks, the tank selector I valve must be switched to each tank in turn, with the electric pump on, and the gascolator drain valve opened. Each tank has an individual quick drain located at the bottom, inboard, rear corner. Fuel quantity and pressure are indicated on gauges located in the engine gauge cluster on the left side of the instrument gego II I I I panel. I I ( I 2000 I I I I ELECTRICAL SYSTEM 0 400 500 800 700 800 900 1000 The electrical system includes a 12 volt 60 ampere alter- RANGE- MILES nator, battery, voltage regulator, overvoltage relay, and master 9 680915 691120 32 SECTION IV CHEROKEE 140 "B" CHEROKEE140 "B" SECTIONIl switch relay. The battery and master switch relay are located PA-28-140 beneath the baggage compart- ment floor. Access for service PIPER CHEROKEE or inspection is obtained by raising the hinged floor panel. The regulator and overvoltage relay are located on the for- ward left side of the fuselage behind the instrument panel. Electrical switches are located on the right center in- strument panel, and the circuit Circu¡t Breaker Panel breakers are located on the 4,gg lower right instrument panel. A rheostat switch on the right side of the switch panel controls the navigation lights and the intensity of the instrument panel light. Standard electrical accessories include starter, electric fuel pump, stall warning indicator, cigar lighter, and ammeter. Navi- 10000 gation lights, anti-collision light, landing light and instrument panel lighting are offered as optional accessories. Circuit provisions are made to handle a complete complement sooo of communications and navigational equipment. The alternator system offers many advantages over the gen- erator system. The main advantage is full electrical power output soon at much lower engine RPM and results in improved radio and electrical equipment operation. Since the alternator output is 4ego available all the time, the battery will be charging almost con- tinuously. This will make cold weather starting easier. In generator systems, the ammeter indicates battery dis- 2ooo - - --- charge. In the Cherokee electrical system the ammeter displays in amperes the load placed on the alternator. With all electrical equipment except the master switch in the OFF position, the o - ammeter will indicatethe amountof charging current demanded by 100 119 120 130 140 150 ISO the battery. As each item of electrical equipment is turned on, the current will increase to a total appearing on the ammeter. This TRUEMRSPEED,M.P.H. total includes the battery. The maximum continuous load for night 31 680915 680915 10 SECTION II CHEROKEE140 "B" CHEROKEE140 "B" . SECTION IV flight with radios on is about 30 amperes, This 30 ampere value plus approximately 2 amperes for a fully charged battery will appear continuously under these flight conditions. PA-2,8-140 The master switch is a split switch with the left half oper- atingthe master relay and the right half energizing the alternator. PIPER CHEROKEE The switch is interlocked so that the alternator cannot be oper- ated without the battery For normal operation, be sure both halves are turned on. If no output is indicated on the ammeter, during flight, reduce the electrical load by turning off all un- 18000 - necessary electrical equipment. Check both the 5 ampere field breaker and 60 ampere output breaker and reset if open. If neither circuit breaker is open, turn off the "ALT" switch for one second to reset the overvoltage relay. If ammeter continues to indicate no output, turn off the "ALT" switch, maintain minimum electrical load and 14eoo terminate flight as soon as practical. Maintenance on the alternator should prove to be a minor factor. Should service be required, contact the local Piper Dealer. gag Do not take off with a fully discharged battery as 3 volts are needed to excite the alternator. 10000 - HEATING AND VENTILATING SYSTEM 6000 - Heat for the cabin interior and the defroster system is pro- vided bya heater muffattached tothe exhaustsystem. The amount of heat desired can be regulated with the controls located on the sono far right side of the instrument panel. If unusual odors are noticed, the heat should be shut off and the system inspected for leaks. Fresh air inlets are located in the leading edge of the wing 2000 - at the intersection of the tapered and straight sections. A large adjustable outlet is located on the side of the cabin near the floor at each seat location. Cabin air is exhausted through an 0 outlet located below the rear seat floor panel. too 2eo soo too soo soo 700 soo son tooo RATEOFCUMB-FFTPERMINUTE 11 790330 680915 30 CHEROKEE 140 "B" SECTION IV CHEROKEE 140 "B" SECTION il PIPER CHEROKEE PA-28-140 VM§-®TT ®B§TANCE I Ë \ VL ¯T E §§TY MiffU U - ||||| 1950 LDS. GROSS WEllHT¯ -- m0 LBS. GROSSWEGHT EXTRAPOIAT101 OF CHARTABOVE7000 FÏ. 15 MVLID 7000 8000 sooo - 3000 - 2088 LL 1000 soo isso isoo 2eoo 2soo soon aseo soon TAKE- OFF DISTANCE· FEET c Ë" o = - = U - " 29 730116 680915 12 SECTION11 CHEROKEE 140 "B" CHEROKEE 140 "B" SECTIONIV CABIN FEATURES PA-28-140 The instrument panel of the Cherokee is designed to ac- comodate the customary advanced flight instruments and all the P IPER CH EROKEE normally required power plant instruments. The artificial horizon and directional gyro are vacuum operated through use of a vacuum pump installed on the engine, while the turn and bank instrument is electrically operated. A vacuum gauge is mounted on the far THISCHART SHOULD BEUSEDTO right side of the instrument panel. A natural separation of the DETERMINE DENSITY ALTITUDE flight group and power group is provided by placing the flight FROMEXISTING TEMPERATURE ANDPRESSURE ALTilllDE CONDITIONS group in the upper instrument panel and the power group in the FORUSEWITHPERFORMANCE CHARTS. sub-panel center. The radios and circuit breakers located on the right hand instrument panel have extra circuits provided for a --- complete line of optional radio equipment. The microphone is located on the console cover from Serial No. 25801 and up. The front seats are adjustable fore and aft for pilot comfort 24000 and ease of entry and exit. A family seat installation is available which provides two additional seats. Each family seat is capable of carrying a full size adult which gives the Cherokee 140 "B", sin. 4-place capability. TEMP 16000 12000 SL -40 -20 0 20 40 60 10 100 FAMILY SEATS TEMPERATURE - °F 13 690220 680915 28 o. I 2 4 8 7 i § 10 11 12 13 14 15 16 11 18 26 13 20 21 22 23 24 25 28 21 28 29 30 31 32 33 34 35 1. 5TALL WARNING INOICATOR 10. PLACARD 19. PHONE JACK 28. ENGINE PRIMER 2. CLocK 11. MARKER BEACON LIGHTS 20, AUTOCONTROL III AUTOPILOT 29. THROTTLE QUADRANT 3. TURN INDICATOR 12. OMNi ANO GLIDE SLDP INDICATORS 21. DMNI COUPLER 30. THROTTLE QuADRANT FRICTION LOCK 4. AIRSPEED INDICATOR 13. TRANSMITTER SELECTOR SWITCH 22. PtTCH CONTROL 31. CARBURETOR HEAT CONTROL 5. DIRECTIONAL GYRO 14. VHF TRANSCEIVERS 23. MAGNETO 5WITCHES & STARTER 32. AMMETER 6. ATTITUOE GYRO 15. AO¥ RECEIVER 24. INSTRUMENT CLU5TER 33. SWITCH PANEL 7. PLACARD 16. DME RECEIVER 25. APM CRUISE CHART 34. CIRCUIT BREAKER PANEL 6. VERTICAL SPEED INDICATOR 17. SucT!oN GAUGE 26. CHECK LisTS 35. HEAT AND DE¥ROST CONTROL5 9. ALTIMETER TO. CIGAR LIGHTER 27. TACHOMETER SECTION IV PERFORMANCE CHARTS Altitude Conversion Chart . . . . . . . . 28 Take-off Distance vs Density Altitude. . . . . 29 Rate of Climb vs Density Altitude . . . . . . 30 True Airspeed vs Density Altitude . . . . . . 31 Range vs Density Altitude . . . . . . . 32 Power vs Density Altitude . . . . . . . 33 Landing Distance vs Density Altitude . . . . . 34 Glide Distance vs Attitude . . . . . . . 35 SECTION lil OPERATING INSTRUCTIONS Preflight....... ...... 15 Starting Engine . . . . . . . . . . 16 Warm-Up...... . ..... 18 Ground Check . . . . . . . . . . 19 Take-Off. . . . . . . . . . .. . .19 Climb. . .. . . . . . . . . . . .21 Stalls..... .........21 Cruising . . . . . . . . . . . 22 Maneuvers. . . . . . . . . . 23 Approach and Landing . . . . . . . . . . 23 Stopping Engine . . . . . . . . . . 24 Engine Power Loss . . . . . . . . , 24 Mooring ......... .... 25 Weight and Balance. . . . . . . . . . 25 Operating Tips . . . . . . . . . . 25 CHEROKEE 140 "B" SECTION lli NOTES 680915 27 SECTIONIII CHEROKEE140 "B" CHEROKEE140 "B" SECTIONIII 3. Flaps may be lowered at airspeeds up to 115 MPH. To reduce flap operating loads, it is desirable to have the airplane at a slower speed before extending the flaps. 4. Before attempting to reset any circuit breaker, allow a SECTIONliltwo to five minute cooling off period. 5. Before starting the engine, check that all radio switches, OPERATING INSTRUCTIONS light switches, and the pitot heat switch are in the off position so as not to create an overloaded condition when the starter is engaged. 6. The overvoltage relay is provided to protect the elec- PREFLIGHT tronics equipment from a momentary overvoltage condition (ap- proximately 16.5 volts and up), or a catastrophic regulator failure. In the event of a momentary condition, the relay will open and The airplane should be given a thorough visual inspection the ammeter will indicate "0" output from the alternator. The prior to each flight. Particular attention should be given to the relay may be reset by switching the ALT switch to OFF for following items: approximately one minute and then returning the ALT switch to 1. a. Master switch ON. ON. If after recycling the ALT switch the condition persists' b. Check fuel quantity indicators (two tanks). the flight should be terminated as soon as practical, reduce the c. Master switch and ignition OFF. battery load to a minimum. 7. The vacuum gauge is provided to monitor the pressure available to assure the correct operating speed of the vacuum driven .--- ---2 --- ¢ - gyroscopic flight instruments, it also monitors the condition of the common air filter by measuring the flow of air thru the filter. If the vacuum gauge registers lower than 5" ± .10" Hg at 2000 ¯¯ RPM, the following items should be checked before flight: a. Common air filter, could be dirty or restricted. 6 b. Vacuum lines could be collapsed or broken. c. Vacuum pump, worn. d. Vacuum regulator, not adjusted correctly. The pressure, T- ¯ even though set correctly, can read lower under two conditions: (1) Very high altitude, above 12000 feet, (2) Low engine RPM usually on approach or during training maneuvers. This is normal and should not be considered a malfunction. ¯ 4" " - - - 4 26 730116 680915 15 SECTION lli CHEROKEE140 "B" CHEROKEE140 "B" SECTION!!! 2. a. Check for external damage, operational interference MOORING of control surfaces or hinges. b. Insure that wings and control surfaces are free of The Cherokee should be moved on the ground with the aid of the snow, ice or frost. nose wheel tow bar provided with each plane and secured in the 3. a. Visually check fuel supply, secure caps. baggage compartment. Tie downs may be secured to rings provided b. Drain fuel tank sumps. under each wing, and to the tail skid. The aileron and stabilator control c. Check that fuel system vents are open. wheel shaft are secured by looping the seat belt through the control 4. a. Check landing gear shock struts for proper inflation. wheel and pulling it tight. The rudder is held in position by its b. Check tires for cuts, wear and proper inflation. connections to the nose wheel steering, and normally does not have to 5. a. Inspect windshield for cleanliness, be secured. The flaps are locked when in the full up position, and b. Check the propeller and spinner for defects or nicks. should be left retracted. c. Check for obvious fuel or oil leaks. d. Check oil level, 8 quarts maximum. (Insure dipstick is properly seated.) e. Inspect cowling and inspection covers for security· WEIGHTAND BALANCE f . Check nose wheel tire for inflation, wear. g. Check nose wheel shock strut for proper inflation. h. Check for foreign matter in air inlets. It is the responsibility of the owner and pilot to determine 6. a. Stow tow bar and control locks, if used- that the airplane remains within the allowable weight vs. center b. Check baggage for proper storage and security• of gravity envelope while in flight. For weight and balance data c. Close and secure the baggage compartment door: see the Airplane Flight Manual and Weight and Balance Form 7. a. Upon entering aircraft ascertain that all primary flight supplied with each airplane. controls operate properly. b. Close and secure the cabin door. c. Check that required papers are in order and in the aircraft. OPERATING TIPS d. Fasten seat bcIts and shoulder harness. Check function of inertia rect. The following Operating Tips are of particular value in the STARTING ENGINE operation of the Cherokee 140 "B". 1. Learn to trim for take-off so that only a very light back pressure on the wheel is required to lift the airplane off the 1. Set the parking brake. ground. 2. Set the carburetor heat control in the full COLD position. 2. The best speed for take-off is about 60 MPH under normal 3. Select the desired tank with fuel selector valve. conditions. Trying to pull the airplane off the ground at too low an airspeed decreases the controllability of the airplane in event of engine failure. 16 730116 730116 25 SECTION !!! CHEROKEE140 "B" CHEROKEE140 "B" SECTION ll! Reduce the speed during the flareout and contact the ground close Starting Engine When Cold: to the stalling speed (55 to 65 MPH). After ground contact hold 1. Open throttle approximately 1/4 inch. the nose wheel off as long as possible. As the airplane slows 2. Turn the master switch ON. down, drop the nose and apply the brakes. There will be less 3. Turn the electric fuel pump ON. chance of skidding the tires if the flaps are retracted before 4. Move the mixture control to FULL RICH. applying the brakes. Braking is most effective when back pres- 5. Engage the starter by rotating magneto switch clockwise sure is applied to the control wheel, putting most of the aircraft and pressing in. weight on the main wheels. In high wind conditions, particularly 6. Whenthe engine fires, advance throttleto desired setting. in strong crosswinds, it may be desirable to approach the ground If the engine does not fire within five to ten seconds, disengage at higher than normal speeds with partial or no flaps- starter and prime with one to three strokes of the priming pump. Repeat the starting procedure. Starting Engine When Hot: STOPPING ßNGINE 1. Open the throttle approximately 1/2 inch. . 2. Turn the master switch ON. At the pilot's discretion, the flaps should be raised and the electric fuel pump turned off. After parking, the radios should be turned off 3. Turn the electric fuel pump ON. 4. Put mixture control in IDLE CUT-OFF. and the engine stopped by pulling the mixture control to idle cut-off. The throttle should be left full aft to avoid engine vibration while 5. Engage the starter by rotating magneto switch clockwise stopping. When alternate fuels are used, the engine should be run up to and pressing in. When the engine fires, advance the mixture control and move the throttle to desired setting 1200 RPM for one minute prior to shutdown to clean out any unburned fuel. Then the magneto and master switches should be turned off. Starting Engine When Flooded: 1. Open the throttle full. 2. Turn the master switch ON. ENGINE POWER LOSS 3. Turn the electric fuel pump OFF. 4. Put mixture control in IDLE CUT-OFF. 5. Engage the starter by rotating magneto switch clockwise The most common cause of engine power loss is mismanage- and pressing in. When the engine fires, advance the mixture ment of the fuel. Therefore, the first step to take after engine control and retard the throttle. power loss is to move the fuel selector valve to the tank not being used. This will often keep the engine running even if there Startmg With External Power Source: is no apparent reason for the engine to stop on the tank being An optional feature known as Piper External Power (PEP) allows used. the operator to use an external battery to crank the engine without having to gain access to the aircraft battery. The procedure is as follows: 1. Turn aircraft MASTER SWITCH to OFF. 2. Connect RED lead of PEP kit jumper cable to POSITIVE (+) terminal of external 12 volt batterv and BLACK lead to NEGATIVE (-) 24 790330 730116 17 CHEROKEE 140 "B" SECTIONIII CHEROKEE140 "B" SECTIONIII terminal. MANEUVERS 3. Insert plug of jumper cable into socket located on aircraft fuselage. 4. Turn aircraft MASTER SWITCH to ON and proceed with The airplane is approved for certain aerobatic maneuvers, NORMAL engine starting technique. provided it is loaded within the approved weight and center of 5. After engine has been started, turn MASTER SWITCil to OFF gravity limits. (See Airplane Flight Manual) The maneuvers are and remove jumpercable plug from aircraft. spins, steep turns, lazy eights and chandelles. 6. Turn aircraft MASTER SWITCH to ON and check alternator ammeter for indication of output. DO NOT ATTEMPT FLlGHT lF THERE IS NO INDICATION OF ALTERNATOR OUTPUT. APPROACH AND LANDING When the engine is firing evenly, advance the throttle to 800 RPM. If oil pressure is not indicated within thirty seconds, stop the engine and determine the trouble. In cold weather it will Landing check list: take a few seconds longer to get an oil pressure indication. If 1. Fuel on proper tank the engine has failed to start, refer to the "Lycoming Operating 2. Electric fuel pump on Handbook, Engine Troubles and Their Remedies." 3. Mixture set Starter manufacturers recommend that cranking periods be 4. Flaps set (115 MPH MAX) limited to thirty seconds with a two minute rest between cranking 5. Fasten belts/harness periods. Longer cranking periods will shorten the life of the The airplane should be trimmed to an approach speed of starter, about 85 miles per hour with flaps up. The flaps can be lowered at speeds up to 115 miles per hour, approach speed is reduced 3 miles per hour for each notch of flaps used. Carburetor heat should not be applied unless there is an indication of carburetor WARM-UP icing, since the use of carburetor heat causes a reduction in power which may be critical in case of a go-around. Full throttle operation with carburetor heat on is likely to cause detonation. As soon as the engine starts, the oil pressure should be The amount of flap used during landings and the speed of checked. If no pressure is indicated within thirty seconds, stop the aircraft at contact with the runway should be varied according the engine and determine the trouble. In cold weather it will take to the landing surface and existing conditions, both windwise and a few seconds longer to get an oil pressure indication. Warm-up loadwise. It is generally good practice to contact the ground at the engine at 800 to 1200 RPM. the minimum possible safe speed e onsistent with existing con- Take-off may be made as soon as ground check is completed, providing that the throttle may be opened fully without back ditions. Normally, the best technique for short and slow landings is firing or skipping, and without reduction in engine oil pressure. touse full flap and enough powerto maintain the desired airspeed and approach flight path. Mixture should be full rich, fuel on the fullest tank, carburetor heat off, and electric fuel pump on. 18 730116 730116 23 SECTION III CHEROKEE 140 "B" CHEROKEE 140 "B" SECTION lif CRUISING GROUND CHECK Check the magnetos at 1800 RPM by switching from Both to Right The cruising speed is determined by many factors including then back to Both before switching to Left. Differential drop should power setting, altitude, temperature, loading and equipment in- not exceed 50 RPM while the total drop on either magneto should not stalled on the airplane. exceed 175 RPM. The normal cruising power is 75% of the rated horsepower Check vacuum gauge, indicator should read 5" Hg + 1" Hg at 2000 of the engine. True airspeeds which may be obtained at various RPM. altitudes and power settings can be determined from the charts Check both the oil temperature and pressure. The temperature may in Section IV of this handbook, be low for some time if the engine is being run for the first time of the Use of the mixture control in cruising flight reduces fuel day, but as long as the pressure is within limits the engine is ready for consumption significantly, especially at higher altitudes, and reduces takeoff. lead deposits when the alternate fuels are used. The mixture should be Carburetor heat should also be checked prior to takeoff to be sure leaned when 75% power or less is being used. If any doubt exists as to that the control is operating properly and to clear any ice which may the amount of power being used, the mixture should be in the FULL have formed during taxiing. Avoid prolonged ground operation with RICH position for all operations. Always enrich the mixture before carburetor heat ON as the air is unfiltered. increasing power settings. The electric fuel pump should be turned off momentarily during To lean the mixture, pull the mixture control until the engine ground check to make sure that the engine driven pump is operating. becomes rough, indicating that the lean mixture limit has been The electric fuel pump should be on during takeoff to prevent loss of reached in the leaner cylinders. Then enrich the mixture by power should the engine driven pump fail. The engine is warm enough pushing the control towards the instrument panel until engine for takeoff when the throttle can be opened without the engine operation becomes smooth. faltering. The continuous use of carburetor heat during cruising flight Mixtute should be set full rich, except a minimum amount of decreases engine efficiency. Unless icing conditions in the car¯ leaning is permitted for smooth engine operation when taking off at buretor are severe, do not cruise with the heat on. Apply full high elevation. carburetor heat slowly and only for a few seconds at intervals determined by icing severity. ln order to keep the airplane in best lateral trim during TAKE-OFF cruising flight, the fuel should be used alternately from each main tank. It is recommended that one main tank be used for one hour after take-off, the other main tank used until nearly Just before take-off the folk.wing items should be checked: exhausted, then return to the first main tank· 1. Fuel on proper tank 6. Çuadrant friction knob set 2. Electric fuel pump ON 7. Flaps set 3. Engine gauges checked 8. Trim tab set 4. Carburetor heat OFF 9. Controls free 5. Mixture RICH 10. Door latched 11. Fasten beits/harness 22 790330 790330 19 SECTIONIII CHEROKEE140 "B" CHEROKEE140 "B" SECTION III CLIMB In the conventional take-off procedure set the trim control slightly aft of neutral. Allow the airplane to accelerate to 50 to 60 miles per hour, then ease back on the wheel enough to let the The best rate of climb airspeed at gross weight is 85 miles airplane fly itself from the ground. Premature or excessive raising per hour while the best angle of climb airspeed is 74 miles per of the nose will result in a delayed take-off. After take-off let hour. At lighter than gross weight these speeds are reduced. The the aircraft accelerate to the desired climb speed by lowering the recommended enroute climbing speed of 100 miles per hour pro- nose slightly- vides increased visibility over the nose. Shallow turns of a few degrees will also aid forward visibility during climb out. Short Field, Obstacle Clearance: Lower the flaps to 25° (second notch), accelerate to 55-60 miles per hour and ease back on the control wheel to rotate. After breaking ground, accelerate to the best angle of climb STALLS speed, 74 miles per hour. Slowly retract the flaps when the obstacle has been cleared and continue climb at 85 miles per hour. Stallcharacteristics of theCherokee are conventional.Visual Short Field, No Obstacles: stall warning is provided by a red light located on the left side Lower the flaps to 25° (second notch) accelerate to 55-60 of the instrument panel which is turned on automatically between miles per hour. Fase back on the control wheel to rotate and 5 and 10 miles per hour above stall speed. Gross weight stalling accelerate to best rate of climb speed, 85 miles per hour. Slowly speed with power off and full flaps is 55 miles per hour at 2150 retract the flaps while climbing out. pounds. With flaps up this speed is increased 9 miles per hour. Intentional spins are prohibited in the normal category air- Soft Field, No Obstacle: plane. Lazy eights and chandelles may be performed in the normal Lower the flaps to 25° (second notch), accelerate aircraft category provided a 6Œ angle of bank and/or a 3Œ angle of pitch md pull nose gear from the ground as soon as possible, lift off at is not exceeded. For approved maneuvers and entry speeds refer st possible airspeed. Accelerate just above the ground to to the Flight Manual. I s . rate of climb speed, 85 miles per hour. Climb out while sbwly retracting the flaps. STALL SPEED TABLE Soft Field, Obstacle Clearance: Angle of Bank Flaps 40° Flaps Retracted Lower flaps to 25° (second notch), accelerate aircraft, pull 0° 55 MPH 64 MPH nose gear off as soon as possible and lift off at lowest possible 20° 57 MPH 66 MPH airspeed. Accelerate just above the ground to best angle of climb 40° 63 MPH 73 MPH speed, 74 miles per hour to climb past obstacle clearance height' 60° 78 MPH 91 MPH continue climb while accelerating to best rate of climb speed, 85 miles per hour and slowly retract the flaps. Power Off - Gross Weight 2150 lbs. 20 730116 730116 21 SECTION Y CHEROKEE140"B" CHEROKEE140 "B" SECTIONI SPECIFICATIONS (cont): POWER PLANT Oil Sump Capacity (qts) 8 Propeller (Sensenich) M74DM --,. FUEL AND OIL Fuel Capacity (U.S. gal) Standard 36 Fuel Capacity (U.S. gal) Reserve 50 Oil Capacity (qts) 8 va,, - Fuel, Aviation Grade (minimum octane) 80/87 BAGGAGE Maximum Baggage (lbs) 200*** Baggage Space (cubic ft) 22 DIMENSIONS Wing Span (ft) 30 CHEROKEE ELECTRICAL SCHEMATIC Wing Area (sq ft) 160 Wing Loading (lbs per sq ft) 13.4 Length (ft) 23.3 Height (ft) 7.3 Power Loading (lbs per hp) 14.3 *** EXCEPT WHEN FAMILY SEATS AND SAFETY BELTS ARE ]NSTALLED, 340 LBS 15 PERMITTED. 39 680915 680915 3 SECTION I CHEROKEE140 "B" CHEROKEE140 "B" SECTION Y SPECIFICATIONS (cont): LANDING GEAR Wheel Base (ft) 6.2 ŠrePrerSes re lbs) e 1024 c SKETCHA SKETCHD SKETCH8 SKETENE SKETCHF As FREQUENCT SKETCHI DART SO 1®O 5®O RE0ASRED H B OIL GREUANSE SNANY itUSH NTDRAUDUC SK NH EXAMPLE TYPEOF LUBRICATIONTS SPECIALINSTRUCTIONS NOTES IDENT1FICATION SPECIFICATION LUBRJCANT L AIRÑ!LTER -TO CLEAN FlLTER. TAP GEN3LY TO REMOVE L PILOTAND PASSENGER SEATS LUBRICATE TRACK ROLLERS METHOD OF LETTER DIRTPARTICLES DONOT BLOW OUT WITH COMPRESSED AIR OR AND STOP PINS AS REQUIRED. LUBRICATION US IL.REPLACE FILTER IF PUNCTURED OR DAMAGED. 2. WHEEL BEARIN35 REQUIRE CLEANING ANDREPACKING AFTER FREQUENCY A MILL-7870 LUBRICATING OIL, GENERAL PURPOSE, 2. BE RINGS AND BUSHINGS -CLEAN EXTERIOR WITN A DRY TYPE EXPOSURE TO «N ABNORMaL QUANTlTY OF WATER. OF LUBRICATION LOW TEMPERATURE 50 ENT BEFORE LUBRICATING. 3. FUEL SELECTOR vALVE - UBRlCATE FUEL SELECTOR VALVE 3. WHËEL BEARINGi-DilAiiEMBLE AND CLEAN WITH A DRY TYPE AS REQUIREO, HEFER TG FIPER SERVICE LETTER NO. 351. | KlLL-6082 LUBRtCATING OlL, AlRCRAFT RECIPRO- SOLVENT. ASCERTAIN THAT GREASE 15 PACKED BETWEEN THE 4. SEE LYCOMING SERVICE IN TRUCT10NS NO.1014 FOR USE OF CATING ENGINE (P15TON) GRADE AS BEARING ROLLER AND CONE. DONOT PACK GREASE IN WHEEL DETERGENT OI. SPECIFlED NOUSING. A SAE SD ABDVE 6 F AIR TEMP, A. DLE] STRUTS AND BRAKE RESERVOIR- FILL PER INSTRUC- SAE 40 30 TO 9 F AIR TEMP. TIDES ON UNIT OR CONTAINER, OR REFER TO SERVICE MANUAL, YPE OF SAE 30 Œ TO70 F A1R TEMP. SEC lON IL UBRICANT SAE 20 BELOW 10 F AlR TEMP. 5. OVERHEAD TRIM PULLEYS-LUBRICATION MAY BE EXTENDED TO25DHOURS WHEN DUSTY CONDITIONS ARE AT A MINIMUM. gggggg; SPECIAL C MILH 5606 HYDRAULIC FLUID, PETROLEUM BASE 6. LUBRICATlDN POINTS-WIPE ALL LUBRlCATION POINTS CLEAN INSTRUCT10NS OF OLD GREASE, OiL, DIRT, ETC. BEFORE LUBRICATING. L DO NOT USE HYORAULIC FLUID WITH A CASTOR OIL OR ESTER O RIL G-23827 GREASE, AIRCRAFT ANDIN3TRUMENT, 7. INTERVALS BETWEEN OIL CHANGES CAN BE INCREASED AS BASE. GEAR AND ACTUATOR SCREW .MUli AS 10D% ON ENGit@S EQUIPPED WITH FULL FLOW (CAR. 2. DO NOT OVER LUBRICATE COEKPIT CONTROLS. es n^ TRIEGE TYPE) OlLFILTERS--PROVIDED THE ELEMENT IS RE- 3. DONOT APPLY .UBRICANT TO RUBBER PARTS. . A y E MIL G 3545 GREASE, AIRCRAFT, HIGH TEMPERATURE PLA ED EACH 50ti0URS OF OPERATION. ŒAM PA-20-14®W 4 680915 680915 38