CHEROKEE 180 E OWNER'S HANDBOOK

pump, and a dry, automotive type carburetor air filter. The exhaust system is of the cross-over type to reduce back pressure and improve performance. It is made entirely from stain- less steel and is equipped with dual mufflers. A heater shroud around the mufflers is provided to supply heat for the cabin and windshield defrosting. The Sensenich M76EMMS60 fixed-pitch propeller is made from a one-piece alloy forging. STRUCTURES All structures are of aluminum alloy construction and are designed to ultimate load factors well in excess of normal re- quirements. All exterior surfaces are primed with etching primer and painted with acrylic enamel. The wings are attached to each side of the fuselage by in- serting the butt ends of the respective main spars into a spar box carry-through which is an integral part of the fuselage structure, providing in effect a continuous main spar with splices at each side of the fuselage. There are also fore and aft attachments at 691015 5 SECTION II CHEROKEE " E " the rear spar and at an auxiliary front spar. The wing airfoil section is a laminar flow type, NACA659- 415 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. LANDING GEAR The three landing gears use a Cleveland 6.00 x 6 wheel, the main wheels being provided with Cleveland single disc hydraulic brake assemblies, No. 30-55. All wheels use 6.00 x 6 four ply tires with tubes. The nose gear is steerable through a 44 degree arc by use of the rudder pedals. A spring device is incorporated in the rudder pedal torque tube assembly to aid in rudder centering and to provide rudder trim. The nose gear steering mechanism also in- corporates a hydraulic shimmy dampener. The three struts are of the air-oil type, with the normal extension being 3.25 inches for the nose gear and 4.50 inches for the main gear. The standard brake system for the Cherokee consists of a hand lever and master cylinder which is located below and behind the left center of the instrument sub-panel. The brake fluid reservoir is installed on the top left front face of the firewall. The parking brake is incorporated in the master cylinder and is actuated by pulling back on the brake lever, depressing the knob attached to the handle and releasing the brake lever. To release the parking brake, pull back on the lever to disengage the catch mechanism and allow the handle to swing forward. Optional toe brakes are available to supplement the standard hand lever and parking brake system. 691015 6 CHEROKEE " E " SECTION II CONTROL SYSTEMS Dual controls are provided as standard equipment with a cable system used between the controls and the surfaces. The horizontal tail is of the Flying Tail type (stabilator), with a trim tab mounted on the trailing edge of the stabilator to reduce the control system forces. This tab is actuated by a control wheel on the floor between the front seats. The stabilator provides extra stability and controllability with less size, drag and weight than conventional tail surfaces. The ailerons are provided with a differential action which tends to reduce adverse yaw in turning maneuvers, and which also reduces the amount of coordination required in normal turns. A rudder trim adjustment is mounted on the right side of the pedestal below the throttle quadrant and permits directional trim as needed in flight. The flaps are manually operated, balanced for light operating forces and spring-loaded to return to the up position. A past- center lock incorporated in the actuating linkage holds the flap when it is in the up position so that it may be used as a step on the right 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 a step. The flaps have three extended positions: 10, 25 and 40 degrees. FUEL SYSTEM Fuel is stored in two twenty-five gallon tanks which are secured to the leading edge structure of each wing by screws and nut plates. This allows easy removal for service or inspection. An auxiliary electric fuel pump is provided in case of failure of the engine-driven pump. The electric pump should be on for all take-offs and landings, and when switching tanks. The pump switch is located in the switch panel above the throttle quadrant. Each tank has an individual quick drain located at the bottom, inboard rear corner, and should be drained to check for 691015 7 SECTION II CHEROKEE " E " 691015 8 CARBURETOR VENT FUEL PRESSURE GAUGE FUEL QUANTITY GAUGES VENT DRAIN ELECTRIC FUEL PUMP VENT ENGINE FUEL PUMP PRIMER GASCOLATOR FUEL SELECTOR VALVE LEFT TANK DRAIN DRAIN RIGHT TANK FUEL SYSTEM SCHEMATIC CHEROKEE " E " SECTION II water before each flight. The fuel strainer, which is also equipped with a quick drain, is located on the front lower left corner of the firewall. This strainer should be drained regularly to check for water or sediment accumulation. Fuel quantity and pressure are indicated on gauges located in a cluster on the left side of the instrument panel. ELECTRICAL SYSTEM The electrical system includes a 14 volt, 60 amp alternator, battery, voltage regulator, overvoltage relay and master switch relay. The battery is mounted in a stainless steel box imme- diately aft of the baggage compartment. The regulator and over- voltage relay are located on the forward left side of the fuselage behind the instrument panel. Electrical switches are located on the right center instru- ment panel, and the circuit breakers are located on the lower right instrument panel. A rheostat-switch on the left side of the switch panel controls the navigation lights and the dome instru- ment light. It also dims the dome light. The similar switch on the right side controls and dims the panel lights. Circuit Breaker Panel 753 806 740118 SECTION II CHEROKEE " E " Standard accessories include a starter, electric fuel pump, stall warning indicator, cigar lighter,fuel gauge and ammeter. The navigation lights, anti-collision light, landing light, instrument lighting and cabin dome light are optional. Circuits will handle an entire complement of communications and navigational equip- ment. The alternator system offers many advantages over the gen- erator system both in operation and maintenance. The main ad- vantage is full electrical power output at lower engine RPM. This is a great improvement for radio and electrical equipment operation. Since the alternator output is available at all times, the battery will be charging for a greater percentage of use. This will make cold-morning starting easier. The words "master switch" used hereafter in this manual indicate both sides of the switch, battery side "BAT" and alter- nator side "ALT" are to be depressed simultaneously to Off or On as directed. Unlike previous generator systems, the ammeter does not indicate battery discharge; rather it displays in amperes the load placed on the alternator. With all electrical equipment off (except master switch) the ammeter will be indicating the amount of charging current demanded by the battery. As each item of elec- trical equipment is turned on, the current will increase to a total appearing on the ammeter. This total includes the battery. The maximum continuous load for night flight, with radios on, is about 30 amperes. This 30 ampere value, plus approximately two am- peres for a fully charged battery, will appear continuously under these flight conditions. The amount of current shown on the ammeter will tell immediately if the alternator system is operating normally, as the amount of current shown should equal the total amperage drawn by the equipment which is operating. If no output is indicated on the ammeter during flight, reduce the electrical load by turning off all unnecessary electrical equip- ment. Check both 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 1 second to reset the overvoltage 10 753 806 740118 CHEROKEE " E " SECTION II 691015 11 ELECTRICAL SYSTEM SECTION II CHEROKEE "E" 12 691212 HEATING AND VENTILATING SYSTEM Cherokee Cabin Heat, Defroster, Fresh Air CHEROKEE " E " SECTION II relay. If ammeter continues to indicate no output, maintain mini- mum electrical load and 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. HEATING AND VENTILATING SYSTEM Heat for the cabin interior and the defroster system is pro- vided by a heater muff attached to the exhaust system. The amount of heat desired can be regulated with the controls located on the far right side of the instrument panel. Fresh air inlets are located in the leading edge of the wing at the intersection of the tapered and straight s e c t i o n s . 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 outlet located below the rear seat. CABIN FEATURES The instrument panel of the Cherokee is designed to ac- commodate the customary advanced flight instruments and the normally required power plant instruments. The Artifical 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. Above the Attitude Gyro are two lights which indicate high or low vacuum. A natural separa- tion of the flight group and the power group is provided by placing the flight group in the upper instrument panel and the power group in the center and lower instrument panels. The cabin interior includes a pilot storm window, two sun visors, ash trays, two map pockets, and pockets on the backs of each front seat. The front seats are adjustable fore and aft for pilot-passenger comfort and e a s e of entry and exit. Arm rests are also provided for the front s e a t s . The 24 cubic foot baggage area may be reached from the cabin or through a large 20 x 22 inch outside door. 691212 13 691212 14 CHEROKEE " E " SECTION II NOTES 691015 15 SECTION III OPERATING INSTRUCTIONS Preflight 16 Starting Engine 17 Warm-Up and Ground Check 19 Take-Off 19 Climb 20 Stalls 20 Cruising 21 Approach and Landing 22 Stopping Engine 23 Engine Power Loss 23 Mooring 24 Weight and Balance 24 Operating Tips 24 691015 CHEROKEE " E " SECTION III SECTION III OPERATING INSTRUCTIONS PREFLIGHT 1. Master switch and ignition OFF. 2. a. Check for external damage and operational interfer- ence of control surfaces or hinges. b. Insure that wings and control surfaces are free of snow, ice or frost. 3. a. Visually check fuel supply and secure caps. 691015 16 b. Drain fuel tank sumps (two). c. Drain fuel system sump (left side of aircraft). d. Check that fuel system vents are open. e. Check main landing gear shock struts for proper in- flation (approximately 4.50 inches showing). f . Check tires for cuts, wear and proper inflation. 4. a. Check windshield for cleanliness. b. Check propeller and spinner for defects or nicks. c. Check for obvious fuel or oil leaks. d. Check oil level (insure dipstick is properly seated). e. Check cowling and inspection covers for security, f . Check nose wheel tire for inflation and wear. g. Check nose gear shock strut for proper inflation (approximately 3.25 inches showing). h. Check for foreign matter in air inlet. 5. a. Stow tow-bar and control locks if used. b. Check baggage for storage and security. c. Close and secure the baggage compartment door. 6. a. Upon entering airplane remove and stow control column lock pin in side pocket. Check that all primary flight controls operate properly. b. Close and secure cabin door. c. Check that required papers are in order and in the airplane. d. Fasten safety belts. STARTING ENGINE 1. Set parking brake ON. 2. Set the carburetor heat control in the full COLD position. 3. Select the desired tank with fuel selector valve. Starting Engine When Cold: 1. Open throttle approximately 1/4 inch. 2. Turn the master switch ON. 3. Turn the electric fuel pump ON. 4. Move the mixture control to FULL RICH. 17 753 806 740118 CHEROKEE " E " SECTION III CHEROKEE " E " SECTION 5. Engage the starter by rotating magneto switch clockwise and pressing in. 6. When the engine fires, advance throttle to desired setting. If the engine does not fire within five to ten seconds, disengage starter and prime with one to three strokes of the priming pump. Repeat the starting procedure. Starting Engine When Hot: 1. Open the throttle approximately 1/2 inch. 2. Turn the master switch ON. 3. Turn the electric fuel pump ON. 4. Put mixture control in IDLE CUT-OFF. 5. Engage the starter by rotating magneto switch clockwise and pressing in. When the engine fires, advance the mixture control and move the throttle to desired setting. Starting Engine When Flooded: 1. Open the throttle full. 2. Turn the master switch ON. 3. Turn the electric fuel pump OFF. 4. Put mixture control in IDLE CUT-OFF. 5. Engage the starter by rotating magneto switch clockwise and pressing in. When the engine fires, advance the mixture control and retard the throttle. 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 take a few seconds longer to get an oil pressure indication. If the engine has failed to start, refer to the "Lycoming Operating Handbook, Engine Troubles and Their Remedies." Starter manufacturers recommend that cranking periods be limited to thirty seconds with a two minute rest between cranking periods. Longer cranking periods will shorten the life of the starter. 691015 18 SECTION V PERFORMANCE CHARTS Altitude Conversion Chart 36 Takeoff Distance vs Density Altitude 37 Rate of Climb vs Density Altitude 38 Range vs Density Altitude 39 True Airspeed and RPM vs Density Altitude 40 Landing Distance vs Density Altitude 41 Power Setting Table 42 753 806 740118 CHEROKEE " E " SECTION III The take-off technique is conventional for the Cherokee. The tab should be set slightly aft of neutral, with the exact setting determined by the loading of the aircraft. Allow the air- plane to accelerate to 50 to 60 MPH, then ease back on the wheel enough to let the airplane fly itself off the ground. Pre- mature raising of the nose, or raising it to an excessive angle will result in a delayed take-off. After take-off let the aircraft accelerate to the desired climb speed by lowering the nose slightly. Take-offs are normally made with flaps up. However, for short field take-offs, and for take-offs under difficult conditions such as deep grass or on a soft surface, distances can be re- duced appreciably by lowering flaps to 25°. CLIMB The best rate of climb at gross weight will be obtained at 85 MPH. The best angle of climb may be obtained at 74 MPH. At lighter than gross weight these speeds are reduced somewhat. For climbing en route a speed of 100 MPH is recommended. This will produce better forward speed and increased visibility over the nose during the climb. STALLS All controls are effective at speeds down through the stalling speed, and stalls are gentle and easily controlled. Stall speed chart on following page is at gross weight. Stall speeds at lower weights will be correspondingly less. 691015 20 SECTION III CHEROKEE " E " Angle of Bank 0° 20° 40° 60° Flaps 40° 57 MPH 59 MPH 65 MPH 81 MPH Flaps Retracted 67 MPH 69 MPH 77 MPH 95 MPH CRUISING The cruising speed is determined by many factors including power setting, altitude, temperature, loading and equipment in- stalled on the airplane. The normal cruising power is 75% of the rated horsepower of the engine. True airspeeds which may be obtained at various altitudes and power settings can be determined from the charts in Section V of this handbook . Use of the mixture control in cruising flight reduces fuel consumption significantly, especially at higher altitudes. The mixture should be leaned during cruising operation above 5000 feet altitude and at pilot's discretion at lower altitudes when 75% power or less is being used. If any doubt exists as to the amount of power being used, the mixture should be in the FULL RICH position for all operations under 5000 feet. To lean the mixture, pull the mixture control until the engine becomes rough, indicating that the lean mixture limit has been reached in the leaner cylinders. Then enrich the mixture by pushing the control towards the instrument panel until engine operation becomes smooth. The fuel flow meter will give a close approximation of the fuel being consumed. If the airplane is equipped with the optional exhaust gas 691015 21 STALL SPEED TABLE Power Off - Gross Weight 2400 lbs. CHEROKEE " E " SECTION III temperature (EGT) gauge, a more accurate means of leaning is available to the pilot. For best power mixture, lean the mixture until the peak EGT is reached, then enrich the mixture until the temperature drops a minimum of 25° F. For best economy mixture, lean until the peak EGT is reached and continue to lean until the temperature drops a minimum of 25° F. Do not lean above 75% power. In order to keep the airplane in best lateral trim during cruising flight, the fuel should be used alternately from each tank. It is recommended that one tank be used for one hour after take-off, then the other tank be used for two hours, then return to the first tank, which will have approximately one and one half hours of fuel remaining if the tanks were full at take-off. The second tank will contain approximately one half hour of fuel. Do not run tanks completely dry in flight. APPROACH AND LANDING Before landing check list: 1. Fuel - on proper tank 2. Electric fuel pump - ON 3. Mixture - set 4. Flaps - set (115 MPH MAX) 5. Seat belts - fastened The airplane should be trimmed to an approach speed of about 85 MPH with flaps up. The flaps can be lowered at speeds up to 115 MPH, if desired, and the approach speed reduced 3 MPH for each additional notch of flaps. Carburetor heat should not be applied unless there is an indication of carburetor icing, since the use of carburetor heat causes a reduction in power which may be critical in case of a go-around. Full throttle op- eration with heat on is likely to cause detonation. The amount of flap used during landings and the speed of the aircraft at contact with the runway should be varied according to the landing surface and conditions of wind and airplane loading. 753 806 22 740118 SECTION III CHEROKEE " E " It is generally good practice to contact the ground at minimum possible safe speed consistent with existing conditions. Normally, the best technique for short and slow landings is to use full flap and enough power to maintain the desired airspeed and approach flight path. Reduce the airspeed during flare out and contact the ground close to stalling speed. After ground contact hold the nose wheel off as long as possible. As the air- plane slows down, drop the nose and apply the brakes. There will be less chance of skidding the tires if the flaps are retracted before applying the brakes. Braking is most effective when back pressure is applied to the control wheel, putting most of the airplane weight on the main wheels. In high wind conditions, particularly in strong crosswinds, it may be desirable to approach the ground at higher than normal speeds with partial or no flaps. STOPPING ENGINE 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 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 stopping. Then the magneto and master switches should be turned off and the parking brake set. ENGINE POWER LOSS The most common cause of engine power loss is mismanage- ment of the fuel. Therefore, the first step to take after engine 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 is no apparent reason for the engine to stop on the tank being used. 23 691015