V-Speeds Reference

at each side of the fuselage. There are also fore and aft attach- ments at the rear spar and at an auxiliary front spar. The wing airfoil section is a laminar flow type, NACA 652-415 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 650202 5 SECTION II THE PIPER CHEROKEE THE PIPER CHEROKEE ル SECTION II Optional toe brakes are available to supplement the standard hand lever and parking brake system. CONTROL SYSTEMS floor space ahead of the rear seat. LANDING GEAR The three landing gears use a Cleveland 600 x 6 wheel, the main wheels being provided with Cleveland single disc hydraulic brake assemblies, No. 30-55. All wheels use 600 x 6 four ply tires with tubes. The nose gear is steerable through a 30 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 mechan- ism also incorporates a hydraulic shimmy dampener. The oleo struts are of the air-oil type, with normal exten- sion being 3.25 inches for the nose gear and 4.50 inches for the main gear under normal static load (empty weight of airplane plus full fuel and oil). 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. 6 670615 Dual controls are provided as standard equipment, with a cable system used between the controls and the surfaces. The horizontal tail is of the all movable slab type, with an anti-servo tab which also acts as a longitudinal trim tab, actuated by a control on the cabin ceiling. 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 eliminate adverse yaw in turning maneuvers, and also reduces the amount of coordin- ation required in normal turns. The flaps are manually operated, balanced for light oper- ating 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 in- spection. The standard quantity of fuelis 36 gallons for the Cherokee 150 and 160 and 50 gallons for the Cherokee 180. To obtain the standard quantity of 36 gallons of fuel on the 150 and 160 fill the tanks only to the bottom of the filler neck indicator, which extends some distance into the tanks. To fill to the standard plus 7 SECTION II THE PIPER CHEROKEE reserve quantity of 50 gallons the tanks are filled completely to the top. This system allows the fuel quantity to be varied con- veniently according to the payload. An auxiliary electric fuel pump is provided for use in case of failure of the engine driven pump. The electric pump should be on for all take-offs and landings. The fuel strainer, which is 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. To drain the lines from the tanks, the tank selector 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 right side of the instrument panel. 8 ELECTRICAL SYSTEM The electrical system in- cludes a 12 volt alternator, battery, voltage regulator and master switch relay. The battery, regulator and relay are mounted in the battery compartment immed iately aft of the baggage com partment. Access for service or inspection is conveniently obtained through a removable 650901 THE PIPER CHEROKEE panel at lower right corner of the compartment. SECTION II Electrical switches, fuses and fuse spares are located on the lower left center of the instrument panel, and the left side of the instrument sub-panel. Standard electrical accessories include: Starter, Electric Fuel pump, Fuel Gauge, Stall Warning Indicator, Cigar Lighter and Ammeter. Navigation Lights, Anti-Collision Light, Landing Light, Instrument Lighting and the Cabin Dome Light are offered as optional accessories. Circuit provisions are made to handle optional commun- ications and navigational equipment. Installed on the Cherokees is the F.T.P. (full time power) electrical system. Derived from the system are many advantages both in operation and maintenance. The main advantage is, of course, full electrical power output regardless of engine R.P.M. This is a great improvement for radio and electrical equipment operation. Also because of the availability of generator out- put at all times, the battery will be charging for a greater percentage of use, which will greatly improve cold-morning starting. 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 the master switch) the ammeter will be indicating the amount of charging current demanded by the battery. As each item of electrical equipment is turned on, the current will in- crease 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 amperes for a fully charged battery, will appear continuously under these flight conditions. The amount of current shown on the ammeter will tell immediately whether the alternator system is operating normally, as the amount of current shown should equal the total amount of amperes being drawn by the equipment which is operating. If no output is indicated on the ammeter during flight, re- 680401 9 SECTION II THE PIPER CHEROKEE duce the electrical load by turning off all unnecessary elec- trical equipment. Check both 5 ampere field breaker and 60 ampere output breaker and reset if open. If neither circuit breaker is open, turn off the master switch for 30 seconds to reset the overvoltage relay. If ammeter continues to indicate no output, maintain minimum electrical load and terminate flight as soon as practical. 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 a- mount of heat desired can be regulated with the controls located on the lower 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 sections. A large adjustable outlet is located on the side of the cabin near the floor at each seat location CABIN FEATURES The instrument panel of the Cherokee is designed to ac- commodate the customary advanced flight instruments and all the normally required power plant instruments. The Artificial Horizon, Directional Gyro and some Turn and Bank instruments are vacuum operated through use of a vacuum pump installed on the engine. Later C Model Cherokees are equipped with electric Turn and Bank instruments. A natural separation of the flight group and the power group is provided by placing the commu- nications and radio navigational equipment in the center of the panel. The front seats are adjustable fore and aft for pilot com- fort and ease of entry and exit. 10 680401 Cherokee C Cabin Heat. Defroster, Fresh Air THE PIPER CHEROKEE SECTION II 650901 11 + ➜ Fresh Air ◊ Cabin Heat 1. Fresh Air Control 4. Defroster Air Outlet 2. Defroster Control 5. Fresh Air Intel 3. Heater Control 6. Cabin Exhaust Outlet 12 10 11 6 SECTION II THE PIPER CHEROKEE 55 C 16 15 14 (11) 13 5 GYRO MORIZON INDICATOR 9 TACHOMETER 14 9 GLIDE SLOPE INDICATOR RADIO ADF 0 ENGINE GAUGES 15 PIPER AUTOCONTROL TURN AND BANK INDICATOR ALTIMETER " VACUUM GAUGE 10 RATE OF CLIMB INDICATOR 8 RADIO MARK 12 2 RADIO OME 17 CLOCK 13 12 2 AIRSPEED INDICATOR DIRECTIONAL GYRO INDICATOR 3. STALL WARNING LIGHT COMPASS SECTION III OPERATING INSTRUCTIONS Preflight Starting Warm-up Ground Check Take-off. Climb. Stalls. Cruising. Approach and Landing. Ground Handling and Mooring. Weight and Balance . 790202 13 14 15 16 16 17 17 17 18 19 20 1 THE PIPER CHEROKEE SECTION III OPERATING INSTRUCTIONS SECTION III PREFLIGHT Inspect the airplane as follows: 1. a. Master switch "ON". b. Check fuel quantity indicators (two tanks). c. Master switch and ignition "OFF". 2. a. Check for external damage or operational inter- ference to the control surfaces, wings or fuselage. b. Check that there is no snow, ice or frost on the wings or control surfaces. 3. a. Check fuel supply visually and secure caps. b. Drain fuel tank sumps. c. Check to insure that the fuel system vents are open. 2 680401 13 SECTION III THE PIPER CHEROKEE 4. a. The landing gear shock struts are properly inflated. (Refer to Section V) b. The tires are satisfactorily inflated and not excessive- ly worn. 5. a. The cowling and inspection covers are secured. b. The windshield is clean and free of defects. C. d. e. f. The propeller is free of detrimental nicks. There are no obvious fuel or oil leads. The engine oil is at the proper level. Drain the fuel strainer with the fuel selector valve in left or right tank position. 6. a. The tow bar and control locks are detached and prop- erly stowed. 7. a. Upon entering the airplane, ascertain that all controls operate properly. b. Close and secure the cabin door. c. Check that required papers are in order and in the airplane. d. Fasten safety belts and shoulder harness. Check inertia reel. STARTING After completion of preflight inspection: 1. Lock the wheel brakes. 2. Set the carburetor heat control in the full "COLD" position. 3. Select the desired tank with the fuel valve. 4. Move the mixture to the full "RICH" position. 5. Open the throttle 1/8 to 1/4 inch. 6. Turn the electric fuel pump "ON". In cold weather (below 40 degrees F.) prime the engine with one to three full strokes of the priming pump. If extremely cold, starting will be aided by pulling the propeller through by hand (switch "OFF") four to five revolutions. If the temper- ature is above 40 degrees the engine may be primed by three or four short quick strokes of the throttle. After priming, turn the electric master switch on, engage the starter and allow the engine to turn approximately one full revolution, then turn the ignition switch to the "Left" magneto 14 730124 THE PIPER CHEROKEE position. SECTION HII When the engine is firing evenly, turn the magneto switch to the "Both" position and advance the throttle to 800 RPM. Check the oil pressure gauge for a pressure indication. If oil pressure is not indicated within thirty seconds, stop the engine and determine the trouble. If the engine fails to start at the first attempt, another attempt should be made without priming. If this fails, it is possible that the engine is overprimed. Turn the magneto switch off, open the throttle slowly, and rotate the engine approximately ten revolutions with the starter. Reprime the engine with one half the amount used in the initial attempt, turn the magneto switch to "Left", and repeat the starting procedure. If the engine again fails to start, refer to the Lycoming Operating Handbook, Section VII, Engine Troubles. WARM-UP As soon as the engine starts, the oil pressure should be checked. If no pressure is 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. Warm-up the engine at 800 to 1200 RPM. Take-off may be made as soon as ground check is com- pleted, providing that the throttle may be opened fully without back firing or skipping, and without reduction in engine oil pressure. 15 SECTION III THE PIPER CHEROKEE GROUND CHECK THE PIPER CHEROKEE SECTION III With the engine running at 2000 RPM, switch from both magnetos to only one and note the RPM loss; switch to the other magneto and again note the RPM loss. Drop off on either magneto should not exceed 125 RPM. Check vacuum gauge. Indicator should read 5" Hg ± .1" Hg at 2000 RPM. Check both the oil temperature and pressure. The temperature may be low for some time if the engine is being run for the first time of the day, but as long as the pressure is within limits the engine is ready for take-off. Carburetor heat should also be checked prior to take-off to be sure that the control is operating properly and to clear any ice which may have formed during taxiing. Avoid prolonged ground operation with carburetor heat ON as the air is unfiltered. Mixture should be set full rich, except a minimum amount of leaning is permitted for smooth engine operation when taking off at high elevation. TAKE-OFF Just before take-off the following items should be checked: 1. Controls 2. Flaps "UP" 3. Tab set 4. Mixture "RICH" 5. Carburetor heat "OFF" 6. Fuel on proper tank 7. Electric fuel pump "ON" 8. Engine gauges normal 9. Door latched 10. Altimeter set 11. Safety belts/shoulder harness - fastened 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 airplane to accelerate to 50 to 60 miles per hour, then ease back on the wheel enough to let the airplane fly itself off the ground. Premature 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. To shorten take-off distance, flaps extended up to 25° may be used. 16 790202 CLIMB The best rate of climb at gross weight will be obtained at 85 miles per hour. The best angle of climb may be obtained at 74 miles per hour. At lighter than gross weight these speeds are reduced somewhat. For climbing enroute a speed of 100 miles per hour is recommended. This will produce better for- ward speed and increased visibility over the nose during the climb. STALLS The gross weight stalling speed of the Cherokee with power off and full flaps is 54 MPH on the 150, 55 MPH on the 160 and 57 MPH on the Cherokee 180. This speed is increased 9 miles per hour with the flaps up. Stall speeds at lower weights will be correspondingly less. CRUISING The cruising speed of the Cherokee is determined by many factors including power setting, altitude, temperature, loading, and equipment installed 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 IV" of this handbook. Use of the mixture control in cruising flight reduces fuel consumption significantly, especially at higher altitudes, and reduces lead deposits when the alternate fuels are used. The mixture should be leaned 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. Always enrich the mixture before increasing power settings. 790202 17 SECTION III THE PIPER CHEROKEE THE PIPER CHEROKEE SECTION III The continuous use of carburetor heat during cruising flight decreases engine efficiency. Unless icing conditions in the car- buretor are severe, do not cruise with the heat on. Apply full carburetor heat slowly and only for a few seconds at intervals determined by icing severity. 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 should be used for one hour after take-off, then the other tank used for two hours, then return to the first tank, which will have approximately one and one half hour of fuel remaining if the tanks were full plus re- serve at take-off. The second tank will contain approximately one half hour of fuel. APPROACH AND LANDING Landing check list: 1. Fuel on proper tank 4. Flaps set 2. Mixture rich 5. Fasten belts/harness 3. Elec. fuel pump on Normally the best technique for short and slow landings is to use full flap and enough power to maintain the desired air- speed and approach flight path. Mixture should be full rich, fuel on the fullest tank, carburetor heat off, and electric fuel pump on. Reduce the speed during the flareout and contact the ground close to the stalling speed (50 to 60 MPH). After ground contact hold the nose wheel off, as long as possible. Astheair- 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 air- craft weight on the main wheels. In high wind conditions, par- ticularly in strong cross winds, it may be desirable to approach the ground at higher than normal speeds, with partial or no flaps. To stop the engine, after landing and when clear of the runway, pull the mixture control full out to idle cut-off. When using alternate fuels, the engine should be run up to 1200 R.P.M. for one minute prior to shutdown to clean out any unburned fuel. After the engine stops, turn the ignition and master switches off, and retract the flaps. The airplane should be trimmed to an approach speed of about 85 miles per hour, with flaps up. The flaps can be low- ered at speeds up to 115 miles per hour, 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 indi- cation of carburetor icing, since the use of carburetor heat causes a reduction in power which may be critical in case of a go-around. Full throttle operation with 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 accord- ing to the landing surface, and existing conditions both wind- wise and loadwise. It is generally good practice to contact the ground at the minimum possible safe speed consistent with ex- isting conditions. GROUND HANDLING AND MOORING The Cherokee should be moved on the ground with the aid of the nose wheel tow bar provided with each plane and secured in the baggage compartment. Tie downs may be secured to rings provided under each wing, and to the tail skid. The aileron and stabilator controls should be secured by looping the safety belt through the control wheel, and pulling it tight. The rudder is held in position by its connections to the nose wheel steering, and normally does not have to be secured. The flaps are lock- ed when in the full up position, and should be left retracted. 18 730124 790202 19 SECTION III THE PIPER CHEROKEE WEIGHT AND BALANCE It is the responsibility of the owner and pilot to determine that the airplane remains within the allowable weight vs center of gravity envelope while in flight. For weight and balance data see the Airplane Flight Manual and Weight and Balance Form supplied with each airplane. SECTION IV PERFORMANCE CHARTS Take-off Distance vs Density Altitude Rate of Climb vs Density Altitude True Airspeed and RPM vs Density Altitude, PA-28-150-160 1 20 20 790202 21 22 22 23 Range vs Density Altitude, PA-28-150-160 24 True Airspeed and RPM vs Density Altitude, PA-28-180 25 Range vs Density Altitude, PA-28-180 26 Landing Distance vs Density Altitude 26a Altitude Conversion Chart 26b 730124