Piper Cherokee Owner's Handbook

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 eachside of the fuselage. Thereare also foreand aftattach- 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 5 650202 SECTIONII THE PIPER CHEROKEE floor space ahead of the rear seat. LANDING GEAR The three landinggears 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 theair-oil type, with normal exten- sion being 3.25 inchesfor the nosegear and4.50 inchesfor 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 brakeis incorporatedin themastercylinder and is actuated by pulling backon thebrake lever, depressingtheknob attached to the handle and releasing the brake lever. To release the parking brake, pull backon the lever todisengage the catch mechanism and allow the handle to swing forward. 6 670615 THE PIPER CHEROKEE SECTIONII Optional toe brakes are available to supplement the standard hand lever and parking brake system. CONTROL SYSTEMS Dual controls are provided as standard equipment, with a cable system used between the controls and the surfaces. The horizontaltail isof theall movable slab type, withananti-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 amountof 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-centerlockincorporated 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 quantityof fuelis 36gallons for theCherokee 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 epgine driven pump. The electric pump should be on foralltake-offsandlandings, 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 pressureare indicated ongauges located in the engine gauge cluster on the right side of the instrument panel. ELECTRICAL SYSTEM Theelectricalsystemin- cludes a 12 volt alternator, battery, voltage regulator and master switch relay. The battery, regulator and relay are mounted in the battery compartment imme iately aftof the baggage com- partnient. Access for service otinspection is conveniently obtained through a removable 8 65090 l THE PIPER CHEROKEE SECTIONII panel at lower right corner of the compartment. 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 Cauge, Stall WarningIndicator, 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 placedon the alternator. With all electrical equipmentoff (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 totalappearing 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 ammeterwill tellimmediately 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 onthe ammeter during flight, re- 680401 9 SECTIONII 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 thecabininterior and thedefrostersystemis 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 intersectionof the tapered and straight sections. A large adjustable outlet is located onthe 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 vacuumoperated through useof a vacuumpumpinstalled 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 THE PIPER CHEROKEE SECTIONII -i & 2 650901 11 l 2 3 4 5 6 7 8 9 10 11 17 16 15 14 13 12 13. PIPER AUTOCONTROL 1. COMPASS 5. GYRO HORIZON INDICATOR 9. TACHOMETER 14. TURN AND BANK INDICATOR 2. AIRSPEED INDICATOR 6. GLIDE SLOPE INDICATOR 10. ENGINE GAUGES 15. ALTIMETER 3. DIRECTIONAL GYRO INDICATOR 7. RADIO ADF 11, VACUUM GAUGE 16. RATE OF CLIMB INDICATOR 4. STALL WARNING LlGHT 8. RADIO MARK 12 12. RADIO DME 17 CLOCK SECTION III OPERATING INSTRUCTIONS Preflight.............. 13 Starting.............. 14 Warm-up ............. 15 Ground Check . . . . . . . . . . . . 16 Take-off.............. 16 Climb............... 17 Stalls............... 17 Cruising.............. 17 Approach and Landing . . . . . . . . . 18 Ground Handling and Mooring . . . . . . 19 Weight and Balance . . . . . . . . . . 20 790202 THE PIPER CHEROKEE SECTIONIII SECTION III OPERATING INSTRUCTIONS 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. 6 680401 13 SECTIONIII 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. The propeller is free of detrimental nicks. d. There are no obvious fuel or oil leads. e. The engine oil is at the proper level, f. Drain the fuel strainer with the fuel selector valve in left or right tank position. 6. a. The tow-bar andcontrol locks are detached and prop- erly stowed. 7. a. Upon entering theairplane, ascertain that allcontrols 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 recL 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 SECTIONIII position. 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 SECTIONIII THE PIPER CHEROKEE GROUND CHECK 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 6. Fuel on proper tank 2. Flaps "UP" 7. Electric fucI pump "ON" 3. Tab set 8. Engine gauges normal 4. Mixture "RICH" 9. Door latched 5. Carburetor heat "OFF" 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 takeoff distance, flaps extended up to 25° may be used. 16 790202 THE PIPER CHEROKEE SECTIONIII 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 willproduce 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 normalcrtdsing power is75% of the rated horsepower of the engine. True airspeeds whichmaybeobtained at various altitudes and power settingscan be determined fromthe 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 continuous use of carburetor heat during cruising flight decreases engine efficiency. Unlessicingconditionsin 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 theother tankused fortwo 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 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 atcontact with therunwayshould bevaried 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. 18 730124 THE PIPER CHEROKEE SECTION III 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 thenosewheel 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- ticularlyin strong cross winds, it may bedesirabletoapproach 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. 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 thebaggagecompartment. Tie downs may be securedto rings provided under each wing, and tothe 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. 790202 19 SECTIONIII 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 gravityenvelope while in flight. For weightand balance data see the Airplane Flight Manual and Weight and Balance Form supplied with each airplane. 20 790202 SECTION IV PERFORMANCE CHARTS Take-off Distance vs Density Altitude . . . . . . . . . . . . . . 21 Rate of Climb vs Density Altitude . . . . . . . . . . . . . . . . 22 True Airspeed and RPM vs Density Altitude, PA-28-150-160 ....................... 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 THE PIPER CHEROKEE SECTIONIV PIPER CHEROKEE C PA-28-150-160 -180 5 SS100tl Yd 1 5 00 00 i Yd laas 'aanilllV A1|SN30 730124 21 SECTIONIV THE PIPER CHEROKEE PIPER CHEROKEE C PA-28-150-160 -180 illilill RATE OF CLIMB I isooo VS DENSITY ALTITUDE ---- PA-28-15O 2150 LBS GROSS WT ---- PA-28-160 2200 LBS GROSS WT ------ PA-28-l80 2400 LBS GROSSWT 14000 - ur LL 12000 10000 sooo - 6000 4000 2000 O 400 600 800 1000 OF CLIMB , FT PER MINUTE 22 730124 TRUE AIRSPEED AND RPM l2ooo VS o DENSITY ALTITUDE 10000 MIXTURE LEANED TO MAX. RPM GROSS WEIGHT 2200 LBS I. ENTER WINOTR M AND 8000 ALTITUDE , AND ESTABLISH POINT A. THIS GIVES PERCENT OF POWER. 2.READ HORIZONTALLY TO POINT B AT THE SAME m 6000 TITUDER AND PERCENT 3.READ VERTICALLY DOWN 4000 CE AIRSPEED , 2000 NOTE - FOR PA-28-150 (GRoss WT, 2150 LBS.) DEDU T 2MPH N N N N N N 110 115 120 125 130 135 140 omomo ooooo ENGINE , R. P. M. TRUE AlRSPEED, MPH SECTIONIV THE PIPER CHEROKEE PIPER CHEROKEE C PA-28-150 -160 Illlll ll l RANGE - icooo --- VS - ------ DENSITY ALTITUDE - 16000 ----- GROSS WEIGHT 2200 LBS MIXTURE LEANED NOTE - 14000 --- FOR PA-28-150(GROSS WT. 2150LBS) DEDUCT 2 % 12000 oooo BOOO 6000 4000 I 2000 o 500 550 600 650 700 750 800 RANGE, MILES 24 730124 TRUE AIRSPEED AND RPM VS 12000 DENSITY ALTITUDE MIXTURE LEANED TO MAX. RPM 10000 PROSS WEIGHT 2400 LBS NOTE - ENTER wfTH RPM AND ALTITUDE,AND ESTABLSH POINT A. THIS GIV€S 400 PERCENT OF POWER. m / / / 2.READ HORIZONTALLY TO POINT B AT THE SAME ALTITUDE 2000 AND PERCENT OF POWER . ' ll /2O 125 130 135 140 i45 150 o oooo o < ENGINE,RPM TRUE AIRSPEED, MPH SECTIONIV THE PIPER CHEROKEE PIPER CHEROKEE C PA-28 -ISO RANGE VS DENSITY ALTITUDE GROSS WEIGHT, 2400 LBS. 50 GAL. FUEL- FULL TANKS MIXTURE LEANED 12000 LU LU LL , iGCOO LU sooo - 6000 4000 -- 2000 -r - - - 4 -- -- - 2 - 700 725 750 775 BOO 825 RANGE , MILES 26 730124 THE PIPER CHEROKEE SECTIONIV PIPER CHEROKEEC PA-28-150 -l60 -180 LANDING DISTANCE' ' - VS DENSITY ALTITUDE ¯¯ RIPS 40° POWER OFF PAVED LEVEL DRY RUNWAY NC WIND MAXIMUM BRAKING SHORT FIELD EFF RT ---- PA-28-ISO 2150 LBS GROSS WT -- PA-28 -160 2200 LBS GROSS WT - PA-28 -16O 2400 Ll S GROSS WT 7000 - - 6000 5000 4000 - aooo 2000 1000 o - 200 400 600 800 1000 1200 1400 LANDINGDISTANCE, FEET 730124 26a SECTIONIV THE PIPER CHEROKEE PIPER CHEROKEE C PA-28-150-160 -180 Illllllll! Alilli뮌 C©WW@Ð$3©W CMABY THISCHART SHOULDBEUSEDTO DETERMINE DENSITY ALTITUDE FROMEXISTING TEMPERATURE ANDPRESSURE ALTITUDE CONDITIONS FORUSEWITHPERFORMANCE CHARTS. 24000 20000 STD. TEMP 18000 12000 8000 4000 SL - -40 -20 0 20 40 SO 80 100 TEMPERATURE - °F 26b 680401 SECTION V GENERAL MAINTENANCE Tire Inflation ................ ................ 27 Battery Service............... ............. 27 Brake Service ............... ............. 27 Landing Gear Service .......................... 28 Fuel Requirements............................. 30 Oil Requirements ............... .............. 31 Care of Air Filter............... ............. 32 Care of Windshield and Windows ............... 32 Serial Number Plate ........................... 32 Leveling and Rigging .......................... 34 790202 THE PIPER CHEROKEE SECTIONV SECTION V CENERAL MAINTENANCE TIRE INFLATION For maximum service from the tires on the Cherokee, keep the tires inflated to the proper pressure of 24 pounds for the main gear, and 24 pounds for the nose wheel. Interchange the tires on the main wheels ifnecessary toproduceevenwear. All wheels and tires are balanced before original installation, and the relationship of the tire, tube and wheel should be maintained if at all possible. Out of balance wheels can cause extreme vibration on take-off. In the installation of new components, it may be necessary to rebalance the wheel with the tires mounted. BATTERY SERVICE Access to the 12 volt battery is through the right rear baggage compartment panel. The stainless steel box has a plastic drain tube which is normally closed off with a clamp and which should be opened occasionally to drain off any accum- ulation of liquid. The battery should be checked for proper fluid level, but must not be filled above the baffle plates. A hydro- meter check should be performed to determine the percent of charge present in the battery. If the battery is discharged, charge it before take-off as three volts are needed to excite the alternator. Recharge start- ing at a 4 amp rate and finishing with a 2 amp rate. Quick charges are not recommended. BRAKE SERVICE The brake system is filled with MIL-H-5606 (petroleum base) hydraulic brake fluid. This should be checked at every 100 hour inspection 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 680401 27 SECTIONV THE PIPER CHEROKEE be donesbyfilling with the fluidunder pressure, from the brake end of the system. This will eliminate air from the system as it is being filled. No adjustment of brake clearances is necessary on the Cherokee brakes. If after extended service the brake blocks become worn excessively, they are easily replaced with new segments. LANDING GEAR SERVICE 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 demounted from the wheels by first deflating the tire, then 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 3.25inches for the nose gear and 4.50 inches for 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 air to escape from the strut housing chamber. Reinove the fil- ler 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. 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 (MIL-H-5606). Fully compress and extend the strut several times thus drawing fluid from the container and expelling air from the strut chamber. To allow fluid to enter the bottom chamber of the maingearstruthousing, the torque link assem- bly must bedisconnected tolet thestrut beextended aminimum of 10 inches. (The nose gear torque links need not be discon- nected.) Do not allow the strut to extend more than 12 inches. 28 670615 Cherokee C Fuel System PA-28-150. PA-28-160. PA-28-180 4 1. Fuel Strainer 5. Electric Fuel Pump 2. Fuel Selector 6. Engine Primer 3. Engine Driven Pump 7. Fuel Pressure Gouge 4. Corburetor 8. Finger Strain•r SECTION V THE PIPER CHEROKEE When air bubbles cease to flow through the hose, compress the strut fully and again check fluid level. Reinstall the valve core and filler plug, and the main gear torque links, if disconnected. With fluid in the strut housing at the correct level, attach a strut pump to the air valve and with the airplane on the ground, inflate the oleo strut to the correct height. In jackingthe Cherokee for landing gear or other service, a jack kit (available through Piper Dealers or Distributors) should be used. This kit consists of two hydraulic jacksand a tail stand. At least 250 pounds of ballast should be placed on the base of the tail stand before jacking up the airplane. The hydraulic jacks should be placed under the jack points on the bottom of the wing and the airplane jacked up until the tail skid is at the right height to attach the tail stand. After attaching the tail stand, and adding the ballast, the jackingmay be continued until the aircraft is at the height desired. FUEL REQUIREMENTS The minimum aviation grade fuel is 80/87 for the PA-28-150 and 91/96 for the PA-28-160 and 180. Since the use of lower grades can cause serious engine damage in a short period of time, the engine warranty is invalidated by the use of lower octanes. Whenever 80/87 is not available, the lowest lead 100 grade should be used. (See Fuel Grade Comparison Chart, next page.) Refer to the latest issue of Lycoming Service Instruction No. 1070 for additional information. 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. 30 790202 THE PIPER CHEROKEE SECTION V A summary of the current grades as well as the previous fuel designations are shown in the following chart: FUEL GRADE COMPARISON CilART Current Military Previous Commercial Current Commercial Fuel Grades (MIL G.5572F.) Fuel Grades (ASTM 0910) Fact Grades (ASTM-D910-75) Amendment No. 3 Max, TEI. Max. TEI. Max. TEL Grade Color ml/U.S. gal. Grade Color ml/U.S. gal. Grade Color rul/U.S. gal. 80/87 red 0.5 80 red 0.5 80/87 red 0.5 91/98 bloc 2.0 *1001.L bloc 2.0 nonc none none 100/130 green 3.0 Ifwl green **3.0 MHill30 green "3.0 115/115 purple 4.(. none none none i 115/145 purple 4.fr * - Grade 1001.1. fuel in sonic over seas countries is currently colored green and designated as "100L." '- Commercial fuel grade 100 and grade 100/130 (both of which are colored green) having TEl. content of up to 4 ml/U.S. gallon are approved for use in all engines certificated for use with grade 100/130 fuel. OIL REQUIREMENTS The oil capacity of the 0-320 series engine is 8 quarts, and the minimum safe quantity is 2 quarts. The O-540 holds 12 quarts and the minimum safe quantity is 3 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 fuel 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 procedures. The following grades are recommended for the specified temperatures: Average Ambient Single Multi-Viscosity Air Temperature Viscosity Grades For Starting Grade Above 60°F SAE 50 SAE 40 or SAE 50 30° to 90° F SAE 40 SAE 40 0° to 70°F SAE 30 SAE 40 or 20W-30 Below 10°F SAE 20 SAE 20W-30 790202 31 SECTIONV THE PIPER ClfEROKEE I Either mineral oil or ashless-dispersant oil may be used, but the two types of oil may never be mixed. CARE OF AIR FILTER The carburetor air filter must be cleaned at least once every fifty hours. Under extremely adverse conditions of op- eration it may benecessary toclean the filter daily. Extra fil- ters are inexpensive and a spare should be kept on hand and used as a rapid replacement. The filter manufacturer recommends that the filter be tap- ped gently to remove dirt particles. Do not blow out with com- pressed air. CARE OF WINDSHIELD AND WINDOWS A certain amount of care is needed to keep the plexiglas windows clean and unmarred. The following procedure is rec- ommended: 1. Flush with clean water and dislodge excess dirt, mud, etc., with your hand. 2. Wash with mild soap and water. Use a soft cloth or sponge, do not rub. 3. Remove oil, grease or sealing compounds with a soft cloth and kerosene. 4. After cleaning, apply a thin coat of hard polishing wax. Rub lightly with a soft cloth. 5. A severe scratch or mar may be removed by using jeweler's rouge to rub out the scratch, smoothing, and then applying wax. SERIAL NUMBER PLATE The serial mimber plate is located near the stabilator on the left side of the airplane. Refer to this number for service or warranty matters. 32 790202 THE PIPER CHEROKEE SECTIONV CHEROKEE ELECTRICAL SYSTEM SCHEMATIC ALTERNATOR .RE.Miti marminoiT uda er wtearriopa Limsta 33 SECTIONV THE PIPER CHEROKEE LEVELING AND RIGGING Leveling the Cherokee for purposes of weighing or rigging is accomplished as follows: 1. Partially withdraw two machine screws located immed- intely belowthe left front side window. These screws are level- ing points and the airplane is longitudinally level when a level placed on the heads of these screws indicates level. 2. To put the airplane in a longitudinally level position on scales, first block the main gearoleos in thefully extendedpo- sition, then deflate the nosewheel tire until theproper attitude is obtained. For rigging only, the airplane may be placed on jacks for leveling. 3. To level the airplanelaterally, place alevelacross the bägga ge botriparthiëht fluor älóg thé Teaf bülkhead . Rigging: Although the fixed flight surfaces on the Cherokee canno; be adjusted for rigging purposes, it may be necessary upon occasion to check the position of these surfaces. The movable surfaces all have adjustable stops, as well as adjust- able turnbuckles on the cables or push-pull tubes, so that their range of travelcan be altered. The positions and angular trav- els of the various surfaces are as follows: 1. Wings: 7° dihedral, 2° washout. 2. Stabilator Travel: 18° up, 2° down, tolerance ±1°. 3. Fin should be vertical, and in line with center of fuse- lage. 4. Ailerons Travel: 30° up, 15° down, tolerance ±2°. 5. Flaps travel: 10°, 25°, 40°, tolerance ±2°. 6. Rudder Travel: 27° right and left, tolerance ±2°. 7. Stabilator Tab Travel: 3° up, 12° down, tolerance ±1°. Cable tensions for the various controls are as follows: Rudder: 40 ±5# Stabilator Trim: 5 ±1# Ailerons: 40 ±5# Flap: 10 ±2# Stabilator: 40 ±5# For extreme cases of wing heaviness, either of the flaps may be adjusted up or down from the zero position as desired. 34 790202 THE PIPER CHEROKEE SECTIONV HOURSLUIRICAM (ggggig ileggs RUDDERHINGES 100 STABILATORTRIM EHORH LCE HON4 ILATORTRIM 1M BRAKE EFIE IR 50 LEY I C D STABILATOR s NT 100 MENT MA DD 1 HINGES AILERM ANDFLAP NO1ERW EL TŒ©UE TUBE, 1M NOIEWIEEL AlLERŒ NDIGES 50 DEARMS MIN LANDINGGEAR 50 1mQUE LINKS NOSELANDMGGEAR M TOR®E LMKS BAMWEEL ENGIN OtL TANK BEARMGS 1M 50 DRAMAMDREFILL LIFTAMDRIGHT GU.S.0TE. MRS LEGENB CAWI®IS 1. FUEL SYSTEM- TNE FOLLOWINGPOINTSREQUIREREGULAR MIL-L7810 DIL - GENERALPURPOSE L DONOTUSEA HYDRAlfLIC FLUIDWITHACASTOROILORESTER L LN R ER, CARBURETORSCREEN' MILG23i27 .R ASE- 2 ÒT OVERLUBRICATEPEDESTALCONTROLS. 2 M A STRUTS- FOLLOWINSTRUCTIONPLACARD MIL-L-3545 JENE AL M RCRAFT R NAO UN T U PT AËABLESFROMTHE TENA ECKS, AL R (RED) SAE30 & F TO 7WF AIRTEMP. * * NONDETERGENT. SEi! LYC0mlNGSERVICEINSTRUCTIONS SAE2OBELGI 19 F AR TEMP.• NO 1014FOR USEOF DETERGENTOIL. 790202 35 INDEX SECTION I Page SpecificationFeatures . . . . . . . . .. . . . . . . . . . . . . . . 1 PowerPlant . .. .. . .. . .. .. .. .. . .. .. .. . . 1 Perfonnance . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Weights ............................. 2 Fuel andOu . . . . . . . . . . . . . . . . . . . . .. . . . . 3 Bagpgle .. ..... .... ..... .. ... .. .... .. 3 Dunensions . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 LandngGear . . . . . . . . . . . . . . . . . . . . . . . . . 3 SECTION 11 Dedgninfonnadon .. . .. ....... .. .. ... ...... 5 Engine and Propeller . . . . . . . . . . . . . . . . . . . . . 5 Structures ........................... 5 LandingGear ......................... 6 ControlSystems........................ 7 FuelSystem .......................... 7 ElectricalSystem ....................... 8 Heating and Ventilating System . . . . . . . . . . . . . . . 9 CabinFeatures......................... 9 SECTION III Operating Instructions . . . . . . . . ... . . . . . . . . . . . . . 13 Preflight ............................ 13 Snedng .. .. .... . .. ... .. .... ... .. .. .. 14 Mauni-up . .. . . . .. .. . . . .. .. .. . . . .. .. . . 15 GroundCheck . . . . . . . . . . . . . . . . . . ... . . . . . 16 Takeoff .. . . . . . . . .. . .. .. .. .. . .. .. . .. . 16 (1hnb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Stdh .. . .. . . . . . .. . .. .. .. .. .. . .. . . . . 17 Cruising...... ... ....... ....... .. .... 17 Approach mad Lan¿Eng . . . . . . . . . . . . . . . . . . . . 18 Ground Handling and Mooring . . . .. . . . . . . . . . . . 19 WeightandBalance ...................... 20 790202 INDEX (cont) SECTION IV Page Performance Charts:..................................... 21 Take-off Distance vs Density Altitude.................. 21 Rate of Climb vs Density Altitude..................... 22 True Airspeed and RPM vs Density Altitude, PA-28-150-160 .................................. 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 SECTION V General Maintenance:.................................... 27 Tire Inflation ....................................... 27 Battery Service...................................... 27 Brake Service ....................................... 27 Landing Gear Service................................ 28 Fuel Requirements .................................. 30 Oil Requirements.................................... 31 Care of Air Filter ................................... 32 Care of Windshield and Windows ..................... 32 Serial Number Plate ................................. 32 Leveling and Rigging ................................ 34 790202