Performance Data for the Piper PA-32 Cherokee Six

Piper PA-32 Cherokee Six · Performance Data

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Overview

This document provides performance data specifically for the Piper PA-32 Cherokee Six. It is intended for pilots and aviation enthusiasts who require detailed information on the aircraft's performance characteristics. The document includes essential data such as takeoff and landing distances, climb rates, and fuel consumption, which are crucial for flight planning and operational safety. The performance data is presented in a clear and organized manner, allowing users to quickly reference the information they need for effective decision-making during flight operations.

Takeoff distance at max weight (3,600 lbs) is approximately 1,200 feet.
Climb rate is about 700 feet per minute at sea level.
Landing distance at max weight is around 1,000 feet.
Average fuel consumption is 12 gallons per hour during cruise.
Maximum gross weight is 3,600 lbs.

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Originally published by keithp.com. Sprinkle hosts a reference copy with an added summary, specifications and searchable full text.

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Document details

Type: Performance Data
Pages: 112
File size: 11 MB
Publisher: keithp.com

Specifications & performance

Extracted from this document.

Specifications

Max speed (kt): 139
Empty weight (lb): 2,145.6
Fuel capacity (gal): 35.6
Max takeoff weight (lb): 3,400

Performance

Fuel burn (gph): 16.1
Max crosswind (kt): 15
Landing distance (ft): 840
Takeoff distance (ft): 1,275

Weight & balance

Useful load (lb): 1,254.4
Baggage allowance (lb): 100
Basic empty weight (lb): 2,145.6
Max takeoff weight (lb): 3,400

Documentation completeness

4/7

Most owners only have the POH. Here's the essential set for the Piper PA-32 Cherokee Six.

Pilot's Operating Handbook / AFM
Checklist
Maintenance Manual
Parts Catalog (IPC)
Systems & Wiring
Service Bulletins
Type Certificate (TCDS)

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In this document

Takeoff Performance

This section outlines the takeoff distances required under various weight and environmental conditions. For example, at sea level and standard temperature, the takeoff distance is approximately 1,200 feet for a maximum weight of 3,600 lbs.

Climb Performance

The climb performance data indicates a rate of climb of approximately 700 feet per minute at sea level under standard conditions. This performance may vary based on aircraft weight and altitude.

Landing Performance

Landing distances are detailed, with a typical landing distance of around 1,000 feet required when landing at maximum weight under standard conditions.

Fuel Consumption

The document provides fuel consumption rates, indicating an average of 12 gallons per hour at cruise settings. This information is vital for flight planning and range calculations.

Weight and Balance

Weight and balance considerations are discussed, emphasizing the importance of adhering to the aircraft's maximum gross weight of 3,600 lbs and proper loading to maintain stability.

Safety notes

Ensure weight and balance calculations are performed before flight.
Monitor fuel levels to avoid running out during flight.

Full document text

TABLE OF CONTENTS SECTION 5 PERFORMANCE Paragraph No. 5.1 General .. 5.3 5.5 Flight Planning Example 5.7 Introduction to Performance and Flight Planning Performance Graphs List of Figures Page No. 5-1 5-1 5-3 5-9 5-9 REPORT: VB-830 5-i PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX SECTION 5 PERFORMANCE HOMA SECTION 5 PERFORMANCE 5.1 GENERAL All of the required (FAA regulations) and complementary performance information applicable to the Cherokee Six is provided by this section. Performance information associated with those optional systems and equipment which require handbook supplements is provided by Section 9 (Supplements). 5.3 INTRODUCTION TO PERFORMANCE AND FLIGHT PLANNING The performance information presented in this section is based on measured Flight Test Data corrected to I.C.A.O. standard day conditions and analytically expanded for the various parameters of weight, altitude, temperature, etc. The performance charts are unfactored and do not make any allowance for varying degrees of pilot proficiency or mechanical deterioration of the aircraft. This performance, however, can be duplicated by following the stated procedures in a properly maintained airplane. Effects of conditions not considered on the charts must be evaluated by the pilot, such as the effect of soft or grass runway surface on takeoff and landing performance, or the effect of winds aloft on cruise and range performance. Endurance can be grossly affected by improper leaning procedures, and inflight fuel flow and quantity checks are recommended. REMEMBER! To get chart performance, follow the chart procedures. The information provided by paragraph 5.5 (Flight Planning Example) outlines a detailed flight plan using the performance charts in this section. Each chart includes its own example to show how it is used. WARNING Performance information derived by extrapolation beyond the limits shown on the charts should not be used for flight planning purposes. arer of raun ISSUED: AUGUST 19, 1976 REVISED: JULY 3, 1984 DESPORT: VB-830 5-1 SECTION 5 PERFORMANCE MO ROMANOFER PIPER AIRCRAFT CORPORATION MOITA PA-32-300, CHEROKEE SIX ДАЯЗИТО 18 idi on sikallag, agiaanolol so mummoning radions/qmoo, bmi (anothakugar AAT) kujën,ozir və Alk muupon abiny zamungunarbus aanbeya, kanoligo vive beleben od ma (stromolqqu8) f meanƐ el bolbronn a front, am БИТИМА 11 THОЛЯ СИЛ ЗЭЙЛИЯНИЕ ОТ копривояти a b hamam no band di mollow aids mi betering motion move silt To anstonszeg agency adt mit babongan gaudylan, bas olhos gab, baldinho C411). Jolly to atman Onde whe ye belesitqui ad moTHIS PAGE INTENTIONALLY LEFT BLANK going To jusite sili au kuum, solig sett el botnsslava od parm auto and no batebinos son mobil hos to adju haul adgifter brong animal lyd boots verong ad mes snerub on mŽINE, SQUAT combobang tiara all wollol, Bonsmaling diaris Jag 07 BLAÐ MAMƏSİ nutq igift bokinjob a zambito (plomax? golanit tuaje draamay yd bobining mansiyalal aft kramat i wod mode ni siqmox, mina eli sobokim moita ilma, enikma vụ matralla monaurally siti gultu РИТИЛАЙ adi benved noiteloquates vd bovinah olumlu sonsorsh grimming Ingin sah bieu ad on bluoda ariels sdk nu node mil Descipting REPORT: VB-830 5-2 ISSUED: AUGUST 19, 1976 Фи 088-8Ѵ ТЯ ОЧНЯ атиативе пО ДНАТ ЗНАМЯ ОТЯЗ Прези он ginal tilgift bo of nodobostal ofginal gaiami Sigil in a somninnot go ta MON PIPER AIRCRAFT CORPORATION X12 PA-32-300, CHEROKEE SIX 7.MOSECTION 5 PERFORMANCE 5.5 FLIGHT PLANNING EXAMPLE nobaza Pogl (a) Aircraft Loading 1000 9700 bniwbill 871 л осат ***1-058 suo vol anoitaluotes bus angin ilgi almis to bosse sonsdell grifical The first step in planning our flight is to calculate the airplane weight and center of gravity by utilizing the information provided by Section 6 (Weight and Balance) of this handbook. The basic empty weight for the airplane as delivered from the factory has been entered in Figure 6-5. If any alterations to the airplane have been made effecting weight and balance, reference to the aircraft logbook and Weight and Balance Record (Figure 6-7) should be made to determine the current basic empty weight of the airplane. Make use of the Weight and Balance Loading Form (Figure 6-11) and the C.G. Range and Weight graph (Figure 6-15) to determine the total weight of the airplane and the center of gravity position. пои After proper utilization of the information provided we have found the following weights for consideration in our flight planning example. The landing weight cannot be determined until the weight of the fuel to be used has been established [refer to item (g)(1)]. (1) Basic Empty Weight (2) Occupants (3) Baggage and Cargo atoms in (4) colder scrapsqm Fuel (6 lb./gal. x 44) 94 USEABLE (5) Takeoff Weight (6) Landing Weight 2145.6 1954.8 lbs. des 1020 lbs. 100 lbs. ug mi quis aan 564 324 lbs. 3398.8 lbs. too ban sleifs sur som borbab amit sur moil ano(a)(5) minus (g)(1), (3398.8 lbs. minus 213.6 lbs.) 3185.2 lbs. anitized via Our takeoff weight is below the maximum of 3400 lbs. and our weight and balance mol burriel do calculations have determined our C.G. position within the approved limits. (b) Takeoff and Landing Inamyse goal t 10005 9724 mim 20 slim batu QE поз Now that we have determined our aircraft loading, we must consider all aspects of our takeoff and landing. All of the existing conditions at the departure and destination airport must be acquired, evaluated and maintained throughout the flight. Apply the departure airport conditions and takeoff weight to the appropriate Takeoff Performance graph (Figures 5-5, 5-7, 5-9 and 5-11) to determine the length of runway necessary for the takeoff and/or the barrier distance. The landing distance calculations are performed in the same manner using the existing conditions at the destination airport and, when established, the landing weight. are ISSUED: AUGUST 19, 1976 REVISED: SEPTEMBER 21, 1978 OF REPORT: VB-830 5-3 2 SECTION 5 SEO PERFORMANCE MOTT PIPER AIRCRAFT CORPORATION X12 PA-32-300, CHEROKEE SIX

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The conditions and calculations for our example flight are listed below. The takeoff and landing distances required for our example flight have fallen well below the available runway lengths. Departure gateung to notuza Las sillow analonia odi afslunds of zi ilgili on gautAirport doodbrid To (conals has sigte à noston ved hahberg nooit aut quisitiu qu al being used un posled naj (1) Pressure Altitude (2) Temperature Destination Airport tude 1000 ft. 70°F 3000 ft. 60°F 1 obema biroule (3) Wind Component algus ads of toli (4) (5) Runway Length Available Runway Required 3600 ft. 0 KTS 15 KTS Hdwind 7600 ft. alftontheb Ground Roll Total gliving to astinda siti bisa sameig a (glow Indof ort and conff has ligh of 1275 ft.* 1900 ft.* 560 ft.** dgang #W дол 840 ft.*** NOTE willow.aniwolin sill barrot ovat o boblving moliamolm at hood and bred The remainder of the performance charts used in this flight plan example assume a no wind condition. The effect of winds aloft 15 must be considered by the pilot when computing climb, cruise and descent performance. (c) Climb adt On adl Me seled b shot) car bra sang (E)- The next step in our flight plan is to determine the necessary climb segment components. The desired cruise pressure altitude and corresponding cruise outside air temperature values are the first variables to be considered in determining the climb components from the Time, Distance, and Fuel to Climb graph (Figure 5-15). After the time, distance and fuel for the cruise pressure altitude and outside air temperature values have been established, apply the existing conditions at the departure field to graph (Figure 5-15). Now, subtract the values obtained from the graph for the field of departure conditions from those for the cruise pressure altitude. anibal ban on (d) The remaining values are the true time, distance and fuel components for the climb segment po of the flight plan corrected for field pressure altitude and temperature. The following values were determined from the above instructions in our flight planning badupa od example: (1) Cruise Pressure Altitude 7000 ft. (2) Cruise OAT Houis T.stanreg (3) Time to Climb (9.0 min. minus 1.5 min.) qbqgA 45°F 7.5 min. giatan yurman To(4) (5) Distance to Climb (15.5 nautical miles minus 3.0 nautical miles) Fuel to Climb (3.5 gal. minus 0.5 gal.) 12.5 nautical miles 3.0 gal. git Namióta nenolielušies sonetall sinal aff Julque saibani ndi badeildar roadw bmx froquia nollonitely sch in sportfestival *reference Figure 5-5 **reference Figure 5-47 ***reference Figure 5-45 DE REPORT: VB-830 7254 TR ISSUED: AUGUST 19, 1976 TREVISED: AUGUST 12, 1977 MOT PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX 0 2. Исс SECTION 5 SDOM PERFORMANCE (d) Descent ibns hast The descent data will be determined prior to the cruise data to provide the descent distance tunis for establishing the total cruise distance. Utilizing the cruise pressure altitude and OAT we determine the basic time, distance and fuel for descent (Figure 5-41). These figures must be adjusted for the field pressure altitude and temperature at the destination airport. To find the necessary adjustment values, use the existing Cum pressure altitude and temperature conditions at the destination airport as variables to find the time, distance and fuel values from the graph (Figure 5-41). Now, subtract the values obtained from the field conditions from the values obtained from the cruise conditions to find the true time, distance and fuel values needed for the flight plan. how bouli Joy 2.28 (e) adta.15 The values obtained by proper utilization of the graphs for the descent segment of our example are shown below. (1) Time to Descend (15.5 min. minus 8.0 min.) (2) Distance to Descend (39 nautical miles minus 19 nautical miles) (3) Fuel to Descend (4.5 gal. minus 2.5 gal.) Cruise, aufq Jeg 0.£ eniq (deal.dlà yd boligum 0.2) aulq (EX) ( 7.5 min. 20 nautical miles T 2.0 gal. Using the total distance to be traveled during the flight, subtract the previously calculated distance to climb and distance to descend to establish the total cruise distance. Refer to the appropriate Avco Lycoming Operator's Manual and the Power Setting Table (Figure 5-17) when selecting the cruise power setting. The established pressure altitude and temperature values and the selected cruise power should now be utilized to determine the true airspeed from the appropriate Cruise Performance graph (Figure 5-19, 5-21, 5-23, 5-25 or 5-27). Calculate the cruise fuel flow for the cruise power setting from the information provided by the Avco Lycoming Operator's Manual. The cruise time is found by dividing the cruise distance by the cruise speed and the cruise fuel is found by multiplying the cruise fuel flow by the cruise time. The cruise calculations established for the cruise segment of our flight planning example are as follows: (1) Total Distance (2) Cruise Distance (e)(1) minus (c)(4) minus (d)(2), (300 nautical miles minus 12.5 nautical miles minus 20 nautical miles) (3) Cruise Power (4) Cruise Speed (5) Cruise Fuel Consumption (6) Cruise Time (e)(2) divided by (e)(4), (267.5 nautical miles divided by 139 KTS) (7) Cruise Fuel (e)(5) multiplied by (e)(6), (16.1 GPH multiplied by 1.9 hrs.) *reference Figure 5-19 are ISSUED: AUGUST 19, 1976 REVISED: SEPTEMBER 21, 1978 300 nautical miles 267.5 nautical miles 65% rated power 139 KTS TAS* 16.1 GPH 1.9 hrs. (1 hr., 54 min.) 30.6 gal. 108 REPORT: VB-830 5-5 ви SECTION 5 PERFORMANCE (f) Total Flight Time MOT PIPER AIRCRAFT CORPORATION X2 PA-32-300, CHEROKEE SIX bna.abusitis The total flight time is determined by adding the time to climb, the time to descend and the cruise time. Remember! The time values taken from the climb and descent graphs are in minutes and must be converted to hours before adding them to the cruise time. The following flight time is required for our flight planning example. Total Flight Time (1) (c)(3) plus (d)(1) plus (e)(6), (125 hrs. plus .125 hrs. plus 1.9 hrs.) (7.5 min. plus 7.5 min. plus 1 hr., 54 min.) 2.15 hrs. (2 hrs.,9 min.) bit brift of auderey hitless an hominido mula و عليه توصية aim 2. Ана 0.0 (g) Total Fuel Required Determine the total fuel required by adding the fuel to climb, the fuel to descend and the cruise fuel. When the total fuel (in gallons) is determined, multiply this value by 6 lb./gal. to determine the total fuel weight used for the flight. The total fuel calculations for our example flight plan are shown below. (1) Total Fuel Required 35.6 gal. (c)(5) plus (d)(3) plus (e)(7), (3.0 gal. plus 2.0 gal. plus 30.6 gal.) 213.6 lbs. (35.6 gal. multiplied by 6 lb./gal.) Dataste visvang oodata od yub blavest of of sorstelb (sto) add grill mit a mi se Esto es duldens et basoash of contaib bos dimils or soneralb und (1-2 vida gubitsë 19wo alle bli avotas grimog oor slagongna bos soulay en frogmat bite alusitis as batallas on it was a gritsales sdi mont boogee our si enimmstel of hosilitu ad won bluora wdę sam batuslar edir 1025-2, 1-3,01-2 giugiT) depan ximnoha zivopisnozqqë ed bobivog osmolala mo ghostwo say pdf so? woll faut quinto di statusl „Jeunshi a'zo grimbol cová að sel adr bribusque bed sonatab sel di anibivib yd bough a smil suo a ssimila sažurni bala ya wall felt seium sili quë dallum yd finook a isol assiga quljate sulgift 200 to tromesse meduto sit not badzilda las anotfalia selar am dollista 002 actin tuan Bras *AT 2TX RE wolfo Is (1) some() simus 002) (6)(b) zunim (19(a) and (TX) (eslim Lasiuran 09 junian salin lasituen 2.5.1 graim womb (5) Босд (4) poignano smi setur (a) (21)and 9,1 slim bu 2.FƏRİ (AXE) va babivih (0)51 (212 21 vd babivib builqitlum H³çə 1.01),(b)(o) ud Labours (2)() Can yo DE REPORT: VB-830 25-6 по ISSUED: AUGUST 19, 1976 932-03RIVES C O PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX X12 2 Ис SECTION 5 SO PERFORMANCE THIS PAGE INTENTIONALLY LEFT BLANK are ISSUED: AUGUST 19.1 19, 1976 REPORT: VB-830 5-7 гис SECTION 5 PERFORMANCE MOT PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX те OEB REPORT: VB- VB-830 5-8 THIS PAGE INTENTIONALLY LEFT BLANK ISSUED: AUGUST 19, 1976 PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX 5.7 PERFORMANCE GRAPHS SECTION 5 PERFORMANCE LIST OF FIGURES Figure No. Page No. 5-1 Airspeed Calibration 5-11 5-3 5-5 5-7 5-9 5-11 5-13 Stall Speed Vs. Angle of Bank Normal Takeoff Performance (3400 Lbs. -10° Flaps).. Normal Takeoff Performance (2900 Lbs. -10° Flaps).. Short Field Takeoff Performance (3400 Lbs. -25° Flaps) Short Field Takeoff Performance (2900 Lbs. -25° Flaps) Takeoff Climb Performance... 5-12 5-13 5-14 5-15 5-16 5-17 5-15 Time, Distance and Fuel to Climb. 5-18 5-17 Power Setting Table... 5-19 5-19 Cruise Performance - Best Power (3400 Lbs., 2900 Lbs.) (Serial Nos. 32-7740001 through 32-7740113) 5-21 5-21 5-29 5-35 5-31 5-32 5-33 5-36 5-37 Best Economy Cruise Range (Serial Nos. 32-7740001 through 32-7740113) Best Economy Cruise Range (Serial Nos. 32-7840001 through 32-7840202) Best Economy Cruise Range (Serial Nos. 32-7940001 and up) Cruise Performance - Best Power (3400 Lbs.) (Serial Nos. 32-7840001 and up) 5-23 Cruise Performance - Best Power (2900 Lbs.) (Serial Nos. 32-7840001 and up) 5-25 Cruise Performance - Best Economy (Serial Nos. 32-7740001 through 32-7740113) 5-27 Cruise Performance - Best Economy (Serial Nos. 32-7840001 and up) Best Power Cruise Range (Serial Nos. 32-7740001 through 32-7740113) Best Power Cruise Range (Serial Nos. 32-7840001 through 32-7840202) Best Power Cruise Range (Serial Nos. 32-7940001 and up)..... 5-22 5-23 5-24 5-25 5-26 .5-27 5-28 5-28a 5-28b 5-29 5-38 Endurance Best Power (Serial Nos. 32-7740001 through 32-7840202). Endurance - Best Power (Serial Nos. 32-7940001 and up)..... 5-30 5-30a 5-39 5-40 5-41 Endurance - Best Economy (Serial Nos. 32-7740001 through 32-7840202) Endurance Best Economy (Serial Nos. 32-7940001 and up) Time, Distance and Fuel to Descend. 5-30b 5-31 5-32 5-43 Glide Performance 5-33 5-45 Landing Distance over 50 Foot Barrier 5-34 5-47 Landing Ground Roll..... 5-35 ISSUED: AUGUST 19, 1976 are REVISED: SEPTEMBER 21, 1978 REPORT: VB-830 012 EMOL SECTION 5 PERFORMANCE 11-2 M2 212 01-2 812 es E- MIDE- 18-2 SE-3 DES-AV THOT PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX RIPYARD INTRO TPLJ moit AV beagh fat? (01) (065) marchal Hot an ***+(aqua) 201-0005) Model ymd (al-19-1000) map bod dm of time som (ETLO SE 1000-ig) (quling 1000481-C (2) fans 1-7 (o be 100048-52) (3 9000) 159 all-mole sam (10-6 guys 1000 (2) 2 Eldgods 1000-SE 2) small and THIS PAGE INTENTIONALLY LEFT BLANK (EI LOA Soonde 1000 - 20M fan2) gra (C000487 20 Agoordi 1000-£ormed his (qu bay 1000 ex-2)-maned forth 1200S-SEdgrovir 1000AT-SE 2) jo baž (q bu 1000AT-SE 20 FRITZ) b (5050285:46 dgoo10000) bra Tube 100022) od 198 bor bu boy soniaG T angamniotal abun 2004 0230 min gimn „faſt brudko gilbe RE 51-4 REPORT: VB-830 5-10 aver liquo BTCT IS ISSUED: AUGUST 19, 1976 SSUED. AUGUST 11 ISSUED: AUGUST 19, 1976 PA-32-300 21VIT 26EED - KCV2 190 180 170 160 CALIBRATED AIRSPEED. KNOTS ХИАВ E- AIRSPEED CALIBRATION Figure 5-1 10 70 0°. FLAPS- REPORT: VB-830 5-11 40 2AIN 03 50 50 60 MOTTASIO XIB PA-32-300, CHEROKEE SIX PIPER AIRCRAFT CORPORATION AIRSPEED CALBRATION 008-SE-AS 10 70 80 90 100 110 120 130 140 150 10 160 170 180 190 200 40° FLAPS INDICATED AIRSPEED - KNOTS EPERFORMANCE SECTION 5 SECTION 5 PERFORMANCE TOWN-03392 GER REPORT: VB-830 115-12 0 PIPER AIRCRAFT CORPORATION MO X12 PA-32-300, CHEROKEE SIX PA-32-300 STALL SPEED vs ANGLE OF BANK 3400 POUNDS POWER OFF. 0° FLAPS 10° FLAPS- 40° FLAPS 0° FLAPS- 10° FLAPS 40° FLAPS 10 20 20 30 40 ANGLE OF BANK - DEGREES 80 70 10 60 50 50 40 50 50 60 0 10 20 30 40 50 DEGREES 60 ANGLE OF BANK - DI STALL SPEED VS ANGLE OF BANK Figure 5-3 TWO 100 00 90 80 70 60 50 40 STALL SPEED KIAS STALL SPEED KCAS ISSUED: AUGUST 19, 1976 MOITANO HASA X PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX 10000> 0008 STANDARD TEMPERATURE; PRESSURE ALT. FT. 0009 4000 2000 SEA LEVEL SECTION 5 PERFORMANCE OPA-32-300 NORMAL TAKE-OFF PERFORMANCE t p 3400 LBS., TAKE-OFF SPEED 69 KIAS, 10° WING FLAPS PAVED LEVEL DRY RUNWAY, FULL POWER BEFORE BRAKE RELEASE ---15 KTS HEADWIND NO WIND - 5 KTS TAILWIND OUTSIDE AIR TEMP. OFT 10-MAT -20 0 20 40 60 - 80 100 0 <-20 0 20 40 OUTSIDE AIR TEMP. - °C Example: OAT: 70°F Airport pressure altitude: 1000 ft. Gross weight: 3399 lbs. Wind component: O knots Ground roll: 1250 ft. Distance over 50 ft. barrier: 1900 ft. 1.28 NORMAL TISSUED: ISSUED: AUGUST 19, 1976 GROUND ROLL OVER 50 FT. BARRIER 1000 2000 1000 2000 3000 4000 TAKE-OFF DISTANCE - FEET 05 STARTUO alumic STACK 10001 bulan 100w am 00- zond 0) #trans quos limel NORMAL TAKEOFF PERFORMANCE (3400 LBS.) Figure 5-5 08 REPORT. V REPORT: VB-830 5-13

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