CHEROKEE SIX B Owner's Handbook

ON p s i t i a n should be avoided as the air is unfiltered. Air passes through a high efficiency, dry type filter for the normal system. Full rich position of the mixture control is obtained when the con- trol is full forward, while the full aft position provides an idle cut*aff for stopping the engine. Intermediate positions are used for leaning the mixture at altitudes above sea level. STRUCTURES A l l strructurres are of aluminum alloy construction and are designed to ultimate load factors well in excess of normal re- quirements. A11 exterior surfaces are primed with etching primer and paintsd with acqlic enamel. The wings are attached to each side of the fuselage by In- ~ertina;the butt ends of the wspctlve main &pars into a spar box carry through which is an integral pert of the fuselage stmc- turn, providing, in effect, os. continuous main spar with splices at each side of the fusehge. There axe 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 @j2415 with the maximum thickness at about 40% aft of the leading edge. The three landing gmrs u s e a Cleveland dOOx 6 wheel, the main wheels being provided with brake drums and Cleveland CHEROKEE 151X "B"" double disc hydraulic brake assemblies,The nose wheel c a r r i e s a 608 x 6 four ply tire with tube while the main gem uses 600 x 6 s i x ply tires with tubes, The nose gear i s steerable through a 30 degree arc each %id@of neutral by use af t h e mdder pedals. A spring device is incorporated in the rudder pedal torque tube assembly to aid in rudder cerntc;rirrg ard to provide r u d d e r trim. The nose gear steering mechanism allso incorporates a hydraulic shimmy damp- ener. The: oleo struts are ui the ait o i l type, with normal extension being 3-1/4 inches for the nose gear rand 4-1/2 inches for the main gear under normal static load (empty weight: ~f airplane plus full fuel and oil), The brakes are actuated by toe pedals which are attached ts the left rudder pedals, a r by a hand lever and master cylinder which is located below and behind the left center of the instru- ment sub-panel, Hydraulic ~ y l i n d e r sare located above each pedal and adjacent t o the hand lever, The brake-fluid reservoir is in- stalled on t h e top left front af the firewall* The parking brake is incorporated i n the Itever brake and is operated by pulling back an the lever: and depressing the knob attached to the top of the handle. To release the parking brake, p u l l back a n the brake levier to disengage the catch; theti a l l o w the handle to swing forward. Dual ccatrcsls am provided as stmdasd equipment, with a cablie system used between the controls and the surfaces. The horizontal tlE$if,IS of the all movable slab type, with cm anti-servo tab which also acts as a longitudinal trim tab, actuated b y a con- trol mounted on the control tunnel between the two Eront seats, The stabilaior: provide^ extra stability and controllability with l e s s size, drag and weight than conventional tail surfaces. The ailerons are provided with a differential action which tends t o eliminate aciverae yew in turning maneuvers and to reduce the SECTION I t CHEROKEE SIX "B" amount of coordination re- _] quited in normal turns. The flaps are manually operated, balanced far light operating forces a d spring hiad& to return to the up ps- sition. A past-center lock incorporated in the actuating linkage holcts the flap when it is: in the up position s o that it may be used as a step on the right side. Since the flap will not support a step laad Stcrbibtw Trim Control except when in the full pp po- &ion, it ~ h o u f dbe completely retracted when the airplane i5 on the ground, Tha f l a p have three extended positions, 10, 25, and 40 drlegmea. FUEL SVST EM The tote1fuel capacity of the Cherokee six is $4 gallons, all of which is usable except for approximately one pint in each of the four tanks, The two m a i n inboard tanks, which hold 25 gallons each, are attached to the wing structure with screws and nut plates and can be re- moved easily for service or iaspctbn. The tip tanks are constructed of min-imprag- nated fibtsrpfass end hold 17 gallon8 each. The fuel selector control is located belaw the, center of the insltrument panel on the Fua l Contral Sa leetar sloping face of the control CHEROKEE SIX '%" tunnel. It has five positions corresponding t o each of the four tanks plus an O F F posi- tion. When using less than the s t a n d a d 84 gallon capacity of the tanks, fuel shauld be distributed equally between each side and may be placed in either the inboard or tip tanks. Each fuel tank is equipped with an individual quick drain located at the lower inboard rear corner of the tank. The Fwal Drafn Lever fuel strainer and a system quick drain valve axe Iacated in the fuselage at the lowest point of the fuel 8ystern. Thia strainer should be drained regularly to avoid the accumulaticr~~ of water or sediment. The drain valve is operated by pressing DQWW on the lever located on the right hand side of the cabin below the for- ward edge of the right centex seat. Fuel quantity gauges for each of the laur tan'ks are located in the engine gauge cluster on the left gide of the instrument panel. A fuol pressure indicator is also incorporated in the engine gauge cluster, An electric fuel pump is provided for use in case of failure of ths engine-driven pump. The electric pump operates £tam a s i n g l e switch and should be ON for all take-affs and landings. ELECTRICAL S Y S f EM The electrical system includes a 12 volt 60 ampere alter- nator, battery, voltage regulator, overvoltage relay, and master switch relay. The battery, master switch relay, voltage regulator and overvoltage relay arcr; located beneath the floor a£ the forward baggage compartment and access is obtained by removing the floor. SECTION t f CHEROKEE SIX "B" Electrical switches are located on a panel to the pilot's left and all circuit breakers are on t h e lower right instturnerit panel. Two thumb-wheel rheostat-switches to the left of t h e circuit breakers control the navigation lights and the intensity of t h e instrumant panal lights. Standard electrim1 awessories include starter, electric fuel. pump, s t a l l warning indicator, cigar lighter, and ammeter, Navi- gation lights, anti-calisian light, landing lighj and instrument panel lighting are offe~edas optional accessories. Circuit provisions are! made to handle a complete complement af communications and navigational equipment. The alternator s y ~ t e r noffers many advantages over the gen- erator system. The main advantage is full electrical power output at much lower engine RPPJZ and results i n improved radio and electrical equipment: operation. Since the alternator output is available el1 the time, the battery will be charging almost can- tlnuoudy. This will make cold weathet starting ea%ier. Unlike previous generator systems, the ammeter does not indicate battery discharge; rather it displays in amperes the load placed an t h e alternator. With all electrical equipment off (except the master switch) the ammeter will be indicating the amaunt af charging current demanded by the battery. As each item of elec- tticat equipment is turned on, the current will increase ta a total appearing on the ammeter, This total includes the battery. The maximum continuous load for night flight, w ith radios an, is about 30 amperes. This 30 ampere value, plus approximately 2 ampexes for a fully charged battery, w i l l appear continuously under these flight conditians. The master switch is a split switch with the left half oper- d i n g t h e master relay and the right half energizing the alternator. This switch is inter-lacked s o that the alternator cannot be operated without the battery. For normal operation, be sure bath halves are, turned on. If no output is indicated on the ammeter, during flight, reduce the electrical load by turning off all un- necessary electrical equipment. Check both 5 ampere field breaker and 60 ampere output breaker and reset if open. If neither cimuit breaker is *en, turn off the alternator switch for 30 CHEROKEE SIX "5" SECTION 11 SECTION !I CHEROKEE SIX "0" seconds to reset the overvoltage relay. If ammeter continues to indicate no output, turn off the alternator switch, maintain mini- mum electrical load and terminate flight as soon as practical. Maintenance an the alternator should prove to be a minor factor. Should etervicrr b e required, contact the local Piper Dealer, HEATING AND VENTltATlNG S Y S f EM Heat for the cabin interior and the defroster system is pro- vided by a heater muff attached to the exhaust system. Controls for these systems are located on the lower right side of the in- strument planel. There are 6 heater outlets, one far each seat. If unusud adois are noticed from the heater system, turn off heat and inspect s y s tern £OF leaks. Fresh air inlets are located i n the leading edge of the wing at the intersection af the? tapered and straight sections. Two large djustable outbts are located on each side of the cabin, one forward and one aft of the front seat near the floor, In addi- tion there is an adjustable outlet above each seat. CABIN FEATURES The instrument panel of the Cherokee Six is designed to accornmodatrs the customary advanced flight instruments and the normally requited power plant instrumesnts. An Artificial Horizon and Directional Gym are vacuum operated through use of a vacuum pumpifistalled on the engine with a vacuum gauge mounted an the right side of the instrument panel. The Turn and Bank instrument is electrically operated. A natural separation of the flight group and power group is provided by placing thas flight graup in the upper instrument panci and the power gravp in the center and lower instrument panels. The radios ere located in the center portion of the? instrument panel with circuit breakers on the: right hand instrument panel. The fxont seats are adjustable fore and aft for pilot comfort CHEROKEE SIX "8" Put- SEC"T1ON i l z U e: x t , ?4 8 C g r g t n ;a $ O . 8 . " : 2 z ,m u m o p : * u * - I 3 H 4 i x u t - SECTION I[ CHEROKEE SIX "W* and ease af entry and exit, while center and rear seats ere easily removable for added carga space. A jump mat installation i s available between the two middle seats making the Cherokee a s w e n place airplane. T k airplane is provided with two baggage compartments. The forward cornpartfnesnt is just aft af the firewail with access through a door on the right side of the fuselage, and the aft compartment bebind the rear seats. CHEROKEE 5tX " W " NOTES SECTlON Ill% OPERATING INSTRUCTIONS . . . . . . . . . . . . . . Preflight 16 . . . . . . . . . . . . Starting Engine 17 . . . . . . . . . . . . . Ground Check 19 . . . . . . . . . . . . . . Take-Off 20 . . . . . . . . . . . . . . . Climb 21 . . . . . . . . . . . . . . . Stalls 21 . . . . . . . . . . . . . . C~uising 22 . . . . . . . . . . Approach and Landing 24 Mooring . . 25 . . . . . . . . . . . Weight andBalance 25 CHEROKEE SllX '%I3'" SECTION I11 SECTION Ill OPERATING INSTRUCTIONS PREFLIGHT The airplane ~ l h o ~ l d be given a thorough visual inspection priar to each flight, Perticular attention should be given to the following items in the illustration below: 1" a , Master rswitch OH. b. Check fuel quantity indicators {four tanks). SECTfQN Ill CHEROKEE SIX "13" c. Depress sump drain knob for five seconds to drain water and sediment, Check from outside the airplane to make sure the drain has closed. d, Master switch and ignition OFF. 2* a. Checkfor external damage and operational interference af control surfaces or hinges. b. Insure that wings and control surfaces are free of snow, ice!or frost, 3, a, Visually check fuel.supply, secure caps. b, Drain fuel tank sumps, c, Check navigation lights. 4 , a, Visually check fuel supply, secure caps. b. Drain fuel t m k sumps. c. Check that fuel system vents are open. d. Chack landing pale shock struts for proper inflation. ts. Check tires for cut^, wear and proper inflation, 5. a. Check windshield for cleanliness, b, Check the propeller and spinner for defects or nicks. c. Check for crbviotts fuel or oil leeks. d. Check oil level, (Insure dipatick is properly seated.) el Check cowling and inspection covera for security. f . Check nose wheel ti= for inflation, wear. g. Check nurse wheel hock strut for pmper inflation. b. Check air inlet for foreign matter. 6 . a, Stow tow bar and control locks, if used. kt. Check baggage for proper storage and .security. c. Close and secure the baggage compartment door* 7. a. Upon entering aircraft ascerksin that a l l primary flight controls operate properly. b. Close rand secure the cabin door. c. Check that required papers are In order and in the aircraft, STARTING ENGlNE After completion of the prefiight inspection: 1. Set brakes ON. CHEROKEE SIX "0'" SECTION I l l 2. Set the carburetor heat control in the full COLD position. 3. Select the desired tank with the fuel. valve, 4 % Set propeller control i n full INCREASE RPM. Starting Engine When Cold : I. Open throttle appraximately 114 inch. 2. Turn the master switch ON, 3, Turn the electric fuel pump ON. 4. Move the mixture control to F U L L RICH. 5, Engaga the starter by rotating nlagneto s w i t c h clockwise and pressing in. 6. When the engine fires, release magneto switch, and ad* vance throttle to desired setting. If the engine does not file within five to ten seconds, disengage stastex and prime with one to three strokes of the priming pump. Repeat the starting procedure. Starting Engine When Hat: 1. Open the throttle approximately 1/2 inch. 2. Turn the master switch ON. 3. Turn the electric fuel pump OM. 4. Put mixture control in IDLE CUT -OFF. 5. Engage the; starter by rotating magneto switch clockwise and pressing in. When the engine fires, release magneto switch, advance the mixture control and move the throttle to desired s e t t i n g , Starting Engine When Flooded: Ie Open the throttle full. 2, Turn the master switch ON. 3, Turn the electric fuel pump OFF. 4, Put rnixturte control in IDLE CUTNOFF. f i e Engage the starter by rotating magneto switch clockwise and pressing in. When the engine fires, release magnetoswitch, advance the mixture control and retard the throttle. When the engine is firing evenly, advance the throttle t o 800 RPM, Xf oil pressure is not indicated within thirty seconds, SECTION iI1.I CHEROKEE S I X "8" stop the engine and determine the tmuble. In cold weather it will take P few seconds longer to get an o i l pressure indication. If the engine has failed ta start, refer to the "Lycming Operating Handbook, Engine Tmubles and Their Remedies. " Starter manufa~turets recommend that cranking periods be limited to thirty secanda with a two minute rest between cranking periads, Longex cranking periods will shorten the life of the starter, The magnetos should be checked at 1800 RPM on airplanes with a, fixed pitch propeller or at 2300 RPM with propeller set at high RPM an airplanes with a constant speed propeller, Drop off an eiitber magneto shouf d not exceed 175 RPM, with a differential between magnetos of not over 50 RPM. Check both the oil temperature and pressure* The temperature may be low fax some time if the engine is being run for the first time! 53f the day, but aha long as the pressure is within limits the engine is ready for takeoff. The propeller control shauld be moved through its complete xange to check for proper operation, end then placed in full g'increased RPM" far take-off. To obtain maximum RPM, push the pedestal mounted control fully toward the instrument panel, Do not allow a drop of more than 500 RPM during this check. In cold weather the prgleller control should be cycled at least three times to assure that warm engine oil has circulated, Check the operation of the engine driven fuel pump by observinglfuel pressure gauge with the electric fuel pump off. Carburetor heat shoutd also be checked prioz to take-off to be sure that the control is operating properly and to clear any ice which may have formed during taxiing. CHEROKEE SIX "B9' SECTION I 1 1 Just before take-off the f~llowina,items should be checked: 1. Controls free 7. Fuel sefsctcrr an proper tank 2* Flaps set 8, Electric fael pump ON 3* Tab s e t 9. Engine gauges normel 4. Propeller:set 10. Doors latched 5* Mixture RICH 11. Altimeter set 6. Carburetor heat OFF The take-off technique is conventional far the Cherokee Six. The tab shauld be set slightly aft ~f neutral, with the: exact set- ting determined by the loading of the aircraft. Allow the airplane to accelerate to 65 t o 70 MPH, then ease back on the wheel enough to let the airplane fly itself off the ground. Premature ralsingaf the nose, or raising it to an excessive angle, will result in a delayed tstkeaoff. After take-off let the sircraft accelerate to t5rl; desired climb speed by lowering the nose slightly. Takeroff$ are normally made with flaps extended 18" (first rrotch), However, for short field take-of&, and for take-offs under difficult conditions such as In deep grass or on a soft surface, distances can be reduced appreciably by lowering flaps to 2 S 0 (second notch), Short Field, Obstacle Clearance: Lower flaps to 25" (second notch), accelerate aircraft 'to 65-70 MPH and ease back on the wheel. to rotate. After breaking ground, accelerate to best angle of climb speed, 95 MPH and climb past abatacla. Continua climb and accelerate to best rate of climb speed, 105 MPH and slowly retract the flaps. Short Field, Na Obstacle: Lower flaps to 2 S a (second notch), accelerate aircraft ta 65-70 MPH and ease back on the wheel to rotate, after breaking ground accelerate to best rate of climb speed, 105 MPW and slowly retract the flaps while climbing out. CHEROKEE f IX "€3" Soft Field, Qbstrtcle Cle~rance: Lower flaps to 2 5 O (second notch) accelerate aircraft, pull nose per off es soon as passibre aad lift off at lowest possible airspetd. Accelerate just above the ground to best angle of c l i m b speed, 95 MPH to climb past obetaclgr clearance height, continue climb while accelerating to best 'mte of climb speed, ID5 MPH and slowly retract the flaps, Soft Field, No Obstacle: Lower flaps to 25° (secmd notch) accelerate surcrart, pull nose gear off as soon as possible and lift off at lowest possible e i a p d . Accelerate just above the grwnd to best rate of climb spwd, 105 MIPH and climb out while slowly retracting the flaps. The best rate of climb at gross weight will be obtained at 1% MPH. The best angle of climb may be obtained at 95 MPW. At; tighter than gzoss wight these speeds are reduced somewhat. For climbing en route a speed of 115 MPN i~ recommended. This will produce better forward speed and increased visibility over the nase during the climb. Turn fuel pump off after climb-out. STALLS The stdl chatacteristics of the Cherokee Six are convrtrr- tional. Viausll stdl warning i s provided by a red light located oa the, left side af the instxument panel which is turned on auto- matically between 5 and 10 MPM above the stall speed, The gtdss weight stalling s p e d at the Cherokee Six with power off and full flaprcs is 63 MPH* With the flaps up this speed is in- creased 8 MPH. intentional spins are prohibited in this airplane. In the event that an inadvertent spin accurs, standard recovery technique should be used immediately, CHEROKEE SIX "B" Lazyeights and chandelles may be performed provided a 6 0 p angle of bank or a 30" angle of pitch i s not exceeded, The cruising speed of the Cherokee Six is determined by many factors including pawer setting, altitude temperature, loading, and equipment installed on the airplane. The noxrnal maximum cruising pawer is 75% of the rated horsepower of the engine. True airspeeds, which can be obtained at vatiaus altitudes and power settings, can be determined from the chart8 in Section IV of this handbook, Use of the mixture control In cruising flight reduces fuel consumption significantly, especially at high altitudes. The mix* ture should always be leaned during cruising operatiom at 75% p w e r or less, but during the climb onIy at altitudes above 5000 feet, When selecting cruising RPM below 2300, limiting manifold pressure for continuous opetation, a s specified by the Lycoming Operator's Manual, should be observed. The continuous use a£ carburetor heat during cruising flight decreases engine efficiency, Unless icing conditions in the car- buretor crre severe, do not cruise with the heat on, Apply full carburetor herrt slowly end only for a few seconds at intervals determined by icing severity , For best lateral trim duting cruise, the fuel should be used from alternate t i p tanks. Draw fuel from one tip tank for an hour after take-off, from the alternate t i p tank zrntil it is nearly empty, then back t o the first tip tank, Alternate the f u e l s e b c t o r be- tween main tanks at one hour intervals;. Avoid switching tanks at low altitude since l i t t l ~recovery time is available in event of an error i n tank selection, To pre- clude making a hasty decision, and to provide continuity of flow, the selector should be changed before fuel is exhausted £ram the tank in use, Be sure that the fuel selectar drops into a detent and is aligned with the desired tank. Turn the electric fuel pump CHEROKEE SIX "B" on before switching taaks; and leave it on for ia short period to eatabli~shflaw. I During cruiaa the electric fuel pump should be off so that any malfunction of the engine driven href pump i s immediately appsrent. If signs af fuel stawatian cur, suspect fuel exheustion in the tank b e i q usred and switch to a tank with fuel. The following listing contwins a few recommended fuel op- sxation pracdwes. 1. Fuel quantity should be visually checked in all fuel tanks before entering the? aircraft* 2. After using the under-@eatquick drain, it ~houuldbe cheeked from outside ths ailereft to make sure it has closed completely, and is not leaking, 3. Takewoff should be made on the fulleat main tank to asl aure bsst fual flow, and this tank selected before or immediately efter startiag ia order to aglow fuel flow to be adequately astab- Ushad before take-off* The main or tip tank with the highest quantity of fuel should be ~lelectedfor landing. 4. Fuel tank selection at low altitude ie not recommended, since little recovery time ia available in the event of an error in tank selection. When switching tanks, make sure that the selectox dropa into la detent, and is lined up with the daired tank, 5. The electric furtl pump should be turned on before switch- ing tanks, end should be left on for a erhort period thereafter. 6. To preclude making a hasty !:election, randl to provide continuity of flow, it is desired that the selector be changed to anat'trer tank before fuel i s exhausted from the tank in use. 7, weration of the engines driven fuel pump should be checked while taxiing or during pretake-aff engine run up by switching off the electric fuel pump and observing fuel pressure. 8. Dulring cruise, the electric fuel pump should be in the off position so that any malfunction af the engine driven fuel pump ig immediately apparent. 9. If signs of fuel starvation should occur atany time during flight, fuel e r x h ~ u ~ t i o n should be suspected, at which time the fuel sslectar should be immediately positioned to a fJ1 tank ~ n d t k electric fuel pump switched to the on position, CHEROKEE SIX "8" SECT1ON 111 APPROACH AND LANDING t Before landing check list: 1. Mixture R#)t 2, Propeller get 3. Carburetor heat OFF (unless icing cditions exist) 4, E~bctricfucef punp 5. Fuel selector an proper tank 6. Flap8 aa de~insd(under 125 MPH) The airplane should be trimmed t o sn tappoach rpeed of about 90 MPH and flepa axtended. The flaps can be lowered at a p e d s up to 125 MPH, if deaired. The praptlbr should be set at full RPM or at e high ctuidng RPM to facilitate an amcrrgkacy gcl-mound if needed, Carburetor heat ehould not be applied unlssrs there is an indication of carburetor icing, srincs the uree of carburetor heat causes a reduction in powet which may ba critical in case of a ga-arourrd. Full throttle opcr8tIon with heat on is likely to cwuae detonation, The amount of flap used duzing landings ella the @peedof tka aircraft at contact with the runway ~houldbe varied accord- ing to the landing auxface and conditions of wind and aircraft loradfng, It jrS3 gdnerelly $sod practice ta contact the ggrrru~ldat drc minimum posalibk safe speed con~iiatcnt with exiating conditicmrs , Normally, thie best technique fat rshort and 6310~imdif1g8 la to uare full flap and enough power to rnaintatta the dea~llmdait. spsd and approach flight path. Mixture should ltre full rich, fua1 on the fullest tmk, carburetor heat off,snd elacttic fuel pump on. Reduce the speed during the flareout and costtact the $round close to the stalling s p e d (63 to 70 MPH). After ground cmtact hold the nose wheel off as long as possible. Aa the airplane slows down, drop the nose and appiy the brakes, There will be less chance of skiddhg the tirea if the flaps are retracted before applying the Cakes. haking is most effective when back prea- sure is applied to the contra1 wheel, putting most of the aircraft weight on the main wheels. In hi& wind conditions, pElrticulerly CHEROKEE SIX ""B* in strong crosswinds it may ba desirable to approach the ground at higher than normal speeds with partial or no flaps. The Cherokee Six should be moved an the ground with tile aid of the nose wheel tow bar provided with each plme and sc- cured behind the rear seats. Tie downs can be secured t o rings providtd under each wing and to the tail skid. The aileron and stabilator controls should be aecured by looping the safety belt through the ca~ztleolwheel and pulling it tight, T h e rudder is held in position by its connections ta the nose wheel steering and normally doe$ not have to bs secured. The flaps are loeked when in the full up position rutd ~ h o u l dbe left retracted. WEIGHTAND BALANCE It i s the responsibility of the owner and pilot todetermine that the airplane remains within the allowable w e i g h t vs. center of gravity envielop while in flight, For weight and balance data gee rthe Airplane Flight Manual and Weight and Balance farm supplied with each airplane. CHEROKEE S I X '%" SECTION IV PERFORMANCE CHARTS Altf tuda Conversion Chart a . C 1 I . * . Take-off Distance vs Density Altitude (Fixed Pitch) Flaps LO0 . . . . . . ' . . . , Take-off Distance vs Density Altitude (Fixed Pitch) Flaps 25" . . . . , . . . . . . . . Takeoff Distance vs Density Altitude (Const. Speed) Flaps lQa . . . . . . * . . . . . Taka-off Distance vs Density Altitude (Const. Speed) Fliaps25*. . . . . I . . . . . . Rate of Cllmb vs Density Altitude (Fixed Pitch) , 4 Rate of Climb vs Density Altitude (Const. Speed) . ** ...* True Airspeed v s Density Altitude . . . . I Range vs Density Altitude , . . . . . . . ElideaD1stancevs Altitude I * .. . . . . . . Landing Distance vs Density Altitude . . . . . Power vs Density Altitude (Fixed Pitch) . . . Power Setting Table, . - . . . . . . . . 39 CHEROKEE SIX "B" SECTION IV PA-32-260 CHEROKEE SIX ABBIYIUDI C&)MVIWIOQW CMAWT THIS CHART SWILB BE USEB TO DMERMiWE DENSITY ALTlf UDE FROM EUSTM TWPIERATURE AM0 PRESSURE ILMbWIE C m C I S FOR USE WKi4 PUERC10101YANCE CHARTS;, 24800 911080 ti l i 8as 7;1 E '20'" X: Y Butlo 4000 S t -48 a20 0 2 0 40 86 88 100 CHEROKEE SIX "B" SECTION IV CHEROKEE SIX iooa 2000 gaeo 4000 S ~ O O TAKE-OFF' OISTUHCE (f7,) CHEROKEE SIX "B" PA-32-260 . CHEROKEE SIX CHEROKEE SIX ""B" SECTION PV PAm32-260 CHEROKEE SIX 1000 2 000 3000 4000 5000 TAKE-OFF BISTANCE in,] XIS 33Y6431H9 09Z-Ze-PTd ooar R 8 3 PA-32-260 CHEROKEE SIX 400 600 8 00 1aoo RATE lllt CLIMB In.PER MIN.] CHEROKEE SIX ""a3"" - SECTION WV .^II.-I--Ip*I". ""CL.-.-.-*l-^II - . , I I U ~ - I I I - I PA-32-260 CHEROKEE S SECTION IVw- -* ."-7- CHEROKEE SIX "8'"- CHEROKEE SIX 130 14D 190 I60 170 1BP TRUE A#$PEEB (MPHJ CHEROKEE StX "B" SECTION IV PA-32-260 CHEROKEE SIX 705 800 SO0 1003 1100 1ZOO RANGE [SfAfUR MILES1 SECTION IV CHEROKEE SIX '3'' PA-32-260 CHEROKEE S I X P R O P W INDMILLlI6 O" FLAP$ ZERO W I N CHEROKEE SIX "€3'" SECTION IV CHEROKEE SIX SECbBI*BONI V CHEROKEE SIX '%" CHEROKEE SIX CHEROKEE SIX h -*z b, 2 a % I;; "pi $ & rn e8 ai=I cn 0 " " ,'! 3 83m z z 'E Q1 8 & $ & a , M!3 Y E * U e 8 a ;B x * i K 8 "* 6 0, h;r4 W Q 8 & *! 3i a4 3.3 i;I1P* &a; 33at:$ 3 %tir 8 3 3 e * Q J$ " 2 ~ " 4 ,.a g 3 B a 3 %8 8 83u*"r .?3, a 2?$t -8 5 E E e l l SECT1ON V GENERAL MAlNTENANCE Tire Inflation , . . . . Battery Service . . . . . . Brake! Service . . . , . Landing Gem Service . fi . . Fuel land Oil Requirements , . Care sf A i r Filter I . I . . Care of Windshield and Windows Serial, Number Plate . . . Levefiag a d Rigging , . . . CHEROKEE Sf[)$:'*B" SECTY18N V SECTBQH V GENERAL MAINTENANCE TIRE INFLATION Far maximum sexvice ftom the tirea keep inill-at.ed to the proper pressure of 35 ta 40 pouxnds for the main gear a n d 28 to 36) pounds for the nose w h w 1, Interchange the tires an the mein wheels, if necessary, Its produce even wear, A l l w'heefs and tires are b~lXaracedlbsfam original installation, and the relationship of the tire, tube and wheel should be maintained, if at all possible. Out of balance wheels cart cause extreme vibration on takewfff, In the installation of mew campanents, it may be necessary to rebalance the wheels with t h e tisss mounted, BATTERY SERVlCE Access ta the 12 volt battery is through a removable panel in the flawxr of the forward baggage compartment. The stainless steel box has a plastic drain tube which i s normally closed off with a cap a d which should be opened occasionally to drain off any accwufatiorr af liquid. The battery should be checked for proper fluid level but m u s t not be filled above the baffle plates. A hydrometer check shawtld be performed ta determine t h e percent of charge present in the battery, If t h e battery Is not up to charge, recharge starting at a 4 amp sate and finishing with a 2 2 p rate, Quick charges are not recommended. SECTION V CHEROKEE SIX "W" BRAKE SERVKE The brake system is filled with Univis No. 40 (petroleum base) hydraulic brake fluid. This should be checked a t every 200 hour inspection end replenished when neces~liiryby filling the brake rssfervoir on the firewall t o the indicated level, If the system a6 a whale ha8 to be refilled with fluid, this should be done by filling with the fluid under pressure from the brake end of the sys- tem. T h i ~will eliminate air from the sryabm a s it is being filled, If after extended service the bsaka blocks become worn excessively, they are easily replaced with new segments. No adjustment of brake clearances is necessary. LANDlNG GEAR SERVICE Main whaela are removed by taking off the hub cap, axle nut, cutd the two bolts holding the braket begment in place, after which the whsel slipa e a l ~ i l yfrom the axle. Tires are demounted by deflafiq t h e tire, removing the through bolts and s e p a t a t h g the w h e l halves. Lmding gear oleo struts should be checked for proper strut exposures and fluid baks, The required extenoioas for the strut when under normal s;tatic load (empty weight af airplane plus f u l l fuel and oil) irs 3-1/4 inches lot the nose gew and 4-1/2 inches fox the m a i n gear, If the strut exposure is below that required, it slhcruld be determined whether air or oil is required by first raising the airplane on jacks. Degress the valve core to allow eit to es- cape &am the strut housing chamber, Remove the filler plug and slowIy raise the strut to full camprewiian. If the strut has suffi- cient fluid it will be visible up ta the bottom of thcr filbr plug hole and will only require proper inflatibn. If fluid I8 b)slwv the bottom of the filler plug hole, oil should be added. Replace the plug with valve core removed, attach a clear hcse to the valve strut of the filler plug and sub* mer ge t h e other end in a container of hydraulic fluid (MltL-Ht-5606) . Fully campress and a t e n d the! strut several times thus drawing f h i d from the container and expelling air from the stmt chambert . CHEROKEE SIX "5" SECTION V SECTION V CHEROKEE SIX '3" To allow the fluid t o enter the battam chamber of the main gem strut housing, the torque link assembly must be disconnected t o Let the strut extend a minimum of 10 inches. (The nose gear torque links need not be disconnected.) DQ not allow the strut to extend more than 22 inches. When air bulhles cease t o flaw through the hase, compress the strut fully and again check fluid level, Rein- stall the valve core, filler plug, md the main gear torque links, if disc onnt;ctedl. With fluid in the strut housing at the correct level, attach a strut pump to the air valve. With the airplane on the graund, in- flate the ale0 &rut to the correct height. In jacking the aircraft for landing gear or other service, two hydraulic jacks and a tail stand should be used. At least 350 poundczr of bdlast should be placed on the base of the tail stand before jacking up the aircraft. The hydraulic jacks are placed un;det the f m k points an 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, Ihe jlackixlg nay be continued until the aircraft is at the height desired. FUEL AND' OIL REQUIREMENTS Aviation grade 100/130 octane (minimum) fuel must be? used in the Cherokee Six*The use of lower grades can cause: serious en- gine damage in crvery short period of t kme and is considered of such importance that the engine warraniy is invalidated by auch use. The 051 capacity af ths Lycoming 0-540 aeries engines is 12 quarts and the minimum ~ a f equantity is 2-314 quarts. It i s recornended that the oil be changed every SO hours at sooner under unfavarable caditione. The fall awing grades are xec am- mended for the specified temperatttres : Tcemperaturl;s above 600 F S,A,E. 50 Tempratures between 300 F and 9PF 3,A.E. 40 Temperaturet3 between 0" F and 70"F S,A.E, 30 Temperatures below 1PF S.A,E, 20 CHEROKEE SIX "B" SECTION V CARE OF AIR FILTER The carburetor air filter must be cleaned at least once every fifty hours. Under extremely adverse conditions of operation it may be necessary to clean the filter daily. Extra filters are in- expensive and a spare should be kept on hand and used as a rapid replacement, The filter manufacturer recommends that the filter be tapped gently to remove dirt particles, Do not blow out with compressed air. CARE OF WINDSHIELD AND WtNDOWS A certain amount of care is needed to keep the plexiglas windows clean and unmarred. The following procedure is recorn- mended: 1, Flush with clean water and dislodge excess dirt, mud, - etc., with your hand, 2. Wash with mild soap end water. Use a soft cloth or sponge. Do not rub. 3. Remove oil, grease at sealing compounds with a soft cloth and kerosene. 4 , After cleaning, apply a thin coat of hard polishing wax. R u b lightly with s soft cloth. 5. A severe scratch or mar may be removed by using jew- eler's rouge to rub out the scratch, smoothing and then applying wax. SERIAL NUMBER PLATE The serial number plate i s located on the left side of the fuselage near the stabilator, Refer to this slumber for service or warranty matters. SECTION V CHEROKEE SIX "'B'" LEVELING AND RlEGlNG To level the Cherokee Six for purposes of weighing or rig- ging: 1. Partially withdraw two machine screws located immedi- ately below the left front side window. These screws are lev- eling 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 black the mail1 gear oleos i n the fully extended position, then deflate the nose wheel tire until the proper attitude is obtaind, For rigging only, the airplane may be placed on jacks for leveling, 3. Ta level the airplane latetally, place a level across the baggage corn~rtrnentfloor along the rear bulkhead, Rigging: Although the f Ixed flight surfaces on the Cherokee Six cannot be adjusted far rigging purposes, it m a y be necessary upon occalcrxian ta check the position of these surfaces, The mav- able rsurfaces all have adjustable stops, as well as adjustable turnbucklea on the cables or pushlpull tubes, s o that their range of travel can be altered. Tha positions and angular travels of the various surfaces are as follows: 1. Wing%: dihedral, 2" washout, 2, Stabilator Travel: 16" up, 2adown, tolerance 4 lo, 3. Fin should be vertical, and in line with center of fuse- la gc* 4, Aileron Travel: 30" up, 15" down, tolerance t 2". 5. F l a p Travel: 1Oor 2 S 0 , 4P1tolerance t: 2". 6. Rudder Travel: 27" right and left, tolerance f 2 O , 7. Stabilator Trim Tab Travel: up, EJOdown,tolerance UO, Cebla tensions for the various controls are as follows: Rudder: 85 lbs* k 5 lbs. Stabilator: 40 lbs. -1.5lbs. Ailerons: 40Ibs. +,5Xbs, StabilatorTrirn: 101bs.rt2 Xbs, For extreme cases of wing heaviness, either of the flaps may be adjusted u p or down from the zero position. CHEROKEE SIX "'8" SECTION V ELECTRICAL SYSTEM SCHEMATIC SECTION V CHEROKEE SIX "8" LtSRICATWC OIL OCNeRAL f'URPOSE, LOU~ e u w ~ ~ r u d e LUBRlCATIHC OIL. AIRCRAFT RCCIPNO. W T W ENCWE (PISTOH) MIW AS SPECIFIED SAE I0 ABOVE b@F A I R TEMP. UE 10 5 0 ~TO W P AIR TEYP. SAE W O TO YbF AN TEMP. SAE 10 @LOU )@SFAIR TEIP. HYMIAULC FLUID, PETROUUY B U f GREASE, AIRCRAFT At40 IITRUMEUT, O E M AHD ACTUATOR KREW OREASE, A l R t R ~ f f .HIOH T~YPERATURI DUPONT ALL P W W K I P SPRAY Mb11 OR EWIVILEHT I. AIR FILTER - Io CLEAN F I L T ~ TAP OLNTLV TO Remve MRT PARTKL!S. W NOT BLW 6Ut WITH CWPIDSW AIR OR UIC OIL. WI A t e FILTER V PWCTUIED M DAIACPD. L B E U I ~ S AK UIWW -CLEAN CXTERIOR wnw A ow TYPE SOLVENT BEFOREWBRKATMG. I. WHEELB ~ A R I ~ C S- o t s L s x u n L e ANDCLEAMWITH A MI TIPE SOLVENT. AlCfRTAIN THAT OREAIC IS P X P O M T I E E N TI* BE)JIfflG l M U E X AW CONE. DO HOT PA; G R C M IN W E L L "0" RING, CnnROC R U T BU$HWI -DISUSE I ~ ~ 1 1 y e 3 LYPAML. "0"RING LUBR~WTE ~ T A W R ~"0' p u r e r ma AWD PROM R E ~ ~ ~ E X B U . CkUTlOHS DO NOT ME HYDRAULIC PLUlD WTN A CASTOR OIL 01 ESTER BASE. 0 0 WOT OVER.U(bRlUTE COCKPIT COI4TROLI. DOMOT APPLY LUBRICANT TO RUBBER P*Rlf PARKER "0" RING LUBNICAHT 6811251 INDEX SECTION I Page Specification Features: . . . . . . . . . . 1 PowerPlant . . . . . . . . . . . . . 1 Petfmmance . . . . . . . . . . . 1 Weights . . . . . . . . . . . . . . . 2 Fuel and Oil . . . . . . . . . . . . l 2 . . . . . . . . . . . . . . Baggaga 2 Dimensions . . . . . . . . . . . . . 3 LandingCew. . . . . . . . . a . 3 SECTION I I Design Infarmatian: . . . . . . . . . . . . 5 Engine and Propller . . . . . . . . . . 5 Structures . . . . . . . . . ~ . . . .6 Landing Gear . . . . . . . . . . . 6 Contraf System . . . . . . . . . . . 7 . . . . . . . . . . . . . Fuef System 8 Electrical System . . . . . . . . . . . 9 . . . . . . . Hesting and Ventilating System 12 . . . . . . . . . . . . CabinFeatures 12 SECTION tCI Operating In~tructions: . . . . . . . . . 16 Preflight . . . . . . . . . . . . 16 StartingEng1n-e . . . . . . . . . . . . 17 Ground Check . . . . . . . . . 19 Take-off . . . . . . . . . . . . . . 20 Climb . . . . . . . . . . . . . . . 21 Stalls . . . . . . . . . . . . . . . 21 Cruising . . . . . . . . . . . 22 Approach and Landing . . . . . . . . . 24 Mooring. . . . . . . . . . . . . . . 25 Weight and Balance . . . . . . . . . 25 INDEX (cont) SECTION I V Page Performance Charts: . . . . I . . . , . . 27 Altitude Conversion Chart . , . . . * . . 27 Take-off distance vs Density Altitude . 28, 29, 30 8a 31 Rate of Climb vs Density Altitude . . , 32 & 33 True Airspeed vs Density Altitude . . . . . . 34 Range vs Density Altitude . . . . . . 35 GlideDlstance vs Altitude . . . . . . 36 Lending Distance vs Density Altitude , . . . 37 Power vs Density Altitude (Fixed Pitch) . , . 38 Power Setting Table . . . . . . . . . . 39 SmTIONI V General Maintenance:. I . . Tire Inflation . . . . . . BatteryServica. , . . . . Brake Service , . , . Landing Gear Service . . * Fuel and Oil Requirements ., . Caraof AitFiltar . . . . Care of Windshield and W indiow s Serial Number Plate . * . Leveling and Riggihg. . . .