PILOT'S OPERATING HANDBOOK, REPORT: VB-830 REVISION

6-53 Revised item nos.; revised items. 6-54 Revised item nos. 6-55 Revised item nos.; revised items; added items. 7-9 Revised para. 7.15 item 2. 7-10 Added switch panel light description to 7.17 electrical system. 7-1 1 Revised Figure 7-1 1. REPORT: VB-830 iv-a PILOT'S OPERATION HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Pages Code Date Rev. 3-761632 7-12 Added switch panel light to Figure 7-13; (PR770812) added cabin courtesy light description to (cont.) 7.17, electrical system. 7-15 Added switch panel light to Figure 7-17; added no. 44 to list. 7-17 Added alternate static source information to 7.23, Pitot Static System. 7-20 Added baggage light information to 7.29, Ward Evans baggage area. August 12, 1977 Rev. 4 - 761 632 1-2 Revised Fig. 1-1 (PR780921) 1-3 Added new fuel info. and ser. no. effectivity. 1-4 Revised standard airplane weight and baggage space info. 1-6 Changed the spelling of celcius to celsius. 1-8 Revised definition, 1-12 Changed conversion values. 2-i Revised index. 2-1 Revised weight. 2-2 Revised info. 2-3 Revised fuel press. info. 2-4 Revised title to 2.19. 2-5 Added fuel limitation info. and ser. no. effectivity for 2.25. 2-6 Added item 2.29. 2-8 thru 2-10 Revised placards. 4-i Revised index. 4-3, 4-4 Revised 4.5 and relocated material to pg. 4-5. 4-5 Added material from pg. 4-4 and relocated mater- ial to pg. 4-6. 4-6 Added items from pg. 4-5. 4-7 thru 4-9 Revised item 4.9 and relocated items 4.11 and 4.13 to pg. 4-10. 4-10 Added item 4.11 from pg. 4-8 and item 4.13 from pg. 4-9. Revised para. and relocated items to pg. 4-11. 4-11 Added material from pg. 4-10. 4-14 Revised paragraph. 5-3 Revised item 5.5 (a) (2). 5-5 Revised item 5.5 (e) (5). 5-9 Revised List of Figures. 5-17 Added note. 5-21 Revised weight. 5-27 Added ser. no. effectivity to Fig. 5-31 and added note. 5-26 Added note. 5-28 Relocated Fig. 5-33 to pg. 5-28a; added chart, Fig. 5-32 and added note. REPORT: VB-830 iv-b PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Revised . FAA Approval Number and Pages Description of Revision Signature and Code Date Rev. 4 - 761 632 5-28a Added pg. (addedrelocated chart from pg. 5-28) and added note. (PR780921) (cont) 5-28b Added pg. (addedrelocated chart from pg. 5-29); revised ser. no.; and added note. 5-29 Relocated Fig. 5-35 to pg. 5-28b (addednew chart, Fig. 5-36); and added note. 5-30 Revised ser. no. effectivity. 5-30a Added pg. (addednew chart, Fig. 5-38). 5-30b Added pg. (addedrelocated chart from pg. 5-31). 5-31 Relocated Fig. 5-39 to pg. 5-30b (addednew chart, Fig. 5-40). 5-35 Revised tailwind and headwind values. 6-i Revised item letters. 6-3 Added ser. no. effectivity to defueling airplane info. 6-7 Added ser. no. effectivity to standard empty weight info. 6-11, 6-12 Added ser. no. effectivity to weight and balance chart; added arm aft datum change for new fuel 'system; removed footnote. 6-17 Added material, revised nos., and added letters. 6-19 Added items, revised numbers and added letters. 6-21 Added items, revised nos., added letters and added weight, arm and moment. 6-23 Added items. 6-25 Added items, revised nos., added letters and added weight, arm and moment to items. 6-27 Added items, revised nos., added letters and added weight, arm and moment to items. 6-28 Added items. 6-29 Revised heading. 6-31 Revised heading and added items. 6-33 Revised nos., added letter and revised weight, moment and arm to item 121. 6-35 Revised nos., added item 135 (c)and deleted Cert. Basis - TC A3SO on all items. 6-36 Revised nos. and deleted Cert. Basis - TC A3SO. 6-37 Revised nos., deleted item 113, added: 167 (b), 169 (b) & (c);revised 171 and 173 and added letter to 173. Relocated item 123 to pg. 6-38 and items 127 and 129 to pg. 6-39. Deleted items 125 and 131. 6-38 Relocated items 133 and 135 to pg. 6-39 and items 137 and 139 to pg. 6-40; added items 175, 179 and 181; revised item no. and item description for item 177 and added letter to item 177. REPORT: VB-830 iv-c PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) , Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 4 - 761 632 6-39 Revised title; added relocated items, added new (PR780921) items; revised relocated item nos. (cont) 6-40 Added relocated items; added new items; revised relocated item nos. 6-41 Revised title; added relocated items; added new items; revised relocated item nos. 6-43 Added relocated items; revised items; relocated items; revised relocated item nos. 6-44 Revised items. 6-45 Added relocated items; revised items; revised relocated item nos. 6-46 Added relocated items; revised nos.; revised items. 6-47 Revised item nos.; added relocated items; revised items; relocated items. 6-48 Revised item nos.; added relocated items; revised items; relocated items. 6-49 Revised item nos.; added relocated items; revised items; relocated items. 6-50 Revised item nos.; added relocated items; relocated items. 6-51 Revised item nos.; added relocated items; revised items. 6-52 Added relocated item. 6-53 Revised item nos.; revised items. 6-54 Revised item nos.; revised items. 6-55 Revised item nos.; revised items; added new items. 7-i Revised index. 7-4 Added ser. no. effectivity for Fig. 7-1. 7-4a Added pg. (added Fig. 7-la). 7-4b Added pg. (addedrelocated item from pg. 7-5). 7-5 Relocated item 7.11 to pg. 7-4b and added reloca- ted fig. from pg. 7-6. 7-6 Relocated Fig. 7-3 to pg. 7-5; added relocated fig. and info. from pg. 7-7. 7-7 Relocated Fig. 7-5 and item 7.13 to pg. 7-6; added relocated fig. from pg. 7-8. 7-8 Relocated Fig. 7-7 to pg. 7-7 (addedFig. 7-7a). 7-9 Added ser. no. effectivity to 7.15 Fuel System. 7-10 Relocated 7.17 to pg. 7-10b and added new info. to 7.15 Fuel System. 7-10a Added pg. (addednew fuel system info.). 7-10b Added pg. (added7.17 from pgs. 7-10 and 7-12). 7-12 Relocated info. to pg. 7-10b and revised Fig. 7-13. 7-14 Revised paragraph. 7-15 Added ser. no. effectivity for Fig. 7-17. 7-16 Relocated Fig. 7-19 to pg. 7-16b. 7-16a Added pg. (addedFig. 7-17a).; REPORT: VB-830 iv-d PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision . FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 4 - 761 632 7-16b Added pg. (addedrelocated fig. from pg. 7-16). (PR780921) 7-20 Relocated 7.29, 7.31 and 7.33 to pg. 7-20a. Added (cont.) info. to 7.27. 7-20a Added pg. (addedrelocated items from pg. 7-20). 7-20b Added pg. (added relocated items from pgs, 7-21 and 7-22). 7-21 Relocated 7.35 to pg. 7-20b and revised Fig. 7-23. 7-22 Relocated info. to pg. 7-20b and added relocated item from pg. 7-23. 7-23 Relocated 7.39 to pg. 7-22 and added info. from pg. 7-24; added para. 7-41, Radar. 7-24 Relocated info. to pg. 7-23. 8-11 Revised and relocated info. to pg. 8-12a. 8-12 Relocated info. to pg. 8-12a and revised Fig. 8-3. 8-12a Added pg. (addedand revised relocated info. from pgs. 8-11 and 8-12). 8-12b Added pg. (addedand revised relocated info. from pg. 8-13). 8-13 Relocated info. to pg. 8-12b and added relocated info. from pg. 8-14. 8-14 Relocated info. to pg. 8-13. 9-i Revised index. 9-13 Added serial no. effectivity and revised item in Supplement 4. 9-21 Changed Supplement 5 to 6; relocated Supplement 6 to pg. 9-29 and added new Supplement 5. 9-22 Relocated info. to pg. 9-30 and added new info. 9-23 thru 9-28 Added pgs. (addednew Supplement). 9-29 Added pg. (addedrelocated info.). 9-30 Added pg. (addedrelocated info.). 10-1 Removed info, and added info. from pg. 10-2. Ward Evans 10-2 Removed info. and relocated info. to pg. 10-1. Sept. 21, 1978 Rev. 5 - 761 632 1-13 Changed statue to statute. (PR790201) 6-1 Revised paragraphs. 6-4 Revised value. 6-21 Revised arms and moments for item 33. 6-25 Revised items 55 and 63. 6-33 Revised arm for item 121. 6-41 Revised moment for item 213. r7-10 Revised paragraph. 7-10b Added note. Ward Evans 8-11 Revised item 8.21 (b). Feb. 1, 1979 REPORT: VB-830 iv-e PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision . FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 6 - 761 632 6-51 Revised item 347; added new item 348; re- (PR790413) numbered item 348 to 349 and item 349 to 350. 7-i Revised para. 7.41 pg. no. 7-22 Revised para. 7.39 info. gyË7-23 Revised para. 7.39 info.; relocated para. 7.41 to pg. 7-24. Ward Evans 7-24 Added para. 7.41 from pg. 7-23. April 13, 1979 REPORT: VB-830 iv-f TABLE OF CONTENTS SECTION 1 GENERAL SECTION 2 LIMITATIONS SECTION 3 EMERGENCY PROCEDURES SECTION 4 NORMAL PROCEDURES SECTION 5 PERFORMANCE SECTION 6 WEIGHT AND BALANCE SECTION 7 DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMS SECTION 8 AIRPLANE HANDLING, SERVICING AND MAINTENANCE SECTION 9 SUPPLEMENTS SECTION 10 SAFETY TIPS REPORT: VB-830 Y TABLE OF CONTENTS SECTION 1 GENERAL Paragraph Page No. No. 1.1 Introduction............................................... 1-1 1.3 Engines.................................................. 1-3 1.5 Propellers ................................................ 1-3 1.7 Fuel ................................................... 1-3 1.9 Oil .................................................... 1-3 1.11 MaximumWeights ......... ................................. 1-4 1.13 StandardAirplaneWeights....................................... 1-4 1.15 BaggageSpace .............................................. 1-4 1.17 SpecificLoadings ............................................ 1-4 1.19 Symbols, Abbrekations and Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 1.21 ConversionFactors ........................................... 1-11 REPORT: VB-830 1-i PIPER AIRCRAFT CORPORATION SECTION 1 PA-32-300, CHEROKEE SIX GENERAL SECTION 1 GENERAL 1.1 INTRODUCTION This Pilot's Operating Handbook is designed for maximum utilization as an operating guide for the pilot. It includes the material required to be furnished to the pilot by C.A.R. 3. It also contains supplemental data supplied by the airplane manufacturer. This handbook is not designed as a substitute for adequate and competent flight instruction, knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars. It is not intended to be a guide for basic flight instruction or a training manual and should not be used for operational purposes unless kept in a current status. Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in command is responsible for determining that the airplane is safe for flight. The pilot is also responsible for remaining within the operating limitations as outlined by instrument markings, placards. and this handbook. Although the arrangement of this handbook is intended to increase its in-flight capabiliGes, it should not be used solely as an occasional operating reference. The pilot should study the entice handbook to familiarize himself with the limitations, performance, procedures and operational handling characteristics of the airplane before flight. The handbook has been divided into numbered (arabic)sections each provided with a "finger-tip"tab divider for quick reference. The limitations and emergency procedures have been placed ahead of the normal procedures, performance and other sections to provide easier access to information that may be required in flight. The "Emergency Procedures" Section has been furnished with a red tab divider to present an instant reference to the section. Provisions for expansion of the handbook have been made by the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as being intentionally left blank. ISSUED: AUGUST 19, 1976 REPORT: VB-830 1-1 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-32-300, CHEROKEE SIX 12'10.50" Wing Area (sq.ft.) 174.5 Min. Turning Radius (ft.) (frompivot point to wing tip) 32 -S'3.75" T2.50" 32'8.75" 10'6.94" S' 2.40" T10.12" 2TB.63" THREE VIEW Figure 1-1 REPORT: VB-830 ISSUED: AUGUST 19, 1976 1-2 REVISED: SEPTEMBER 21, 1978 PIPER AIRCRAFT CORPORATION SECTION 1 PA-32-300, CHEROKEE SIX GENERAL 1.3 ENGINES (a) Number of Engines I (b) Engine Manufacturer Lycoming (c) Engine Model Number IO-540-K1GS (d) Rated Horsepower 300 (e) Rated Speed (rpm) 2700 (f) Bore (inches) 5.125 (g) Stroke (inches) 4.375 (h) Displacement (cubicinches) 541.5 (i) Compression Ratio 8.7:1 (j) Engine Type Six Cylinder, Direct Drive, Horizontally Opposed, Air Cooled 1.5 PROPELLERS (a) Number of Propellers 1 (b) Propeller Manufacturer Hartzell (c) Blade Model F8475D-4 (d) Number of Blades 2 (e) Hub Model HC-C2YK-l( )F (f) Propeller Diameter (inches) (1) Maximum 80 (2) Minimum 78.5 (g) Propeller Type Constant Speed, Hydraulically Actuated 1.7 FUEL (a) Fuel Capacity (U.S. gal) (total) S/N 32-7740001 through 32-7840202 84.0 S/N 32-7940001 and up 98.0 (b) Usable Fuel (U.S. gal) (total) S/N 32-7740001 through 32-7840202 83.6 S/N 32-7940001 and up 94.0 (c) Fuel Grade, Aviation (1) Minimum Octane 100/130 - Green (2) Specified Octane 100/130 - Green (3) Alternate Fuels Refer to latest revision of Lycoming Service Instruction 1070. 1.9 OIL (a) Oil Capacity (U.S. quarts) 12 (b) Oil Specification Refer to latest issue of Lycoming Service Instruction 1014. (c) Oil Viscosity per Average Ambient Temp. for Starting SINGLE MULTI (1) Above 60°F 50 40 or 50 (2) 30°F to 90°F 40 40 (3) 0°F to 70°F 30 40 or 20W-30 (4) Below 10°F 20 20W-30 ISSUED: AUGUST 19,1976 REPORT: VB-830 REVISED: SEPTEMBER 21, 1978 1-3 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-32-300, CHEROKEE SIX 1.11 MAXIMUM WEIGHTS (a) Maximum Takeoff Weight (lbs) 3400 (b) Maximum Landing Weight (lbs) 3400 FORWARD AFT (c) Maximum Weights in Baggage Compartments 100 100 1.13 STANDARD AIRPLANE WEIGHTS* (a) Standard Empty Weight (lbs.) Weight of a standard airplane including unusable fuel, full operating fluids and full oil. S/N 32-7740001 through 32-7840202 1856 S/N 32-7940001 and up 1905 (b) Maximum Useful Load (lbs.):The difference between the Maximum Takeoff Weight and the Standard Empty Weight. S/N 32-7740001 through 32-7840202 1544 S/N 32-7940001 and up 1495 1.15 BAGGAGE SPACE FORWARD AFT (a) Compartment Volume (cu.ft.) 8.0 17.3 (b) Entry Width (inches) 16.0 48.0 (c) Entry Height (inches) 22.0 26.0 1.17 SPECIFIC LOADINGS (a) Wing Loading (lbsper sq ft) 19.5 (b) Power Loading (lbsper hp) 11.3 *These values are approximate and vary from one airplane to another. Refer to Figure 6-5 for the Standard Empty Weight value and the Useful Load to be used for C. G. Calculations for the aircraft specified. REPORT: VB-830 ISSUED: AUGUST 19, 1976 1-4 REVISED: SEPTEMBER 21, 1978 PIPER AIRCRAFT CORPORATION SECTION 1 PA-32-300, CHEROKEE SIX GENERAL 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY The following definitions are of symbols, abbreviations and terminology used throughout the handbook and those which may be of added operational significance to the pilot. (a) General Airspeed Terminology and Symbols CAS Calibrated Airspeed means the indicated speed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. KCAS Calibrated Airspeed expressed in "Knots." GS Ground Speed is the speed of an airplane relative to the ground. IAS Indicated Airspeed is the speed of an aircraft as shown on the airspeed indicator when corrected for instrument error. IAS values published in this handbook assume zero instrument error. KIAS Indicated Airspeed expressed in "Knots." M Mach Number is the ratio of true airspeed to the speed of sound. TAS True Airspeed is the airspeed of an airplane relative to undisturbed air which is the CAS corrected for altitude, temperature and compressability. VA Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the -airplane. VFE Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. VNE/MNE Never Exceed Speed or Mach Number is the speed limit that may not be exceeded at any time. VNO Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air and then only with caution. VS Stalling Speed or the minimum steady flight speed at which the airplane is controllable. VSO Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration. VX Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance. VY Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time. ISSUED: AUGUST 19, 1976 REPORT: VB-830 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-32-300, CHEROKEE SIX (b) Meteorological Terminology ISA International Standard Atmosphere in which: The air is a dry perfect gas; The temperature at sea level is 15° Celsius (59 ° Fahrenheit); The pressure at sea level is 29.92 inches hg. (1013mb); The temperature gradient from sea level to the altitude at which the temperature is -56.5°C (-69.7°F) is -0.00198°C (-0.003566°F) per foot and zero above that altitude. OAT Outside Air Temperature is the free air static temperature, obtained either from inflight temperature indications or ground meteorological sources, adjusted for instrument error and compressibilityeffects. Indicated Pressure The number actually read from an altimeter when the barometric Altitude subscale has been set to 29.92 inches of mercury (1013 millibars). Pressure Altitude Altitude measured from standard sea-level pressure (29.92in. Hg) by a pressure or barometric altimeter. It is the indicated pressure altitude corrected for position and instrument error. In this handbook, altimeter instrument errors are assumed to be zero. Station Pressure Actual atmospheric pressure at field elevation. Wind The wind velocities recorded as variables on the charts of this handbook are to be understood as the headwind or tailwind components of the reported winds. REPORT: VB-830 ISSUED: AUGUST 19, 1976 1-6 REVISED: SEPTEMBER 21, 1978 PIPER AIRCRAFT CORPORATION SECTION 1 PA-32-300, CHEROKEE SIX GENERAL (c) Power Terminology Takeoff Power Maximum power permissible for takeoff. Maximum Continuous Maximum power permissible continuously during flight. Power Maximum Climb Power Maximum power permissible during climb. Maximum Cruise Power Maximum power permissible during cruise. (d) Engine Instruments EGT Gauge Exhaust Gas Temperature Gauge (e) Airplane Performance and Flight Planning Terminology Climb Gradient The demonstrated ratio of the change in height during a portion of a climb, to the horizontal distance traversed in the same time interval. Demonstrated Crosswind The demonstrated crosswind velocity is the velocity of the Velocity crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. Accelerate-Stop Distance The distance required to accelerate an airplane to a specified speed and, assuming failure of an engine at the instant that speed is attained, to bring the airplane to a stop. MEA Minimum en route IFR altitude. Route Segment A part of a route. Each end of that part is identified by: (1) a geographical location; or (2) a point at which a definite radio fix can be established. ISSUED: AUGUST 19, 1976 REPORT: VB-830 1-7 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-32-300, CHEROKEE SIX (f) Weight and Balance Terminology Reference Datum An imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station A location along the airplane fuselage usually given in terms of distance in inches from the reference datum Arm The horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment The product of the weight of an item multiplied by its arm. (Moment divided by a constant is used to simplify balance calculations by reducing the number of digits.) Center of Gravity The point at which an airplane would balance if suspended. Its (C.G.) distance from the reference datum is found by dividing the total moment by the total weight of the airplane. C.G. Arm The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. C.G. Limits The extreme center of gravity locations within which the airplane must be operated at a given weight. Usable Fuel Fuel available for flight planning. Unusable Fuel Fuel remaining after a runout test has been completed in accordance with governmental regulations. Standard Empty Weight Weight of a standard airplane including unusable fuel, full operating fluids and full oil. Basic Empty Weight Standard empty weight plus optional equipment. Payload Weight of occupants, cargo and baggage. Useful Load Difference between takeoff weight, or ramp weight if applicable, and basic empty weight. Maximum Ramp Weight Maximum weight approved for ground maneuver. (It includes weight of start, taxi and run up fuel.) Maximum Takeoff Maximum weight approved for the start of the takeoff run. Weight Maximum Landing Maximum weight approved for the landing touchdown. Weight Maximum Zero Fuel Maximum weight exclusive of usable fuel. Weight REPORT: VB-830 ISSUED: AUGUST 19, 1976 1-8 REVISED: SEPTEMBER 21, 1978 PIPER AIRCRAFT CORPORATION SECTION 1 PA-32-300, CHEROKEE SIX GENERAL THIS PAGE INTENTIONALLY LEFT BLANK ISSUED: AUGUST 19, 1976 REPORT: VB-830 1-9 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-32-300, CHEROKEE SIX THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-830 ISSUED: AUGUST 19, 1976 1-10 PIPER AIRCRAFT CORPORATION SECTION 1 PA-32-300, CHEROKEE SIX GENERAL 1.21 CONVERSION FACTORS MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN acres 0.4047 ha cubic inches (cu.in.) 16.39 cm3 43560 sq. ft. 1.639 x 10 m 3 0.0015625 sq. mi. 5.787 x 10 cu. ft. 0.5541 fl. oz. atmospheres (atm) 76 cm Hg 0.01639 1 29.92 in. Hg 4.329 x 10 3 U.S. gal. 1.0133 bar 0.01732 U.S. qt. 1.033 kg/cm2 14.70 lb./sq. in. cubic meters (m3) 61024 cu. in. 2116 lb./sq. ft- 1.308 cu. yd. 35.3147 cu. ft. bars (bar) 0.98692 atm- 264.2 U.S. gal. 14.503768 lb./sq. in. cubic meters per 35.3147 cu. ft./min. British Thermal Unit 0.2519958 kg-cal minute (m3/min.) (BTU) cubic yards (cu.yd.) 27 cu. ft. centimeters (cm) 0.3937 in. 0.7646 m 3 0.032808 ft. 202 U.S. gal. centimeters of 0.01316 atm degrees (arc) 0.01745 radians mercury at 0°C 0.3937 in. Hg (cmHg) 0.1934 lb./sq. in. degrees per second 0.01745 radians/sec. 27.85 lb./sq. ft. (deg./sec.) 135.95 kg/m2 drams, fluid (dr. fl.) 0.125 fl. oz. centimeters per 0.032808 ft./sec. second (cm/sec.) 1.9685 ft./min. drams, avdp. 0.0625 oz. avdp. 0.02237 mph (dr. avdp.) cubic centimeters 0.03381 fl. oz. feet (ft.) 30.48 cm (cm3) 0.06102 cu. in. 0.3048 m 3.531 x 10 cu. ft. 12 in. 0.001 1 0.33333 yd. 2.642 x 10 U.S. gal. 0.0606061 rod 1.894 x 10 mi. cubic feet (cu.ft.) 28317 cm3 1.645 x 10" NM 0.028317 m3 1728 cu. in. feet per minute 0.01136 mph 0.037037 cu. yd- (ft./min.) 0.01829 km/hr. 7.481 U.S. gal. 0.508 cm/sec. 28.32 1 0.00508 m/sec. cubic feet per minute 0.472 1/sec. (cu.ft./min.) 0.028317 m3/min. ISSUED: AUGUST 19, 1976 REPORT: VB-830 REVISED: AUGUST 12, 1977 1-11 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-32-300, CHEROKEE SIX MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN feet per second 0.6818 mph hectares (ha) 2.471 acres (ft./sec.) 1.097 km/hr. 107639 sq. ft. 30.48 cm/sec. 10000 m2 0.5921 kts. horsepower (hp) 33000 ft.-lb./min. foot-pounds (ft.-lb.) 0.138255 m-kg 550 ft.-lb./sec. 3.24 x 10-4 kg-cal 76.04 m-kg/sec. foot-pounds per 3.030 x 10 hp 1.014 metric hp minute (ft.-lb./min.) horsepower, metric 75 m-kg/sec. foot-pounds per 1.818 x 10 hp 0.9863 hp second (ft.-lb./sec.) inches (in.) 25.40 mm 2.540 cm gallons, Imperial 277.4 cu. in. 0.0254 m (Imperial gal.) 1.201 U.S. gal. 0.08333 ft. 4.546 1 0.027777 yd. gallons, U.S. dry 268.8 cu. in. inches of mercury 0.033421 atm (U.S. gal. dry) 1.556 x 10 cu. ft. at 0°C (in.Hg) 0.4912 lb./sq. in. 1 164 U.S. gal. 70.73 lb./sq. ft. 4.405 1 345.3 kg/m2 2.540 cm Hg gallons, U.S. liquid 231 cu. in. 25.40 mm Hg (U.S. gal.) 0.1337 cu. ft. 4.951 x 10 cu. yd. inch-pounds (in.-lb.) 0.011521 m-kg 3785.4 cm3 3.785 x 10 m 3 kilograms (kg) 2.204622 lb. 3.785 1 35.27 oz. avdp. 0.83268 Imperial gal. 1000 g 128 fl. oz. kilogram-calories 3.9683 BTU gallons per acre 9.353 1/ha (kg-cal) 3087 ft.-lb. (gal./acre) 426.9 m-kg grams (g) 0.001 kg kilograms per cubic 0.06243 lb./cu. ft. 0.3527 oz. avdp. meter (kg/m3) 0.001 g/cm3 2.205 x 10 lb. kilograms per 0.892 lb./acre grams per centimeter 0.1 kg/m hectare (kg/ha) (g/cm) 6.721 x 10 lb./ft. 5.601 x 10 lb./in. kilograms per square 0.9678 atm centimeter (kg/cm2) 28.96 in. Hg grams per cubic 1000 kg/m3 14.22 lb./sq. in. centimeter (g/cm3) 0.03613 lb./cu. in. 2048 lb./sq. ft. 62.43 lb./cu. ft. REPORT: VB-830 ISSUED: AUGUST 19, 1976 1-12 REVISED: SEPTEMBER 21, 1978 PIPER AIRCRAFT CORPORATION SECTION 1 PA-32-300, CHEROKEE SIX GENERAL MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN kilograms per square 2.896 x 10 " in. Hg meters per minute 0.06 km/hr. meter (kg/m2) 1.422 x 10 3 lb./sq. in. (m/min.) 0.2048 lb./sq. ft. meters per second 3.280840 ft./sec. kilometers (km) lx 10 cm (m/sec.) 196.8504 ft./min. 3280.8 ft. 2.237 mph 0.6214 mi. 3.6 km/hr. 0.53996 NM microns 3.937 x 10 in. kilometers per hour 0.9113 ft./sec. (km/hr.) 58.68 ft./min. miles, statute (mi.) 5280 ft. 0.53996 kt 1.6093 km 0.6214 mph 1609.3 m 0.27778 m/sec. 0.8684 NM 16.67 m/min. miles per hour 44.7041 cm/sec. knots (kt) 1 nautical mph (mph) 4.470 x 10 ¯' m/sec. 1.689 ft./sec. 1.467 ft./sec. 1.1516 statute mph 88 ft./min. 1.852 km/hr· 1.6093 km/hr. 51.48 m/sec. 0.8684 kt liters (1) 1000 cm 3 miles per hour 2.151 ft./sec. sq. 61.02 cu. in. square (m/hr.sq.) 0.03531 cu. ft. 33.814 fl. oz. millibars 2.953 x 10 * in. Hg 0.264172 U.S. gal. 0.2200 Imperial gal- millimeters (mm) 0.03937 in. 1.05669 qt. millimeters of 0.03937 in. Hg liters per hectare 13.69 fl. oz./acre mercury at 0°C (1/ha) 0.107 gal./acre (mmHg) liters per second 2.12 cu. ft./min- nautical miles 6080 ft. (1/sec.) (NM) 1.1516 statute mi. 1852 m meters (m) 39.37 in· 1.852 km 3.280840 ft. 1.0936 yd· ounces, avdp. 28.35 g 0.198838 rod (oz.avdp.) 16 dr. avdp. 6.214 x 10 mi. 5.3996 x 10 * NM ounces, fluid 8 dr. fl. (fl. oz.) 29.57 cm3 meter-kilogram 7.23301 ft.-lb- 1.805 cu. in. (m-kg) 86.798 in.-lb· 0.0296 1 0.0078 U.S. gal. ISSUED: AUGUST 19, 1976 REPORT: VB-830 REVISED: FEBRUARY 1, 1979 1-13 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-32-300, CHEROKEE SIX MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN ounces, fluid per 0.073 1/ha rod 16.5 ft. acre (fl.oz./ 5.5 yd. acre) 5.029 m pounds (lb.) 0.453592 kg slug 32.174 lb. 453.6 g 3.108 x 10 slug square centimeters 0.1550 . sq. in. (cm*) 0.001076 sq. ft. pounds per acre 1.121 kg/ha (lb./acre) square feet (sq.ft.) 929 cm 2 0.092903 m2 pounds per cubic 16.02 kg/m3 144 sq. in. foot (lb./cu.ft.) 0.1111 sq. yd. 2.296 x 10 acres pounds per cubic 1728 lb./cu. ft. inch (lb./cu.in.) 27.68 g/cm3 square inches 6.4516 cm 2 (sq.in.) 6.944 x 10 sq. ft. pounds per square 0.1414 in. Hg foot (lb.jsq.ft.) 4.88243 kg/m2 square kilometers 0.3861 sq. mi. 4.725 x 10 -4 atm (km2) pounds per square 5.1715 cm Hg square meters (m2) 10.76391 sq. ft. inch (psior 2.036 in. Hg 1.196 sq. yd. lb./sq. in.) 0.06804 atm 0.0001 ha 0.0689476 bar 703.1 kg/m2 square miles (sq.mi.) 2.590 km2 640 acres quart, U.S. (qt.) 0.94635 1 57.749 cu. in. square rods (sq.rods) 30.25 sq. yd. radians 57.30 deg. (arc) square yards (sq.yd.) 0.8361 m2 0.1592 rev. 9 sq. ft. 0.0330579 sq. rods radians per second 57.30 deg./sec. (radians/sec.) 0.1592 rev./sec. yards (yd.) 0.9144 m 9.549 rpm 3 ft. 36 in. revolutions (rev.) 6.283 radians 0.181818 rod revolutions per 0.1047 radians/sec. minute (rpmor rev./min.) revolutions per 6.283 radians/sec. second (rev./sec.) REPORT: VB-830 ISSUED: AUGUST 19, 1976 1-14 REVISED: AUGUST 12, 1977 TABLE OF CONTENTS SECTION 2 LIMITATIONS Paragraph Page No. No. 2.1 General.................................................. 2-1 2.3 AirspeedLimitations .......................................... 2-1 2.5 AirspeedIndicatorMarkings...................................... 2-2 2.7 PowerPlantLimitations ...................... ................. 2-2 2.9 PowerPlantInstrumentMarkings................................... 2-3 2.11 WeightLimits .............................................. 2-3 2.13 CenterofGravityLimits ........................................ 2-4 2.15 ManeuverLimits ............................................ 2-4 2.17 FlightLoadFactors .......................................... 2-4 2.19 TypesofOperations .......................................... 2-4 2.21 Fue1Limitations ............................................ 2-5 2.23 Flight With Rear Cabin Door or Rear Cabin Door and Cargo Door Removed . . . . . . . . . . 2-5 2.25 Seven Passenger Operation (S/N 32-7740001 through 32-7840202 only). . . . . . . . . . . . . 2-5 2.27 NoseWheelFairingRemoved .. ... ... ... ... ... ... ... ... ... .... . . . . 2-5 2.29 NoiseLevel ............................................... 2-5 2.31 Placards ................................................. 2-7 REPORT: VB-830 2-i PIPER AIRCRAFT CORPORATION SECTION 2 PA-32-300, CHEROKEE SIX LIMITATIONS SECTION 2 LIMITATIONS 2.1 GENERAL This section provides the "FAA Approved" operating limitations, instrument markings, color coding and basic placards necessary for the safe operation of the airplane and its systems. Limitations associated with those optional systems and equipment which require handbook supplements can be found in Section 9 (Supplements). 2.3 AIRSPEED LIMITATIONS SPEED KIAS KCAS Never Exceed Speed (VNE) - Do not exceed this speed in any operation. 192 184 Maximum Structural Cruising Speed (VNO) · 00 ROÍ exceed this speed except in smooth air and then only with caution. 149 146 Design Maneuvering Speed (VA) - Do not make full or abrupt control movements above this speed. At 3400 lbs. 131 129 At 2400 lbs. l14 114 CAUTION Maneuvering speed decreases at lighter weight as the effects of aerodynamic forces become more pronounced. Linear interpolation may be used for intermediate gross weights. Maneuvering speed should not be exceeded while operating in rough air. Maximum Flaps Extended Speed (VFE) - Do not exceed this speed with the flaps extended. 109 109 ISSUED: AUGUST 19, 1976 REPORT: VB-830 REVISED: SEPTEMBER 21, 1978 2-1 SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-32-300, CHEROKEE SIX 2.5 AIRSPEED INDICATOR MARKINGS MARKING IAS Red Radial Line (Never Exceed) 192 KTS Yellow Arc (Caution Range - Smooth Air Only) 149 KTS to 192 KTS Green Arc (Normal Operating Range) 54 KTS to 149 KTS White Arc (Flap Down) 47 KTS to 109 KTS 2.7 POWER PLANT LIMITATIONS (a) Number of Engines 1 (b) Engine Manufacturer Lycoming (c) Engine Model No. IO-540-KlG5 (d) Engine Operating Limits (1) Maximum Horsepower 300 (2) Maximum Rotation Speed (RPM) 2700 (3) Maximum Oil Temperature 245° F (e) Oil Pressure Minimum (redline) 25 PSI Maximum (redline) either 90 PSI or 100 PSI (f) Fuel Pressure Minimum (redline) either 12 PSI or 18 PSI Maximum (redline) 40 PSI (g) Fuel Grade (minimumoctane) 100/130 - Green (h) Number of Propellers 1 (i) Propeller Manufacturer Hartzell (j) Propeller Hub and Blade Model HC-C2YK-1( )F/F8475D-4 (k) Propeller Diameter Minimum 78.5 IN. Maximum 80 IN. (1) Blade Angle Limits Low Pitch Stop 13.5° ±.2° High Pitch Stop 34° ± 1° REPORT: VB-830 ISSUED: AUGUST 19, 1976 2-2 REVISED: SEPTEMBER 21, 1978 PIPER AIRCRAFT CORPORATION SECTION 2 PA-32-300, CHEROKEE SIX LIMITATIONS 2.9 POWER PLANT INSTRUMENT MARKINGS (a) Tachometer Green Arc (Normal Operating Range) 500 to 2700 RPM Red Line (Maximum Continuous Power) 2700 RPM (b) Oil Temperature Green Arc (Normal Operating Range) 75° to 245°F Red Line (Maximum) 245°F (c) Oil Pressure Green Arc (Normal Operating Range) 60 PSI to 90 PSI Yellow Arc (Caution Range) (Idle) either 25 PSI to 60 PSI or 25 PSI to 60 PSI and 90 PSI to 100 PSI Red Line (Minimum) 25 PSI Red Line (Maximum) either 90 PSI or 100 PSI (d) Fuel Pressure Green Arc (Normal Operating Range) 18 PSI to 40 PSI Red Line (Minimum) (idle) either 12 PSI or 18 PSI Red Line (Maximum) 40 PSI Yellow Arc (Idle Range) 12 PSI to 18 PSI 2.11 WEIGHT LIMITS (a) Maximum Weight 3400 LBS (b) Maximum Baggage (100lbs each compartment) 200 LBS NOTE Refer to Section 5 (Performance) for maximum weight as limited by performance. ISSUED: AUGUST 19, 1976 REPORT: VB-830 REVISED: SEPTEMBER 21, 1978 2-3 SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-32-300, CHEROKEE SIX 2.13 CENTER OF GRAVITY LIMITS Weight Forward Limit Rearward Limit Pounds Inches Aft of Datum Inches Aft of Datum 3400 91.4 95.5 3300 89.0 96.2 2900 80.0 96.2 2400 76.0 96.2 NOTES Straight line variation between points given. The datum used is 78.4 inches ahead of the wing leading edge at the intersection of the straight and tapered section. It is the responsibility of the airplane owner and the pilot to insure that the airplane is properly loaded. See Section 6 (Weight and Balance) for proper loading instructions. 2.15 MANEUVER LIMITS No acrobatic maneuvers including spins approved. 2.17 FLIGHT LOAD FACTORS (a) Positive Load Factor (Maximum) 3.8 G (b) Negative Load Factor (Maximum) No inverted maneuvers approved 2.19 TYPES OF OPERATION The airplane is approved for the following operations when equipped in accordance with FAR 91 or FAR 135. (a) Day V.F.R. (b) Night V.F.R. (c) Day I.F.R. (d) Night I.F.R. (e) Non Icing REPORT: VB-830 ISSUED: AUGUST 19, 1976 2-4 REVISED: SEPTEMIšER 21, 1978 PIPER AIRCRAFT CORPORATION SECTION 2 PA-32-300, CHEROKEE SIX LIMITATIONS 2.21 FUEL LIMITATIONS (a) Total Capacity S/N 32-7740001 through 32-7840202 84 U.S. GAL S/N 32-7940001 and up 98 U.S. GAL (b) Unusable Fuel S/N 32-7740001 through 32-7840202 .4 U.S. GAL The unusable fuel for the above airplanes has been determined as .2 U.S. gallons in each wing. S/N 32-7940001 and up 4 U.S. GAL The unusable fuel for the above airplanes has been determined as 2.0 U.S. gallons in each wing. (c) Usable Fuel S/N 32-7740001 through 32-7840202 83.6 U.S. GAL The usable fuel for the above airplanes has been determined as 41.8 U.S. gallons in each wing. S/N 32-7940001 and up 94 U.S. GAL The usable fuel for the above airplanes has been determined as 47 U.S. gallons in each wing. 2.23 FLIGHT WITH REAR CABIN DOOR OR REAR CABIN DOOR AND CARGO DOOR REMOVED The following limitations must be observed in the operation of this airplane with the rear cabin door or rear cabin door and cargo door removed: (a) The airplane may be flown with the rear cabin door or rear cabin door and cargo door removed. Flight with the front door removed is not approved. (b) Maximum speed - 145 KIAS. (c) No smoking. (d) All loose articles must be tied down and stowed. (e) Jumper's static lines must be kept free of pilot's controls and control surfaces. (f) Operation approved VFR flight conditions only. 2.25 LOADING LIMITATIONS (SERIAL NUMBERS 32-7740001 THROUGH 32-7840202) The following loading limitations must be observed in the operation of this airplane. (a) Fill tip tanks first: use main tanks first. (b) This airplane must not be operated at gross weights in excess of 3112 pounds unless the weight over 3112 pounds is fuel weight only. (c) Remove fuel from the main tanks first when required for proper weight and balance. 2.27 NOSE WHEEL FAIRING REMOVED When the nose wheel fairing is removed, two nose wheel centering springs (part number 67168) must be installed. ISSUED: AUGUST 19, 1976 REPORT: VB-830 REVISED: SEPTEMBER 21, 1978 2-5 SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-32-300, CHEROKEE SIX 2.29 NOISE LEVEL The noise level of this aircraft is 79.27 d B(A). No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport. The above statement not withstanding the noise level stated above has been verified by and approved by the Federal Aviation Administration in noise level test flights conducted in accordance with FAR 36, Noise Standards - Aircraft Type and Airworthiness Certification. This aircraft model is in compliance with all FAR 36 noise standards applicable to this type. REPORT: VB-830 ISSUED: AUGUST 19, 1976 2-6 REVISED: SEPTEMBER 21, 1978 PIPER AIRCRAFT CORPORATION SECTION 2 PA-32-300, CHEROKEE SIX LIMITATIONS 2.31 PLACARDS In full view of the pilot: THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS. NO ACROBATIC MANEUVERS, INCLUDING SPINS, APPROVED. THIS AIRCRAFT APPROVED FOR V.F.R., I.F.R., DAY AND NIGHT NON-ICING FLIGHT WHEN EQUIPPED IN ACCORDANCE WITH FAR 91 OR FAR 135. In full view of the pilot, the following takeoff and landing check lists will be installed: TAKEOFF CHECK LIST Fuel on Proper Tank Mixture - Set Flaps - 10° (lst notch) Electric Fuel Pump - On Propeller - Set Trim Tab - Set Engine Gauges - Checked Fasten Belts/Harness Controls - Free Alternate Air - Closed Doors - Latched Seat Backs Erect Air Conditioner - Off LANDING CHECK LIST Seat Backs Erect Fuel on Proper Tank Mixture Rich Fasten Belts/Harness Electric Fuel Pump - On Propeller Set Air Conditioner - Off Flaps Down (109KIAS MAX.) The "AIR CONDITIONER OFF" item in the above takeoff and landing check lists is mandatory for air conditioned aircraft only. On the instrument panel in full view of the pilot: MANEUVERING SPEED 131 KIAS AT 3400 LBS. (SEE P.O.H.) On the instrument panel in full view of the pilot: DEMONSTRATED CROSSWIND COMPONENT 17 KNOTS ISSUED: AUGUST 19, 1976 REPORT: VB-830 2-7 SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-32-300, CHEROKEE SIX In full view of the pilot: (For operation with the rear door removed) FOR FLIGHT WITH THE DOOR REMOVED, SEE THE LIMITATIONS AND PROCEDURES SECTIONS OF THE PILOT'S OPERATING HANDBOOK. On the fuel selector valve cover (serialnumbers 32-7740001 through 32-7840202): ALL WEIGHT IN EXCESS OF 3112 POUNDS MUST BE FUEL WEIGHT ONLY FILL TIP TANKS FIRST USE MAIN TANKS FIRST RESTRICT PASSENGER WEIGHTS OR CARGO WEIGHT AS REQUIRED FOR COMPLIANCE. On the instrument panel in full view of the pilot when the AutoFlite II is installed: OPERATION TURN AUTOFLITE ON. ADJUST TRIM KNOB FOR MINIMUM HEADING CHANGE: FOR HEADING CHANGE, PRESS DISENGAGE SWITCH ON CONTROL WHEEL, CHANGE HEADING, RELEASE SWITCH. ROTATE TURN KNOB FOR TURN COMMANDS. PUSH TURN KNOB IN TO ENGAGE TRACKER. PUSH TRIM KNOB IN FOR HI SENSITIVITY. LIMITATIONS AUTOFLITE OFF FOR TAKEOFF AND LANDING. On the instrument panel in full view of the pilot when the supplementary white strobe lights are installed: WARNING - TURN OFF STROBE LIGHTS WHEN TAXIING IN VICINITY OF OTHER AIRCRAFT, OR DURING FLIGHT THROUGH CLOUD, FOG OR HAZE. In full view of the pilot, in the area of the air conditioner controls when the air conditioner is installed: WARNING - AIR CONDITIONER MUST BE OFF TO INSURE NORMAL TAKEOFF CLIMB PERFORMANCE. REPORT: VB-830 ISSUED: AUGUST 19, 1976 2-8 REVISED: SEPTEMBER 21, 1978 PIPER AIRCRAFT CORPORATION SECTION 2 PA-32-300, CHEROKEE SIX LIMITATIONS On the inside of the forward baggage compartment: MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS. SEE THE LIMITATIONS SECTION OF THE PILOT'S OPERATING HANDBOOK. On aft baggage closeout: MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS. NO HEAVY OBJECTS ON HAT SHELF. Adjacent to outboard fuel filler caps: S/N 32-7740001 through 32-7840202 FUEL -100/130 AVIATION GRADE MIN. - CAPACITY 17 GAL. ' Adjacent to inboard fuel filler caps: S/N 32-7740001 through 32-7840202 FUEL - 100/130 AVIATION GRADE MIN. - MAXIMUM CAPACITY 25 GAL. CAPACITY TO BOTTOM OF FILLER NECK INDICATOR 18 GAL. ISSUED: AUGUST 19, 1976 REPORT: VB-830 REVISED: SEPTEMBER 21, 1978 2-9 SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-32-300, CHEROKEE SIX Adjacent to fuel tank filler caps: S/N 32-7940001 and up FUEL - 100/130 AVIATION GRADE - USABLE CAPACITY 47.0 GAL. On storm window: DO NOT OPEN ABOVE 129 KIAS. REPORT: VB-830 ISSUED: AUGUST 19, 1976 2-10 REVISED: SEPTEMBER 21, 1978 TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. No. 3.1 General.................................................. 3-1 3.3 EmergencyProceduresCheckList .................................. 3-3 3.5 Amplified Emergency Procedures (General) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7 3.7 EngineFireDuringStart ........................................ 3-7 3.9 EnginePowerLossDuringTakeoff .................................. 3-7 3.11 EnginePowerLossInFlight...................................... 3-8 3.13 PowerOffLanding ........................................... 3-9 3.15 FireInFlight .............................................. 3-9 3.17 LossofOilPressure........................................... 3-10 3.19 LossofFuelPressure .......................................... 3-10 3.21 HighOilTemperature ......................................... 3-10 3.23 AlternatorFailure ........................................... 3-11 3.25 PropellerOverspeed .................................. ....... 3-11 3.27 SpinRecovery.............................................. 3-11 3.29 OpenDoor................................................ 3-12 3.31 EngineRoughness ........................................ .. 3-12 REPORT: VB-830 3-i PIPER AIRCRAFT CORPORATION SECTION 3 PA-32-300, CHEROKEE SIX EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES 3.1 GENERAL The recommended procedures for coping with various types of emergencies and critical situations are provided by this section. All of the required (FAA regulations) emergency procedures and those necessary for the safe operation of the airplane as determined by the operating and design features of the airplane are presented. Emergency procedures associated with those optional systems and equipment which require handbook supplements are provided by Section 9 (Supplements). The first portion of this section consists of an abbreviated emergency check list which supplies an action sequence for critical situations with little emphasis on the operation of systems. The remainder of the section is devoted to amplified emergency procedures containing additional information to provide the pilot with a more complete understanding of the procedures. These procedures are suggested as the best course of action for coping with the particular condition described, but are not a substitute for sound judgment and common sense. Since emergencies rarely happen in modern aircraft, their occurrrence is usually unexpected and the best corrective action may not always be obvious. Pilots should familiarize themselveswith the procedures given in this section and be prepared to take appropriate action should an emergency arise. Most basic emergency procedures, such as power off landings, are a normal part of pilot training. Although these emergencies are discussed here, this information is not intended to replace such training, but only to provide a source of reference and review, and to provide information on procedures which are not the same for all aircraft. It is suggested that the pilot review standard emergency procedures periodically to remain proficient in them. ISSUED: AUGUST 19, 1976 REPORT: VB-830 3-1 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-32-300, CHEROKEE SIX THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-830 ISSUED: AUGUST 19, 1976 3-2 PIPER AIRCRAFT CORPORATION SECTION 3 PA-32-300, CHEROKEE SIX EMERGENCY PROCEDURES 3.3 EMERGENCY PROCEDURES CHECK LIST ENGINE FIRE DURING START Starter . . . . . . . . . . . . . . . . . . crank engine When power is restored: Mixture ..................idlecut-off Alternateair.................CLOSED Throttle ......................open Electricfuelpump ................OFF Electric fuel pump . . . . . . . . . . . . . . . . OFF If power is not restored prepare for power off Fuel selector . . . . . . . . . . . . . . . . . . . OFF landing. Abandon if fire continues Trim for 87 KIAS ENGINE POWER LOSS DURING TAKEOFF POWER OFF LANDING If sufficient runway remains for a normal landing, Locate suitable field. land straight ahead. Establish spiral pattern. 1000 ft. above field at downwind position for If area ahead is rough, or if it is necessary to clear normal landing approach. obstructions, maintain a safe airspeed and make When field can easily be reached slow to 80 KIAS only a shallow turn if necessary to avoid for shortest landing. obstructions. Use of flaps depends upon circumstances. Normally, flaps should be fully Touchdowns should normally be made at lowest extended for touchdown. possible airspeed with full flaps. If sufficient altitude has been gained to attempt a When committed to landing: restart: Ignition ......................OFF Maintain safe airspeed Master switch . . . . . . . . . . . . . . . . . . . OFF Fuel selector . . . . . . . . . . . . . switch to tank Fuel selector . . . . . . . . . . . . . . . . . . . OFF containing fuel Mixture . . . . . . . . . . . . . . . . . . idle cut-off Electric fuel pump . . . . . . . . . . . . . check ON Seat belt and harness . . . . . . . . . . . . . . . tight Mixture ................. checkRICH Alternateair . . . . . . . . . . . . . . . . . . .OPEN If power is not regained, proceed with power off FIRE IN FLIGHT landing. Sourceoffire ..................check ENGINE POWER LOSS IN FLIGHT Electrical fire (smokein cabin): Masterswitch ...................OFF Fuelselector .............switchtotank Vents........................open containing fuel Cabin heat . . . . . , , . . . . . . . . . . . . . . OFF Electric fuel pump . . . . . . . . . . . . . . . . .ON Land as soon as practicable. Mixture .....................RICH Alternate air . . . . . . . . . . . . . . . . . . . OPEN Engine fire: Engine gauges . . . . . . . . . . check for indication Fuel selector . . . . . . . . . . . . . . . . . . . OFF of cause of power loss Throttle . . . . . . . . . . . . . . . . . . . CLOSED If no fuel pressure is indicated, check tank selector Mixture . . . . . . . . . . . . . . . . . . idle cut-off position to be sure it is on a tank containing fuel. Electric fuel pump . . . . . . . . . . . . check OFF Heater and defroster . . . . . . . . . . . . . . . OFF Proceed with power off landing procedure. ISSUED: AUGUST 19, 1976 REPORT: VB-830 3-3 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-32-300, CHEROKEE SIX LOSS OF OIL PRESSURE SPIN RECOVERY Land as soon as possible and investigate cause. Throttle . . . . . . . . . . . . . . . . . . . . . . idle Prepare for power off landing. Ailerons . . . . . . . . . . . . . . . . . . . . neutral Rudder.................fulloppositeto direction of rotation LOSS OF FUEL PRESSURE Control wheel . . . . . . . . . . . . . . .full forward Rudder................. neutral(when Electric fuel pump . . . . . . . . . . . . . . . . .ON rotation stops) Fuel selector . . . . . . . . . . . check on full tank Control wheel . . . . . . . . . . . . . .as required to smoothly regain level flight altitude HIGH OIL TEMPERATURE Land at nearest airport and investigate the problem. OPEN DOOR Prepare for power off landing. If both upper and side latches are open, the door will trail slightly open and airspeeds will be reduced ALTERNATOR FAILURE slightly. Verify failure To close the door in flight: Reduce electrical load as much as possible. Slow airplane to 87 KIAS Alternator circuit breakers . . . . . . . . . . check Cabin vents . . . . . . . . . . . . . . . . . . . .close Alt switch . . . . . . . . . . . . OFF (for 1 second), Storm window . . . . . . . . . . . . . . . . . .open then on If no output: If upper latch is open . . . . . . . . . . . . . .latch Alt switch . . . . . . . . . . . . . . . . . . . . . OFF If side latch is open . . . . . . pull on armrest while movinglatch handle Reduce electrical load and land as soon as practical, to latched position If both latches are open . . . . . . . latch side latch PROPELLER OVERSPEED then top latch Throttle .....................retard Oilpressure ...................check Prop control . . . . . . . . . . full DECREASE rpm, then set if any control available Airspeed .....................reduce Throttle . . . . . . . . . . . . as required to remain below 2700 rpm REPORT: VB-830 ISSUED: AUGUST 19, 1976 3-4 REVISED: JANUARY 25, 1977 PIPER AIRCRAFT CORPORATION SECTION 3 PA-32-300, CHEROKEE SIX EMERGENCY PROCEDURES THIS PAGE INTENTIONALLY LEFT BLANK ISSUED: AUGUST 19, 1976 REPORT: VB-830 3-5 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-32-300, CHEROKEE SIX THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-830 ISSUED: AUGUST 19, 1976 3-6 PIPER AIRCRAFT CORPORATION SECTION 3 PA-32-300, CHEROKEE SIX EMERGENCY PROCEDURES 3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL) The following paragraphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding of the recommended course of action and probable cause of an emergency situation. 3.7 ENGINE FIRE DURING START Engine fires during start are usually the result of overpi'iming. The first attempt to extinguish the fire is to try to start the engine and draw the excess fuel back into the induction system. If a fire is present before the engine has started, move the mixture control to idle cut-off, open the throttle and crank the engine, This is an attempt to draw the fire back into the engine. If the engine has started, continue operating to try to pull the fire into the engine. In either case (above),if fire continues more than a few seconds, the fire should be extinguished by the best available external means. The fuel selector valves should be "OFF" and the mixture at idle cut-off if an external fire extinguishing method is to be used. 3.9 ENGINE POWER LOSS DURING TAKEOFF The proper action to be taken if loss of power occurs during takeoff will depend on the circumstances of the particular situation. If sufficient runway remains to complete a normal landing, land straight ahead. If the area ahead is rough, or if it is necessary to clear obstructions, maintain a safe airspeed and maneuver gently to avoid obstacles, making only shallow turns if necessary. Use of flaps depends upon circumstances. Normally, flaps should be fully extended for touchdown. If sufficient altitude has been gained to attempt a restart, maintain a safe airspeed and switch the fuel selector to another tank containing fuel. Check the electric fuel pump to insure that it is "ON" and that the mixture is "RICH." The alternate air should be "OPEN." If engine failure was caused by fuel exhaustion, power will not be regained after switching fuel tanks until the empty fuel lines are filled. This may require up to ten seconds. If power is not regained, proceed with the Power Off Landing procedure (refer to the emergency check list and paragraph 3.13). ISSUED: AUGUST 19, 1976 REPORT: VB-830 3-7 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-32-300, CHEROKEE SIX 3.11 ENGINE POWER LOSS IN FLIGHT Complete engine power loss is usually caused by fuel flow interruption and power will be restored shortly after fuel flow is restored. If power loss occurs at a low altitude, the first step is to prepare for an emergency landing (referto paragraph 3.13). An airspeed of at least 87 KIAS should be maintained. If altitude permits, switch the fuel selector to another tank containing fuel and turn the electric fuel pump "ON." Move the mixture control to "RICH" and the alternate air to "OPEN." Check the engine gauges for an indication of the cause of the power loss. If no fuel pressure is indicated, check the tank selector position to be sure it is on a tank containing fuel. When power is restored move the alternate air to the "CLOSED" position and turn "OFF" the electric fuel pump. If the preceding steps do not restore power, prepare for an emergency landing. If time permits, turn the ignition switch to "L" then to "R" then back to "BOTH." Move the throttle and mixture control levers to different settings. This may restore power if the problem is too rich or too lean a mixture or if there is a partial fuel system restriction. Try other fuel tanks. Water in the fuel could take some time to be used up, and allowing the engine to windmill may restore power. If power loss is due to water, fuel pressure indications will be normal. If engine failure was caused by fuel exhaustion power will not be restored after switching fuel tanks until the empty fuel lines are filled. This may require up to ten seconds. If power is not regained, proceed with the Power Off Landing procedure (refer to the emergency check list and paragraph 3.13). REPORT: VB-830 ISSUED: AUGUST 19, 1976 3-8 PIPER AIRCRAFT CORPORATION SECTION 3 PA-32-300, CHEROKEE SIX EMERGENCY PROCEDURES 3.13 POWER OFF LANDING If loss of power occurs at altitude, trim the aircraft for best gliding angle (87KIAS, Air Cond. off) and look for a suitable field. If measures taken to restore power are not effective, and if time permits, check your charts for airports in the immediate vicinity; it may be possible to land at one if you have sufficient altitude. At best gliding angle, with the engine windmilling, and the propeller control in full "DECREASE rpm," the aircraft will travel approximately 1.5 miles for each thousand feet of altitude. If possible, notify the FAA by radio of your difficulty and intentions. If another pilot or passenger is aboard, let him help. When you have located a suitable field, establish a spiral pattern around this field. Try to be at 1000 feet above the field at the downwind position, to make a normal landing approach. When the field can easily be reached, slow to 80 KIAS with flaps down for the shortest landing. Excess altitude may be lost by widening your pattern, using flaps or slipping, or a combination of these. Touchdown should normally be made at the lowest possible airspeed. When committed to landing, close the throttle control and shut "OFF" the master and ignition switches. Flaps may be used as desired. Turn the fuel selector valve to "OFF" and move the mixture to idle cut-off. The seat belts and shoulder harness (if installed) should be tightened. Touchdown should be normally made at the lowest possible airspeed. 3.15 FIRE IN FLIGHT The presence of fire is noted through smoke, smell and heat in the cabin. It is essential that the source of the fire be promptly identified through instrument readings, character of the smoke, or other indications since the action to be taken differs somewhat in each case. Check for the source of the fire first. If an electrical fire is indicated (smokein the cabin), the master switch should be turned "OFF." The cabin vents should be opened and the cabin heat turned "OFF." A landing should be made as soon as possible. If an engine fire is present, switch the fuel selector to "OFF" and close the throttle. The mixture should be at idle cut-off. Turn the electric fuel pump "OFF." In all cases, the heater and defroster should be "OFF." If radio communication is not required select master switch "OFF." If the terrain permits, a landing should be made immediately. NOTE The possibility of an engine fire in flight is extremely remote. The procedure given is general and pilot judgment should be the determining factor for action in such an emergency. ISSUED: AUGUST 19, 1976 REPORT: VB-830 3-9 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-32-300,CHEROKEE SIX 3.17 LOSS OF OIL PRESSURE Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to investigate the cause and prevent engine damage. A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty gauge. In either case, proceed toward the nearest airport, and be prepared for a forced landing. If the problem is not a pressure gauge malfunction, the engine may stop suddenly. Maintain altitude until such time as a dead stick landing can be accomplished. Don't change power settings unnecessarily, as this may hasten complete power loss. Depending on the circumstances, it may be advisable to make an off airport landing while power is still available, particularly if other indications of actual oil pressure loss, such as sudden increases in temperatures, or oil smoke, are apparent, and an airport is not close. If engine stoppage occurs, proceed with Power Off Landing. 3.19 LOSS OF FUEL PRESSURE If loss of fuel pressure occurs, turn "ON" the electric fuel pump and check that the fuel selector is on a full tank. If the problem is not an empty tank, land as soon as practical and have the engine-driven fuel pump and fuel system checked. 3.21 HIGH OIL TEMPERATURE An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other causes. Land as soon as practical at an appropriate airport and have the cause investigated. A steady, rapid rise in oil temperature is a sign of trouble. Land at the nearest airport and let a mechanic investigate the problem. Watch the oil pressure gauge for an accompanying loss of pressure. REPORT: VB-830 ISSUED: AUGUST 19, 1976 3-10 PIPER AIRCRAFT CORPORATION SECTION 3 PA-32-300, CHEROKEE SIX EMERGENCY PROCEDURES 3.23 ALTERNATOR FAILURE Loss of alternator output is detected through zero reading on the ammeter. Before executing the following procedure, insure that the reading is zero and not merely low by actuating an electrically powered device, such as the landing light. If no increase in the ammeter reading is noted, alternator failure can be assumed. The electrical load should be reduced as much as possible. Check the alternator circuit breakers for a popped circuit. The next step is to attempt to reset the overvoltage relay. This is accomplished by moving the "ALT" switch to "OFF" for one second and then to "ON." If the trouble was caused by a momentary overvoltage condition (16.5volts and up) this procedure should return the ammeter to a normal reading. If the ammeter continues to indicate "O" output, or if the alternator will not remain reset, turn off the "ALT" switch, maintain minimum electrical load and land as soon as practical. All electrical load is being supplied by the battery. 3.25 PROPELLER OVERSPEED Propeller overspeed is caused by a malfunction in the propeller governor or low oil pressure which allows the propeller blades to rotate to full low pitch. If propeller overspeed should occur, retard the throttle and check the oil pressure. The propeller control should be moved to full "DECREASE rpm" and then set if any control is available. Airspeed should be reduced and throttle used to maintain 2700 RPM. 3.27 SPIN RECOVERY Intentional spins are prohibited in this airplane. If a spin is inadvertently entered, immediately move the throttle to idle and the ailerons to neutral. Full rudder should then be applied opposite to the direction of rotation followed by control wheel full forward. When the rotation stops, neutralize the rudder and ease back on the control wheel as required to smoothly regain a level flight attitude. ISSUED: AUGUST 19, 1976 REPORT: VB-830 3-11 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-32-300, CHEROKEE SIX 3.29 OPEN DOOR The cabin door on the Cherokee is double latched, so the chances of its springing open in flight at both the top and side are remote. However, should you forget the upper latch, or not fully engage the side latch, the door may spring partially open. This will usually happen at takeoff or soon afterward. A partially open door will not affect normal flight characteristics, and a normal landing can be made with the door open. If both upper and side latches are open, the door will trail slightly open, and airspeed will be reduced slightly. To close the door in flight, slow the airplane to 87 KIAS, close the cabin vents and open the storm window. If the top latch is open, latch it. If the side latch is open, pull on the armrest while moving the latch handle to the latched position. If both latches are open, close the side latch then the top latch. 3.31 ENGINE ROUGHNESS Engine roughness may be caused by dirt in the injector nozzles, induction system icing, or ignition problems. First adjust the mixture for maximum smoothness. The engine will run rough if the mixture is too rich or too lean. Move the alternate air to "OPEN" and then turn "ON" the electric fuel pump. Switch the fuel selector to another tank to see if fuel contamination is the problem. Check the engine gauges for abnormal readings. If any gauge readings are abnormal proceed accordingly. The magneto switch should then be moved to "L" then "R," then back to "BOTH." If operation is satisfactory on either magneto, proceed on that magneto at reduced power with full "RICH" mixture to a landing at the first available airport. If roughness persists, prepare for a precautionary landing at pilot's discretion. REPORT: VB-830 ISSUED: AUGUST 19, 1976 3-12 REVISED: JANUARY 25, 1977 TABLE OF CONTENTS SECTION 4 NORMAL PROCEDURES Paragraph Page No. No. 4.1 General...... ............... ............... .............. 4-1 4.3 AirspeedsforSafeOperations ................. .................... 4-1 4.5 NormalProceduresCheckList ....... ... ......... ................. 4-3 4.7 AmplifiedNormalProcedures(General) ........ ............... ...... .. 4-7 4.9 PreflightCheck ................... ......... ................ . 4-7 4.11 BeforeStartingEngine ........................ ...... .......... . 4-10 4.13 StartingEngine .... ......... ............... ............... .. 4-10 4.15 Warm-Up ..... .................. ...... .................. .. 4-11 4.17 Taxiing ............... ......... ............... ........... 4-11 4.19 GroundCheck .. ...... ............... ...... ................. 4-12 4.21 BeforeTakeoff ................ ...... .................. ..... 4-12 4.23 Takeoff ................................................. 4-13 4.25 Climb ................................................... 4-13 4.27 Cruising ................................................. 4-14 4.29 ApproachandLanding ......................................... 4-15 4.31 StoppingEngine ............................................ 4-15 4.33 Parking .................................................. 4-15 4.35 Stalls ................................................... 4-16 4.37 TurbulentAirOperation ........................................ 4-16 4.39 WeightandBalance ........................................... 4-16 REPORT: VB-830 4-i PIPER AIRCRAFT CORPORATION SECTION 4 PA-32-300, CHEROKEE SIX NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES 4.1 GENERAL This section clearly describes the recommended procedures for the conduct of normal operations for the Cherokee Six. All of the required (FAA regulations) procedures and those necessary for the safe operation of the airplane as determined by the operating and design features of the airplane are presented. Normal procedures associated with those optional systems and equipment which require handbook supplements are provided by Section 9 (Supplements). These procedures are provided to present a source of reference and review and to supply information on procedures which are not the same for all aircraft. Pilots should familiarize themselves with the procedures given in this section in order to become proficient in the normal operations of the airplane. The first portion of this section consists of a short form check list which supplies an action sequence for normal operations with little emphasis on the operation of the systems. The remainder of the section is devoted to amplified normal procedures which provide detailed information and explanations of the procedures and how to perform them. This portion of the section is not intended for use as an in-flight reference due to the lenthly explanations. The short form check list should be used for this purpose. 4.3 AIRSPEEDS FOR SAFE OPERATIONS The following airspeeds are those which are significant to the safe operation of the airplane. These figuæs are for standard airplanes flown at gross weight under standard conditions at sea level. Performance for a specific airplane may vary from published figures depending upon the equipment installed, the condition of the engine, airplane and equipment, atmospheric conditions and piloting technique. (a) Best Rate of Climb Speed 89 KIAS (b) Best Angle of Climb Speed 79 KIAS (c) Turbulent Air Operating Speed (See Subsection 2.3) 131 KIAS (d) Maximum Flap Speed 109 KIAS (e) Landing Final Approach Speed (Flaps 40°) 80 KIAS (f) Maximum Demonstrated Crosswind Velocity 17 KTS ISSUED: AUGUST 19, 1976 REPORT: VB-830 4-1 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-32-300, CHEROKEE SIX THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-830 ISSUED: AUGUST 19, 1976 4-2 PIPER AIRCRAFT CORPORATION SECTION 4 PA-32-300, CHEROKEE SIX NORMAL PROCEDURES (S/N 32-7940001 AND UP) - (S/N 32-7740001 THROUGH 32-7840202 ONLY) WALK-AROUND Figure 4-1 4.5 NORMAL PROCEDURES CHECK LIST PREFLIGHT CHECK COCKPIT RIGHT WING Control wheel ...... ............. release restraints Surface condition ... ..... .... ..... ......... check Parkingbrake ............... ................set Flapandhinges............................check All switches ............... ............... OFF Aileron and hinges ......................... check Mixture ......................... IDLE CUT-OFF Wing tip and lights .........................check Master switch ............................... ON Fuel tank ..................check supply visually - Fuel gauges ............................... check secure cap Annunciator panel ........... ... ........... check Fuel vent opening .................. unobstructed Master switch ..............................OFF Fueltanksumps............................drain Primary flight controls . . . . . . . . . . .proper operation Fuel quantity gauge (late models only) . . . . . . check Flap control.....................proper operation Tie down and chocks......................æmove Trim control .............................neutral Main gear strut ...........proper inflation (4.5in.) Windows.............................check clean Tire ...................................... check Required papers ........................ on board Brake block and disc ....................... check Tow bar and baggage ...stowed properly and secure Fresh air inlet .............................. clear ISSUED: AUGUST 19, 1976 REPORT: VB-830 REVISED: SEPTEMBER 21, 1978 4-3 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-32-300, CHEROKEE SIX NOSE SECTION MISCELLANEOUS Cowling................................... check Fuel strainer ...............................drain Windows ...................................clean Master switch ...........................'.... ON General condition ......................... check Pitotheat switch ............................ ON Fuel strainer drain ......... place container under Interior lighting ................... ON and check Forward baggage door ............close and secure Exterior lighting switches .......... ON and check Propeller and spinner ............. check for nicks Fuel strainer drain .................visually check Alternator belt .....................check tension contents of container Air inlets................................... clear and dispose-valve secure Chocks ..................................remove Pitot................................ check-warm Nose wheel strut.................... check proper Stall warning horn ......................... check inflation(3.25in.) Alllightingswitches ........................OFF Nose wheel tire ............................ check Pitot heat switch ........................... OFF Oil ...............................check quantity Master switch .............................. OFF Dipstick ......................... properly seated Passengers................................. board Oil check door ...................close and secure All doors.........................close and secure Landing light .............................. check Seat belts and harness ..............fastened-check inertia reel LEFT WING BEFORE STARTING ENGINE Fresh air inlet ............................. check Chocksandtiedown......................remove Brakes . . . . . . . . . . . . . . . . . . . . . . . .set Main gear strut . . . . . . . . . proper inflation (3.25in.) Propeller . . . . . . . . . . . . .full INCREASE rpm Tire ......................................check Fuelselector . . . . . . . . . . . . . . desired tank Brake block disc ........................... check Fuel tanksumps ............................drain Fuel vent .................................. clear STARTING ENGINE WHEN COLD Fuel quantity gauge........................ check Fueltank .................checksupplyvisually- Throttle . . . . . .. . . . . . . . . . . . .1/2"open secure cap Master switch . . . . . . . . . . . . . . . . . . . .ON Pitot............................. remove cover- Electric fuel pump . . . . . . . . . . . . . . . . .ON holes clear Mixture . . . . . . . . . . . . . . . prime - then idle Wing tip and lights ......................... check cut-off Surface conditions ......................... check Starter . . . . . . . . . . . . . . . . . . . . . .engage Aileron andhinges.........................check Mixture . . . . . . . . . . . . . . . . . . .full RICH Flapandhinges............................check Throttle . . . . . . . . . . . . . . . . . . . . .adjust Oilpressure ...................check EMPENNAGE Antennas ................................. check STARTING ENGINE WHEN HOT General condition ......................... check Baggage...................................check Throttle . . . . . . . . . . . . . . . . . . .1/2"open Taillights .................................check Masterswitch . . . . . . . . . . . . . . . . . . . .ON Elevator ..................................check Electricfuelpump . . . . . . . . . . . . . . . . .ON Rudder ................................... check Mixture . . . . . . . . . . . . . . . . . . idle cut-off Tie down ................................remove Starter . . . . . . . . . . . . . . . . . . . . . .engage Mixture ....................advance Throttle .....................adjust Oilpressure ...................check REPORT: VB-830 ISSUED: AUGUST 19, 1976 4-4 REVISED: SEPTEMBER 21, 1978 PIPER AIRCRAFT CORPORATION SECTION 4 PA-32-300, CHEROKEE SIX NORMAL PROCEDURES STARTING ENGINE WHEN FLOODED Air conditioner . . . . . . . . . . . . . . . . . check Annunciator panel . . . . . . . . . . . .press-to-test Throttle ................... openfull Propeller ................exercise-then Masterswitch ....................ON fullINCREASE Electricfuelpump ................OFF Alternateair...................check Mixture . . . . . . . . . . . . . . . . . . idle cut-off Engine is warm for takeoff when throttle can be Starter . . . . . . . . . . . . . . . . . . . . . .engage opened without engine faltering. Mixture ....................advance Electricfuelpump ................OFF Throttle .....................retard Fuelpressure ..................check Oilpressure ...................check Throttle .....................retard STARTING WITH EXTERNAL POWER SOURCE BEFORE TAKEOFF Masterswitch ...................OFF Masterswitch ....................ON All electrical equipment . . . . . . . . . . . . . OFF Flight instruments . . . . . . . . . . . . . . . check Terminals . . . . . . . . . . . . . . . . . . . connect Fuel selector . . . . . . . . . . . . . . .proper tank External power plug . . . . . . . . . . . . .insert in Electric fuel pump . . . . . . . . . . . . . . . . .ON fuselage Enginegauges ..................check Proceed with normal start Alternate air . . . . . . . . . . . . . . . . . CLOSED Throttle ................lowestpossible Seatbacks ........., ...........erect ' RPM Mixture ........ ..............set External power plug . . . . . . . . disconnect from Prop . . . . . . . . . . . . . . . . . . . . . . . . . set fuselage Belts/harness . . . . . . . . . . . . . . . . .fastened Master switch . . . . . . . . . .ON - check ammeter Empty seats . . . . . . . . . . . . . . . . . seat belts Oil pressure . . . . . . . . . . . . . . . . . . . check snugly fastened Flaps ...................... setl0° Trimtab ...............,.......set WARM-UP Controls ...................... free Doors ....................-- latched Throttle ............. 1000tol200RPM: Airconditioner ..................OFF TAXHNG TAKEOFF Chocks .....................removed NORMAL Taxiarea............,.........clear Throttle .................applyslowly Flaps ...................... set10° Prop .......... ..........highRPM Tab..........................set Brakes . . . . . . . . . . . . . . . . . . . . . check Accelerate to 55 to 62 KIAS Steering ......... ...........check Controlwheel............backpressureto rotate to climb attitude GROUND CHECK Propeller . . . . . . . . . . . . . . . full INCREASE Throttle .................. 2000RPM Magnetos . . . . . . . . . . . .max. drop 175 RPM -max. diff. 50 RPM Vacuum .................5.0"Hg.±.1 Oiltemp ........... .....,...check Oilpressure ...................check ISSUED: AUGUST 19, 1976 REPORT: VB-830 REVISED: SEPTEMBER 21, 1978 4-5 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-32-300, CHEROKEE SIX SHORT FIELD, OBSTACLE CLEARANCE CRUISING Flaps . . . . . . . . . . . . . . . 25° (second notch) Reference performance charts, Avco-Lycoming Accelerate to 55 to 62 KIAS depending on aircraft Operator's Manual and power setting table. weight Normal max. cruise power. . . . . . . . . . . . 75% Control wheel . . . . . . . . . . . . back pressure to Power . . . . . . . . . . . . . . set per power table rotate to climb attitude Mixture . . . . . . . . . . . . . . . . . . . . adjust After breaking ground, accelerate to 79 KIAS and climb past obstacle. Accelerate to best rate of climb speed - 89 KIAS APPROACH AND LANDING and slowly retract the flaps. Fuel selector . . . . . . . . . . . . . . .proper tank SHORT FIELD, NO OBSTACLE Seat backs . . . . . . . . . . . . . . . . . . . . .erect Belts/harness . . . . . . . . . . . . . . . . . . fasten Flaps . . . . . . . . . . . . . . . 25° (secondnotch) Electric fuel pump . . . . . . . . . . . . . . . . .ON Accelerate to 55 to 62 KIAS depending upon Mixture . . . . . . . . . . . . . . . . . . . . . . . set aircraft weight Propeller . . . . . . . . . . . . . . . . . . . . . . . set Control wheel . . . . . . . . . . . . back pressure to Flaps . . . . . . . . . . . . . down - 109 KIAS max rotate to climb attitude Air conditioner . . . . . . . . . . . . . . . . . . OFF Accelerate to best rate of climb speed - 89 KIAS Trim to 80 KIAS and slowly retract the flaps while climbing out. SOFT FIELD, OBSTACLE CLEARANCE STOPPING ENGINE Flaps ...............25°(secondnotch) Flaps .......................retract Accelerate; pull nose wheel off as soon as possible. Electric fuel pump . . . . . . . . . . . . . . . . OFF Controlwheel................liftoffat Airconditioner ..................OFF lowest possible airspeed Radios . . . . . . . . . . . . . . . . . . . . . . . OFF Just above the ground, accelerate to best angle of Propeller . . . . . . . . . . . . . . . full INCREASE climb speed - 79 KIAS and climb past obstacle- Throttle . . . . . . . . . . . . . . . . . . . . .full aft Continue climb while accelerating to best rate of Mixture . . . . . . . . . . . . . . . . . . idle cut-off climb speed - 89 KIAS· Magnetos . . . . . . . . . . . . . . . . . . . . OFF Flaps ...................retractslowly Masterswitch ....... ...........OFF SOFT FIELD, NO OBSTACLE Flaps . . . . . . . . . . . . . . . 25° (secondnotch) PARKING Accelerate; pull nose wheel off as soon as possible- Parking brake . . . . . . . . . . . . . . . . . . . . set Control wheel . . . . . . . . . . . . . . . . lift off at : Control wheel . . . . . . . . . . . secured with belts lowest possible airspeed Flaps . . . . . . . . . . . . . . . . . . . . . . .full up Just above the ground, accelerate to best rate of . Wheel chocks . . . . . . . . . . . . . . . . . in place climb speed - 89 KIAS and climb out· Tie downs . . . . . . . . . . . . . . . . . . . . secure Flaps ...................retractslowly CLIMB Best rate (3400lb) . . . . . . . . . . . . . 89 KIAS Best angle (3400lb) . . . . . . . . . . . . 79 KIAS Enroute ...................100KIAS Electric fuel pump . . . . . . . . . . . . . . OFF at desired altitude REPORT: VB-830 ISSUED: AUGUST 19, 1976 4-6 REVISED: SEPTEMBER 21, 1978 PIPER AIRCRAFT CORPORATION SECTION 4 PA-32-300, CHEROKEE SIX NORMAL PROCEDURES 4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL) The following paragraphs are provided to supply detailed information and explanations of the normal procedures necessary for the safe operation of the airplane. 4.9 PREFLIGHT CHECK The airplane should be given a thorough preflight and walk-around check. The preflight should include a check of the airplane's operational status, computation of weight and C. G. limits, takeoff and landing distances, and in-flight performance. A weather breifing should be obtained for the intended flight path and any other factors relating to safe flight should be checked before takeoff. CAUTION The flap position should be noted before boarding the airplane. The flaps must be placed in the UP position before they will lock and support weight on the step. COCKPIT Upon entering the cockpit, release the seat belts securing the control wheel. Check that all switches are turned "OFF" and the mixture control is in the IDLE CUT-OFF position. Turn "ON" the master switch and check the fuel quantity gauges for sufficient quantity. Check the annunciator panel - all lights should be "ON". Turn "OFF" master switch and begin preliminary control systems check by moving the wheel through its full travel. Move the flap handle through its full travel and adjust the trim control to neutral. The completion of the initial cockpit check is accomplished by checking the windows for cleanliness and cracks and be sure all the required airplane papers are on board. Prior to beginning the walk-around stow all baggage and the tow bar. RIGHT WING Begin the walk-around at the trailing edge of the right wing by checking the wing surface, aileron, flap and hinges for damage and operational interference. The wing and control surfaces should be free of ice, mud or snow and other extraneous substances. Static wicks should be firmly attached and in good condition. Check the wing tip and lights for damage. Visually inspect the fuel tank for quantity and color of fuel. Be sure to secure the cap properly. Check the fuel indicator gauge (onlyon serial numbers 32-7940001 and up). Each inboard tank is furnished with an external fuel quantity indicator to assist the pilot in determining fuel quantities of less than 25 gallons. The fuel vent should be clear of obstructions. Drain the two fuel sumps on the underside of the right wing to remove water and /or sediment. The fuel system should be drained daily prior to the first flight and after refueling to avoid the accumulation of water and/ or sediment. Each fuel tank is equipped with an individual quick drain located at the lower inboard rear corner of the tank. The fuel strainer and a system quick drain valve are located in the fuselage at the lowest point of the fuel system. It is important that the system quick drain be the last portion of the fuel system to be drained. (See "Miscellaneous" in the check list for appropriate procedure.) CAUTION When draining any amount of fuel, care should be taken to insure there is no fire hazard before starting engine. ISSUED: AUGUST 19, 1976 REPORT: VB-830 REVISED: SEPTEMBER 21, 1978 4-7 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-32-300, CHEROKEE SIX A complete check of the landing gear is conducted by examining the main gear shock strut for proper inflation. There should be 4.5 inches of strut exposure under a normal static load. Check the tire for cuts and wear and insure proper inflation. Make a visual check of the brake blocks for wear or damage and check for any fluid leaks in the strut and brake area. Check fresh air inlet for obstructions. NOSE SECTION Continue from the right wing forward around the nose section of the airplane. The cowling should be checked for security and proper seating, the windows should clean and not cracked, and the general condition of the nose should appear sound. Check the security of the forward baggage compartment contents and close and lock the door. Place a container under the fuel system quick drain valve located under the fuselage. The propeller blades and spinner should be free of cracks, nicks, dents, or other defects. Check the tension of the alternator belt and be sure the air inlets are clear. Remove the chocks from the nose wheel and examine the landing gear. The gear strut should be inflated to show about 3.25 inches of strut exposure under a normal static load. Check the tire for cuts and wear and insure proper inflation. No leakage of fluids should be present. The landing light should be clean and intact. Oil quantity can be checked by opening the access port on top of the nacelle and removing the combination oil cap/dipstick. After the oil is checked, be sure the cap is secure. LEFT WING Continuing aft around the left wing, the air inlet should be checked for obstructions and the tie down and chocks should be removed. A complete check of the landing gear is conducted by examining the main gear shock strut for proper inflation. There should be 4.5 inches of strut exposure under a normal static load. Check tire for cuts and wear and insure proper inflation. Make a visual check of the brake blocks for wear or damage and check for any fluid leaks on the strut or brake block area. Drain the two fuel sumps on the underside of the left wing to remove water and/or sediment. The fuel system should be drained daily prior to the first flight and after refueling to avoid the accumulation of water and/or sediment. (See RIGHT WING for further description of fuel system.) CAUTION When draining any amount of fuel, care should be taken to insure there is no fire hazard before starting engine. REPORT: VB-830 4-8 ISSUED: AUGUST 19,1976 REVISED: SEPTEMBER 21, 1978 PIPER AIRCRAFT CORPORATION SECTION 4 PA-32-300, CHEROKEE SIX NORMAL PROCEDURES The fuel vent should be checked for obstructions and the fuel quantity gauge (onlyon serial numbers 32-7940001 and up) on the wing should be checked. Visually inspect the fuel tank for quantity and color of fuel. Be sure to secure the cap properly. If the pitot is covered, be sure to remove the cover and inspect the pitot opening for obstructions. Check the wing tip and lights for damage and the static wicks for attachment and condition. Check the wing surface, aileron, flap and hinges for damage and operational inteference. The wing surface and control surfaces should be free of ice, mud or snow and other extraneous substances. EMPENNAGE Check the condition of any antennas located on the fuselage. All surfaces of the empennage should be examined for damage and operational interference. Fairings and access covers should be attached properly. Check the baggage to be sure it is stowed properly. Check that the lights on the tail are clean and intact. The elevator and rudder should be operational and free from interference of any type. Check the condition of the tabs and insure that all hinges and push rods are sound and operational. If the tail has been tied down, remove the tie down rope. MISCELLANEOUS Enter the cockpit and drain the fuel strainer by pressing down on the lever located on the right hand side of the cabin, below the forward edge of center seat. For airplanes with serial numbers 32-7740001 through 32-7840202, the fuel selector should be positioned in the following sequence while draining the strainer: "OFF," "LEFT TIP," "LEFT MAIN," "RIGHT MAIN" and "RIGHT TIP." For airplanes with serial numbers 32-7940001 and up, the fuel selector should be positioned in the following sequence while draining the strainer: "OFF," "LEFT" and "RIGHT." This is done to insure that the fuel inthe lines between each tank outlet and the fuel strainer is drained, as well as the fuel in the fuel strainer. When the fuel tanks are full, it will take approximately six seconds to drain all the fuel in one of the lines from a tank to the fuel strainer. If the fuel tanks are less than full, it will take a few seconds longer. After draining the fuel strainer, check for leakage at the drain under the aircraft with the fuel selector on a tank position. Turn the master switch "ON" and begin checking the interior lights by turning "ON" the necessary switches. After the interior lights are checked, turn "ON" the pitot heat switch and the exterior light switches. Next perform a walk-around check on the exterior lights and examine and dispose of the contents in the con- tainer placed under the fuel strainer drain. Check the stall warning horn by moving the lift detector slightly up. Check the heated pitot head for proper heating. CAUTION Care should be taken when an operational check of the heated pitot head is being performed. The unit becomes very hot. Ground operation should be limited to three minutes maximum to avoid damaging the heating elements. When all passengers are on board, the pilot should check the cabin doors for proper closing and latching procedures. The rear door should be closed and the overhead latch button turned to the "LOCK" position. The front door should be gently pulled shut, the door handle firmly latched and the overhead latch button turned to the "LOCK" position. All passengers should fasten their seat belts and shoulder harnesses. Check the inertia reel by pulling sharply on the strap. Seat belts on empty seats should be snugly fastened. ISSUED: AUGUST 19, 1976 REPORT: VB-830 REVISED: SEPTEMBER 21, 1978 4-9 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-32-300, CHEROKEE SIX 4.11 BEFORE STARTING ENGINE Before starting the engine the brakes should be set "ON" and the propeller lever moved to the full "INCREASE" RPM position. The fuel selector should then be moved to the fullest tank. 4.13 STARTING ENGINE (a) Starting Engine When Cold Open the throttle lever approximately 1/2 inch. Turn "ON" the master switch and the electric fuel pump. Move the mixture control to full "RICH" until an indication is noted on the fuel flow meter. The engine is now primed. Move the mixture control to idle cut-off and engage the starter by rotating the magneto switch clockwise. When the engine fires, release the magneto switch, advance the mixture control to full "RICH" and move the throttle to the desired setting. If the engine does not fire within five to ten seconds, disengage the starter and reprime. (b) Starting Engine When Hot Open the throttle approximately 1/2 inch. Turn "ON" the master switch and the electric fuel pump. Move the mixture control lever to idle cut-off and engage the starter by rotating the magneto switch clockwise. When the engine fires, release the magneto switch, advance the mixture and move the throttle to the desired setting. (c) Starting Engine When Flooded The throttle lever should be full "OPEN". Turn "ON" the master switch and turn "ÕFF" the emergnecy fuel pump. Move the mixture control lever to idle cut-off and engage the starter by rotating the magneto switch clockwise. When the engine fires, release the magneto switch, advance the mixture and retard the throttle. (d) Starting Engine With External Power Source An optional feature called the Piper External Power (PEP) allows the operator to use an external battery to crank the engine without having to gain access to the airplane's battery. Turn the master switch OFF and turn all electrical equipment OFF. Connect the RED lead of the PEP kit jumper cable to the POSITIVE (+)terminal of an external 12-volt battery and the BLACK lead to the NEGATIVE (-) terminal. Insert the plug of the jumper cable into the socket located on the fuselage. Note that when the plug is inserted, the electrical system is ON. Proceed with the normal starting technique. After the engine has started, reduce power to the lowest possible RPM, to reduce sparking, and disconnect the jumper cable from the aircraft. Turn the master switch ON and check the alternator ammeter for an indication of output. DO NOT ATTEMPT FLIGHT IF THERE IS NO INDICATION OF ALTERNATOR OUTPUT. REPORT: VB-830 ISSUED: AUGUST 19, 1976 4-10 REVISED: SEPTEMBER 21, 1978 PIPER AIRCRAFT CORPORATION SECTION 4 PA-32-300, CHEROKEE SIX NORMAL PROCEDURES NOTE For all normal operations using the PEP jumper cables, the master switch should be OFF, but it is possible to use the ship's battery in parallel by turning the master switch ON. This will give longer cranking capabilities, but will not increase the amperage. CAUTION: Care should be exercised because if the ship's battery has been depleted, the external power supply can be reduced to the level of the ship's battery. This can be tested by turning the master switch ON momentarily while the starter is engaged. If cranking speed increases, the ship's battery is at a higher level than the external power supply. When the engine is firing evenly, advance the throttle to 800 RPM. If oil pressure is not indicated vithin thirty seconds, stop the engine and determine the trouble. In cold weather it will take a few seconds onger to get an oil pressure indication. If the engine has failed to start, refer to the Lycoming Operating -Iandbook, Engine Troubles and Their Remedies. Starter manufacturers recommend that cranking periods be limited to thirty seconds with a two ninute rest between cranking periods. Longer cranking periods will shorten the life of the starter. 4.15 WARM-UP Warm-up the engine at 1000 to 1200 RPM. Avoid prolonged idling at low RPM, as this practice may result in fouled spark plugs. Takeoff may be made as soon as the ground check is completed, provided that the throttle may be opened fully without backfiring or skipping, and without a reduction in engine oil pressure. Do not operate the engine at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades. 4.17 TAXHNG Before attempting to taxi the airplane, ground personnel should be instructed and approved by a qualified person authorized by the owner. Ascertain that the propeller back blast and taxi areas are clear. Power should be applied slowly to start the taxi roll. Taxi a few feet forward and apply the brakes to determine their effectiveness. Taxi with the propeller set in low pitch, high RPM setting. While taxiing, make slight turns to ascertain the effectiveness of the steering. Observe wing clearances when taxiing near buildings or other stationary objects. If possible, station an observer outside the airplane. Avoid holes and ruts when taxiing over uneven ground. Do not operate the engine at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades. ISSUED: AUGUST 19, 1976 REPORT: VB-830 REVISED: SEPTEMBER 21, 1978 4-11 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-32-300, CHEROKEE SIX 4.19 GROUND CHECK The magnetos should be checked at 2000 RPM with the propeller set at high RPM. Drop off on either magneto should not exceed 175 RPM and the difference between the magnetos should not exceed 50 RPM. Operation on one magneto should not exceed 10 seconds. Check the vacuum gauge; the indicator should read 5.0" _.+ .1" Hg at 2000 RPM. Check the annunciator panel lights with the press-to-test button. Also check the air conditioner and the alternate air. The propeller control should be moved through its complete range to check for proper operation, and then placed in full "INCREASE" rpm for takeoff. To obtain maximum rpm, push the pedestal mounted control fully forward on the instrument panel. Do not allow a drop of more than 500 RPM during this check. In cold weather the propeller control should be cycled from high to low RPM at least three times before takeoff to make sure that warm engine oil has circulated. The electric fuel pump should be turned "OFF" after