Systems Description for the Piper PA-32 Cherokee Six

The friction adjustment lever on the right side of the control quadrant may be adjusted to increase or decrease the friction holding the throttle, propeller, and mixture controls or to lock the controls in a selected position. The alternate air control is located to the right of the control quadrant. When the alternate air lever is in the up, or closed, position the engine is operating on filtered air; when the lever is in the down, or open, position the engine is operating on unfiltered, heated air. The control is operated by pressing the knob to the left to clear the retaining gate and then moved in the desired direction. (Refer to Figure 7-1.) ISSUED: AUGUST 19, 1976 REPORT: VB-830 7-3 SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX 130 لت 15 20 MANIES 15 Te 99.999 GLEND ALT AIR THE CONTROL KNOB MUST BE PRESSED TO THE LEFT TO CLEAR THE RETAINING GATE PRIOR TO SELECTING THE DESIRED POSITION. CONTROL QUADRANT AND CONSOLE (SERIAL NOS. 32-7740001 THROUGH 32-7840202) Figure 7-1 REPORT: VB-830 74 ISSUED: AUGUST 19, 1976 REVISED: SEPTEMBER 21, 1978 PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX SECTION 7 DESCRIPTION AND OPERATION -30 S 20 15 25 ALT 30 SLO HAND ALT AIR CONTROL QUADRANT AND CONSOLE (SERIAL NOS. 32-7940001 AND UP) Figure 7-la ISSUED: SEPTEMBER 21, 1978 ДА REPORT: VB-830 7-4a SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX 7.11 LANDING GEAR All three landing gear use Cleveland 6.00 x 6 wheels. The main gear have brake drums and Cleveland double disc hydraulic brake assemblies (Figure 7-3). The nose wheel carries a 6.00 x 6 four or six ply tire and the main gear use 6.00 x 6 six ply tires. All three tires are tube type. The nose gear is steerable using a combination of full rudder pedal travel and brakes. The nose gear can be turned 24° each side of center. A spring device is incorporated in the rudder pedal torque tube assembly to aid in rudder centering and to provide rudder trim. The nose gear also includes a shimmy dampener. The oleo struts are of the air-oil type. The normal extensions are 3-1/4 inches for the nose gear and 4-1/2 inches for the main gear under normal static load (empty weight of airplane plus full fuel and oil). The brakes are operated by toe pedals attached to the rudder pedals or by a hand lever and master cylinder located below and behind the left center of the instrument sub-panel. Hydraulic cylinders are located above each pedal and adjacent to the hand lever. The brake fluid reservoir is on the top left front of the fire wall. The parking brake is incorporated in the lever brake and is engaged by pulling back on the lever and depressing the knob attached to the top of the handle. To release the parking brake, pull back on the brake lever to disengage the catch; then allow the handle to swing forward. REPORT: VB-830 7-4b ISSUED: SEPTEMBER 21, 1978 PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX SECTION 7 DESCRIPTION AND OPERATION ISSUED: AUGUST 19, 1976 REVISED: SEPTEMBER 21, 1978 MAIN WHEEL ASSEMBLY Figure 7-3 REPORT: VB-830 7-5 SECTION 7 DESCRIPTION AND OPERATION 84447 PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX FLIGHT CONTROL CONSOLE Figure 7-5 7.13 FLIGHT CONTROLS Dual controls, with a cable system between the controls and the surfaces, are installed as standard equipment. The horizontal tail is of the all-movable slab type (stabilator). An anti-servo tab which also acts as a longitudinal trim tab, is located on the horizontal tail. This tab is actuated by a control mounted on the control tunnel between the front seats (Figure 7-5). The flaps are manually operated, and spring-loaded to return to the up position. A past-center lock incorporated in the actuating linkage holds the flap when it is in the up position so that it may be used as a step on the right side. Since the flap will not support a step load except in the full up position, it should be completely retracted when the airplane is on the ground. The flaps have three extended positions, 10, 25, and 40 degrees. REPORT: VB-830 7-6 ISSUED: AUGUST 19, 1976 REVISED: SEPTEMBER 21, 1978 AUGUST 19, 1976 1978 LEFT TIP TANK LEFT MAIN TANK FUEL SYSTEM SCHEMATIC (SERIAL NOS. 32-7740001 THROUGH 32-7840202) Figure 7-7 REPORT: ELECTRIC FUEL PUMP PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX - FUEL SELECTOR RIGHT MAIN TANK RIGHT TIP TANK SECTION 7 DESCRIPTION AND OPERATION 7-8 REPORT: VB-830 FUEL SYSTEM SCHEMATIC (SERIAL NOS. 32-7940001 AND UP) Figure 7-7a REVISED: SEPTEMBER 21, 1978 ISSUED: AUGUST 19, 1976 FILLER CAP OUTBOARD SIGHT GAUGE FLOW DIVIDER FUEL NOZZLES VENT LINE ENGINE FUEL PUMP LEFT FINGER SCREEN TANKS INBOARD FUEL FUEL FLOW GAUGE PRESSURE GAUGE FUEL INJECTOR FUEL SELECTOR AND FILTER FUEL PUMP SIGHT GAUGE FINGER SCREEN RIGHT TANKS FILLER CAP INBOARD SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX OUTBOARD FUEL QUANTITY GAUGES PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX 7.15 FUEL SYSTEM SECTION 7 DESCRIPTION AND OPERATION AIRPLANES SERIAL NOS. 32-7740001 THROUGH 32-7840202 The standard fuel capacity of airplanes with the above serial numbers is 84 gallons, all of which is usable except for approximately one pint in each of the four tanks. The two main inboard tanks, which hold 25 gal- lons each, are attached to the wing structure with screws and nut plates and can be removed for service or in- spection. The tip tanks are constructed of resin impregnated fiberglass, and each one holds 17 gallons. (Refer to Figure 7-7.) When using less than the standard 84 gallon capacity of the tanks, fuel should be distributed equally between each side. The tip tanks should always be filled first, and fuel from the main tanks should be used first. All weight in excess of 3112 pounds must be in fuel weight only. The fuel selector control is located below the center of the instrument panel on the sloping face of the control tunnel (Figure 7-1). It has five positions, one position corresponding to each of the four tanks plus an OFF position. To avoid the accumulation of water and sediment, the fuel system sumps should be drained daily prior to first flight and after refueling. Each tank is equipped with an individual quick drain located at the lower inboard rear comer 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 fuel system sumps be drained in the following manner: 1. Drain each tank sump through its individual quick drain located at the lower inboard rear comer of the tank, making sure that enough fuel has flowed to ensure the removal of all water and sediment. 2. 23 4. Place a container beneath the fuel sump drain outlet located under the fuselage. Drain the fuel strainer by pressing down on the lever located on the right side of the cabin on the forward edge of the wing spar housing (Figure 7-9). Move the selector through the following sequence: OFF position, left tip, left main, right main, and right tip while draining the strainer. Make sure that enough fuel has flowed to drain the fuel line between each tank outlet and the fuel strainer, as well as the strainer itself. With full fuel tanks, it will take approximately 11 seconds to drain all the fuel in one of the fuel lines from the tip tank to the strainer, and approximately 6 seconds to drain all of the fuel from the line from either main tank to the fuel strainer. When the tanks are less than full, it will take a few seconds longer. Examine the contents of the container placed under the fuel sump drain outlet. When the fuel flow is free of water and sediment, close the drain and dispose of the contents of the bottle. CAUTION When draining fuel, care should be taken to ensure that no fire hazard exists before starting the engine. After using the underseat quick drain, check from the outside to make sure that it has closed completely and is not leaking. ISSUED: AUGUST 19, 1976 REVISED: SEPTEMBER 21, 1978 REPORT: VB-830 7-9 SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX PUSH DOWN TO DRA 0 FUEL DRAIN LEVER Figure 7-9 Fuel quantity gauges for each of the four tanks are located in the engine gauge cluster on the left side of the instrument panel. A fuel pressure indicator is also incorporated in the engine gauge cluster on earlier models. An electric fuel pump is provided for use in case of failure of the engine driven pump. The electric pump operates from a single switch and independent circuit protector. It should be ON for all takeoffs and landings. AIRPLANE SERIAL NOS. 32-7940001 AND UP The standard fuel capacity of airplanes with the above serial numbers is 98 gallons, of which 94 gallons are usable. The tanks are attached to the wing structure with screws and nut plates and can be removed for service or inspection. When using less than the standard 98 gallon capacity of the tanks, fuel should be distributed equally between each side. The fuel selector control is located below the center of the instrument panel on the sloping face of the control tunnel (refer to Figure 7-la). It has three positions, one position corresponding to each wing tank plus an OFF position. REPORT: VB-830 7-10 ISSUED: AUGUST 19, 1976 REVISED: FEBRUARY 1, 1979 PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX SECTION 7 wine DESCRIPTION AND OPERATION To avoid the accumulation of water and sediment, the fuel tank sumps and strainer should be drained daily prior to first flight and after refueling. Each 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 fuel system be drained in the following manner: 1. 2. 3. 4. Drain each tank sump through its individual quick drain located at the lower inboard rear corner of the tank, making sure that enough fuel has flowed to ensure the removal of all water and sediment. Place a container beneath the fuel strainer sump drain outlet located under the fuselage. Drain the fuel strainer sump by pressing down on the lever located on the right side of the cabin on the forward edge of the wing spar housing (Figure 7-9). Move the selector through the following sequence: OFF position, left, right, while draining the strainer sump. Make sure that enough fuel has flowed to drain the fuel line between each tank outlet and the fuel strainer, as well as the strainer itself. With full fuel tanks, it will take approximately 6 seconds to drain all of the fuel from the line from either tank to the fuel strainer. When the tanks are less than full, it will take a few seconds longer. Examine the contents of the container placed under the fuel sump drain outlet. When the fuel flow is free of water and sediment, close the drain and dispose of the contents of the bottle. CAUTION When draining fuel, care should be taken to ensure that no fire hazard exists before starting the engine. After using the underseat quick drain, check from the outside to make sure that it has closed completely and is not leaking. Fuel quantity gauges for each of the tanks are located in the engine gauge cluster on the left side of the instrument panel. A fuel pressure indicator is also incorporated in the engine gauge cluster. A fuel quantity indicator to measure the fuel not visible through the filler neck in each wing is installed in the inboard fuel tank. This gauge indicates usable fuel quantities from 5 gallons to 25 gallons in the ground attitude. The sole purpose of this gauge is to assist the pilot in determining fuel quantities of less than 25 gallons during the preflight inspection. An electric fuel pump is provided for use in case of failure of the engine driven pump. The electric pump operates from a single switch and independent circuit protector. It should be ON for all takeoffs and landings. ISSUED: SEPTEMBER 21, 1978 REPORT: VB-830 7-10a SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION PA-32-300, CHEROKEE SIX 7.17 ELECTRICAL SYSTEM The 14-volt electrical system includes a 12-volt battery for starting and to back up alternator output (Figure 7-11). Electrical power is supplied by a 60 ampere alternator. The battery, a master switch relay, a voltage regulator and an overvoltage relay are located beneath the floor of the forward baggage compartment, and access is obtained by removing the floor. Electrical switches are located on a panel to the pilot's left (Figure 7-13) and all circuit breakers are on the lower right instrument panel (Figure 7-15). A switch panel light is available as optional equipment. The light is installed above the switch panel and is controlled by a rheostat switch mounted on the left side of the panel. Two thumb-wheel rheostat switches to the left of the circuit breakers control the navigation lights and the intensity of the instrument panel lights. Standard electrical accessories include the starter, the electric fuel pump, the stall warning indicator, the ammeter, and the annunciator panel. The annunciator panel includes alternator and low oil pressure indicator lights. When the optional gyro system is installed, the annunciator panel also includes a low vacuum indicator light. The annunciator panel lights are provided only as a warning to the pilot that a system may not be operating properly, and that he should check and monitor the applicable system gauge to determine when or if any necessary action is required. Optional electrical accessories include the navigation lights, an anti-collision light, instrument panel lighting, and cabin courtesy lights. WARNING Strobe lights should not be operating when flying through overcast and clouds since reflected light can produce spacial disorientation. Do not operate strobe lights in close proximity to ground, during takeoff and landing. The cabin courtesy light system consists of a forward entrance light located above the cockpit door and a rear entrance light which replaces the aft left reading light over the cabin door. These lights are operated individually with switches which are incorporated as part of each light assembly. The courtesy light circuit is independent of the aircraft master switch; therefore, the lights can be operated regardless of the position of the master switch. Unless the engine is running, the courtesy lights should not be left on for extended time periods, as battery depletion could result. Circuit provisions are made to handle the addition of communications and navigational equipment. REPORT: VB-830 7-10b ISSUED: SEPTEMBER 21, 1978 REVISED: FEBRUARY 1, 1979