Cherokee Six 300 Information Manual

Engineand Propeller InductionSystem .. .; LandingGear Flight Controls Fuel System ElectricalSystem VacuumSystem InstrumentPanel Pitot-StaticSystem Heatingand VentilatingSystem CabinFeatures BaggageArea Stall Warning Finish Air Conditioning PiperExternalPower 2-l 2-l 2-l aa L-L 2-4 2-6 a1 2-9 2-t3 2-13 2-t5 2-15 2-r5 2-r8 2-t8 2-18 2-r8 2-t9 2-i CHEROKEESIX . 3OO DESCRIPTION AIRPLANE AND SYSTEMS THE AIRPLANE The PA-32-300is a six-place(seventhseat optional),single-engine, low-wing.all metal monoplane.Removableseatsgivetheairplanea widerangeof cargoandpassenger loadingoptions. Its largecapacity,combinedwith an economicalandpowerfulfuelinjected300horsepowerengine. rnakesthis Cherokeea versatileairplanefor personalor commercialuse. AIRFRAME Exceptfor the tubularsteelenginemount,steellandinggearstruts,othermiscellaneous steel parts,and the dentresistantfiberglassextremities- cowlingand tips of wingsand tail surfaces- the basicairframeis of aluminumalloy. The fuselageis a conventionalsemi-monocoque structurewith a cabindoor on the right front and a cargoand passengerdoor on the left rear. The wings are attachedto eachsideof the fuselageby the insertion'ofthe butt endsof the mainsparsinto a spar box carry-throughwhich is an integralpart of the fuselagestructure.This provides,in effect,a continuousmain sparwith splicesat eachsideof the fuselage.Therearcalso fore and aft attachmentsat the rear sparand at an auxiliary front spar. . The wing airfoil sectionis a laminarflow type,NACA65r4l5 with a maximumthicknessat about 40Voaft of the leadingedge. The empennage consistsof the fin, the stabilator,and the stabilatortrim tab. ENGINE AND PROPELLER The Lycoming lO-5{0'KlA5 (Serial nos. 7440001through 7640065and 7640067through '7ffi71 or lO-540-KlG5(Serialnos.764+Cf,66,7640072and up) engineinstalledin the PA-32'300is ratedat 300horsepowerat 2700rpm. This enginehasa compressionratio of 8.7to I and required 100/130minimumoctanefuel.Theengineisequippedwith a gearcdstarter,a60amperealternator, dual magnetos,vacuumpump drive, a vane-typefuel pump, and fuel injection. The exhaustsystemconsistsofdual exhauststacksroutedto a singleheavygaugestainlesssteel muffler on serialnumbers7440001through7540188.On later modelsindividualexhaustpipesare routed in pairsto threeheavygaugestainlesssteelmufflers.Exhaustgasesare routedoverboardat the undersideof the enginecowling.The muffler (or mufflers)are surroundedby a shroudwhich providesheat for the cabin and for windshielddefrosting. Cowling on the CherokeeSix is designedto cool the enginein all normal flight conditions. includingprotractedclimb, without the useof cowl flapsor coolingflanges. AIRPLANE AND SYSTEMS REVfSED: FEBRUARY 2. 1976 2-l CHEROKEE SIX.3OO Theconstantspeedpropelleris a HartzellHC-C2YK-I ( )F/ F8475D-4with a diameterof 80 inches.Thepropelleris controlledby a governormountedat theleftforwardsideof thecrankcase . The governoris operatedby a cablefrom the powercontrol quadrant. The power control quadrantlocatedin the lower centerof the instrumentpanelincludes throttle,mixture.and propellercontrols.A friction lock on the right sideof thequadrantprevents creepingof the controls.In addition.the mixturecontrolhasa lock* to preventactivationof the mixture control insteadof the pitch control.For informationon the leaningprocedure,seethe Avco-LycomingOperator'sManual. INDUCTION SYSTEM On SerialNumbers74y',0001 through7540188,the InductionAir for the engineentersan openingin thenosecowlbelowthepropellerand is pickedup by a largeair duct.Theair isdirected through a filter and on to the servoregulator.Shouldthe filter becomeblocked,a springJoaded door in the air box betweenthe lilter and the servoregulatoropensautomatically.Thedoor may also be openedmanuallyby a control locatedon the right sideof the quadrant. ,,: Qn SerialNumbers764000| and up, an inductionscoopis locatedon the left sideof the lower cbwl. An intakeair box is attachedto the insideof the cowl adjacentto theair filter box. The filter box is locatedat the aft end of the induction scoop. Accessto the filter is gainedthrough a detachableplate locatedon the outsideof the lower cowl. The intake air box incorporatesa manuallyoperatedtwo-wayvalvedesignedto allow inductionair eitherto passthroughthefilter or to bypassthe filter and supplyheatedair directly to the engine. Alternateair selectioninsuresinductionair flow shouldthefilter becomeblocked.Sincetheair is heated,the alternateair systemoffersprotectionagainstinductionsystemblockagecausedby snow or freezingrain, or by the freezingof moistureaccumulatedin the induction air filter. Alternateair is unfiltered;therefore,it shouldnot be usedduring groundoperationwhendust or other contaminantsmight enter the system.The primary (through the filter) induction source shouldalwaysbe usedfor takeoffs.On serialnumbers7640001and up, the controlis operatedby pressingthe knob to the left to clear the retaininggateand then movedin the desireddirection. The BendixRSA-lOEDI type fuel injectionsystemconsistsof a servoregulatorwhichmeters fuel flow in proportion to airflow to the engine,giving the properfuel-air mixture at all engine speeds,and a fuel flow divider which receivesthe meteredfuel and accuratelydividesthe fuel flow amongthe individualcylinderfuel nozzles. A combinationfuel flow indicatorand manifoldpressuregaugeisinstalledin theleft sideof the instrumentpanel.The fuel flow indicatoris connectedto the fuel flow dividerand monitorsfuel pressure.The instrumentconvertsfuel pressureto an accurateindicationof fuelflow in gallonsper hour and percentageof cruisepower. fSerialnos. 7540001and up AIRPLANE AND SYSTEMS REYISED:JULY 17.l97S 2-2 CHEROKEESIX.3OO Throttle Quadrantand Console AIRPLANE AND SYSTEMS REVISED: ruLY 17,1975 oN sER. NOS.7640m1 AND UP, THE CONTROL KNOB MUST BE PRESSED TO THE LEFT TO CLEAR THE RETAINING GATE PRIOR TO SELECTING THE DESIREDPOSITION. : -_------:::::\ fir--Em CHEROKEESIX.3OO LANDING GEAR All three landinggearuseCleveland6.00 x 6 wheels.The main gearhavebrakedrumsand Clevelanddouble disc hydrualic brakeassemblies. The nosewheel carriesa 6.00 x 6 four or six ply tire and the main gearuse6.00 x 6 six ply tires.All threetires aretube type. The nosegearis steerableusinga combinationof full rudder pedaltraveland brakes.The nose gearcan be tumed 24o eachside of center.A springdeviceis incorporatedin the rudder pedaltorque tube assemblyto aid in rudder centeringand to providerudder trim. The nosegear alsoincludesa shimmydampener. The oleo struts,areof the air-oil type. The normalextensions, arc,3-ll4 inches.for the nose gearand 4l 12 inchesfor the main gearunder normalstaticload (empg weightof airplaneplus full fuel and oil). The brakesare operatedby toe pedalsattachedto the left rudderpedalsor by a handlever and master cylinder located below and behind the left center of the instrument sub-panel. Optional toe brakesare availablefor the right rudder pedals.Hydraulic cylinden are located aboveeach pedal and adjacentto the hand lever.The brakefluid reservoiris on the top left front of the fue wall. The parking brake is incorporated in the lever brake and is engagedby p'uling back on the lever and depressingthe knob attachedto the top of the handle.To release the parking brake,pull back on the brakeleverto disengage the catch;then allow the handleto sri'ingforward. NRPI.ANE AND SYSTEMS REVISED: NOVEMBER 6, 1974 24 ;/ \ \-i-\ CHEROKEESIX - 3OO Main WheelAssemblv AIRPLAI{E AND SYSTEMS ISSUED:JULY 12,1973 CHEROKEE SIx.3OO Console FUGHT CONTROLS Dual controls,with a cablesystembetweenthe controlsand the surfaces,are installedas standardequipment. The horizontal tail is of the all-movableslab type (stabilator).The stabilatorprovidesextra stability and controllabilitywith lesssize,drag,and weightthan conventionaltail surfaces. An anti-servotab which also acts as a longitudinal trim tab, is located on the horizontal tail. This tail is actuatedby a control mountedon the control tunnelbetweenthe front seats. The aileronsare providedwith a differential action which tendsto eliminateadverseyaw in turningmaneuver and to reducethe amountof coordinationrequiredin normal furns. The flaps are manuallyoperated,balancedfor light operatingforces,and spring-loaded to retum to the up position. A past-centerlock incorporatedin the actuatinglinkageholds the flap when it is in the up position so that it may be usedas a step on the right side.Sincethe flap will not support a step load except in the full up position, it shouldbe completelyretractedwhen the airplaneis on the ground.The flaps havethree extendedpositions,10, 25, and 40 degrees. AIRPI.AI{E AI{D SYSTEMS ISSUED:JULY 12. 1973 24 CHEROKEESIX . 3OO FUEL SYSTEM The standardfuel capacityof the CherokeeSix is 84 gallons,all of which is usableexcept for approximatelyone pint in eachof the four tanks.The two main inboardtanks,which hold 25 gallons each, ate attachedto the wing structure with screwsand nut plates and can be removedeasily for serviceor inspection.The tip tanks are constructedof resin-impregnated fiberglass,and eachone holds l7 gallons. Whenusinglessthan the standard84 galloncapacityof the tanks,fuel shouldbedistributed equallybetweeneachside.Thetip tanksshouldalwaysbefilledfirst,andfuel from the maintanks shouldbe usedfirst. All weightin excessof 3ll2 poundsmust be in fuel weightonly. The fuel selectorcontrol is locatedbelow the centerof the instrumentpanelon the sloping faceof the control tunnel. It has five positions,one position correspondingto eachof the four tanksplusan OFF position. To avoid the accumulationof waterand sediment,the fuel systemshouldbe draineddaily prior to first flight and after refueling. Each tank is equippedwith an individual quick drain locatedat the lower inboard rear comer of the tank. The fuel strainerand a systemquick drain valveare locatedin the fuselageat the lowest p<irintof the fuel system.It is important that the fuel systembe drainedin the followingmanner: l. Drain eachtank through its individualquick drain locatedat the lower inboardrear corner of the tank, makingsurethat enoughfuel hasflowed to ensurethe remorralof all waterand sediment. 2. Placea container beneaththe fuel sump drain outlet locatedunder the fuselage.A specialcontaineris fumishedfor this operation. 3. Drain the fuel strainerby pressingdown on the lever locatedon the right sideo,fthe cabin on the forward edgeof the wing sparhousing.Move the selectorthrough 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 betweeneachtank outlet and the fuel strainer,as well asthe straineritself. With full fuel tanks, it will take approximatelyI I secondsto drain all the fuel in one of the fuel lines from the tip tank to the strainer,and approximately6 secondsto drain all of the fuel from the line from either main tank to the fuel strainer.When the tanks are lessthan full, it will take a few secondslonger. 4. Examinethe contentsof the containerplacedunderthe fuel sumpdrain outlet. When the fuel flow is free of water and sediment, close the drain and disposeof the contentsof the bottle. CAUTION When draining fuel, care should be taken to ensurethat no fre hazardexistsbeforestartingthe engine. After using the undeneat quick drain, check from the outside to make sure that it has closedcompletelyand is not leaking. AIRPLANE A}.ID SYSTEMS REVISED:DECEMBER 15. l9?t L7 o trt n o xi! tlt (n X a t, () .rJ I (! (A .a o U) c) (D et o H -F u2F ats e> vt2 9rd k> czr.ru 4va -||( N(a ' ;.1 i;fd i<u) ut :-'i,.r:.::. ., :.:;ii FLOW DISTRIBUTION FUELNOZZLES FUELINJECTOR THROTTLE LEFT TIP TANK LEFT MAIN TANK VENT FUEL y' PRESSURE FUEL SELECTOR T RIGHTMAIN TANK RIGHT TIP TANK GAUGE FUEL FUEL SYSTEM DRAIN LEVER SELECTOR CONTROL / FUELTANK TSELECTOR VALVE FUEL QUANTITYGAUGES CHEROKEESIX - 3OO \ s. .---..-.-.=----.....- _\_ __= \\.--\ \_ =-=\- --.-\- ,/-T- (A\---- l;,{'4--l | )WAa tfry \\ \ v-\\-. \\ mNLli@ s; Fuel Drain Lever Fuelquantitygaugesfor eachof thefour tanksarelocatedin theenginel3ugeclusteron the left sideof the instrumentpanel.A fuelpressureindictorisalsoincorporatedin theenginegaugecluster. An electricfuel pump is providedfor usein caseof failure of the enginedriven pump. The electricpump operatesfrom a singleswitchand independentcircuitprotector.It shouldbe ON for all takeoffsand landings. ELECTRICAL SYSTEM The l4-volt electricalsystemincludesa l2-volt brttery for startingand to backup alternator output. Electricalpoweris suppliedby a 60 ampererlternaior.The battery,a masterswitchrelay,a voltageregulatorand an overvoltagerelay are locatedbeneaththe floor of the forward baggage compartnient,and accessis obtainedby removingthe floor. Electricelswitchesare locatedon a panelto the pilot's left and all circuit breakersare on the lower right instrumentpanelbehinda decorativedoor. Two thumb-wheelrheostatswitchesto the left of the circuit breakerscontrol the navigationlightsand the intensityof the instrumentpanel lights. AIRPLANE AND SYSTEMS REVISED: JUNE 20,1974 lil l cHEROttEESrX-300 Standard electricalaccessoriesinclude the starter. the electricfuel pump, the stall warning indicator. the cigar lighter, the ammeter,and the annunciator panel*. The annunciator panel* includesalternator and low oil pressureindicator lights. When the optional gyro systemis installed,the annunciatorpanelalso includesa low vacuum indicator light. The annunciator panel lights are provided only as a warning to the pilot that a systemmay not be operatingproperly.and that he shouldcheckand monitor the applicablesystemgaugeto determine when or if any necessaryaction is required. Optional electricaltccessoriesincludethe navigationlights. an anti-collisionlight, and instrumentpanellighting. Circuitprovisionsaremadeto handlea full complernent of communications and navigational equipment. The alternatorsystemoffersmanyadvantagesovera generatorsystem.The mainadvantageis full electricalpower output at much lower enginespeed.which resultsin improvedradio and electricalequipmentoperation.Sincethealternatoroutputis availableall thetime,thebatterywill be chargingalmostcontinuously.This will makecold weatherstartingeasier. The ammeterin thealternatorsystemdisplaysin amperesthe loadplacedon thealternator.It doesnot indicatebatterydischarge.With all electricalequipmentoff (exceptthe masterswitch)the arirmeterwill beindicatingtheamountof chargingcurrentdemandedby thebattery.Aseachitemof electricalequipmentis turnedon, thecurrentwill increaseto a total appearingon theammeter.This t6talincludesthebattery.Themaximumcontinuousloadfor nightflight,with radioson,isabout30 amperes.This 30 amperevalue,plus approximately2 amperesfor a fully chargedbattery,will appearcontinuouslyundertheseflight.conditions. The mssterswitchis a split switchwith the left half operatingthe masterrelayandtheright half energizingthe alternator.This switch is interlockedso that the alternatorcannot be operated without the battery. For normal operation,be surethat both halvesare turned on. If no output is indicatedby the ammeterduringflight, reducetheelectricalload by turningoff all unnecessaryelectricalequipment.Checkboth the 5 amperefield breakerand the 50 ampere output breakerand resetif open.If neithercircuitbreakeris open,turn off thealternatorswitchfor I secondto resetthe ovewoltagerelay.If the ammetercontinuesto indicateno output, turn off the alternatorswitch;maintaina minimumelectricalload;and terminatetheflight assoonaspractical. Maintenanceon the alternatorshouldproveto be a minor factor.Shouldservicebe required, contacta Piper Dealer. | 'Seriat nos. 7540001and up AIRPLANE AND SYSTEMS REVISED:JUNE 20,1974 2-10 CHEROKEESIX.3OO i ir ,l ili STARTER swrTcH ALTERNATOR OUTPUT G/P STAFTTER SOLENOID ALIERNATOR i souRc€-POWER L_ _ _ __ _'_ _ ___!h RELAY ENERGTZTNG CtRCutT I \ IA BATTERY Alternator and starter schematic(ser. Nos. 7440oal through 744olg2) AIRPLAI{E AND SYSTEMS REYISED: JUNE 20.1974 2-tl CIIEROKEE SIX - 3OO t^:i 5A (IN LINE) STARTER swrTcH WARN LIGHT STARTER SOLENOID EXTERNAT POWER RECEPTACLE rl IFF _ _ _ _ollrgry3L_ ___ I I : 't,ASTER swrTcH : - f - ; - ; - -.- - - y'i,_reanaron ; o\/ \zrz-{.-oli sounce-po r \, \,'\fff i souRcE-powER L_ _ _ _ __gh RELAY EtiERCtZ[{GC|RCU|T I 7540001and up) AIRPL{,NE AND SYSTEMS ISSUED:ruNE 20,1974 2-tla Alternator and Starter Schematic(Ser. Nos. CIIEROKEE SIX - 3OO on o J> ul az SO *q FJ u u.t :(o (o Yz oi t; l( O IJJ !z oo Circuit BreakerPanel AIRPLANE AND SYSTEMS REVISED: JULY 17.1975 2-12 CHEROKEESIX - 3OO VACI,JUMSYSTEM The vacuum systememployedto operatethe gyro instrumentsincludesan engine-driven dry vacuumpump, a vacuumregulatorvalve,and the tubingnecessaryto completethe system. The use of a dry type vacuumpump eliminatesthe needfor an oil-air separatorand the hardwarenecessaryfor its installation. The vacuum gaugeis mounted on the right side of the instrumentpanel.The gaugeis calibrated in inches of mercury and indicates the amount of suction created by the engine-drivenvacuumpump. As the systernfilter becomescloggedor the lines obstructed,the gauge will show a decreasein pressure(a low vacuum indicator light is provided in the annunciatorpanel*). Do not resetthe regulatoruntil the filter and lineshavebeenchecked. A vacuum regulatorvalve is incorporated in the systemto control vacuumpressureto the gyro instruments.The regulatorvalveis locatedunder the instrumentpanel.Accessto the valve for maintenanceand adjustment is gained from below the instrument panel. The regulator should be set so that the vacuumgaugereads5.0 t .l inchesof mercurywith the enginerunning at mediumRPM after warm-up. INSTRUMENT PANEL The instrument panel of the CherokeeSix is designedto accommodatethe customary advancedflight instrumentsand the normally required power plant instruments.The artificial horizon and directionalgyro are vacuumoperatedand arelocatedin the centerof the left hand instrument panel. The vacuum gaugeis located on the right hand instrument panel.The turn indicator,on the left side,is electricallyoperated. A natural separationof the flight groupand the powergroup is achievedby the placement of the flight group in the upper instrumentpaneland the powergroupin the centerand lower instrument panels.The radios are located in the center section of the panel, and the circuit breakersarein the lower right behinda decorativedoor. An annunciator panel* is mounted in the upper instrument panel to warn the pilot of a possiblemalfunction in the alternator, oil pressure,or vacuumsystems. rSerialnos.7540001and up AIRPI.ANE AND SYSTEMS REVISED: JLJNE20,1974 2-13 b.) I + a g (D 5 FU 5(D EE frF>ry ts1 o> p3 q> ez FU 4vD -.{ {ut :.rl :FI i3 v.A o iE rd F o xFtl FI v2 X (.l) o o I. MASTER SWITCH 2. ACCESSORY SWITCHES 3. STALL WARNING LIGHT 4. RADIO COMPASS 5, CLOCK 6. TURN INDICATOR 7. AIRSPEED INDTCATOR 8. OIRECTIONAL GYRO 9. ARTIFICTAL HORIZON IO. VERTICAL SPEED INDICATOR II. ALTIMETER 12, voR/tts rNDtcAToR t3. voR/il._s tNDTCATOR I4. TRANSPONOER I5. MARKER BEACON LIGHTS I6. MAGNETIC COMPASS 17. AUDIO SELECTOR PANEL ll. NAv/coM TRANSCETVERS I9. ADF RADIO 20. oME RAOTO 2I. CIGAR LIGHTER 22. AUTOCONTROL 23. ENG]NE INST. CLUSTER 24. RADIO COUPLER 25, TRANSMITTER SELECTOR 26. PITCH TRIM SW]TCH 27. MAGNETO/STARTER swtTcH 28. MANIFOLD PRESS/FUEL FLOW GAUGE 29. FUEL GAUGES 30. TACHOMETER 3I. MICROPHONE 32. THROTTLE GIUADRANT 33. FRICTION LOCK 3I. ALTERNATE AIR CONTROL 35. RADIO DIMMING LIGHTS 36. EGT INDICATOR 37. GYRO SUCTION GAUGE 38. CIRCUIT BREAKER PANEL 39. CLIMATE CONTROL CENTER /t0. ClSCU|T BREAKER COVER (ON EARLY MODELS ONLY) 41. M|XTURE CONTROL LOCK (SER, Nos.75il000l AND UPI 42. ANl.lUNclAToR PANEL (sER. Nos. 7540001 ANO UP) 43. ENGINE HOUR METER CHEROKEESIX - 3OO PITOT-STATIC SYSTEM The systemsuppliesboth pitot and static pressurefor the airspeedindicator.altirneterand verticalspeedindicator(wlten installed). Pitot and static pressureare picked up by the pitot head on the bottom of the left wing. An optional heatedpitot head, which alleviatesproblemswith icing or heavy rain, is available. The switch for pitot heat is locatedon the lower left instrumentpanel. To prevent bugs and water from entering the pitot antl static pressureholes when tlte airplape is parked, a cover should be placed over the pitot head. A partially or completely blocked pitot head will give erratic or zero readingson the instruments' NOTE During preflight,checkto makesurethe pitot coveris removed. HEATING AND VENTILATING SYSTEM Heat for the cabin interior and the defroster systemis drawn from a heatermuff attached to the exhaust system. Controls for these systemsare located on the lower right side of the instrunrentpanel. NOTE If unusual odors are detected, turn off tlre heat and inspect the system for leaks. Fresh air inlets are located in the leading edge of each wing at the intersection of thc tapered and straigfit sections,and in the leadingedgeof the fin. Two largeadjustableoutlets arc located on each side of the cabin, one forward and one aft of the front seat near the floor. There are also adjustable outlets above each seat. In airplaneswithout air conditioning. an optional blower may be added to the overheadvent systemto aid in the circulation of cabin air. CABIN FEATURES For ease of entry and exit and for pilot and passengercomflort. the front seats are adjustable fore and aft. All seats recline and have armrestsand are available with optional headrests.The front seats can be equipped with optional vertical adjustment. The center and rear seatsare easily removed for additional cargospace.Some rear seatinstallationsincorporate lcg retainers with latching mechanismswhich must bc releasedbeforc the rear scats can bc rentoved.Releasingthe retainersis easilyaccomplishedby turning the latchingmechunisrrrs 90" with a coin or screwdriver.An optionaljump seatcan be installedbetween the two middle seats to give the airplane a seven-placecapacity. SingJestrap shoulder harnessescontrolled by inertia reels are standardequipment for thc front seatsand are offered as optional equipment for the third, fourth, fifth and sixth seats,but not for the seventhseat.The shoulderstrap is routed over the shoulderadjacentto the windows and attached to the lap belt in the general area of the person's inboard hip. AIRPLANE AND SYSTEMS REVISED:JUNE 20,t974 ii.riiil iiliilLlillii 2-15 CHEROKEE SIX - 3OO Pitot-Static System NRPI-ANE AND SYSTE}TS 'ISSUED: IULY 12,1973 V 5F ( o 5.9 fiH; E;H g.=l-o l trla<tl( EEHsT i&FFF ((d>E I[\ \.__ \ EFUrF trl > vz" lll E3r) v, {< sH E = = t(D D a., oe BA (D I F. D !' a TA a o B s { I. FRESH AIR INLET 2. DRAIN TUBE 3. OVERHEAD VENT BLOWER .. BULKHEADASS€MSLY 5. OVERHEAO FRESHAIR OUCT 6. CABIN AIR EXHAUST ,. FRESHAIROUTLET t. OEFROSTER OUTLST 9. CABIN HEATOUTLET IO. OEFROSTER AIR CONTROL II. HEATERAIRCONTROL I rnes"r,n I oernosren ern ) xeereo err ,,, /i----\ t / . -\,/ / -/ ,, (' 4 sERIALNos. ?64000lANDuP ''', -) ". SEHIAL NOS.7Ai{XII THROUGH 7EOI88 o It F o xEJ rd v, X I (, I CIIEROKEESIX - 3OO The inertia reel should be checkedby tuggingsharply on the strap. The reel will lock in place under this test and prevent the strap from extending.Under normal movement,the strap will extendand retractasrequired. BAGGAGE AREA The airplanehas two separatebaggageareas,eachwith a 100 pound capacity.An 8 cubic foot forward luggagecompartment,locatedjust aft of the fire wall, is accessiblethrough a l6 x 22 inch door on the right side of the fuselage.A 22 cubic foot aft compartmentis located behind the fifth and sixth seatsand is convenientlyaccessibleevenduring flight from insidethe cabin. NOTE It is the pilot's responsibility to be sure when the baggageis loaded that the airplane'sC.G. falls within the allowableC.G. range.(SeeWeightand BalanceSection.) STALL WARNING An approachingstall is indicated by a stall warning indicator which is activated between five and ten miles per hour abovestall speed.Mild airframe buffeting and gentle pitching may also precedethe stall. Stall speedsare shown on graphsin the PerformanceChartsSection.The stall warningindicator is a red warninglight on the left side of the instrumentpanelon earlier models and a continuoussoundinghom locatedbehind the instrumentpanelon later models. The stall warningindicatoris activatedby a lift detectorinstalledon the leadingedgeof the lift wing. During preflight, the stall warningsystemshould be checkedby turning the masterswitch "ON," lifting the detectorand checkingto deterrnineif the indicatoris actuated. FINISH All exterior surfacesare primed with etching primer and finished with acrylic lacquer availablein a variety of colors and combinations.To keep the finish attractivelooking, economy sizespray cansof touch-up paint are availablefrom PiperDealers. AIR CONDTTIONING* The air conditioning systemis a recirculatingaii system.The major componentsinclude an evaporator,a condenser,a compressor,a blower, switchesand temperaturecontrols. The evaporatoris locatedbehind the rear baggagecompartment.This coolsthe air usedfor the air conditioning system. The condenseris mounted on a retractablescoop located on the bottom of the fuselage and to the rear of the baggagecompartmentarea.The scoopextendswhen the air conditioner is ON and retractsto a flush position when the systemis OFF. The compressoris mounted on the forward right undenide of the engine.It hasan electric clutch which automatically engagesor disengages the compre$pr to the belt drive systemof the compressor. rOptional equipment NRPI.ANE AI\TDSYSTEMS REVISED: JANUARY U, 1975 2.18 CHEROKEESIX.3OO An optioncl electric blower is mounted on the aft side of the rear cabin panel.Air from the baggagearea is drawn through the evaporator by the blower and distributed through an overheadduct to individualoutletslocatedadjacentto eachoccupant. The switchesand temperaturecontrol are locatedon the lower right sideof the instrument panelin the climatecontrol centerpanel.The temperaturecontrol regulatesthe temperatureof the cabin.Turning the control clockwiseincreasescooling;counterclockwise decreases cooling. The fan speed switch and the air conditioning ON-OFF switch are inboard of the temperaturecontrol. The fan can be operatedindependentlyof the air conditioning;however, the fan must be on for air conditioneroperation.Turning either switch off will disengagethe compresso!clutch and retract the condenserdoor. Coolingair shouldbe felt within one minute after the air conditioneris turned on. NOTE If the systemis not operatingin 5 minutes,turn the systemOFF until the fault is corrected. The fan switch alldwsoperationof the fan with the air conditionerturned OFF to aid in cabin air circulation."LOW," "MED" or "HIGH" canbe selectedto directa flow of air through the air conditioneroutlets in the overheadduct. Theseoutlets can be adiustedor turned off individuallly. The condenserdoor light is locatedto the rieht of the engineinstrument clusterin front of the pilot. The door light illuminateswhenthe door is openand is off whenthe door is closed. A circuit breaker on the circuit breaker panel protects the air conditioning electrical system. Wheneverthe throttle is in the full forward position, it actuatesa micro switch which disengages the compressorand retractsthe scoop.This allowsmaximumpower and maximum rate of climb. The fan continuesto operateand the air will remaincool for about one minute. When the throttle is retardedapproximatelyll4 inch, the clutch will engage,the scoopwill extend, and the systemwill againsupply cool, dry air. PIPEREXTERNAL POWERI An optional starting installation known asPiperExternal Power(PEP)is accessiblethrough a receptaclelocatedon the left side of the nosesectionaft of the cowling.An externalbattery can be connectedto the socket,thus allowingthe operatorto crankthe enginewithout having to gain accessto the airplane'sbattery. *Optional equipment AIRPLANE AND SYSTEMS ISSUED:JULY 12,1973 2-r9 F.A.A. APPR(lYEll EMERGE}ICY PROCEDURES }ItlilEAPPLICABLE T(lTHIS AIRPLA}IE ;ffi AIRPLANE FLIGHT MANUAL FOR CHEROKEE SIX 3OOAPPLICABLE TO SERIAL NUMBERS 32-744OOOI THROUGH 32.7640130 REPORT:VB-562 MODEL: PA-32-300 , r l AIRPLAI{E FTIGHT MA}IUAL Log of Revisions Limitations Procedures Performance Supplements 3-iii 3-t 3-7 3-9 3-l l CIIEROKEE SX.3OO TABLE (lFC(I}ITE]ITS Log of Revisions 3-iii SECTIONI Limitations 3-l A. Engine:::::.:.::.. 3-l B. Fuel 3-1 C. Propeller 3-l D. PowerInstruments 3-l E. AirspeedLimitationsandAirspeedInstnrmentMarkings (CalibratedAirspeed) 3-2 MaximumWeight 3-2 C. G. Range 3-2 Maneuvers 3-z Placards 3-3 RearCabinDoor or RearCabinDoor and CargoDoor Removed. 3-5 Seven-Pasenger Operation 3-5 NoseWheelFairingRemoved 3-5 SECTIONII Procedures SECTIONItr Performance SECTIONIV OptionalEquipment 3-l I A. ElectricPitch Trim Installation 3-13 B. AutoFlite tI Installation 3-16 C. Air Conditionerlnstallation . 3-17 D. PiperAutoControl III and/or AutoControlIIIB lnstallation 3-19 E. PiperAltiMatic IIIC Installation 3-23 F. G. H. I. J. K. L. J-l 3-9 FAA APPROVEDMAY 14, 1973 REVISED:NOVEMBER6. 1974 REFORT:vB-562PAGE3-i IiODEL: PA-32-3m CHEROKEESD(.300 A. SECTIONI LIMITATIONS ThefollowingIimitationsmustbeobserved in the operationof this airplane: ENGINE Lycomins IO'540-KIA5 (Serial nos. 7440001 through 7640A65 and 7640067 through 764007t) LycomingIO'54GKlG5 (Serialnos.7640066,7640A7 2 andup) ENGINE LMITS For all operations2700 RPM,300HP FUEL 100/130minimum aviationgradefuel PROPELLER HartzellHC{2YK-l 18475D4or HC{2YK-I( )184754or HC{2YK-I( Low pitch stop 13.5' t .2o, hiehpitch stop34' I I' Maximumdiameter80 inches,minimum diameter78.5 inches OPTIONALPROPELLER(Ser.nos. 7440001through 7540188only) HartzellHC-C2YK-I( )/8475R{ or HC{2YK-1( )F/F8475R-0 Low pitch stop 12.4' ! .2o, highpitch stop 29' t 1' Maximum diameter84 inches,minimum diameter82.3 inches POWERINSTRT'MENTS OIL TEMPERATURE GreenArc (Normal OperatingRange) )F/F847sD4 75'F to 245"F 245"F B. c. D. FAA APPROVEDMAY 14, 1913 REVISED: FEBRUARY 2. 1976 Red Line (Maximum) OIL PRESSURE GreenArc (Normal OperatingRange) Yellow Arc (Caution Range) Red Line (Minimum) Red Line (Maximum) FUEL PRESSURE GreenArc (NormalOperatingRange) Red Line (Minimum) Red Line (Maximum) Yellow Arc (Idle Range) TACHOMETER GreenArc (Normal OperatingRange) Red Line (MaximumContinuousPower) 60 PSIto 90 PSI 25 PSIto 50 PSI 25 PSI 90 PSI l8 PSIto 4'0PSI I8 PSI 4.0PSI l2 PSIto 18 PSI 500 to 2700 RPM 27OORPM REFORT:vB-562PAGE3-1 MODEL:PA-32-300 CHEROKEESIX.3OO E. AIRSPEED LIMITATIONS AND AIRSPEED INSTRUMENT MARKINGS (Calibrated Airspeed) F. MAXIMUM WEIGIIT 34OOLBS G. C. G. RANGE The datum used is 78.4 inchesaheadof the wing leadinsedgeat the intersectionof the straight and taperedsection. NEVER EXCEED MAXIMUM STRUCTURALCRUISE MANEUVERTNG FLAPS EXTENDED MAXIMUM POSITIVELOAD FACTOR MAXIMI.JMNEGATIVE LOAD FACTOR AIRSPEEDINSTRUMENTMARKINGS Red RadialLine (Never-Exceed) Yellow Arc (CautionRange) (SmoothAir Only) GreenArc (NormalOperatingRange) WhiteArc (Flap Down) 2I2MPH I68 MPH I49 MPH 125MPH 3.8 No inverted maneuversapproved ZI?MPH (184KTS) 168MPHto 212MPH (146KTS to 184KTS) 7l MPHto 168MPH (62 KTS to 146KTS) 63 MPH to 125MPH (55 KTS to 109KTS) RearwardLimit (In. Aft of Datum) 95.5 96.2 96.2 96.2 Weight (Pounds) 3400 3300 2904 2400 Forward Limit (In. Aft of Daturn) 91.4 89.0 80.0 76.0 Straight line variation betweenpoints given. NOTE It is the responsibility of the airplane owner insure that the airplane is properly loaded. BalurceSectionfor properloadinginstructions. H. MANEIIVERS No acrobaticmaneuvenincluding spinsapproved. REPORT:VB-562PAGE3-2 MODEL:PA-32-300 and the pilot to See Weight and FAA APPROVEDMAY 14,1973 CHEROKEESIX.3OO r. 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 MANEIIVERS,INCLUDING SPINS,APPROVED.'' ..THIS AIRCRAFT APPROVEDFOR NIGHT IFR NON.ICING FLrclrT WHEN EQUTPPEDIN ACCORDANCEWITH FAR 9l oR FAR 135." In full view of the pilot, the following takeoff and landingchecklistswill be installed: TAKEOFF CHECKLIST Fuel on propertank Mixtureset Flapsl0' ( lst notch) Electricfuel pump on Propellerset Trim tab - set Enginegaugeschecked Fastenbelts/harness Controlsfree Alternateair closed Doorslatched Seatbackserect Air Conditioner- Off LANDING CHECKLIST Seatbackserect Fuel on propertank Mixhrre rich Fastenbelts/harness Electricfuel pump on Propellerset Air Conditioner- Off Flapsdown (125 mph) The "AIR CONDITIONEROFF" item in the abovetakeoff and landing check lists is mandatory for air conditioned aircraft only. On the instrument panelin full view of the pilot: *ROUGH AIR OR MAI{EUVERING SPEEDI49 MPH.'' On the instrumentpanelin full view of the pilot: ..DEMONSTRATEDCROSSWINDCOMPONENT20 MPH.'' REPORT:VB-562PAGE3-3 MODEL:PA-32-300 FAAAPPRO\TEDIT{AY14, I973 CHEROKEESIX.3OO In full view of the pilot: (For operationwith the reardoor removed) ..FOR FLIGHT WITH THE DOOR REMOVED, SEE THE LIMITATIONS AND PROCEDURES SECTIONS OF THE AIRPLANE FLIG}IT MANUAL.' On the instrumentpanelin full view of the pilot when the AutoFlite is installed: "FOR HEADING CHANGES: PRESSDISENGAGE SWITCH ON CONTROL WHEEL. CHANGE HEADING. RELEASE DISENGAGESW[TCH.'' On the fuel selectorvalve cover: *ALL WEIGHT IN EXCESS OF 3II2 POUNDS MUST BE FUEL WEIGHT ONLY. FILL TIP TANKS FIRST.USE MAIN TANKS FIRST.'' On the instrument panelin full view of the pilot when the AutoFlite II is installed: .,TURN AUTOFLITE ON. ADJUST TRIM KNOB FOR MINIMUM HEADING CHANGE: FOR HEADING CHANGE, PRESS DISENGAGE SWTTCH ON CONTROL WHEEL, CHANGE ITEADING, RELEASE SWITCH. ROTATE TURN KNOB FOR TURN COMMANDS. PUSH TURN KNOB IN TO ENGAGE TRACKER. PUSH TRIM KNOB IN FOR HI SENSITTVITY. LIMITATIONS AUTOFLITE OFF FOR TAKEOFF AND LANDING." On the instrument panel in full view of the pilot when the supplementarywhite strobe lights areinstalled: ..WARNING . TURN OFF STROBE LIGTITS WHEN TAXIING IN VICINITY OF OTHER AIRCRAFT, OR DURING FLIGHT THROUGH CLOUD, FOG OR HAZE." In full view of the pilot, in the areaof the air conditionercontrolswhen the air conditioner is installed: ..WARNING- AIR CONDITIONERMUST BE OFF TO INSURE NORMAL TAKEOFF CLIMB PERFORMAI.ICE." REPTORT:!fi,-562 PAGE 3'4 MODEL: PA-32-300 FAA APPROVEDMAY 14, T973 REVISED: DECEMBER 15, l97t CHEROKEESD(.300 J. REAR CABIN DOOROR REAR CABIN DOORAND CARCODOORREMOVED The following limitations must be observedin the operationof this airplanewith the rear cabindoor or rear cabindoor and cargodoor removed: l. The airplanemay be flown with the rear cabindoor or rear cabindoor and cargo door removed.Flight with the front door removedis not approved. 2. Maximumspeed- 165 mph. 3. No smoking. 4. All loosearticlesmust be tied down and stowed. 5. Jumper'sstaticlinesmust be kept free of pilot's controlsand control surfaces. 6. OperationapprovedVFR flight conditionsonly. LOADING LIMITATIONS The followinglimitationsmust be observedin the operationof this airplane. Fill tip tanks first;use main tanksfirst. This airplanemust not be operatedat grossweightsin excessof 3112 pounds unlessthe weightover 31 l2 poundsis fuel weightonly. Remove fuel from the main tanks first when required for proper weight and balance. L, NOSEWHEEL FAIRING REMOVED When the nose wheel fairing is removed, two nose wheel centeringsprings(part number 67168)must be installed. M. NOISELEVEL (Ser.nos.7640001andup) No noise reduction procedures are required for this airplane. The noise level achieved during type certification was 79.27 d B (A). No determinationhas been made by the Federal Aviation Adminis.trationthat the noise levels of this airplane are or should be acceptableor unacceptablefor operationat, into or out of any airport. K. I I. 2. 3. FAA APPROVEDMAY I4,I973 REVISED:DECEMBER 15, 1978 REFOIC : VB-562 PAGE 3-5 MODEL: PA-32-30O CIIEROKEE SD(.300 SECTIONII PROCEDURES The stall warningsystemis inoperativewith the masterswitch off. Electricfuel pump must be on for both landingand takeoff. Except asnoted above,all operatingproceduresfor this airplanearenormal. When operating with the rear cabin door removed,it is recommendedthat all occupantswearparachutes. Air conditionedModels only: Warning- the air conditionermust be off to insure n ormal takeoff performance. Fuel SystemPreflightProcedure: The fuel systemshould be draineddaily prior to first flight and after refuelingto avoid the accumulationof water or sediment.Each fuel tank is equippedwith an individual quick drain locatedat the lower inboardrear cornerof the tank. The fuel strainerand a systemquick drain valvearelocatedin the fuselageat the lowestpoint of the fuel system.It is important that the fuel systembe drainedin the following manner: a. Drain each tank through its individual quick drain located at the lower inboard rear corner of the tank, making sure that enoughfuel has been drainedto insurethat all water and sedimentis removed. b. Placea containerunder the fuel sump drain outlet, which is locatedunder the fuselage c. Drain the fuel strainer by pressingdown on the lever located on the right hand side of the cabin below the forward edgeof the rear seat.The fuel selectormust be positionedin the following sequence:off position,left tip, left main, right main, and right tip while drainingthe strainerto insurethat the fuel lines betweeneachtank outlet and fuel straineraredrainedaswell as the strainer.Whenthe fuel tanks are full, it will take approximatelyl1 secondsto drain all the fuel in one of the linesbetweena tip tank and the fuel strainerand approximatelysix secondsto drain all the fuel in one of the lines from a main tank to the fuel strainer.Whenthe fuel tanks are less than full, it will take a few secondslonger. l. 2. 3. 4. 5. 6. REFORT: VB-562 PAGE 3-7 MODEL: PA-32-300 FAA APPROVEDMAY 14.1973 CTTEROKEE SIX.3OO d. Exryninethe contentsof the containerplacedunder the fuel sump drain outlet for waterand sedimentand disposeof the contents. CAUTION Whendrainingany amountof fuel, careshouldbe taken to insure that no fire hazardexistsbeforestartingengine. After using the under-seatquick drain, it should be checkedfrom outsideto makesureit hasclosedcompletelyand is not leaking. REFORT:vB-562PAGE3{ MODEL:PA-32-300 FAA APPROVEDMAY 14, 1973 CREROKEESIX.3OO SECTION Itr PERFORMAI{CE AII performanceis givenfor a weight of 3400 pounds. Loss of altitude during stallscan be as great as 350 feet, dependingon configurationand power. Stallingspeed,in mph, (CalibratedAinpeed): FlapsUp - 7l FlapsDown - 63 Flap deflectionversushandlepositionis: lst notch - l0 degrees 2nd notch - 25 degrees 3rd notch - 40 deerees Air ConditionedModelsOnly: When the full throttle position is not used or in the event of a malfunctionwhich causesthe compressorto operateand the condenserdoor to remainextended.a decrease in rate of climb of asmuch as 100 fpm canbe expectedat all altitudes. REFORT: VB-562 PAGE 3,9 MODEL: PA-32-300 FAA APPROVEDMAY 14. 1973 CHEROKEESD(.300 SECTIONry OPTIONAL EQUIPMENT NOTE THE INFORMATION CONTAINED IN THIS SECTION APPLIESWHEN THE RELATED EQUIPMENTIS INSTALLED IN THE AIRCRAFT. A. Electric Pitch Trim Installation B. AutoFlite II Installation C. Air ConditionerInstallation D. Piper AutoControl III and/or AutoContol IIIB Installation E. Piper AltiMatic IIIC Installation FAA APPROVEDMAY 14,1973 REWSED: NOVEMBER6, I 974 REFORT:vB-562 PAGE3-ll MODEL: PA-32"-300 2. 3. CIIEROKEE SD(-3OO A. ELECTRrc PITCH TRIM INSTALLATION The following emergency information applies in case of electric pitch trim malfunction. l. In caseof malfunction,disengageelectricpitch trim by operatingpush button trim switch on instrumentpanel. In emergenry,electric pitch trim may be overpoweredusingmanualpitch trim. In cruise configuration,malfunction results in 10" pitch changeand 50 ft altitudevariation. REPORT:VB-562PAGE3-13 MODEL:PA-32-300 FAA APPROVED MAY 14, 1973 CHEROKEESIX.3OO D. PIPER AUTOCONTROL Itr AI{D/OR AUTOCONTROL IIIB INSTALLATION LIMITATIONS a. Autopilot OFF duringtakeoff and landing. b. Autopilot useprohibitedabove180 MPH CAS. PROCEDURES a. PREFLIGHT ( l) Roll Section (a) Place Radio Coupler in "Heading" mode and place A/P ON/OFF switch in the "ON" positionto engageroll section. Rotate roll command knob Left and Right and observe conbol wheel describesa correspondingLeft and Right turn, then centerknob. (b) Set proper'D.G.Headingon D.G. and tum HeadingIndice to aircraft heading.Engage"Heading" mode switch and rotate HeadingIndice right and left. Aircraft control wheel should turn samedirection as Indice. While D.G. indice is set for a left turn, grasp control wheel and override the servo to the right. Repeatin oppositedirection for right turn. (c) If VOR signalavailablecheckOmni modeon RadioCoupler by swingingOmni needleleft and rieht slowly.Observethat control wheelrotatesin directionof needlemovefrent. (d) Disengageby placingthe AIP ON/OFF switchto the "OFF" position. b. IN-FLIGHT ( I ) Trim airplane(ball centered). (2) Check air pressureor vacuumto ascertainthat the DirectionalGyro and Attitude Gyro arereceivingsufficientair. (3) Roll section en6age,center Roil command Knob, prace the Alp ON/OFF switch to the .'ON" position.To turn rotate roll command knob in desired direction. (Maximum angle of bank shouldnot exceed30".) (b) For headingmode, set DirectionalGyro with Magnetic Compass.Push dircctionalgyro HDG knob in, rotate to aircraft heading.Placethe consoleHDG ON/OFF switch to the "ON" position. To selecta new aircraft heading,push D.G. headingknob IN and rotate, in desireddirection of turn, to the desiredheading. NOTE In HDG mode the maximum bank angles are limited to approximately2Oo and singlecommand,headingchangesshould be limited to 150o. (HDG Indice not more than 150" from actual aircraftheading.) FAA APPROVEDJUNE 20,1974 REVISED: NOVEMBER6. 1974 REPORT:VB-562PAGE3-19 MODEL: PA-32-300 l. 1 CHEROKEESIX.3OO (4) voR(a) To Intercept: l. Using OMNI Bearing Selector,dial desiredcourse, inboundor outbound. 2. Setidenticalheadingon CourseSelectorD.G. 3. After aircraft has stabilized,position coupler mode selector knob to OMNI mode. As aircraft nears selectedradial, interception and crosswindcorrection will be automatically accomplishedwithout further switching. NOTE If aircraft position is lessthan 45o from selectedradial, aircraft will intercept before station. If position is more than 45 ", interceptionwill occur after station passage. As the aircraftnears the OMNI station,(l/2 mile) the zoneof confusionwill direct an "S" turn in alternatedirectionsas the OMNI indicator needle swings.This alternatebankinglimited to the sturdardD.G. bank angle,is an indicationof stationpassage. (b) To selectnew course: l. To selecta new courseor radial,rotatethe HDG indice to the desiredHDG (match course). 2. Rotate OBS to the new course. Aircraft will automatically turn to the intercept headingfor the new course, (c) To changestations: I. If samecourseis desired,merely tune receiverto new stationfrequency. 2. If different courseis desired,position coupler mode selectorto HDG mode. Dial courseselectorD.G. to new course. Dial OBS to new course and , position couplermodeselectorto OMNI mode. (5) VOR Approach Track inbound to stationasdescribedin VOR navigationsection. After stationpassage: (a) Dial outbound courseon CourseSelectorD.G., then dial samecourseon OBS. (b) After establishedon outbound radial, position coupler mode selectorto HDG mode and selectoutboundprocedure turn heading.After 40 secondsto I minute selecta turn in the desireddirection with the CourseSelectorD.G. to the (c)3t:"d;$ iiT;1if.':nl::o-'(d) When aircraft heading is 45 o to the inbound course, dial :"'J;n,iitii'31"3;?;.'3-,t? HlS". course andpo sition REPORT:VB-562PAGE 3-20 MODEL: PA-32-300 FAA APPROVEDJUNE 20,1974 CHEROKEESIX. 3OO NOTE For precise tracking over OMNI station, without "S" tum, position coupler mode selector to HDG mode just prior to station passage.If holding pattern is desired,position coupler mode selector to HDG mode at station passageinbound and selectoutbound headingin directionof turn. After elapsedtime, dial inbound course on Course Selector D.G. When aircraft headingis 45o to radial,positioncouplermodeselectorto OMNI mode. (6) LOC ApproachOnly (a) To intercept dial ILS outbound courseon CourseSelector D.G. When stabilized,position coupler mode selectorto LOC REV mode. (b) After interceptionand whenbeyondouter marker,position coupler mode selector to HDG mode and dial outbound procedureturn heading.After one minute, dial inbound procedureturn headingin directionof turn. (c) When aircraft headingis 45 o to ILS inbound coursedial inbound course on Course Selector D.G. and position couplermodeselectorto LOC NORM mode. (d) At the missedapproachpoint (M.A.P.), or when missed approachis elected,positioncouplermodeselectorto HDG modeand executemissedapproaehprocedure. (7) LOC Approach- BackCourse(Reverse) (a)l:"Ii"ffi.:,:'lJ:d',ff 5"'iliii,itl'?:1fl ,ff ':'lf,[x modeselectorto LOC NORM mode. (b) After interceptionand when beyond fix, position coupler mode selectorto HDG and dial outbound procedureturn ffl$ifft'ililff #trf, diar inbound procedure turn (c)HA*::'1",i,ifi ;:#:::11,::,:T?.1,'$#3:::'.to LOC REV mode. (d) Approximately l/2 mile from runway, position coupler modeselectorto HDG mode to prevent"S" turn ovel ILS stationnearrunway threshold (e) Missedapproach- sameasFront Course.(See(6) d) FAA APPRO\{EDJUNE 2A. '974 REPORT: YF562 PAGE $2t MODEL: PA-3?-300 irliiiiiiiiiiliiiililiLiiLLiiiiliiiiii rr CIIEROKEESIX.3OO C. EMERGENCYOPERATION ( I ) In an emergencythe AutoControl can be disconnectedby placingthe A/P ON/OFF switchto the "OFF" position. (2) The AutoControl can be overpoweredat either control wheel. (3) An Autopilot runaway, with a 3 seconddelay in the initiation of recovery,wfule operatingin a climb, cruiseor descendingflight could resultin a 38" bank and 40 foot altitudeloss. (4) An Autopilot runaway, with a I seconddelay in the initiation of recovery,during an approachoperation,coupledor uncoupled,could resultin an 8o bank and l0 foot altitudelois. PERFORMANCE No change. REFTORT:V8-562 PAGE 3-ZZ MODEL: PA-32-300 3. FAA APPROVED 'IJIYE 20.1974 . RIVISED: NOVEMBER 6, 1974 EtrlERGEllCY PR0CEIIURES Introduction EnginePower LossDuring Takeoff EnginePowerLossIn Flight PowerOff Landing . . . PropellerOverspeed Spins . OpenDoor Fire Lossof Oil Pressure Lossof Fuel Pressure High Oil Temperature Alternate Failure EngineRoughness 4-l 4-l +2 +3 4-3 4-4 +4 +5 4-6 +6 +6 +7 +7 CAEROKEESD(.300 EMER,GENCYPROCEDURES INTRODUCTION This sectioncontainsproceduresthat are recomrnendedif an emergencyconditionshould occur during ground operation, takeoff, or in flight. Theseproceduresare zuggestedas the best courseof action for coping with the particular condition described,but are not a substitutefor soundjudgmentand commonsense.Sinceemergencies rarely happenin modernaircraft,their occuren@ is usuallyunexpected,and the best correctiveaction may not'alwaysbe obvious. Pilots should familiarize themselveswith the proceduresgivenin this sectionand be preparedto take appropriateaction should an emergencyarise. Most basic emergencyprocedures,such as power off landings,are a normal part of piiot training. Althoueh these emergenciesare discussedhere, this information is not intended to replace such training, but only to provide a source of referenceand review, and to provide information on procedureswhich are not the samefor all aircraft. It is suggestedthat the pilot reviewstandardemergencyproceduresperiodicallyto remainproficient in them. ENGINE POWERLOSS DI]RING TAKEOFF The proper action to be taken if loss of power occun during takeoff will dependon circumstances. t. If sufficient runway remainsfor a normal landing,land straightahead. 2. If insufficient runway remains,maintain a safeairspeedand make only a shallowturn if necessaryto avoid obstructions.Use of flaps dependson circumstances.Normally, flapsshouldbe fully extendedfor touchdown. 3. If you havegainedsufficient altitude to attempt a restart,proceedas follows: a. MAINTAIN SAFEAIRSPEED b. FUEL SELECTOR. SWITCHTO ANOTI{ER TANK CONTAINING FUEL c. ELECTRICFIJEL PIrMP - CHECKON d. MIXTURE . CHECK RICH e. ALTERNATE AIR - ON NOTE If enginefailure wascausedby fuel exhaustion,power will not be ' regainedafter tanks are switcheduntil empty fuel linesare filled, which may requireup to ten seconds. If power is not regained,proceedwith the POWEROFF LANDING procedure. EMERGENCY PROCEDURES ISSLJED:JULY 12,1973 +l CHEROKEESIX . 3OO ENGINE POWERI,oSS IN FIIGHT Completeenginepower los is usually causedby fuel flow intemrption, and power will be restoredshortly after fuel flow is restored.If power loss occursat low altitude, the first step is to preparefor an emergencylanding(SeePOWEROFF LANDING). Maintainan airspeedof at least100 MPH IAS, and if altitudepermits,proceedasfollows: l. Fuel Selector- Switchto anothertank containingfuel. 2. Electric Fuel hrmp - On 3. Mixture - Rich 4. AlternateAir - On 5. EngineGauges- Checkfor an indication of the causeof power loss. 6. If no fuel pressureis indicated, check tank selectorposition to be sureit is on a tank containingfuel. Whenpoweris restored: 8. AltemateAir - Off 9. ElectricFuel hrmp - Off If the abovestepsdo not restorepower, preparefor an emergencylanding. If time permits: l. Ignition Switch- "L" then "R" then back to "BOTH." 2. Throttle and Mixture - Different settings.(This may restore power if the problem is too rich or too lean a mixture, or if there is partial fuel rystem restriction.) 3. Try other fuel tanks. (Waterin the fuel could take some time to be usedup, and allowing the engineto windmill may restorepower. If power lossis due to water, fuel pressureindicationswill be normal.) NO13 If enginefailure wascausedby fuel exhaustion,power will not be regainedafter tanks are switcheduntil empty fuel lines are filled, which may require up to ten seconds. If poweris not restored,proceedwith POWEROFF LANDING procedure. EMERGENCYPROCEDURES ISSUED:JULY 12,1973 +2 CHEROKEESIX - 3OO POWEROFF LANDING If lossof power occursat altitude, trim the aircraft for bestgliding angle(100 MPH IAS, Air Cond. - OFF), and look for a suitablefield. If measurestaken to restorepower are not effective,and if time permits,checkyour chartsfor airportsin the immediatevicinity;it may be possibleto 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 airplane will travel approximatelyone and one half milesfor eachone thousandfeet of altitude.If possible,notify the FAA by radio of your difficulty and intentions.If anotherpilot or passenger is aboard,let themhelp. Whenyou havelocateda suitablefield, establisha spiralpattern around this field. Try to be at 1000 feet abovethe field at the downwindpositionto makea normal approach.Whenthe field can easilybe reached,slow up to 90 MPH IAS for the shortestlanding.Excessaltitudemay be lost by wideningyour pattern,usingflapsor slipping,or a combinationof these. Touchdownshouldnormally be madeat the lowest Whencommittedto landing: l. Ignition- Off 2. MasterSwitch- Off 3. Fuel Selector- Off 4. Mixture - Idle Cut0ff 5. SeatBelt (and harnessif available)- Tight possibleairspeed,with full flaps. PROPELLERO\IERSPEED Propeller overspeedis causedby a malfunction in the propeller governor,or low oil pressure,which allows the propeller bladesto rotate to full low pitch. If this shouldoccur, proceedas follows: I. THROTTLE-RETARD 2. OIL PRESSURE.CHECK 3. PROPELLERCONTROL- FULL DECREASERPM.THEN SET IF A}.IY CONTROL IS AVAILABLE. 4. REDUCEAIRSPEED s. THROTTLE - AS REQUIREDTO REMAIN BELOW2700 RpM. EMERGECf.IYPROCEDURES ISSUED:JULY 12,1973 CHEROKEESIX.3OO SPINS Intentional spins are prohibited in this aircraft. If a spin is inadvertently entered, immediatelyusethe following recoveryprocedures: I. THROTTLE. IDLE 2. RUDDER . FULL OPPOSITETO DIRECTIONOF ROTATION 3. CONTROLWHEEL. FULL FORWARD 4. RUDDER. NEUTRAL (WHEN ROTATION STOPS) 5. CONTROL WHEEL - AS REQUTREDTO SMOOTHLYREGATNLEVEL FLrcH'r ATTITUDE OPENDOOR The cabin door on the Cherokeeis double latched,so the chancesof its springingopenin flight at both the top and bottom are remote.However,shouldyou forget the upperlatch, or not fully engagethe lower latch, the door may springpartially open.This will usuallyhappenat takeoff or soon afterward.A partially open door will not affect normal flight characteristics, and a normallandingcanbe madewith the door open. 'i If both upper and lower latchesare open, the dooi will trail slightly open, and airspeedwill be reducedslightly. :; To closethe door in flight, proceedasfollows: l. Slowairqaft to 100MPH lAS. 2. CabinVents- Close 3. StorrnWindow- Open 4. If upper latch is open - latch. If lower latch is open - open top latch, push door further open,and then closerapidly. Latch top latch. A slip in the directionof the open.doorwill assistin latchingprocedure. EMERGENCYPROCEDURES ISSUED:JULY 12,1973 H CHEROKEESIX.3OO FIRE The presenceof fire is noted through smoke,smell,and heat in the cabin.It is essential that the sourceof the fire be promptly identified through instrument readings,characterof the smoke,or other indications,sincethe action to be takendifferssomewhatin eachcase. SOURCEOF FIRE . CHECK t. ElectricalFire (Smokein Cabin): a. MasterSwitch- Off b. Vents - Open c. CabinHeat- Off d. Land assoonaspossible. EngineFhe (In Flight): a. Fuel Selector- Off b. Throttle - Closed c. Mixture - Idle Cut0ff d. Heater- Off (In all casesof fire) e. Defroster- Off (In all casesof fire) f. If terrainpermits,land immediat6ly. NOTE The possibility of an engine fue in fli&t is extremely remote. The proceduregivenaboveis generaland pilot judgment should be the decidingfactor for action in suchan emergency. EngineFire (During Start): Engine fres during start are usually the result of overpriming. The following procedureis designedto draw the excessfuel back into the induction system. a. If enginehasnot started: (l) Mixture-Idle CutOff (2) Throtfle - Open (3) Turn engine with starter (This is an attempt to pull the fre into the engine.) b. If enginehasalreadystartedand is running, continue operatingto try pulling the fire into the engine. c. In either casestated in (a) and (b), if the fire continueslonger than a few seconds,the fire should be extinguishedby the best availableexternalmeans. d. If external fire extinguishingis to be applied: ( I ) Fuel SelectorValves- Off (2) Mixture - Idle CutOff EMERGENgY PROCEDURES ISSLJED:JULY 12,1973 ) 3. 4-5 CHEROKEESIX - 3OO LOSSOF OIL PRESSURE Loss of oil pressuremay be eitherpartial or complete.A partiallossof oil pressureusually indicatesa malfunction in the oil pressureregulatingsystem,and a landing should be made as soon aspossibleto investigatethe causeand preventenginedamage. A complete loss of oil pressureindication may signify oil exhaustionor may be the result of a faulty gauge.In either case,proceed toward the nearestairport, and be preparedfor a forced landing. If the problem is not a pressuregauge malfunction, the engine may stop zuddenly.Maintain altitude until zuch time as a deadstick landingcanbe accomplished.Don't changepowersettingsunnecessarily, asthis may hastencompletepower loss. Dependingon the circumstances,it may be advisableto make an off airport landingwhile power is still available,particularly if other indications of actual oil pressureloss,suchassudden increasesin temperatures,or oil smoke,areapparent,and an airport is not close. If enginestoppageoccurs,proceedto POWEROFF LANDING. LOSSOF FUEL PRESSURE i. l. ElectricBoostPump- On ,; 2. Fuel Selector- Checkon full tank If problem is not an empty fuel tank, land assoon aspracticaland haveengine-drivenfuel pump checked. HIGH OIL TEMPERATURE An abnormaly high oil temperature indication may be causedby a low oil level, an obstruction in the oil cooler, damagedor improper baffle seals,a defectivegauge,or other causes.Land assoon as practicalat an appropriateairport and havethe causeinvestigated A steady,rapid rise in oil temperatureis a signof trouble. Land at the nearestairport and let a mechanicinvestigatethe problem. Watch the oil pressuregaugefor an accompanyingloss of preszure. EMERGENCY PROCEDURES ISSUED:ruLY 12,1973 6 CHEROKEESIX - 3OO ALTERNATOR FAILURE Loss of alternator output is detected through zero reading on the ammeter. Before executing the fotlowing procedure, insure that the reading is zero and not merely low by actuating an electrically powered device, such as the landing light. If no increasein the ammeter reading is noted, alternator failure can be assumed. ,, l. ReduceElectrical Load. 2. Alternator Circuit Breakers- Check 3. "Alt" Switch - Off (for I second), then On If the ammeter continues to indicate no output, or alternator will not stay reset,turn off "Alt" switch, maintain minimum electricalload and land as soon as practical.All electricalload is being suppliedby the battery' ENGINE ROUGHNESS Engineroughnessmay be causedby dirt in the injectornozzles,inductionsystemicing,or ignition problems.To eliminateroughness,proceedasfollows: l. Mixture - Adjust for maximum smoothness.Enginewill run rough if too rich or too Iean. 2. AlternateAir - On 3. ElectricFuel Pump- On 4. Fuel Selector- Changetanks to seeif fuel contaminationis the problem. 5. Engine Gauges- Check for abnormalreadings.If any gaugereadingsare abnormal, proceedaccordingly. 6, MagnetoSwitch- "L" then "R," then back to "BOTH." If opcrationis satisfactory on eithermagneto,proceedon that magnetoat reducedpower,with mixturefull rich, to a laudingat the frst availableairport- If roughness persists,preparefor a precautionarylandingat pilot'sdiscretion. EMERGENCYPROCEDURES REVISED: JANUARY ll, 1974 4-7 WEIGHT AND FOR CHEROKEE BALANCE stx300 APPLICABLE TO SERIAL NUMBERS 32-744OOOI THROUGH 32-7640130 ISSUED:MAY 14, 1973 REYISED:'MARCH 23. 1979 REPORT:VB-551 MODEL: PA-32-300 WEIGHT AIID BAIA}ICE Log of Revisions 5-iii Weight and Balance 5-l Weight and BalanceData - Weighing Procedure 5-3 Weight and BalanceData 5-7 C. G. Range and Weight Instructions 5-8 CHEROKEESIX.3OO WEIGHT AND BALANCE In order to achievethe performance,safety and good flying characteristicswhich are designedinto the airplane,it must be flown with the weiglrt and center of gravity (C.G.) position wthin the approvedenvelope.The aircraft offers a tremendousflexibility of loading. However,you cannot fill the airplane,with the maximum numberof adult passengers, full fuel tanks and maximum baggage.With the flexibility comesresponsibility.The pilot must ensure that the airplaneis loadedwithin the loadingenvelopebeforehe makesa takeoff. Misloadingcarriesconsequences for any aircraft. An overloadedairplanewill not take off, climb or cruise as well as a properly loaded one. The heavierthe airplaneis loaded,the less climb perfornanceit will have. Center of gravity is a determiningfactor in flight characteristics.If the C.G. is too far forward in any airplane,it may be difficult to rotate for takeoff or landing.If the C.G. is too far aft, the airplane may rotate prematurely on takeoff or try to pitch up during climb. Longitudinal stability will be reduced.This can lead to inadvertentstallsand evenspins;and spinrecoverybecomesmore difficult as the centerof gravitymovesaft of the approvedlimit. ' A properly loadedaircraft, however,will perform asintended.This airplaneis designedto provide excellent performanceand safety within the flight envelope.Before the airplaneis delivered,it is weighed,and a basicweight and C.G. locationis computed.(Basicweight consists of the empty weight of the aircraftplus the unusablefuel and full oil capacity.)Usingthe basic weight and C.G. location, the pilot can easilydeterminethe weight and C.G. position for the loadedairplaneby computingthe total weightand momentand then determiningwhetherthey arewithin the approvedenvelope. The basicweight and C.G. location for a phrticularairplanearerecordedin the aircraftlog book or in the weight and balancesectionof the Airplane Flight Manual.The current values shouldalwaysbe used.Whenevernew equipmentis addedor any modificationwork is done,the mechanicresponsiblefor the work is requiredto computea new basicweight and basicC.G. position and to write thesein the aircraftlog book. The owner shouldmakesurethat it is done. A weight and balancecalculationcan be helpful in determininghow much fuel or baggage can be boardedso as to keep the C.G. within allowablelimits. If it is necessaryto removesome of the fuel to stay within maximum allowablegrossweight, the pilot shouldnot hesitateto do so. The following pagesare forms usedin weighingan airplanein productionand in computing basic weight, basicC.G. position, and useful load. Note that the useful load includesfuel, oil, baggage,cargoand passengers. Following this is the method for computingtakeoff weightand c.G. REPTORT: VB-551PAGE 5-l MODEL: PA-32-300 ISSUED:MAY 14,1973 CHEROKEESIX.3OO WEIGIIT AND BALANCE DATA WEIGIIING PROCEDURE At the time of delivery,PiperAircraft Corporationprovideseachairplanewith the licensed empty weight and center of gravity location. This datais on Page5-7. The removal or addition of an excessiveamount of equipment or excessiveairplane modificationscan affect the licensedempty weight and empty weight centerof gravity.The following is a weighingprocedurcto determinethis licensedempty weightand centerof gravity location: I. PREPARATION Be certainthat all itemscheckedin the airplaneequipmentlist areinstalled in the properlocationin the airplane. Removeexcessive dirt, grease,moisture,foreignitemssuchasragsand tools from the airplanebefore weighing. Defuel airplane.Then openall fuel drainsuntil all remainingfuel is drained. Operateengineon each tank until all undrainablefuel is used and engine stops. Drain all oil from the engine,by meansof the oil drain, with the airplanein ground attitude. This will leave the undrainableoil still in the system. Engine oil temperatureshould be in the normal operatingrangebefore draining. Placepilot and copilot seatsin fourth (4th) notch, aft of forwardposition. Put flaps in the fully retracted position and all control surfacesin the neutral position.Tow bar strouldbe in the properlocationand all entrance and baggagedoorsclosed. f. Weieh the airplane inside a closed building to prevent errors in scale readingsdue to wind. 2. LEVELING With airplaneon scales,block main gearoleo pistonsin the fully extended position. Level airplane(seediagram)deflatingnosewheel tire, to centerbubbleon level. REPTORT:VB-551 PAGE 5-3 MODEL: PA-32.30O a. b. d. e, a. b. ISSLJED:MAY 14,1973 i I I t, A- S= CHEROKEESD(.300 3. WEIGHING. AIRPLANE EMPry WETGHT a' lVith the ailplane level and brakes released,record the weight shown on each scale.Deduct the tare, if any, from each reading. 4. EMPTYWEIGHTCENTEROF GRAVITY a. The following geometry appliesto the PA-32-300airplanewhen airplaneis level(SeeItem 2). 24il i illl {t #' -,-q6r. LevelPoints (FuselageLeft Side) Wing Leading Edge R+L The datum is 78.4 inchesahead of the wing leadingedgeat the intersectionof the straightand taperedsection. REFORT: VB-551 PAGE 5,f MODEL: PA-32-3O0 ScalePositionand Symbol Nose\Yheel (N) Right'Main.Wheel (R)" Left Main Wheel (L) Airplane Empty Weight,asWeighed(T) ISSUED:II{AY 14, 1973 CHEROKEESD(.300 Obtain measurement"A" by measuringfrom a plumb bob droppedfrom the wing leading edge, at the intersectionof the straieht and tapered section, horizontally and parallel to the airplane centerline, to the main wheelcenterline. Obtain measurement'oB" by measuringthe distancefrom the main wheel centerline,horizontallyand parallelto the airplanecenterline,to eachside of the nosewheelaxle.Then averagethe measurements. d. The empty weight center of gravity (as weighed including optional equipment and undrainable oil) can be determined by the following formula: c.G.Arm = 78.4+A-B(N) T C. G. Arm = 78.4+ ( )-( inches 5. LICENSEDEMPTYWEIGHTAND EMPTYWEIGHTCENTEROF GRAVITY b. :iri fti; ISSLJED:MAY 14,1973 REVISED: NOVEMBER6. 1974 REPTORT:VB-551 PAGE 5-5 MODEL: PA-32.30O Weight Arm Moment Empty Weight(asweighed) UnusableFuel (.4 gallon) +2.3 103.0 +237 LicensedEmpty Weight CHEROKEESIX.3OO WEIGIIT AND BALANCE DATA MODEL PA-32.300CHEROKEE AirplaneSerialNumber RegistrationNumber Date AIRPLANE BASTCWEIGHT *Empty weight is defined as dry empty weight (including paint and hydraulic fluid) plus 2.4lbs undrainableengineoil. AIRPLANE USEFUL LOAD - NORMAL CATEGORYOPERATION (GrossWeight)- (LicensedEmpty Weieht)= UsefulLoad (3400lbs) ( lbs) = lbs. THIS LICENSED EMPfY WEIGHT, C. G. AND USEFUL LOAD ARE FOR THE AIRPLANE AS DELIVERED FROM THE FACTORY. REFER TO APPROPRI"ATE AIRCRAFT RECORDWHENALTERATIONS HAVE BEEN MADE. ISSUED:MAY 14, 1973 REVISED:JAIYUARY I l. 1974 REPORT:VB-551PAGE 5-7 MODEL: PA-32-3OO Weight (Lbs) X C. G. Arm (InchesAft of Datum) Moment (In-Lbs) Item Actual *Empty Weight Computed UnusableFuel (3.2 pints) 2.3 103.0 237 StandardEmpty Weight OptionalEquipment LicensedEmpty Weight Oil ( 12 quarts) 22.5 r6.6 374 BasicWeight CHEROKEESIX.3OO C. G. RANGE AND WEIGHT INSTRUCTIONS l. Add the weightof all itemsto be loadedto the basicweight. 2. Use the loadinggraphto determinethe moment of all items to be carriedin the airplane. 3. Add the momentof all itemsto be loadedto the basicweightmoment. 4. Divide the total moment.bythe total weightto determinethe C.G,-location-; 5. By using the figuresof ltem I and Item 4, locate a point on the C.G. rangeand weight graph.tf the point falls within the C.G. envelope,the loadingmeetsthe weightand balance requirements. SAMPLELOADING PROBLEM(NormalCategory) The center of gravity (C.G.) of this sampleloadingproblemis at inches aft of the datum line. Locate this point ( ) on the C.G. rangeand weight graph. Since this point falls within the weiglrt- C.G.envelope,this loadingmeetsthe weightand balancerequirements. IT IS THE RESPONSIBILITYOF THE PILOT AND AIRCRAFT OWNERTO INSURE THAT THE AIRPLANE IS LOADED PROPERLY. *Optional Equipment. fll q REPORT: vB-ssl PAGEs€ MODEL:PA-32-300 ISSLJED:MAY 14. 1973 REVISED: JAhIUARY ll, 1974 Weight (Lbs) Arm Aft Datum (Inches) Moment (In-Lbs) ii Basic Weight Pilot and Front Passenger 340.0 85.5 29074 Passengers (CenterSeats) 340.0 I l8.l 40t54 Passensers (RearSeats) 340.0 155.7 52938 Passenger (Jump Seat)+ I18.1 Fuel (84-GallonMaximum) 95.0 Baggage (Forward) 42.0 Baggage(Aft) 178.7 Total LoadedAirplane EHEROKEESD(.300 u, o z f.: O:. o- F,j -' (9 ul 3 o o 450 4m 350 300 60 mo 150 100 50 0 LOADINGGRAPH m?F,Cr35tto MOMENT/I MO (POUNDS.INCHES} 50 REFOR.T:VB-551 PAGE 5-9 IiODEL: PA-32-30o ..c\) ."l D( -19\ \e,2 o+ t f) ad ,.4i -t ^1Q <i.) / / / s /, / d / 's'- / Iscefqu- {{o ,/ ,/ Fl / 7, ,t .1 '/ I4 4 v ISSIJED:[tAY 14,1973 CHEROIGE SIX.3OO C. G. RANGEAND WEIGHT ::. 8'u'2ffi Zrl I :': oi c = F T (9 E zzoo = 3400 3(x)0 REFORT:VB-551PAGE5-10 MODEL:PA-32-30O 828/.868890 INCHESAFT OF DATUM 1800 1400 96 r80 \ / / / ISSI,IED:MAY 14, 1973 (lPE RATI}IG I}ISTRU CTI(I}I S Preflight 7-l Starting Engine 7-2 Starting EngineWhenCold 7'2 Starting EngineWhenHot . 'l'3 StartingEngineWhenFlooded 7-3 StartingWith ExtemalPowerSource 7'3 Warm-Up GroundCheck Takeoff Climb Stalls . Cruising Turbulent Air Operation Maneuvers Approachand Landing . . StoppingEngine 7-9 AirspeedData. 7-9 Mooring 7'9 Weightand Balance 7-9 Air Conditioning 7-10 Air ConditionerOperationalCheckProcedure 7-10 Air ConditionerEffectson AirplanePerformance 7-l I EmergencyLocatorTransmitter 7-ll /-f 7-6 7-6 7-6 7-8 7-8 7-8 l-l CHEROKEESIX - 3OO OPERATING IN STRUCTIONS PREFLIGHT The airplane should be given a thorough preflight and walk-aroundinspection.The preflight shouldinclude a checkof the airplane'soperationalstatus,computationof weightand C.G. limits, takeoff distance,and in flight performance.A weatherbriefingshouldbe obtained for the intended fliglrt path, and any other factors relatingto a safeflight should be checked beforetakeoff. Walk-AroundInspection I. a. Releaseseatbeltssecuringthe control wheel. b. MasterswitchON. c. Checkfuel quantity gauges(four tanks). d. Masterswitchand ignitionOFF. 2. a. Check for external damageand operationalinterferenceof control surfacesor hinges. b. Insurethat wingsand control surfacesare free of snow,ice or frost. 3. a. Visually checkwing tip tank fuel supply;securecaps. b. Drain wing tip tank sumps(SeeDescription- Airplane and SystemsSectionfor procedure). OPERATING IN STRUCTIONS ISSUED:JULY 12,1973 7-l CHEROKEESIX - 3OO c. Checknavigationlights. 4. a. Visuallycheckmain fuel tank fuel supply;securecaps. "b. Drain main fuel tank sumps(SeeDescription- Airplaneand SystemsSectionfor procedure). c. Checkthat fuel systemventsareopen. d. Checkmain gearshockstrutsfor properinflation (4-l12 inches). e. Checktires for cuts,wear,and properinflation. f. Checkbrakeblocksfor wearand damage. g. On left wing checkpitot head:Removecoverif used;checkthat holesareclear. a. Checkwindshieldfor cleanliness. b. Checkthe propellerand spinnerfor defectsor nicks. c. Checkfor obviousfuel or oil leaks. d. Checkoil level.(Insuredipstickis properlyseated.) e. Checkcowlingand inspectioncoversfor security. f. Checknosewheeltire for inflation, wear. g. Checknosewheelshockstrut for properinflation (3-ll4 inches), h. Checkair inletsfor foreignmatter. i. Checkalternatorbelt tension. a. Stow tow bar and control locksif used. b. Checkbaggagefor properstorageand security. c. Closeand secure d. Drain fuel strainersump (SeeDescription- Airplane and SystemsSectionfor procedure). a. Upon entering the aircraft, ascertainthat all primary flight controls operate properly. b. Closeand securethe fore and aft cabindoors. c. Checkthat requiredpapersarein order and in the airplane. d. Fastenseatbeltsand shoulderharness.Checkfunction of inertia reel. STARTING ENGINE After completingthe preflighthspection: 1. SetbrakesON. 2. Set the propellerin fuII INCREASERPM. 3. Selectthe desiredtank with the fuel selector. STARTING ENGINE WHEN COLD l. Openthe throttle approximatelyll2 inch. 2. Turn the masterswitch ON. 3. Turn the auxiliary electricfuel pump ON. 4. Move the mixture control to FULL RICH until an indicationis noted on the fuel flow meter.(Engineis primed.) 5. Move the mixture control to IDLE CUT-OFF. 6. Engagethe starterby rotatingthe magnetoswitch clockwiseand pressingin. 7. When the enginefires, releasethe magnetoswitch; advancethe mixture control to FULL RICH; movethe throttle to the desiredsetting. 8. If the enginedoesnot fire within five to ten seconds;disengagethe starterand reprime. OPERATING INSTRUCTIONS ISSUED:JULY 12.1973 5. 6. 7. 7-2 CHEROKEESIX - 3OO STARTINGENGINEWHEN HOT l. Openthe throttle approximatelyl/2 inch. 2. Turn the masterswitchON. 3. Turn the auxiliaryelectricfuel pump ON. 4. Mixture control in IDLE CUTOFF. 5. Engagethe starter by rotating the magneto When the enginefires, releasethe magneto the throttle to the desiredsetting. STARTINGENGINEWHENFLOODED clockwise and pressing in. advance the mixture: move I. Openthe throttle full. 2. Turn the masterswitchON. 3. Turn the auxiliaryelectricfuel pump OFF. 4. Mixture control in IDLE CUT{FF. 5. Engagethe starter by rotating the magnetoswitch clockwiseand pressingin. When the enginefires, releasethe magnetoswitch; advancethe mixture; retard the throttle. When the engineis firing evenly,advancethe throttle to 800 RPM. If oil pressureis not indicatedwithin thirty seconds,stop the engineand determinethe trouble. In cold .weatherit will take a few secondslonger to get an oil pressureindication.If the enginehasfailed to start, refer to the Lycoming OperatingHandbook,EngineTroublesand Their Remedies. Startermanufacturersrecommendthat crankingperiodsbe limited to thirty secondswith a two minute rest betweencrankingperiods.Longercrankingperiodswill shortenthe life of the starter. STARTINGWITH EXTERNAL POWERSOURCE+ An optional featurecalledPiper ExternalPower(PEP)allowsthe operatorto usean externalbattery to crank the enginewithout havingto gainaccessto the airplane'sbattery. The procedureis asfollows: L Turn the airplanemasterswitctrto OFF. 2. Connect the RED lead of the PEP kit jumper cable to the POSITIVE (+) terminal of an external l2-volt battery and the BLACK leadto the NEGATIVE (-) terminal 3. Insertthe plug of the jumper cableto the socketlocatedon the fuselage. 4. Turn the airplanemasterswitchON and proceedwith the normal enginestarting technique. 5. After the enginehas starter, turn the masterswitch OFF and disconnectthe jumper cablefrom the airplane. 6- Turn the masterswitch ON and check the alternatorammeterfor indicationof . Output. DO NOT ATTEMPT FLIGHT IF THERE IS NO INDICATION OF ALTERNATOR O{.]'IPUT. tOptional equipment OPERATING INSTRUCTIONS ISSLJED:JULY 12,1973 switch switch; 7-3 CHEROKEESD(.300 WARM-UP Warm-upthe engineat 1000 to 1200 RPM. Avoid prolongedidling at low RPM, as this practicemay resultin fouled sparkplugs. Takeoff may be madeassoonasthe groundcheckis completed,providedthat the throttle may be openedfully without backfiring or skipping,and without a reduction in engineoil pressure. Do not operatethe engineat high RPMwhenrunningup or taxiing overgroundcontaining loosestones,gravelor any loosematerialthat may causedamageto the propellerblades. GROUND CHECK The magnetosshouldbe checkedat 2000 RPM with the propellerset at high RPM.Drop off on either magnetoshouldnot exceed175 RPM and the differencebetweenthe magnetos shouldnot exceed50 RPM.Operationon one magnetoshouldnot exceedl0 seconds. . Checkthe vacuumgauge;theindicatorshouldread5.0" + .1" Hg at 2000 RPM. ; i Check both oil temperatureand oil pressure.The temperaturemay be low for sometime if the engineis beingrun for the first time of the day, but aslong asthe pressureis within limits the engineis ready for takeoff. Checkthe annunciatorpanellightswith the pressto-testbuttonr. The propeller control sttould be moved through its complete rangeto check for proper operation,and then placedin full INCREASERPM for takeoff.To obtainmaximumRPM,push the pedestalmounted control fully forward on the instrumentpanel.Do not allow a drop of more than 500 RPM during this check.In cold weatherthe propellercontrol shouldbe cycled from higlr to low RPM at leastthreetimesbeforetakeoff to makesurethat warm engineoil has circulated. The electric fuel pump should be turned off after startingor duringwarm-upto makesure that the enginedriven pump is operating.Prior to takeoff the electric pump should be turned ON again to prevent loss of power during takeoff should the engine driven pump fail. The engine is warm enough for takeoff when the throttle can be opened without the engine faltering. rSerialnos.7540001and up OPERATING INSTRUCTIONS REVISED:JUNE 20,1974 74 CHEROKEESIX - 3OO TAKEOFF Just beforetakeoff the following itemsshouldbe checked: l. Fuelon propertank 2. Electricfuel pump on 3. Enginegaugeschecked 4. Alternate air closed 5. Mixture set 6. Propellerset 7. Seatbackserect 8. Fastenbelts/harness 9. Empty seats- seatbeltssnuglyfastened I 0. Flapsl0' ( I st notch) I l. Trim tab set 12. Controlsfree 13. DoorslatchOd L4. Air conditioneroff The takeoff techniqueis conventionalfor the CherokeeSix. The tab shouldbe setslightly aft of neutral, with the exact setting determinedby the loading of the aircraft. Allow the airplaneto accelerateto 65 to 70 MPH, then easeback on the wheelenoughto let the airplane fly itself off the ground.Prematureraisingof the nose,or raisingit to an excessiveangle,will result in a delayedtakeoff.After takeoff let the aircraftaccelerateto the desiredclimb speedby loweringthe noseslightly. Takeoffsarenormallymadewith flapsextended10" (first notch). Short Field, ObstacleClearance: Lower flaps to 25" (secondnotch), accelerateaircraft to 65-70 miles per hour and ease back on the wheelto rotate. After breakingground,accelerateto bestangleof climb speed,95 miles per hour, and climb past obstacle.Continue climb and accelerateto bestrate of climb speed,105 milesper hour, and slowlyretract the flaps. Short Field, No Obstacle: Lower flaps to 25o (secondnotch), accelerateaircraft to 65-70miles per hour and ease back on the wheel to rotate. After breakingground,accelerateto bestrate of climb speed,105 miles per hour, and slowly retract the flaps while climbing out. Soft Field, ObstacleClearance: Lower flaps to 25 " (second notch), accelerateaircraft, pull nose gear off as soon as possibleand lift off at lowest possibleairspeed.Acceleratejust abovethe groundto bestangle of climb speed,95 milesper hour, to climb pastobstacleclearanceheight.Continueclimb while acceleratingto bestrate of climb speed,105milesper hour, and slowlyretract the flaps. Soft Field,No Obstacle: Lower flaps to 25" (secondnotch), accelerateaircraft, pull nose gear off as soon possibleand lift off at lowestpossibleairspeed.Acceleratejust abovethe groundto bestrate climb speed,105 milesper hour, and climb out while slowly retractingthe flaps. OPERATING INSTRUCTIONS REVISED: FEBRUARY 2. 1976 as of 7-5 CHEROKEESIX - 3OO CLIMB The best rate of climb at grossweight will be obtainedat 105 miles per hour. The best angleof climb may be obtainedat 95 milesper hour. At lighterthangrossweightthesespeeds are reducedsomewhat.*For climbingen route,a speedof I l5 milesper hour is recommended. This will producebetter forward speedand increasedvisibility over the noseduring the climb. Whenreachingthe desiredaltitude,the electricfuel pump may be turned off. STALI,s The stall characteristicsof the CherokeeSix :ue conventional.Visual stall warning is provided by a red light located on the left side of the instrument panel which illuminates automaticallybetween5 and l0 miles per hour abovethe stall speed.The grossweightstalling speedof the CherokeeSix with power off and full flapsis 63 milesper hour. With the flapsup this speedis increased8 milesper hour. Lossof altitudeduringstallscanbe asgreatas 350 feet, dependingon configurationand power. The stall speedchart is at grossweight. Stallspeeds.at lo,werweightswill be corespondingly less. Stall speedin mph (CalibratedAirspeed): FlapsUp - 7l FlapsDown - 63 CRI.IISING The cruising speedof the CherokeeSix is determinedby many factors, including power setting,altitude,temperature,loading, and equipmentinstalledon the airplane. The normal maximum cruisingpower is 75%of the rated horsepowerof the engine.True airspeeds,which can be obtained at variousaltitudesand power settings,can be determined from the PerformanceChartsSection. When selecting cruising RPM below 2300, limiting manifold pressurefor continuous operation, as specifiedby the appropriate"Avco-Lycoming Operator'sManual," should be observed. To obtain the desiredpower, set the manifold pressureand RPM accordingto the power setting table in this manual. After the desiredpower settingshave been set up, adjust the mixture control for correspondingbest power settingas indicatedby the fuel flow meter.The low side of the power setting,asshownon the fuel flow meter,indicatesbesteconomyfor that percentof powerwhile the high sideindicatedbestpower. *To obtain the performanceprcsentedin the PerformanceSection of this manual, full power (full throttle and 2700 RPM) must be used. OPERATING INSTRUCTION S REVISED: FEBRUARY 2, 1976 74 CHEROKEESIX - 3OO Use of the mixture control in cruising flight reducesfuel consumptionsignificantly, especiallyat higher altitudes.The mixture should be leanedduring cruisingoperationabove 5000 feet altitude and at pilot's discretionat lower altitudeswhen 757opower or lessis being used.If any doubt existsas to the amountof power beingused,the mixture shouldbe in the FULL RICH positionfor all operationsunder 5000 feet. To lean the rnixture, disengagelockr and pull the mixture control until the engine becomesrough, indicatingthat the lean mixture limit has beenreachedin the leanercylinders. Then enrich the mixture by pushing the control towards the instrument panel until engine operation becomessmooth. The fuel flow meter will give a close approximationof the fuel beingconsumed. If the airplaneis equippedwith the optional exhaustgastemperature(EGT) gauge,a more accurate means of leaning is available to the pilot. Fbr this procedure, refer to the "Avco-LycomingOperator'sManual." ln order to keep the airplanein best lateral trim during cruiseflight, the fuel shouldbe used alternatelyfrom eachmain tank, and when thesearenearlyexhausted,from eachtip tank. It is recommendedthat one main tank be used for one hour after takeoff, the other main tank useduntil nearly exhausted,then retum to the first main tank. Whennearlyexhausted,turn to one tip tank and alternateat one-halfhour intervalsto maintainlateraltrim. The following listing contains,as a reminder,a few of the more highly recommendedfuel operationprocedures: l. Fuel quantity should be visuallycheckedin all fuel tanksbeforeenteringthe aircraft. 2. After using the undeneat quick drain, it should be checkedfrom outsidethe aircraft to makesureit hasclosedcompletely,and is not leaking. 3. Takeoff should be mide on the tank with the highestquantity of fuel to assurebest fuel flow, and this tank selectedbeforeor immediatelyafter startingin order to allow fuel flow to be adequatelyestablishedbefore takeoff. The tank with the highest quantity of fuel strouldbe selectedfor landing. Fuel tank selectionat low altitude is not recommended,sincelittle recoverytime is availablein the event of an elTorin tank selection.When switchingtanks,makesure that the selectordropsinto a detent,and is lined up with the desiredtank. The electricfuel pump shouldbe turned on beforeswitchingtanks,and shouldbe left on for a short period thereafter. To precludemaking a hasty selection,and to providecontinuity of flow, the selector shouldbe changedto anothertank beforefuel is exhaustedfrom the tank in use. Operationof the enginedriven fuel pump shouldbe checkedwhile taxiing or during pretakeoff enginerun up by switchingoff the electricfuel pump and observingfuel pressure. During cruise, the electric fuel pump should be in the off position so that any malfunctionof the enginedrivenfuel pump is immediatelyapparent. If signs of fubl starvationshould occur at any tirne during flight, fuel exhaustion shouldbe suspected,at which time the fuel selectorshouldbe immediatelypositioned to a full tank and the electricfuel pump switchedto the on position, When the seventhseat is used,all weightin excessof 3l 12 poundsmust be in fuel weightonly. Fill tip tanksfirst and usefuel from main tanksfirst. *Serialnos. 7540001and up OPERATING INSTRUCTIONS REVISED:JUNE 20.1974 4. 5. 6. 7. 8. 9. 10. 7-7 l.|$|li|]li|ll||]L||]l|l1!11jlll|{ll|llilJl|Nl$llflffiIflffiI CHEROKEESIX.3OO TURBULENT AIR OPERATION In keepingwith good operatingpracticeusedin all aircraft, it is recommendedthat when turbulent air is encounteredor expected,the airspeedbe reducedto maneuveringspeedto reducethe structuralloadscausedby gustsand to allow for inadvertentspeedbuild-upswhich may occurasa resultof the turbulenceor of distractionscausedby the conditions. MANEUVERS Intentional spins are prohibited in this airplane.[n the event that an inadvertentspin occurs,standardrecoverytechniqueshouldbe usedimmediately. APPROACHAND LANDING Beforelandingchecklist: l. Seatbackserect 2. Fastenbelts/harness 3. Air Conditioningoff ,4. Fuel on propertank 'ir5. Electric fuel pump on t0. Mixture rich l:,7. Propellerset 8. Flapsdown(125mph) The airplaneshould be trim'med-to an approachspeedof about 90 miles pcr hour with flaps extended.The flaps can be loweredat speedsup to 125 milesper hour, if desired.The propellershould be set at approximately2500 RPM to facilitateamplepowerfor an emergency go-around and to prevent overspeedingof the engineif the throttle is advancedsharply. The mixture control should be kept in full rich position to insuremaximumaccelerationif it should be necessaryto open the throttle again. The amount of flap usedduring landingsand the speedof the aircraft at contactwith the runway shouldbe varied accordingto the landing surfaceand conditionsof wind and airplane loading. It is generallygood practice to contact the ground at the minimum possiblesafespeed consistentwith existingconditions. Normally, the best techniquefor short and slow landingsis to use full flap and enough power to maintain the desiredairspeedand approachflight path. Mixture shouldbe full rich, fuel on the fullest tank, and electricfuel pump on. Reducethe speedduring the flareout and contact the ground closeto the stallingspeed(63 to 70 MPH). After ground contact hold the nose wheel off as long as possible.As the airplaneslowsdown, drop the noseand apply thc brakes.There will be lesschanceof skiddingthe tires if the flapsareretractedbeforeapplying the brakes.Brakingis most effectivewhen backprcssureis appliedto the control wheel,putting i most of the aircraft weight on the main wheels.In high wind conditions,particularlyin strong crosswinds,it may be desirableto approachthe ground at higher than normal speedswith partialor no flaps. OPERATINGINSTRUCTIONS ISSUED:JULY 12,1973 7-8 CHEROKEESIX - 3OO STOPPING ENGINE At the pilot's discretion, the flaps should be raised and the electric fuel pump turned off. After parking, the air conditioner and radios should be turned off, the propeller set in the full increaseposition, and the engine stopped by disengagingthe mixture control lock* and pulling the mixture control out to idle cutoff. The throttle should be left full aft to avoid engine vibration while stopping. Then the magneto and master switches must be turned off and the parking brake set. AIRSPEEDDATA All ainpeedsquoted in this manual are calibratedunlessotherwisenoted. Calibrated airspeedis indicatedairspeedcorrectedfor instrumentand position errors.The following table givesthe conelation betweenindicatedairspeedand calibratedairspeedif zero instrumenterror is assumed.This calibrationis valid only when flown at maximumgrossweightin levelflight. Flaps0o IAS - MPH CAS. MPH Flaps40o IAS - MPH CAS - MPH 60 70 70 78 93 'to 80 76 84 60 68 AIRSPEEDCORRECTION TABLE 80 90 100 1l0 120 130 85 94 t02 I I l t20 130 100 ll0 120 l0l ll0 l19 t40 139 150 148 160 170 157 t66 90 MOORING The CherokeeSix should be moved on the ground with the aid of the nosewheel tow bar providedwith eachplane and securedbehind the rear seats.Tie downs can be securedto rings provided under each wing and to the tail skid. The aileronand stabilatorcontrolsshould be securedby looping the safety belt through the control wheel and pulling it snug.The rudderis held in position by its connectionsto the nosewheelsteeringand normallydoesnot haveto be secured.The flapsarelockedwhen in the full up positionand shouldbe left retracted. WEIGHTAND BALANCE It is the responsibilityof the owner and pilot to determinethat the airplaneremainswithin the allowable weight vs. center of gravity envelopewhile in flight. For weight and balancedata seethe Airplane Ftght Manualand Weightand BalanceSections. OPERATING INSTRUCTIONS REVIS.D: ruNE 20.1974 *Serialnos.7540001and up CHEROI(EEsrx- 300 Air ConditionerControls AIR CONDITIONING'T To operatethe air conditioning systemeither on the ground or in flight: I. Start the engine. 2. Turn the air conditioningMasterSwitchto "ON." 3. Turn "TEMP" control to desiredtemperature.Clockwiserotation increasescooling. 4. Selectdesired"FAN" position,"LOW," "MED' or "HIGH." AIR CONDITIONER OPERATIONAL CIIESK PROCEDURE Prior to takeoff the air conditionershouldbe checkedfor properoperationas follows: l. CheckaircraftMasterSwitchON. 2. Selectdesired6'FAN" position,"LOW," "MED" or "HIGH." 3. Turn the air conditioner control switch to "ON" - the "Air Cond. Door Open" warninglight wi[ turn on, thereby indicatingproper air conditionercondenserdoor actuation. 4. Turn the air conditioner control switch to "OFF" - the "Air Cond. Door Open" warning lieht will go out, thereby indicating the air conditioner condenserdoor ib'in the up position. rOptional equipment OPERATING INSTRUCTIONS REVISED: JAI{UARY ll, 1974 7-10 CHEROKEESIX - 3OO 5. tf the "Air Cond. Door Open" light does not respondas specifiedabove,an air conditioner system or indicator bulb malfunction is indicated, and further investigationshouldbe conductedprior to flight. The above operationalcheck may be performed during fliglrt if an in flight failure is suspected. AIR CONDITIONER EFFECTSON AIRPLAT.IEPERFORMANCE Operationof the air conditionerwill causeslightdecreases in cruisespeedand range.Power from the engineis required to run the compressor,and the condenserdoor, when extended, causesa slight increasein drag. When the air conditioner is turned off there is normally no measurabledifferencein climb, cruiseor rangeperformanceof the airplane. NOTE To insuremaximum climb perfornance the air conditionermust be furned off manually before takeoff to disengagethe compressor and retract the condenser door. Also the air conditioner must be turned off manually before the landing approachin preparationfor a possiblego-around. i Although the cruise speed and range are only slightly affected by the air conditioner .operatiou,thesechangesshould be consideredin preflight planning.To be conservative,the ,following figures assumethat the compressoris operatingcontinuouslywhile the airplaneis iairborne.This will be the caseonly in extremelyhot weather. The decreasein true airspeedis approximately 5 mph at all power settings. The decreasein range may be as much as 35 statute miles for the 84 gallon capacity. The climb performance is not compromised measurably with the air conditioner operating since the compressor is declutched and the condenser door is retracted, both automatically, when a full throttle position is selected. When the full throttle position is not used or in the event of a malfunction which would causethe compressorto operate and the condenserdoor to be extended, a decreasein rate of climb of as much as 100 fpm can be expected. Should a malfunction occur which prevents condenserdoor retraction when the compressoris turned olT, a decreasein rate of climb of as much as 50 fpm can be expected. EMERGENCY LOCATOR TRANSMITI:ER* The Emergency Locator Transmitter (ELT) when installed, is located in the aft portion of the fuselagejust below the stabilator leading edge and is accessiblethrough a plate on the right side of the fuselage.(On aircraft manufactured prior to mid-1975, this plate is retained by three steelPhillips head screws.On aircraft manufacturedfrom mid-1975and on, this plate is attached with three slotted-headnylon screv/sfor easeof removal; these screwsmay be readily removed with a variety of common items such as a dime, a key, a knife blade, etc. If there are no tools available in an emergency the screw heads may be broken off by any means.)The ELT is an emergencylocator transmitter which meetsthe requirementsof FAR 91.52.The unit operateson a self-containedbattery. The replacementdate as required by FAA regulationsis marked on the transmitterlabel. *Optional equipment OPERATING IN STRUCTIONS REVISED: DECEII{BER15.1978 l. 2. 7-tl CHEROKEESIX.3OO The unit is equipped with a portable antenna to allow the locator to be removed from the airplane in caseof an emerpncy and used as a portable signal transmitter. A pilot's remote switch, located on the left side panel, is provided to allow thc transmittcr to be controlled from inside the cabin. l. On somemodelsthe pilot'sremoteswitchhasflrreepositionsand is placarded"ON," "AUTO/ARM," and "OFFIRESET." The switch is normally left in the "AUTO/ARM" position. To turn the transmitteroff, move the switch momentarily to the "OFF/RESET" position.The aircraftmasterswitch m.ustbe "ON" to turn the transmitter "OFF," To activatethe transmitterfor testsor other reasons,move the switch upward to the e'ON" position and leave it in that position as long as transmissionis desired: On other models the pilot's remote switch has two positionsand is placarded "ON/RESET" and "ARM (NORMAL POSITION)."Tlte switchis normallyleft in the down or "ARM" position. To turn the transmitteroff, move the switch to the "ON/RESET" positionfor one secondthen return it to the "ARM' position.To activate the transmitter for tests or other reasons,move the switch upward to the "ON/RESET" position and leaveit in that positionaslong as transmissionis desired. NOTE If the switch has been placed in the "ON:' position for any reason, the "OFF" position has to be selected before selecting "ARM." lf "ARM" is selecteddirectly from the "ON" position, the unit will con.tinueto tran.srnitin the "A