cherokee 180 e owner's handbook - mr. webman pa28e.pdfcherokee 180 e pa 28 180 this handbook...

CHEROKEE 180 EOWNER'S HANDBOOK

WARNING

The rudder pedals are suspended from a torque tubewhich extends across the fuselage. The pilot shouldbecome familiar with the proper positioning of hisfeet on the rudder pedals so as to avoid interferencewith the torque tube when moving the rudder pedalsor operating the toe brakes. 757 436

CHEROKEE 180 EPA 28 180

This handbook for airplanes withserial nos. 28 5601 through 28-5859.

Owner's Handbook

Piper Aircraft Corporation, Vero Beach, FloridaU.S.A.

NOTICE

THIS HANDBOOK IS NOT DESIGNED, NOR CAN ANYHANDBOOK SERVE, AS A SUBSTITUTE FOR ADEQUATE ANDCOMPETENT FLIGHT INSTRUCTION, OR KNOWLEDGE OF THECURRENT AIRWORTHINESS DIRECTIVES, THE APPLICABLEFEDERAL AIR REGULATIONS, AND ADVISORY CIRCULARS. ITIS NOT INTENDED TO BE A GUIDE OF BASIC FLIGHTINSTRUCTION, NOR A TRAINING MANUAL.

THE HANDBOOK IS DESIGNED:1. TO HELP YOU OPERATE YOUR CHEROKEE WITH

SAFETY AND CONFIDENCE.2. TO MORE FULLY ACQUAINT YOU WITH THE BASIC

PERFORMANCE AND HANDLING CHARACTERISTICSOF THE AIRPLANE.

3. TO MORE FULLY EXPLAIN YOUR CHEROKEE'SOPERATION THAN IS PERMISSIBLE TO SET FORTH INTHE AIRPLANE FLIGHT MANUAL.

IF THERE IS ANY INCONSISTENCY BETWEEN THISHANDBOOK AND THE AIRPLANE FLIGHT MANUAL APPROVEDBY THE F.A.A., THE AIRPLANE FLIGHT MANUAL SHALLGOVERN.

Revised text and illustrations shall be indicated by ablack vertical line in the margin opposite the change.A line opposite the page number will indicate thatmaterial was relocated.

Additional copies of this manual, Part No. 753 806,may be obtained fromyour Piper Dealer.

Published byPUBLICATIONS DEPARTMENT

Piper Aircraft Corporation75 3 806

Issued: October 1969Revised: January 1974

INDEX

SECTION I PageSpecifications: 1

Performance 1Weights 2Power Plant 2Fuel and Oil 2Baggage 2Dimensions 3Landing Gear 3

SECTION IIDesign Information: 5

Engine and Propeller 5Structures 5Landing Gear 6Control Systems 7Fuel System 7Electrical System 9Heating and Ventilating System 13Cabin Features 13

SECTION IIIOperating Instructions: . 16

Preflight 16Starting Engine 17Warm-Up and Ground Check 19Take-Off 19Climb . 20Stalls 20Cruising 21Approach and Landing 22Stopping Engine 23

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INDEX (cont)

SECTION III (cont) PageEngine Power Loss 23Mooring 24Weight and Balance 24Operating Tips 24

SECTION IVEmergency Procedures: 27

Introduction 27Engine Power Loss During Takeoff 27Engine Power Loss In Flight 28Power Off Landing 29Fire 30Loss of Oil Pressure 31Loss of Fuel Pressure 32High Oil Temperature 32Alternator Failure 33Engine Roughness 33Spins 34Open Door 35

SECTION VPerformance Charts: 36

Altitude Conversion Chart 36Takeoff Distance vs Density Altitude 37Rate of Climb vs Density Altitude 38Range vs Density Altitude 39True Airspeed and RPM vs Density Altitude 40Landing Distance vs Density Altitude 41Power Setting Table 42

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INDEX (cont)

SECTION VI PageGeneral Maintenance: 43

Landing Gear Service 43Brake Service 45Tire Inflation 45Care of Windshield and Windows 46Battery Service 46Fuel and Oil Requirements 47Fuel System . 47Care of Air Filter 48Leveling and Rigging 48Serial Number Plate 49

753 806740118

SECTION I

SPECIFICATIONS

Performance 1

Weights 2

Power Plant 2

Fuel and Oil 2

Baggage 2

Dimensions 3

Landing Gear 3

691015

CHEROKEE "E" SECTION I

SECTION I

SPECIFICATIONS

PERFORMANCE

Published figures are for standard airplanes flown at gross weightunder standard conditions at sea level, unless otherwise stated.Performance for a specific airplane may vary from published figuresdepending upon the equipment installed, the condition of engine,airplane and equipment, atmospheric conditions and piloting technique.Each performance figure below is subject to the same conditions as onthe corresponding performance chart from which it is taken in thePerformance Charts Section.

Take-off Run (maximum effort, 25° flap) (ft) 720Take-off over 50-ft barrier (maximum effort,

25° flap) (ft) 1625Best Rate of Climb Speed (mph) 85Rate of Climb (ft per min) 725Service Ceiling (ft) 13,000Absolute Ceiling (ft) 15,000Top Speed (mph) 152Optimum Cruising Speed (75% power, optimum

altitude) (mph) 143Cruising Range (75% power, optimum altitude) (mi) 725Optimum Cruising Range (55% power, optimum

altitude) (mi) 845Stalling Speed (flaps down) (mph) 57Stalling Speed (flaps up) (mph) 67Landing Roll (flaps down) (ft) 600Landing Roll over 50-ft barrier (ft) 1150

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1

SECTION I CHEROKEE " E "

SPECIFICATIONS (cont):

WEIGHTS

Gross Weight (lbs) 2400Empty Weight (Standard) (lbs) 1310USEFUL LOAD (Standard) (lbs) 1090

POWER PLANT

Engine (Lycoming) O-360-A4ARated Horsepower 180Rated Speed (rpm) 2700Bore (in.) 5.125Stroke (in.) 4.375Displacement (cu in.) 361.0Compression Ratio 8.5:1Dry Weight (lbs) 285Propeller M76EMMS60

FUEL AND OIL

Fuel Capacity (U.S. gal) 50Oil Capacity (qts) 8Fuel, Aviation Grade (min octane) 91/96

BAGGAGE

Maximum Baggage (lbs) 200Baggage Space (cu ft) 24Baggage Door Size (in.) 20 x 22

2 691212

CHEROKEE " E " SECTION I

SPECIFICATIONS (cont):

DIMENSIONS

Wing Span (ft) 30

Wing Area (sq ft) 160Wing Loading (lbs per sq ft) 15.0Length (ft) 23.5Height (ft) 7.3Power Loading (lbs per hp) 13.3

LANDING GEAR

Wheel Base (ft) 6.2Wheel Tread (ft) 10Tire Pressure (psi) Nose 24

Main 24Tire Size Nose (4 ply rating) 6.00 x 6

Main (4 ply rating) 6.00 x 6

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SECTION I CHEROKEE " E "

6910154

SECTION II

DESIGN INFORMATION

Engine and Propeller 5

Structures 5

Landing Gear 6

Control Systems 7

Fuel System 7

Electrical System 9

Heating and Ventilating System 13

Cabin Features 13

691015

CHEROKEE " E " SECTION II

SECTION II

DESIGN INFORMATION

ENGINE AND PROPELLER

The Cherokee " E " is powered by a Lycoming O-360-A4Afour cylinder, direct drive, horizontally opposed engine rated at180 HP at 2700 RPM. It is furnished with a starter, 60 ampere12 volt alternator, shielded ignition, vacuum pump drive, fuelpump, and a dry, automotive type carburetor air filter.

The exhaust system is of the cross-over type to reduce backpressure and improve performance. It is made entirely from stain-less steel and is equipped with dual mufflers. A heater shroudaround the mufflers is provided to supply heat for the cabin andwindshield defrosting.

The Sensenich M76EMMS60 fixed-pitch propeller is madefrom a one-piece alloy forging.

STRUCTURES

All structures are of aluminum alloy construction and aredesigned to ultimate load factors well in excess of normal re-quirements. All exterior surfaces are primed with etching primerand painted with acrylic enamel.

The wings are attached to each side of the fuselage by in-serting the butt ends of the respective main spars into a spar boxcarry-through which is an integral part of the fuselage structure,providing in effect a continuous main spar with splices at eachside of the fuselage. There are also fore and aft attachments at

691015 5

SECTION II CHEROKEE " E "

the rear spar and at an auxiliary front spar.The wing airfoil section is a laminar flow type, NACA659-

415 with the maximum thickness about 40% aft of the leadingedge. This permits the main spar carry-through structure to belocated under the rear seat providing unobstructed cabin floorspace ahead of the rear seat.

LANDING GEAR

The three landing gears use a Cleveland 6.00 x 6 wheel, themain wheels being provided with Cleveland single disc hydraulicbrake assemblies, No. 30-55. All wheels use 6.00 x 6 four plytires with tubes.

The nose gear is steerable through a 44 degree arc by use ofthe rudder pedals. A spring device is incorporated in the rudderpedal torque tube assembly to aid in rudder centering and toprovide rudder trim. The nose gear steering mechanism also in-corporates a hydraulic shimmy dampener.

The three struts are of the air-oil type, with the normalextension being 3.25 inches for the nose gear and 4.50 inchesfor the main gear.

The standard brake system for the Cherokee consists of ahand lever and master cylinder which is located below and behindthe left center of the instrument sub-panel. The brake fluidreservoir is installed on the top left front face of the firewall.The parking brake is incorporated in the master cylinder and isactuated by pulling back on the brake lever, depressing the knobattached to the handle and releasing the brake lever. To releasethe parking brake, pull back on the lever to disengage the catchmechanism and allow the handle to swing forward.

Optional toe brakes are available to supplement the standardhand lever and parking brake system.

6910156


CONTROL SYSTEMS

Dual controls are provided as standard equipment with acable system used between the controls and the surfaces. Thehorizontal tail is of the Flying Tail type (stabilator), with a trimtab mounted on the trailing edge of the stabilator to reduce thecontrol system forces. This tab is actuated by a control wheelon the floor between the front seats. The stabilator providesextra stability and controllability with less size, drag and weightthan conventional tail surfaces. The ailerons are provided with adifferential action which tends to reduce adverse yaw in turningmaneuvers, and which also reduces the amount of coordinationrequired in normal turns. A rudder trim adjustment is mounted onthe right side of the pedestal below the throttle quadrant andpermits directional trim as needed in flight.

The flaps are manually operated, balanced for light operatingforces and spring-loaded to return to the up position. A past-center lock incorporated in the actuating linkage holds the flapwhen it is in the up position so that it may be used as a step onthe right side. The flap will not support a step load except whenin the full up position, so it must be completely retracted whenused as a step. The flaps have three extended positions: 10, 25and 40 degrees.

FUEL SYSTEM

Fuel is stored in two twenty-five gallon tanks which aresecured to the leading edge structure of each wing by screws andnut plates. This allows easy removal for service or inspection.

An auxiliary electric fuel pump is provided in case of failureof the engine-driven pump. The electric pump should be on forall take-offs and landings, and when switching tanks. The pumpswitch is located in the switch panel above the throttle quadrant.

Each tank has an individual quick drain located at thebottom, inboard rear corner, and should be drained to check for

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6910158

CARBURETOR

VENT

FUEL PRESSURE GAUGE

FUEL QUANTITY GAUGES

VENT

DRAIN

ELECTRIC FUEL PUMPVENT

ENGINE FUEL PUMP

PRIMERGASCOLATOR

FUEL SELECTOR VALVE

LEFT TANK

DRAIN DRAIN

RIGHT TANK

FUEL SYSTEM SCHEMATIC


water before each flight. The fuel strainer, which is also equippedwith a quick drain, is located on the front lower left corner ofthe firewall. This strainer should be drained regularly to checkfor water or sediment accumulation.

Fuel quantity and pressure are indicated on gauges locatedin a cluster on the left side of the instrument panel.

ELECTRICAL SYSTEM

The electrical system includes a 14 volt, 60 amp alternator,battery, voltage regulator, overvoltage relay and master switchrelay. The battery is mounted in a stainless steel box imme-diately aft of the baggage compartment. The regulator and over-voltage relay are located on the forward left side of the fuselagebehind the instrument panel.

Electrical switches are located on the right center instru-ment panel, and the circuit breakers are located on the lowerright instrument panel. A rheostat-switch on the left side of theswitch panel controls the navigation lights and the dome instru-ment light. It also dims the dome light. The similar switch onthe right side controls and dims the panel lights.

Circuit Breaker Panel

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Standard accessories include a starter, electric fuel pump,stall warning indicator, cigar lighter,fuel gauge and ammeter. Thenavigation lights, anti-collision light, landing light, instrumentlighting and cabin dome light are optional. Circuits will handlean entire complement of communications and navigational equip-ment.

The alternator system offers many advantages over the gen-erator system both in operation and maintenance. The main ad-vantage is full electrical power output at lower engine RPM.This is a great improvement for radio and electrical equipmentoperation. Since the alternator output is available at all times,the battery will be charging for a greater percentage of use. Thiswill make cold-morning starting easier.

The words "master switch" used hereafter in this manualindicate both sides of the switch, battery side "BAT" and alter-nator side "ALT" are to be depressed simultaneously to Off orOn as directed.

Unlike previous generator systems, the ammeter does notindicate battery discharge; rather it displays in amperes the loadplaced on the alternator. With all electrical equipment off (exceptmaster switch) the ammeter will be indicating the amount ofcharging current demanded by the battery. As each item of elec-trical equipment is turned on, the current will increase to a totalappearing on the ammeter. This total includes the battery. Themaximum continuous load for night flight, with radios on, is about30 amperes. This 30 ampere value, plus approximately two am-peres for a fully charged battery, will appear continuously underthese flight conditions. The amount of current shown on theammeter will tell immediately if the alternator system is operatingnormally, as the amount of current shown should equal the totalamperage drawn by the equipment which is operating.

If no output is indicated on the ammeter during flight, reducethe electrical load by turning off all unnecessary electrical equip-ment. Check both 5 ampere field breaker and 60 ampere outputbreaker and reset if open. If neither circuit breaker is open, turnoff the "ALT" switch for 1 second to reset the overvoltage

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691015 11

ELECTRICAL SYSTEM

SECTION II CHEROKEE "E"

12 691212

HEATING AND VENTILATING SYSTEM

Cherokee

Cabin Heat, Defroster, Fresh Air


relay. If ammeter continues to indicate no output, maintain mini-mum electrical load and terminate flight as soon as practical.

Maintenance on the alternator should prove to be a minorfactor. Should service be required, contact the local Piper Dealer.

HEATING AND VENTILATING SYSTEM

Heat for the cabin interior and the defroster system is pro-vided by a heater muff attached to the exhaust system. Theamount of heat desired can be regulated with the controls locatedon the far right side of the instrument panel.

Fresh air inlets are located in the leading edge of the wingat the intersection of the tapered and straight sect ions . A largeadjustable outlet is located on the side of the cabin near thefloor at each seat location. Cabin air is exhausted through anoutlet located below the rear seat.

CABIN FEATURES

The instrument panel of the Cherokee is designed to ac-commodate the customary advanced flight instruments and thenormally required power plant instruments. The Artifical Horizonand Directional Gyro are vacuum operated through use of avacuum pump installed on the engine, while the Turn and Bankinstrument is electrically operated. Above the Attitude Gyro aretwo lights which indicate high or low vacuum. A natural separa-tion of the flight group and the power group is provided by placingthe flight group in the upper instrument panel and the powergroup in the center and lower instrument panels.

The cabin interior includes a pilot storm window, two sunvisors, ash trays, two map pockets, and pockets on the backs ofeach front seat . The front seats are adjustable fore and aft forpilot-passenger comfort and ease of entry and exit. Arm restsare also provided for the front seats .

The 24 cubic foot baggage area may be reached from thecabin or through a large 20 x 22 inch outside door.

691212 13

69121214


NOTES

691015 15

SECTION III

OPERATING INSTRUCTIONS

Preflight 16

Starting Engine 17

Warm-Up and Ground Check 19

Take-Off 19

Climb 20

Stalls 20

Cruising 21

Approach and Landing 22

Stopping Engine 23

Engine Power Loss 23

Mooring 24

Weight and Balance 24

Operating Tips 24

691015

CHEROKEE " E " SECTION III

SECTION III

OPERATING INSTRUCTIONS

PREFLIGHT

1. Master switch and ignition OFF.2. a. Check for external damage and operational interfer-

ence of control surfaces or hinges.b. Insure that wings and control surfaces are free of

snow, ice or frost.3. a. Visually check fuel supply and secure caps.

691015 16

b. Drain fuel tank sumps (two).c. Drain fuel system sump (left side of aircraft).d. Check that fuel system vents are open.e. Check main landing gear shock struts for proper in-

flation (approximately 4.50 inches showing).f . Check tires for cuts, wear and proper inflation.

4. a. Check windshield for cleanliness.b. Check propeller and spinner for defects or nicks.c. Check for obvious fuel or oil leaks.d. Check oil level (insure dipstick is properly seated).e. Check cowling and inspection covers for security,f . Check nose wheel tire for inflation and wear.g. Check nose gear shock strut for proper inflation

(approximately 3.25 inches showing).h. Check for foreign matter in air inlet.

5. a. Stow tow-bar and control locks if used.b. Check baggage for storage and security.c. Close and secure the baggage compartment door.

6. a. Upon entering airplane remove and stow control columnlock pin in side pocket. Check that all primary flight controlsoperate properly.

b. Close and secure cabin door.c. Check that required papers are in order and in the

airplane.d. Fasten safety belts.

STARTING ENGINE

1. Set parking brake ON.2. Set the carburetor heat control in the full COLD position.3. Select the desired tank with fuel selector valve.

Starting Engine When Cold:1. Open throttle approximately 1/4 inch.2. Turn the master switch ON.3. Turn the electric fuel pump ON.4. Move the mixture control to FULL RICH.

17 753 806740118

CHEROKEE " E "SECTION III

CHEROKEE " E " SECTION

5. Engage the starter by rotating magneto switch clockwiseand pressing in.

6. When the engine fires, advance throttle to desired setting.If the engine does not fire within five to ten seconds, disengagestarter and prime with one to three strokes of the priming pump.Repeat the starting procedure.

Starting Engine When Hot:1. Open the throttle approximately 1/2 inch.2. Turn the master switch ON.3. Turn the electric fuel pump ON.4. Put mixture control in IDLE CUT-OFF.5. Engage the starter by rotating magneto switch clockwise

and pressing in. When the engine fires, advance the mixturecontrol and move the throttle to desired setting.

Starting Engine When Flooded:1. Open the throttle full.2. Turn the master switch ON.3. Turn the electric fuel pump OFF.4. Put mixture control in IDLE CUT-OFF.5. Engage the starter by rotating magneto switch clockwise

and pressing in. When the engine fires, advance the mixturecontrol and retard the throttle.

When the engine is firing evenly, advance the throttle to800 RPM. If oil pressure is not indicated within thirty seconds,stop the engine and determine the trouble. In cold weather it willtake a few seconds longer to get an oil pressure indication. Ifthe engine has failed to start, refer to the "Lycoming OperatingHandbook, Engine Troubles and Their Remedies."

Starter manufacturers recommend that cranking periods belimited to thirty seconds with a two minute rest between crankingperiods. Longer cranking periods will shorten the life of thestarter.

691015 18

SECTION V

PERFORMANCE CHARTS

Altitude Conversion Chart 36

Takeoff Distance vs Density Altitude 37

Rate of Climb vs Density Altitude 38

Range vs Density Altitude 39

True Airspeed and RPM vs Density Altitude 40

Landing Distance vs Density Altitude 41

Power Setting Table 42

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The take-off technique is conventional for the Cherokee.The tab should be set slightly aft of neutral, with the exactsetting determined by the loading of the aircraft. Allow the air-plane to accelerate to 50 to 60 MPH, then ease back on thewheel enough to let the airplane fly itself off the ground. Pre-mature raising of the nose, or raising it to an excessive anglewill result in a delayed take-off. After take-off let the aircraftaccelerate to the desired climb speed by lowering the noseslightly.

Take-offs are normally made with flaps up. However, forshort field take-offs, and for take-offs under difficult conditionssuch as deep grass or on a soft surface, distances can be re-duced appreciably by lowering flaps to 25°.

CLIMB

The best rate of climb at gross weight will be obtained at85 MPH. The best angle of climb may be obtained at 74 MPH. Atlighter than gross weight these speeds are reduced somewhat.For climbing en route a speed of 100 MPH is recommended. Thiswill produce better forward speed and increased visibility overthe nose during the climb.

STALLS

All controls are effective at speeds down through the stallingspeed, and stalls are gentle and easily controlled.

Stall speed chart on following page is at gross weight. Stallspeeds at lower weights will be correspondingly less.

691015 20

SECTION III CHEROKEE " E "

Angle of Bank0°

20°40°60°

Flaps 40°57 MPH59 MPH65 MPH81 MPH

Flaps Retracted67 MPH69 MPH77 MPH95 MPH

CRUISING

The cruising speed is determined by many factors includingpower setting, altitude, temperature, loading and equipment in-stalled on the airplane.

The normal cruising power is 75% of the rated horsepowerof the engine. True airspeeds which may be obtained at variousaltitudes and power settings can be determined from the chartsin Section V of this handbook .

Use of the mixture control in cruising flight reduces fuelconsumption significantly, especially at higher altitudes. Themixture should be leaned during cruising operation above 5000feet altitude and at pilot's discretion at lower altitudes when75% power or less is being used. If any doubt exists as to theamount of power being used, the mixture should be in the FULLRICH position for all operations under 5000 feet.

To lean the mixture, pull the mixture control until the enginebecomes rough, indicating that the lean mixture limit has beenreached in the leaner cylinders. Then enrich the mixture bypushing the control towards the instrument panel until engineoperation becomes smooth. The fuel flow meter will give a closeapproximation of the fuel being consumed.

If the airplane is equipped with the optional exhaust gas

69101521

STALL SPEED TABLE

Power Off - Gross Weight 2400 lbs.


temperature (EGT) gauge, a more accurate means of leaning isavailable to the pilot. For best power mixture, lean the mixtureuntil the peak EGT is reached, then enrich the mixture until thetemperature drops a minimum of 25° F. For best economy mixture,lean until the peak EGT is reached and continue to lean untilthe temperature drops a minimum of 25° F. Do not lean above 75%power.

In order to keep the airplane in best lateral trim duringcruising flight, the fuel should be used alternately from eachtank. It is recommended that one tank be used for one hour aftertake-off, then the other tank be used for two hours, then returnto the first tank, which will have approximately one and one halfhours of fuel remaining if the tanks were full at take-off. Thesecond tank will contain approximately one half hour of fuel. Donot run tanks completely dry in flight.

APPROACH AND LANDING

Before landing check list:1. Fuel - on proper tank2. Electric fuel pump - ON3. Mixture - set4. Flaps - set (115 MPH MAX)5. Seat belts - fastened

The airplane should be trimmed to an approach speed ofabout 85 MPH with flaps up. The flaps can be lowered at speedsup to 115 MPH, if desired, and the approach speed reduced 3MPH for each additional notch of flaps. Carburetor heat shouldnot be applied unless there is an indication of carburetor icing,since the use of carburetor heat causes a reduction in powerwhich may be critical in case of a go-around. Full throttle op-eration with heat on is likely to cause detonation.

The amount of flap used during landings and the speed of theaircraft at contact with the runway should be varied according tothe landing surface and conditions of wind and airplane loading.

753 806 22740118


It is generally good practice to contact the ground at minimumpossible safe speed consistent with existing conditions.

Normally, the best technique for short and slow landings isto use full flap and enough power to maintain the desired airspeedand approach flight path. Reduce the airspeed during flare outand contact the ground close to stalling speed. After groundcontact hold the nose wheel off as long as possible. As the air-plane slows down, drop the nose and apply the brakes. There willbe less chance of skidding the tires if the flaps are retractedbefore applying the brakes. Braking is most effective when backpressure is applied to the control wheel, putting most of theairplane weight on the main wheels. In high wind conditions,particularly in strong crosswinds, it may be desirable to approachthe ground at higher than normal speeds with partial or no flaps.

STOPPING ENGINE

At the pilot's discretion, the flaps should be raised and theelectric fuel pump turned off. After parking, the radios should beturned off and the engine stopped by pulling the mixture controlto idle cut-off. The throttle should be left full aft to avoid enginevibration while stopping. Then the magneto and master switchesshould be turned off and the parking brake set.

ENGINE POWER LOSS

The most common cause of engine power loss is mismanage-ment of the fuel. Therefore, the first step to take after enginepower loss is to move the fuel selector valve to the tank notbeing used. This will often keep the engine running even if thereis no apparent reason for the engine to stop on the tank beingused.

23 691015


If changing to another tank does not restore the engine:1. Check fuel pressure and turn on electric fuel pump if off.2. Push mixture control to full "RICH."3. Check ignition switch. Turn to best operating magneto -

left, right, or both.

MOORING

The Cherokee should be moved on the ground with the aidof the nose wheel tow-bar provided with each plane and securedin the baggage compartment. Tie down ropes may be secured torings provided under each wing and to the tail skid. The aileronand stabilator controls should be secured by utilization of thecontrol column lock pin in the left hand wheel control column.The rudder is held in position by its connections to the nosewheel steering and normally does not have to be secured. Theflaps are locked when in the full up position and should be leftretracted.

WEIGHT AND BALANCE

It is the responsibility of the owner and pilot to determinethat the airplane remains within the allowable weight vs. centerof gravity envelope while in flight. For weight and balance datasee the Airplane Flight Manual and Weight and Balance formsupplied with each airplane.

OPERATING TIPS

The following Operating Tips are of particular value in theoperation of the Cherokee.

1. Learn to trim for take-off so that only a very light backpressure on the wheel is required to lift the airplane off the

691015 24


ground.2. The best speed for take-off is about 60 MPH under normal

conditions. Trying to pull the airplane off the ground at too lowan airspeed decreases the controllability of the airplane in eventof engine failure.

3. Flaps may be lowered at airspeeds up to 115 MPH. Toreduce flap operating loads, it is desirable to have the airplaneat a slower speed before extending the flaps.

4. Before attempting to reset any circuit breaker, allow atwo to five minute cooling off period.

5. Before starting the engine, check that all radio switches,light switches, and the pitot heat switch are in the off positionso as not to create an overloaded condition when the starter isengaged.

6. The overvoltage relay is provided to protect the elec-tronics equipment from a momentary overvoltage condition (ap-proximately 16.5 volts and up), or a catastrophic regulator failure.In the event of a momentary condition, the relay will open andthe ammeter will indicate " 0 " output from the alternator. Therelay may be reset by switching the''ALT''switch to "OFF" forapproximately one second and then returning the "ALT" switch to"ON."

7. The vacuum gauge is provided to monitor the pressureavailable to assure the correct operating speed of the vacuum drivengyroscopic flight instruments. It also monitors the condition of thecommon air filter by measuring the flow of air thru the filter.

If the vacuum gauge does not register 5" + .1" Hg at 2000RPM, the following items should be checked before flight:

a. Common air filter, could be dirty or restricted.b. Vacuum lines could be collapsed or broken.c. Vacuum pump, worn.d. Vacuum regulator, not adjusted correctly. The pressure,

even though set correctly, can read lower under two conditions: (1)Very high altitude, above 12000 feet, (2) Low engine RPM usually onapproach or during training maneuvers. This is normal and should notbe considered a malfunction.

25 753 806740118


8. The shape of the wing fuel tanks is such that in certainmaneuvers the fuel may move away from the tank outlet. If the outletis uncovered, the fuel flow may be interrupted and a temporary loss ofpower may result. Pilots can prevent inadvertent uncovering of theoutlet by avoiding maneuvers which could result in uncovering theoutlet.

Running turning takeoffs should be avoided as fuel flowinterruption may occur if tank in use is not full.

Prolonged slips or skids in any pitch attitude or other unusualmaneuvers which could cause uncovering of the fuel outlet must beavoided when tank being used is not full.

9. The rudder pedals are suspended from a torque tube whichextends across the fuselage. The pilot should become familiar with theproper positioning of his feet on the rudder pedals so as to avoidinterference with the torque tube when moving the rudder pedals oroperating the toe brakes.

10. Anti-collision lights should not be operating when flyingthrough overcast and clouds since reflected light can produce spacialdisorientation. Do not operate strobe lights when taxiing in the vicinityof other aircraft.

753 806 26740118

SECTION IV

EMERGENCY PROCEDURES

Introduction 27

Engine Power Loss During Takeoff 27

Engine Power Loss In Flight 28

Power Off Landing . 29

Fire 30

Loss of Oil Pressure 31

Loss of Fuel Pressure 32

High Oil Temperature 32

Alternator Failure 33

Engine Roughness 33

Spins 34

Open Door 35

753 806740118

INTRODUCTION

This section contains procedures that are recommended if anemergency condition should occur during ground operation, takeoff, orin flight. These procedures are suggested as the best course of action forcoping with the particular condition described, but are not a substitutefor sound judgement and common sense. Since emergencies rarelyhappen in modern aircraft, their occurrence is usually unexpected, andthe best corrective action may not always be obvious. Pilots shouldfamiliarize themselves with the procedures given in this section and beprepared to take appropriate action should an emergency arise.

Most basic emergency procedures, such as power off landings, are anormal part of pilot training. Although these emergencies are discussedherein, this information is not intended to replace such training, butonly to provide a source of reference and review, and to provideinformation on procedures which are not the same for all aircraft. It issuggested that the pilots review standard emergency proceduresperiodically to remain proficient in them.

ENGINE POWER LOSS DURING TAKEOFF

The proper action to be taken if loss of power occurs duringtakeoff will depend on circumstances.

1. If sufficient runway remains for a normal landing, land straightahead.

2. If insufficient runway remains, maintain a safe airspeed andmake only a shallow turn if necessary to avoid obstructions. Use offlaps depends on circumstances. Normally, flaps should be fullyextended for touchdown.

753 806 27740118

CHEROKEE"E" SECTION IV

SECTION IV

EMERGENCY PROCEDURES

SECTION IV CHEROKEE "E"

3. If you have gained sufficient altitude to attempt a restart,proceed as follows:

a. MAINTAIN SAFE AIRSPEEDb. FUEL SELECTOR - SWITCH TO ANOTHER TANK

CONTAINING FUELc. ELECTRIC FUEL PUMP - CHECK ONd. MIXTURE - CHECK RICHe. CARBURETOR HEAT - ON

NOTE

If engine failure was caused by fuel exhaustion,power will not be regained after tanks are switcheduntil empty fuel lines are filled, which may require upto ten seconds.

If power is not regained, proceed with the POWER OFFLANDING procedure.

ENGINE POWER LOSS IN FLIGHT

Complete engine power loss is usually caused by fuel flowinterruption, and power will be restored shortly after fuel flow isrestored. If power loss occurs at low altitude, the first step is to preparefor an emergency landing (See POWER OFF LANDING). Maintain anairspeed of at least 82 MPH IAS, and if altitude permits, proceed asfollows:

1. Fuel Selector - Switch to another tank containing fuel2. Electric Fuel Pump - On3. Mixture - Rich4. Carburetor Heat - On5. Engine Gauges - Check for an indication of the cause of power

loss6. Primer - Check Locked7. If no fuel pressure is indicated, check tank selector position to

be sure it is on a tank containing fuel.

28 753 806740118

CHEROKEE "E" SECTION IV

When power is restored:8. Carburetor Heat - Off9. Electric Fuel Pump - Off

If the above steps do not restore power, prepare for an emergencylanding.

If time permits:1. Ignition Switch - "L" then "R" then back to "BOTH."2. Throttle and Mixture - Different settings. (This may restore

power if problem is too rich or too lean a mixture, or a partial fuelsystem restriction.)

3. Try another fuel tank. (Water in the fuel could take some timeto be used up, and allowing the engine to windmill may restore power.If power loss is due to water, fuel pressure indications will be normal.)

NOTE

If engine failure was caused by fuel exhaustion,power will not be regained after tanks are switcheduntil empty fuel lines are filled, which may require upto ten seconds.

If power is not restored, proceed with POWER OFF LANDINGprocedures.

POWER OFF LANDING

If loss of power occurs at altitude, trim the aircraft for best glidingangle, 82 MPH IAS, and look for a suitable field. If measures taken torestore power are not effective, and if time permits, check your chartsfor airports in the immediate vicinity; it may be possible to land at oneif you have sufficient altitude. If possible, notify the FAA by radio ofyour difficulty and intentions. If another pilot or passenger is aboard,let them help.

753 806 29740118


When you have located a suitable field, establish a spiral patternaround this field. Try to be at 1000 feet above the field at thedownwind position, to make a normal approach. Excess altitude maybe lost by widening your pattern, using flaps or slipping, or acombination of these.

Touchdown should normally be made at the lowest possibleairspeed, with full flaps.

When committed to landing:1. Ignition - Off2. Master Switch - Off3. Fuel Selector - Off4. Mixture - Idle Cut-Off5. Seat belt - Tight

FIRE

The presence of fire is noted through smoke, smell, and heat in thecabin. It is essential that the source of the fire be promptly identifiedthrough instrument readings, character of the smoke, or otherindications, since the action to be taken differs somewhat in each case.

Source of fire - Check

1. Electrical Fire (smoke in cabin):a. Master Switch - Offb. Vents - Openc. Cabin Heat - Offd. Land as soon as possible.

30 753 806740118


2. Engine Fire In Flight:a. Fuel Selector - Offb. Throttle - Closedc. Mixture - Idle cut-offd. Heater - Off (In all cases of fire)e. Defroster - Off (In all cases of fire)f. If terrain permits, land immediately.

The possibility of an engine fire in flight is extremely remote. Theprocedure given above is general and pilot judgment should be thedeciding factor for action in such an emergency.

3. Engine Fire During Start:a. If engine has not started

(1) Mixture - Idle cut-off(2) Throttle - Open(3) Turn engine with starter (This is an attempt to pull

the fire into the engine.)b. If engine has already started and is running, continue

operating to try pulling the fire into the engine.c. In either case stated a. and b., if the fire continues longer

than a few seconds, the fire should be extinguished by thebest available external means.

d. If external fire extinguishing is to be applied:(1) Fuel Selector - Off(2) Mixture - Idle cut-off

Engine fires during start are usually the result of over priming. Theprocedure above is designed to draw the excess fuel back into theinduction system.

LOSS OF OIL PRESSURE

Loss of oil pressure may be either partial or complete. A partialloss of oil pressure usually indicates a malfunction in the oil pressureregulating system, and a landing should be made as soon as possible toinvestigate the cause and prevent engine damage.

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A complete loss of oil pressure indication may signify oilexhaustion or may be the result of a faulty gauge. In either case,proceed toward the nearest airport, and be prepared for a forcedlanding. If the problem is not a pressure gauge malfunction, the enginemay stop suddenly. Maintain altitude until such time as a dead sticklanding can be accomplished. Don't change power settingsunnecessarily, as this may hasten complete power loss.

Depending on the circumstances, it may be advisable to make anoff airport landing while power is still available, particularly if otherindications of actual oil pressure loss, such as sudden increases intemperatures, or oil smoke, are apparent, and an airport is not close.

If engine stoppage occurs, proceed to POWER OFF LANDING.

LOSS OF FUEL PRESSURE

1. Electric Boost Pump - On2. Fuel Selector - Check on Full Tank

If problem is not an empty fuel tank, land as soon as practical, andhave engine-driven fuel pump checked.

HIGH OIL TEMPERATURE

An abnormally high oil temperature indication may be caused by alow oil level, an obstruction of the oil cooler, damaged or improperbaffle seals, a defective gauge, or other causes. Land as soon aspractical at an appropriate airport and have the cause investigated.

A steady, rapid rise in oil temperature is a sign of trouble. Land atthe nearest airport and let a mechanic investigate the problem. Watchthe oil pressure gauge for an accompanying loss of pressure.

32 753 806740118


ALTERNATOR FAILURE

Loss of alternator output is detected through a zero reading on theammeter. Before executing the following procedure, insure that thereading is zero and not merely low by actuating an electrically powereddevice, such as the landing light. If no increase in the ammeter readingis noted, alternator failure can be assumed.

1. Reduce Electrical Load.2. Alternator Circuit Breakers - Check3. "Alt" Switch - Off (for 1 second), Then On

If the ammeter continues to indicate no output, or alternator willnot stay reset, turn off "Alt" switch, maintain minimum electrical loadand land as soon as practical. All electrical load is being supplied by thebattery.

ENGINE ROUGHNESS

Engine roughness is usually due to carburetor icing, which isindicated by a drop in RPM, and may be accompanied by a slight lossof airspeed or altitude. If too much ice is allowed to accumulate,restoration of full power may not be possible; therefore, prompt actionis required.

Carburetor Heat - On (See Note) RPM will decrease slightly androughness will increase. Wait for a decrease in engine roughness or anincrease in RPM, indicating ice removal. If no change in approximatelyone minute, return carburetor heat to COLD. If the engine is stillrough, try steps below.

1. Mixture - Adjust for maximum smoothness. Engine will runrough if too rich or too lean.

2. Electric Fuel Purrp - On3. Fuel Selector - Change tanks to see if fuel contamination is the

problem.4. Engine Gauges - Check for abnormal readings. If any gauge

readings are abnormal, proceed accordingly.

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5. Magneto Switch - "L" then "R," then back to "BOTH." Ifoperation is satisfactory, on either magneto, proceed on that magnetoat reduced power, with mixture full rich, to a landing at the firstavailable airport.

If roughness persists, prepare for a precautionary landing at pilot'sdiscretion.

NOTE

Partial carburetor heat may be worse than no heat atall, since it may partially melt the ice, which willrefreeze in the intake system. When using carburetorheat, therefore, always use full heat and when ice isremoved, return the control to the full cold position.

SPINS

Intentional spins are prohibited in this aircraft. If a spin isinadvertently entered, immediately use the following recoveryprocedures:

1. THROTTLE - IDLE2. RUDDER - FULL OPPOSITE TO DIRECTION OF

ROTATION3. CONTROL WHEEL - FULL FORWARD4. RUDDER - NEUTRAL (WHEN ROTATION STOPS)5. CONTROL WHEEL - AS REQUIRED TO SMOOTHLY

REGAIN LEVEL FLIGHT ATTITUDE

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OPEN DOOR

The cabin door on the Cherokee is double latched, so the chance ofits springing open in flight at both the top and bottom is remote.However, should you forget the upper latch, or not fully engage thelower latch, the door may spring partially open. This will usuallyhappen at takeoff or soon afterward. A partially open door will notaffect normal flight characteristics, and a normal landing can be madewith the door open. If both upper and lower latches open, the door willtrail slightly open, and airspeed will be reduced slightly.

To close a door in flight, proceed as follows:1. Slow aircraft to 100 MPH IAS2. Cabin Vents - Close3. Storm Window - Open4. If upper latch is open - latch. If lower latch is open - open top

latch, push door further open, and then close rapidly. Latch top latch.A slip in the direction of the open door will assist in latching procedure.

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SECTION V

PERFORMANCE CHARTS

Altitude Conversion Chart 36

Takeoff Distance vs Density Altitude 37

Rate of Climb vs Density Altitude 38

Range vs Density Altitude 39

True Airspeed and RPM vs Density Altitude 40

Landing Distance vs Density Altitude 41

Power Setting Table 42

753 806740118

CHEROKEE "E" SECTION V

PA-28-180PIPER CHEROKEE

36753 806740118

TEMPERATURE °F

-40 -20 0 20 40 1008060

24000

20000

10000

12000

8000

4000

SL

DENS

ITY A

LTITU

DE •

FT.

THIS CHART SHOULD BE USED TODETERMINE DENSITY ALTITUDEFROM EXISTING TEMPERATUREAND PRESSURE ALTITUDE CONDITIONSFOR USE WITH PERFORMANCE CHARTS.

SECTION V CHEROKEE"E"

PA-28-18OPIPER CHEROKEE

7000

1000

5000

4000

3000

BENS

fTY A

LTITU

DE •

FT.

2000

1000

00 500 1000 1500 2000 2500 3000 3500

TAKE Of F DISTANCE FT.

753 806740118

37

MAXIMUM EFFORT2 5 ° FLAPSPAVED LEVEL DRY RUNWAY

RATE OF CLIMB FT/MIN.

753 806740118

38

100080060040020000

2000

4000

6000

8000

DENS

ITY A

LTITU

DE •

FT. 10000

12000

14000

16000



2400 LBS. GROSS WT.

39 753 806740118

RANGE (STATUTE MILES)

8258007757507257006750

2000

4000

6000

8000

DENS

ITY A

LTITU

DE -

FT.

10000

12000

SECTION V CHEROKEE "E"


2400 LBS GR0SS WT50 GAL. FUEL FULL TANKSLEAN MIXTURE



40

DENSITY ALTITUDE FT

1200

0

1000

0

8000

6000

4000

2000 0 22

5023

0023

5024

0024

50

ENGIN

E RP

M2500

2550

TRUE

AIRS

PEED

• MP

H

125

130

135

140

145

150

EN

TER

WIT

H R

PM

AN

DA

LTIT

UD

E

AN

D E

ST

AB

LIS

HP

OIN

T A

. TH

IS G

IVE

SP

ER

CE

NT

OF

PO

WE

R.

RE

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ON

TA

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OP

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T B

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THE

SA

ME

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ITU

DE

AN

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PO

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VE

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ICA

LL

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MIXT

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ANED

TO MA

X. R

PM2400 LB

S. GR

OSS W

T.

i. 2. 3.

753 806740118

SECTION V CHEROKEE "E"


2400 LBS GROSS WT.

6000

5000

4000

3000

2000

1000

00 200

LANDING DISTANCE FT.

400 600 800 1000 1200 1400

753 806740118

41

DENS

ITY A

LTITU

DE -

FT.

CHEROKEE"E" SECTION V

42753 806740118

Powe

r Sett

ing T

able-

Lyco

ming

Mod

el 0-3

60 S

eries

, 180

HP

Engin

e

Pre

ss.

Alt

135

HP

75%

Pow

erRP

M

126

HP

70%

Pow

erRP

M

117

HP

65%

Pow

erRP

M

108

HP

60%

Pow

erRP

M

Std

Alt

Tem

p°F

Pre

ss.

Alt SL 1,00

02,

000

3,00

0

59 55 52 48

2290

2310

2330

2350

2370

2390

2410

2430

2440

2460

2480

2500

2500

2520

2540

2560

SL

1,00

02,

000

3,00

0

4,00

05,

000

6,00

07,

000

2580

2600

2620

2640

2520

2540

2560

2580

2450

2470

2490

2510

2370

2390

2410

2430

45 41 38 34

4,00

05,

000

6,00

07,

000

8,00

09,

000

10,0

0011

,000

12,0

001631 27 23 19

2450

2470

2490

2510

2530

2530

2550

2570

2590

2600

2620

12,0

00

8,00

09,

000

10,0

0011

,000

SECTION VI

GENERAL MAINTENANCE

Landing Gear Service 43

Brake Service 45

Tire Inflation 45

Care of Windshield and Windows 46

Battery Service 46

Fuel and Oil Requirements 47

Fuel System 47

Care of Air Filter 48

Leveling and Rigging 48

Serial Number Plate 49

753 806740118

CHEROKEE "E" SECTION VI

SECTION VI

GENERAL MAINTENANCE

This section of the Cherokee " E " Handbook contains infor-mation which pertains to minor maintenance of the airplane. Forfurther maintenance assistance refer to the Service Manual forthis airplane. Any complex repairs or modification should beaccomplished by a Piper Certified Service Center or equivalent.

LANDING GEAR SERVICE

The main wheels are Cleveland Aircraft Products, Model#40-86, with Cleveland single disk hydraulic brake assemblies,Model #30-55. The nose wheel is a Cleveland Aircraft Products,Model #38501. All wheels use a 6.00 x 6, four ply rating, type IIItire with tube.

Main wheels are easily removed by taking off the hub cap,axle nut, and the two bolts holding the brake segment in place,after which the wheel slips easily from the axle.

Tires are demounted from the wheels by deflating the tire,removing the three through-bolts, and separating the wheelhalves.

Landing gear oleo struts should be checked for proper strutexposures and fluid leaks. The required extensions for the strutwhen under normal static load (empty weight of airplane plus fullfuel and oil) is 3.25 inches for the nose gear and 4.50 inches forthe main gear. Should the strut exposure be below that required,it should be determined whether air or oil is required by firstraising the airplane on jacks. Depress the valve core to allow

753 806 43740118

SECTION VI CHEROKEE "E"

air to escape from the strut housing chamber. Remove the fillerplug and slowly raise the strut to full compression. If the struthas sufficient fluid it will be visible up to the bottom of thefiller plug hole and will then only require proper inflation.

Should fluid be below the bottom of the filler plug hole, oilshould be added. Replace the plug with valve core removed, attacha clear plastic hose to the valve strut of the filler plug and sub-merge the other end in a container of hydraulic fluid (MIL-H-5606).Fully compress and extend the strut several times thus drawingfluid from the container and expelling air from the strut chamber.To allow the fluid to enter the bottom chamber of the main gearstrut housing, the torque link assembly must be disconnected tolet the strut be extended a minimum of 10 inches. (The nose geartorque links need not be disconnected.) Do not allow the strut toextend more than 12 inches. When air bubbles cease to flowthrough the hose, compress the strut fully and again check fluidlevel. Reinstall the valve core and filler plug, and the main geartorque links, if disconnected.

With fluid in the strut housing at the correct level, attach astrut pump to the air valve and with the airplane on the ground,inflate the oleo strut to the correct height.

In jacking the Cherokee for landing gear or other service, ajack kit (available through Piper Dealers or Distributors) shouldbe used. This kit consists of two hydraulic jacks and a tail stand.At least 250 pounds of ballast should be placed on the base ofthe tail stand before the airplane is jacked up. The hydraulicjacks should be placed under the jack points on the bottom ofthe wing and the airplane jacked up until the tail skid is at theright height to attach the tail stand. After attaching the tailstand and adding the ballast, the jacking may be continued untilthe aircraft is at the height desired.

The steering arms from the rudder pedals to the nose wheelare adjusted at the rudder pedals or at the nose wheel by turningin or out the threaded rod end bearings. Adjustment is normallyaccomplished at the forward end of the rods and should be donein such a way that the nose wheel is in line with the fore and aftaxis of the plane when the rudder pedals and rudder are centered.

44 753 806740118


Alignment of the nose wheel can be checked by pushing the air-plane back and forth with the rudder centered to determine thatthe plane follows a perfectly straight line. The turning arc ofthe nose wheel is 22 degrees in either direction and factory ad-justed at stops on the bottom of the forging. The turning radiusof the nose wheel is 17 feet.

The steering arm stops should be carefully adjusted so thatthe nose wheel reaches its full travel just after the rudder hitsits stops. This guarantees that the rudder will be allowed tomove through its full travel.

BRAKE SERVICE

The brake system is filled with MIL-H-5606 (Petroleum base)hydraulic brake fluid. This should be checked at every 50 hourinspection and replenished when necessary by filling the brakereservoir on the upper left front side of the firewall to the indi-cated level. If the system as a whole has to be refilled with fluidit should be done from the brake end of the system by filling withfluid under pressure. This will eliminate air from the system asit is being filled.

No adjustment of brake clearances is necessary on theCherokee brakes. If after extended service the brake blocks be-come worn excessively, they are easily replaced with newsegments.

TIRE INFLATION

For maximum service from the tires on the Cherokee, keepthe tires inflated to the proper pressure of 24 pounds for all threewheels. Interchange the tires on the main wheels if necessaryto produce even wear. All wheels and tires are balanced beforeoriginal installation, and the relationship of the tire, tube, and

753 806 45740118


wheel should be maintained if at all possible. Unbalanced wheelscan cause extreme vibration on take-off. In the installation ofnew components it may be necessary to rebalance the wheel withthe tire mounted.

CARE OF WINDSHIELD AND WINDOWS

A certain amount of care is needed to keep the plexiglaswindows clean and unmarred. The following procedure is recom-mended:

1. Flush with clean water and dislodge excess dirt, mud,etc. with your hand.

2. Wash with mild soap and water or Piper Plastic Cleaner.Use a soft cloth or sponge. Do not rub.

3. Remove oil, grease or sealing compounds with a softcloth and kerosene.

4. After cleaning, apply a thin coat of hard polishing wax.Rub lightly with a soft cloth.

5. A severe scratch or mar may be removed by using jew-eler's rouge to rub out the scratch, smoothing, and then applyingwax.

BATTERY SERVICE

Access for service or inspection of the battery is obtainedthrough the removal of the panel at the right rear side of thebaggage compartment. The stainless steel box has a plasticdrain tube which is normally closed off with a clamp and whichshould be opened occasionally to drain off any accumulation ofliquid. The battery should be checked for proper fluid level, butmust not be filled above the baffle plates. Use only water - noacid. A hydrometer check should be performed to determine thepercent of charge present in the battery.

46 753 806740118


If the battery is not up to charge, recharge starting at a 4ampere rate and finishing with a 2 ampere rate. Quick chargesare not recommended.

FUEL AND OIL REQUIREMENTS

Aviation Grade 91/96 Octane (minimum) fuel must be usedin the engine. Because the use of lower grades can causeserious damage in a very short period of time, the engine war-ranty is invalidated by such use.

The oil capacity of the Lycoming O-360-A4A is 8 quarts,and the minimum safe quantity is 2 quarts. It is recommendedthat the oil and oil filter be changed every 50 hours, or soonerunder unfavorable conditions. The following grades are recom-mended for the specific temperatures:

Temperatures above 60° F S.A.E. 50Temperatures between 30° and 90° F S.A.E. 40Temperatures between 0° and 70° F S.A.E. 30Temperatures below 10°F S.A.E. 20

FUEL SYSTEM

The fuel screen in the strainer will require cleaning every50 hour inspection. The strainer, located ahead of the firewall,is accessible for cleaning by removal of the lower cowl. Whenthe strainer is reassembled after cleaning, a small amount ofgrease applied to the gasket will facilitate assembly.

753 806 47740118


CARE OF AIR FILTER

The carburetor air filter must be cleaned at least once everyfifty hours. Under extremely adverse conditions of operation itmay be necessary to clean the filter daily. Extra filters are in-expensive and a spare should be kept on hand and used as arapid replacement.

The filter manufacturer recommends that the filter be tappedgently to remove dirt particles. Do not blow out with compressedair.

LEVELING AND RIGGING

Leveling the Cherokee "E" for purposes of weighing orrigging is accomplished as follows:

1. Partially withdraw two machine screws located imme-diately below the left front side window. These screws areleveling points, and the airplane is longitudinally level when alevel placed on the heads of these screws indicates level.

2. To put the airplane in a longitudinally level position onscales, first block the main gear oleos in the fully extendedposition, then deflate the nose wheel tire until the proper attitudeis obtained. For rigging only, the airplane may be placed onjacks for leveling.

3. To level the airplane laterally, place a level across thebaggage compartment floor along the rear bulkhead.

Rigging: Although the fixed flight surfaces on the Cherokeecannot be adjusted for rigging purposes, it may be necessaryupon occasion to check the position of these surfaces. Themovable surfaces all have adjustable stops, as well as adjust-able turnbuckles on the cables or push-pull tubes, so that theirrange of travel can be altered. The positions and angular travelsof the various surfaces are as follows:

1. Wings: 7° dihedral, 2° washout.2. Stabilator Travel: 18° up, 2° down, tolerance ±1°.

48 753 806740118

3. Fin should be vertical and in line with center of fuselage.4. Aileron Travel: 30° up, 15° down, tolerance ±2°.5. Flap Travel: 10°, 25°, 40° tolerance ±2°.6. Rudder Travel: 27° right and left, tolerance ±2°.7. Stabilator Tab Travel: 3° up, 12° down, tolerance ±1°.

Cable tensions for the various controls are as follows:Rudder: 40 ± 5 lbs. Stabilator: 4 0 + 5 lbs.Ailerons: 40 ± 5 lbs. Stabilator Trim: 10 ± 1 lb.Flaps: Approx. 10 lbs.

For extreme cases of wing heaviness, the flap on the wingheavy side may be adjusted down from the zero position asdesired.

The service manual should be consulted for the proper methodof adjusting surface travels.

SERIAL NUMBER PLATE

The serial number plate is located near the stabilator onthe left side of the airplane. Refer to this number for service orwarranty matters.

753 806 49740118

CHEROKEE"E" SECTION VI


NOTES

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CHEROKEE"E" SECTION VI

753 8O6740118

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