Piper Cherokee Cruiser Aircraft PILOT'S INFORMATION MANUAL

CHEROKEE CRUISER

PILOT'S

INFORMATION

MANUAL

Cherokee

Cruiser

PA-28-140

HANDBOOK PART NO. 761 622

WARNING

EXTREME CARE MUST BE EXERCISED TO LIMIT THE USE OF THIS MANUAL

TO

APPLICABLE AIRCRAFT.

THIS MANUAL REVISED AS INDICATED BELOW OR

SUBSEQUENTLY REVISED IS VALID FOR USE WITH THE AIRPLANE IDENTIFIED ON THE

FACE OF THE TITLE PAGE WHEN OFFICIALLY APPROVED.

SUBSEQUENT REVISIONS

SUPPLIED BY PIPER AIRCRAFT CORPORATION MUST BE PROPERLY INSERTED.

MODEL PA-28-140, CHEROKEE CRUISER

PILOT'S OPERATING HANDBOOK, REPORT: VB-770 REVISION

PIPER AIRCRAFT

CORPORATION

APPROVAL SIGNATURE

AND STAMP

REPORT: VB-770 ii

Published by

PUBLICATIONS DEPARTMENT

Piper

Aircraft Corporation

Issued: June 16,

1976

APPI ICABII ITY

The aircrah serial number eligibility bracket for application of this handbook is 28-7725001 through

28-7725290.

The specific application of this handbook is limited to the Piper PA-28-140 model airplane designated by serial number and registration number on the face of the title page of this handbook.

This handbook cannot be used for operational purposes unless kept in a current status.

REVISIONS

The information compiled in distributed to the airplane owners.

the

Pilot's Operating Handbook will be kept current by revisions and/or

Revision material will consist of information necessary to add information to cover added airplane equipment.

to update the text of the present handbook l.

Revisions

Revisions will be distributed whenever necessary as complete page replacements or additions and shall be inserted into the handbook in accordance with the instructions given below:

1.

Revision pages will replace only pages with the same page number.

2.

Insert all additional pages in proper numerical order within each section.

3.

Page numbers followed by a small common numbered page.

letter shall be inserted in direct sequence with the same

II.

Identification of Revised Material

Revised text and illustrations shall be indicated by a black vertical line along the outside margin of the page, opposite revised, added or deleted material. A line along the outside margin of the page opposite the page number will indicate that an entire page was added.

Black lines will indicate only current revisions with changes and additions to or deletions of existing text and illustrations.

Changes in capitalization, spelling, punctuation or the physical location of material on a page will not be identified by symbols.

ORIGINAL

PAGES ISSUED

The original pages issued for this handbook prior to revison are given below:

Title, ii through v, 1-1 through

1-14, 2-1 through 2-10, 3-1 through 3-12, 4-1 through 4-16, 5-1 through 5-22, 6-1 through 6-54, 7-1 through 7-26, 8-1 through 8-16, 9-1 through 9-14, and 1 1 through

1 2.

REPORT:

VB-770 iii

PILOT'S OPERATING

HANDBOOK

LOG

OF

REVISIONS

Current Revisions issued to

June 16, 1976.

the PA-28-140

Cherokee Cruiser Pilot's Operating Handbook,

REPORT:

VB-770

N i br

Code d

Rev sed

Description of Revision

FAA Approval

Signa re and

Rev. l 761 622

(PR760802)

6-19

644

Revised item

Revised items

1 Cert. Basis.

183, 185 and

187.

Ward Evans

August 2, 1976

Rev. 2 761

622

(PR761115)

34

3-11

4-7

4-8

4-14

64

6-5

648

10-1

Revised

Open Door procedure.

Revised para.

3.27 info.

Added Caution to para.

4.9; relocated material to page

4-8.

Added relocated material from page

Added Note

Added

Revised to para.

A & B values

4.31.

to

Fig. 6-3.

weight and balance formula.

4-7.

Revised

(b) Moment.

Revised item 247

10.3

(c).

Ward Evans

Nov. 15, 1976

Rev. 3 761 622

(PR770222)

1-6

3-1 1

44

4-9

64

6-23

6-39

6-51

7-26

Corrected to "Meteorological."

Revised NOTE.

Revised St.arting Engine When Hot procedure.

Revised 4.13

Reivsed

(b).

Leveling Diagram illustration.

Added Weight, Arm, and Moment to item 15a.; added item

15b.; changed existing item

15b.

to ec.ised

Dwg.

Nos.

of items l 15 and l 17.

Revised Dwg.

Nos.

of items 279 and 281.

Revised

NOTE.

Ward Evans

Feb.

22, 1977

Rev. 4

761 622

(PR770405)

4-4

4-9

4-10

Rev.

5

761 622

(PR790215)

1-4

1-6

1-11 through

1-14

5-5

6-1

Revised Starting With External Power Source procedure.

Revised (d); added NOTE; relocated material

Added CAUTION; added material relocated from page

4-9.

Revised standard airplane weight info.

Revised spelling.

Revised para. 1.21 Conversion

Factors.

Revised item

(e) (5).

Revised para.

6.1 General.

Ward Evans

April 5,

1977

REPORT:

VB-770 iv

PILOT'S OPERATING HANDBOOK LOG OF

REVISIONS

(cont)

Revision

Number and

Code

Rev.

5

761 622

(PR790215)

(cont)

Revised

Pages

7-19

7-20

7-25

9-7, 9-8

9-9 through

9-12

Description of Revision

Revised para.

source

Added info.

Caution

7.21

to include alternate note to para. 7.23.

static

Revised para. 7.37.

Revised AutoFlite II Autopilot info.

Revised

AutoControl IIIB Autopilot info.

Rev. 6 761 622

(PR800418)

(cont) iii

4-3

6-1

6-3

10-1

Revised aircraft serial applicability.

Revised para. 4.5.

Revised para. 6.1.

Added caution note to para. 6.3

Revised para. 10.3

(f).

(a) (3).

FAA Approval

Signature and

Date

Ward Evans

Feb. 15, 1979

3

A f

Ward Evans

March 18, 1980

REPORT:

VB-770 iv-a

SECTION

1

SECTION

2

SECTION

3

SECTION

4

SECTION 5

SECTION 6

SECTION

7

SECTION

8

SECTION

9

SECTION

10

TABLE OF CONTENTS

GENERAL

LIMITATIONS

EMERGENCY PROCEDURES

NORMAL PROCEDURES

PERFORMANCE

WE1GHT AND

BALANCE

DESCRIPTION AND OPERATION OF THE

AIRPLANE AND ITS SYSTEMS

AIRPLANE HANDLING, SERVICING AND

MAINTENANCE

SUPPLEMENTS

SAFETY

TIPS

V

TABLE OF CONTENTS

SECTION 1

GENERAL

Paragraph

No.

Page

No.

1.1

1.3

1.5

1.7

Introduction...............................................

Engines..........

Propellers

................................................

Fuel

...........................

.......................................

1.9

Oil

....................................................

1.11

MaximumWeights

...........................................

1.13

StandardAirplaneWeights.......................................

......

................

l-1

1-3

1-3

1-3

1-3

14

1-4

1.15

BaggageSpace

..............................................

14

1.17

SpecificLoadings

............................................

14

1.19

Symbols, Abbreviations and Terminology

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

1-5

1.21

ConversionFactors

...........................................

l-ll

REPORT:

VB-770

1-i

PIPER

AIRCRAFT

CORPORATION

PA-28-140,

CHEROKEE CRUISER

SECTION 1

GENERAL

SECTION 1

GENERAL

1.1

INTRODUCTION pilot.

This Pilot's

Operating

Handbook is designed for maximum utilization

It includes as an operating guide for the the material required to be furnished to the pilot by C.A.R.

3 and FAR Part 21, Subpart J.

It also contains supplemental data supplied by the airplane manufacturer.

This handbook is not designed as a substitute for adequate and competent flight instruction, knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars.

It is not intended to be a guide for basic flight instruction or a training manual and should not be used for operational purposes unless kept in a current status.

Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in command is responsible for determining that the airplane is safe for flight. The pilot is also responsible for remaining within the operating limitations as outlined by instrument markings, placards, and this handbook.

Although the arrangement of this handbook is intended not be used solely as an occasional operating familiarize himself with the limitations, reference.

performance, procedures to increase its in-flight capabilities, it should

The pilot should study and operational the entire handbook to handling characteristics of the airplane before flight.

The handbook has been divided into numbered

(arabic) sections, each provided with a "fmger-tip" tab divider for quick reference.

The limitations and emergency procedures have been placed ahead of the normal procedures, performance and other sections in flight.

The "Emergency Procedures" to provide easier access to information that may be required present an instant reference to the section.

Section has been furnished with a red tab divider to

Provisions for expansion of the handbook have been made by the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as being left blank intentionally.

ISSUED: JUNE

16, 1976

REPORT: VB-770

1-1

SECTION 1

GENERAL

63.75"-

I

PIPER

AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE

CRUISER

10'

‡

30.0"

Wing Area

(sq.

ft.)

Min. Turning Radius

(ft.)

160.0

(from

Pivot Point to

Wing tip) 25.0

9.50"

63.0"

REPORT: VB-770

1-2

10'

23' 5.4"

6' 1.9"

THREE VIEW

Figure l-1

ISSUED: JUNE 16,

1976

PlPER AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE CRUISER

SECTION 1

GENERAL

1.3 ENGINES

(a)

Number of Engines

(b)

Engine Manufacturer

(c)

Engine Model Number

(d)

Rated Horsepower

(e)

Rated Speed (rpm)

(f)

Bore

(inches)

(g)

Stroke (inches)

(h)

Displacement (cubic inches)

(i) Compression Ratio

(j)

Engine Type

Lycoming

O-320-E3D

1

1 50

2700

5.125

3.875

319.8

7:1

Four

Cylinder,

Direct Drive,

Horizontally

Opposed,

Air Cooled

1.5

PROPELLERS

(a)

Number of Propellers

(b)

Propeller Manufacturer

(c) Model

(d)

Number of Blades

(e)

Propeller Diameter

(inches)

(1) Maximum

(2) Minimum

(f) Propeller Type

Sensenich

M74DM6-0-58

1

2

74

72.5

Fixed Pitch

1.7

FUEL

(a)

Fuel Capacity (U.S.

gal)

(total)

(b) Usab e

Fuel (U.S.

gal) (total)

(c)

Fuel Grade, Aviation

(1) Minimum Octane

(2)

Specified Octane

(3)

Alternate Fuel

50

49.625

80/87

Red

80/87 Red

Refer to Fuel

Requirements,

Section 8 Handling, Servicing and

Maintenance paragraph 8.21, item

(b).

1.9 OlL

(a)

Oil Capacity (U.S. quarts)

(b)

Oil Specification

(c)

Oil Viscosity per

Average Ambient Temp.

for

Starting

(1)

Above 60°F

(2) 30°F to

90°F

(3)

0°F to 70°F

(4) Below 10°F

8

Refer to latest issue of

Lycoming Service Instruction 1014.

SINGLE

S.A.E.

50

S.A.E. 40

S.A.E. 30

S.A.E. 20

MULTI

S.A.E. 40 or 50

S.A.E. 40

S.A.E. 40 or

20W-30

S.A.E. 20W-30

ISSUED: JUNE 16, 1976

REPORT: VB-770

1-3

SECTION 1

GENERAL

1.11 MAXIMUM

WEIGHTS

(a) Maximum

Takeoff

Weight

(lbs)

(b)

Maximum

Landing Weight

(lbs)

(c) Maximum Weights in Baggage Compartment

(1)

At Fuselage Station

+117

(2)

At Fuselage Station +133.3

when rear seat installed or when baggage area modified per

Piper Drawing 66671

1.13 STANDARD

AIRPLANE

WEIGHTS*

(a)

Standard

Empty Weight

(lbs): Weight of a standard airplane including unusable fuel, full operating fluids and full oil·

(b) Maximum

Useful Load

(lbs);

The difference between the Maximum

Takeoff Weight and the Standard Empty Weight.

1.15

BAGGAGE

SPACE

(a)

Compartment Volume

(cubic feet)

1.17 SPECIFIC LOADINGS

(a) Wing Loading

(lbs per sq ft)

(b) Power Loading

(lbs per hp)

PIPER

AIRCRAFT CORPORATION

PA-28-140, CHEROKEE

CRUISER

NORMAL

2150

2150

200

100

UTILITY

1950

1950

0

0 l 290

860

29

13.4

14.3

*These values are approximate and vary from one aircraft to another. Refer to Figure 6-5 for the Standard

Empty Weight value and the Useful Load value to be used for C.G.

calculations for the aircraft specified.

REPORT:

1-4

VB-770

ISSUED: JUNE 16, 1976

REVISED: FEBRUARY 15, 1979

PIPER AIRCRAFI' CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 1

GENERAL

1.19

SYMBOLS, ABBREVIATIONS AND

TERMINOLOGY

The following definitions are of symbols, abbreviations and handbook and terminology used throughout the those which may be of added operational significance to the pilot.

(a) General Airspeed

Terminology and Symbols

CAS

KCAS

Calibrated Airspeed means the indicated corrected for position and instrument error.

speed of an aircraft,

Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level.

Calibrated Airspeed expressed in "Knots."

GS

IAS

KIAS

Ground

Speed is the speed of an airplane relative to the ground.

Indicated Airspeed is the speed of an aircraft as shown on the airspeed indicator when corrected for instrument error.

IAS values published in this handbook assume zero instrument error.

Indicated Airspeed expressed in "Knots."

M

TAS

Mach Number is the ratio of true airspeed to the speed of sound.

True Airspeed is air which the airspeed of an airplane relative to undisturbed is the CAS corrected for altitude, temperature and compressability.

VA

VFE

VNE/MNE

VNO

VS

VSO

VX

Vy

Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane.

Maximum Flap with wing

Extended

Speed is the highest speed permissible flaps in a prescribed extended position.

Never Exceed Speed or Mach Number is the speed limit not be exceeded at any time.

that may

Maximum Structural

Cruising Speed is the speed that should not be exceeded except in smooth air and then only with caution.

Stalling Speed or the airplane is controllable.

minimum steady flight speed at which the

Stalling Speed or the minimum airplane is controllable in the steady flight speed at landing configuration.

which the

Best Angle-of-Climb Speed is greatest gain of altitude in distance.

the airspeed which delivers the the shortest possible horizontal

Best greatest

Rate-of-Climb Speed is the airspeed which delivers the gain in altitude in the shortest possible time.

ISSUED: JUNE 16, 1976

REPORT: VB-770

1-5

SECTION 1

GENERAL

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

(b)

Meteorological Terminology

ISA

OAT

International

Standard Atmosphere in which:

The air is a dry perfect gas;

The temperature at sea level is 15° Celsius

(59°

Fahrenheit);

The pressure at sea level is 29.92 inches hg.

The temperature gradient from sea level to the altitude at which the temperature

(-0.003566°F) is

-56.5°C per foot and zero above

(1013 mb);

(-69.7°F) is

-0.00198°C that altitude.

Outside Air Temperature is the free air static temperature, obtained either from inflight meteorological sources, compressibilityeffects.

temperature indications or ground adjusted for instrument error and

Indicated Pressure

Altitude

Pressure Altitude

Station Pressure

Wind

The number actually read subscale has been set from an altimeter when the barometric to 29.92 inches of mercury

(1013 millibars).

Altitude measured from standard sea-level pressure

(29.92

in. Hg) by a pressure or barometric altimeter.

It is altitude corrected for position and the indicated instrument error.

pressure

In this handbook, altimeter instrument errors are assumed to be zero.

Actual atmospheric pressure at field elevation.

The wind velocities recorded as variables on the charts of this handbook are to be understood as the headwind or tailwind components of the reported winds.

REPORT:

VB-770

1-6

ISSUED: JUNE 16, 1976

REVISED: FEBRUARY

15, 1979

PIPER AIRCRAFT

PAA28440,

CORPORATION

CHEROKEE

CRUISER

SECTION 1

GENERAL

(c)

Power Terminology

Takeoff Power

Maximum

Power

Continuous

Maximum Climb

Power

Maximum Cruise Power

Maximum power permissible for takeoff.

Maximum power permissible continuously during flight.

Maximum power permissible during climb.

Maximum power permissible during cruise.

(d)

Engine Instruments

EGT Gauge Exhaust Gas Temperature Gauge

(e)

Airplane Performance and Flight Planning Terminology

Climb Gradient The demonstrated ratio of a climb, to the change in height during a portion of the horizontal distance traversed in the same time interval.

Demonstrated Crosswind

Velocity

The demonstrated crosswind velocity is the velocity ol' the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests.

Accelerate-Stop Distance

MEA

Route Segment

The distance required to accelerate an airplane to a specified speed and, assuming failure of an engine at the instant that speed is attained, to bring the airplane to a stop.

Minimum en route IFR altitude.

A part of a route. Each end of geographical location; or that part is identified by:

(1) a

(2) a point at which a definite radio fix can be established.

ISSUED:

JUNE 16, 1976

REPORT:

VB-770

1-7

SECTION 1

GENERAL

PIPER AIRCRAFT

CORPORATION

PA-28-140, CHEROKEE CRUISER

(f) Weight and Balance Terminology

Reference Datum

Station

Arm

Moment

An imaginary vertical plane from which all horizontal distances are measured for balance purposes.

A location along distance from the airplane fuselage usually given in terms of the reference datum.

The horizontal distance from gravity (C.G.) of an item.

the reference datum to the center of

The product of the weight of an item multiplied by its arm.

(Moment divided by a constant is used to simplify balance calculations by reducing the number of digits.)

Center of Gravity

(C.G.)

C.G.

Arm

C.G.

Limits

Usable Fuel

Unusable Fuel

The point at which an airplane would balance if suspended.

Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane.

The arm obtained by adding dividing the sum by the total the airplane's individual moments and weight.

The extreme center of gravity locations within which must be operated at a given weight.

the airplane

Fuel available for flight planning.

Fuel remaining after a runout test has been completed in accordance with governmental regulations.

Standard Empty Weight

Basic Empty Weight

Payload

Useful Load

Maximum Ramp Weight

Weight of a standard airplane including untasable fuel, full operating fluids and full oil.

Standard empty weight plus optional equipment.

Weight of occupants, cargo and baggage.

Difference between and takeoff weight, or ramp weight if applicable, basic empty weight.

Maximum weight approved for ground maneuver.

(It includes weight of start, taxi and run up fuel.)

Maximum weight approved for the start of the takeoff run.

Maximum Takeoff

Weigh t

Maximum Landing

Weight

Maximum weight approved for the landing touchdown.

Maximum Zero Fuel

Weigh t

Maximum weight exclusive of usable fuel.

REPORT: VB-770

1-8

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28÷l40, CHEROKEE CRUISER

SECTION 1

GENERAL

THIS PAGE INTENTIONALLY LEFT BLANK

ISSUED: JUNE 16, 1976

REPORT: VB-770

1-9

SECTION 1

GENERAL

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE

CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

1-10

ISSUED: JUNE 16, 1976

PlPER AIRCRAFT

CORPORATION

PA-286140, CHEROKEE CRUISER

SECTION 1

GENERAL

1.21 CONVERSION

FACTORS

MULTIPLY

BY acres

0.4047

43560

0.0015625

atmospheres

(atm)

76

29.92

1.0133

1.033

14.70

2116 bars

(bar)

0.98692

14.503768

British Thermal Unit

0.2519958

(BTU)

TO OBTAIN ha sq. ft.

sq. mi.

cm Hg in. Hg bar kg/cm2 lb./sq. inlb./sq. ft.

atm.

lb./sq. in.

kg-cal centimeters

(cm) centimeters of mercury at 0°C

(cm

Hg)

0.3937

0.032808

0.01316

0.3937

0.1934

27.85

135.95

in.

ft.

atm in. Hg lb./sq.

lb./sq.

kg/m2 in.

ft.

centimeters second per

0.032808

(cm/sec.) 1.9685

0.02237

ft./sec.

ft./min.

mph cubic centimeters

(cm3) cubic feet cubic

(cu.

(cu.ft.)

0.03381

fl. oz.

0.06102

3.531

0.001

cu. in.

x 10 cu.

1 ft.

2.642

x

10 U.S.

gal.

28317

0.028317

1728

0.037037

7.481

28.32

cm3 m3 cu. in.

cu. yd.

U.S.

gal-

1 feet per minute

0.472

ft./min.)

0.028317

1/sec.

m3/min.

MULTIPLY BY TO OBTAIN cubic inches

(cu.

in.) 16.39

cm3

1.639 x 10 m

3

5.787 x 10 cu. ft.

0.5541

0.01639

fl.

oz.

1

4.329

x 10

0.01732

U.S.

gal.

U.S.

qt.

cubic meters

(m3)

61024

1.308

35.3147

264.2

cu. in.

cu.

yd.

cu.

ft.

U.S.

g;al.

cu.

ft./min.

cubic meters per minute (m3/min.)

35.3147

cubic yards (cu.

yd.)

27

0.7646

202 cu.

m3 ft.

U.S.

g;al.

degrees

(arc)

0.01745

degrees per second

(deg./sec.)

0.01745

drams, fluid

(dr.

fl.)

0.125

drams, avdp.

(dr.

avdp.) feet

(ft.)

0.0625

radians radians/sec.

fl. oz.

oz. avdp.

30.48

0.3048

12

0.33333

0.0606061

1.894 x 10

1.645 x 10¯'

* cm m in.

yd.

rod mi

NM feet per minute

(ft./min.)

0.01136

0.01829

0.508

0.00508

mph km/hr.

cm/sec.

m/sec.

ISSUED: JUNE

16,

1976

REVISED: FEBRUARY

15, 1979

REPORT: VB-770

1-11

SECTION 1

GENERAL

PIPER

AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

MULTIPLY BY

TO OBTAIN feet per second

(ft./sec.)

0.6818

1.097

30.48

0.5921

277.4

1.201

4.546

mph km/hr.

cm/sec.

kts.

foot-pounds (ft.-lb.)

0.138255

m-kg

3.24 x 10-4 kg-cal foot-pounds minute per

(ft.-lb./min.)

3.030 x 10 hp foot-pounds per second (ft.-lb./sec.)

1.818 x 10 hp gallons, lmperial

(Imperial gal.) cu. in.

U.S.

gal.

1 gallons, U.S.

dry

(U.S.

gal. dry)

268.8

cu. in.

1.556

x

10 cu. ft.

1.164

U.S.

gal.

4.405

1 gallons, U.S. liquid

(U.S.

gal.)

231

0.1337

4.951 x

3785.4

3.785 x

3.785

0.83268

128 cu. in.

cu.

ft.

10 cu. yd.

cm3

10 m

1

3

Imperial gal.

fl. oz.

9.353

1/ha gallons per acre

(gal./acre) gams grams

(g) per centimeter

(g/cm) grams per cubic centimeter

0.001

kg

0.3527

oz. avdp.

2.205

x 10 lb.

0.1

6.721 x 10

5.601 x 10

*

3 kg/m lb./ft.

lb./in.

1000

(g/cm3)

0.03613

62.43

kg/m3 lb./cu. in.

lb./cu.

ft.

MULTIPLY BY hectares (ha) horsepower (hp)

2.471

107639

10000

33000

550

76.04

1.014

horsepower, metric inches

(in.)

75

0.9863

25.40

2.540

0.0254

0.08333

0.027777

inches of mercury at 0°C (in.

Hg)

0.033421

0.4912

70.73

345.3

2.540

25.40

inch-pounds (in.-lb.)

0.011521

kilogams (kg)

2.204622

35.27

1000 kilogam-calories

(kg-cal)

3.9683

3087

426.9

kilograms per cubic meter

(kg/m3)

0.06243

0.001

kilogams per hectare

(kg/ha)

0.892

kilogams per square centimeter

0.9678

(kg/cm') 28.96

14.22

2048

TO OBTAIN acres sq. ft.

m2 ft.-lb./min.

ft.-lb./sec.

m-kg/sec.

metric hp m-kg/sec.

hp mm cm m ft.

yd.

atm lb./sq. in.

lb./sq.

ft.

kg/m2 cm IIg mm

Hg m-kg lb.

oz.

g avdp.

BTU ft.-Ib.

m-kg lb./cu. ft.

g/cm3 lb./acre atm in.

Hg lb./sq. in.

lb./sq. ft.

REPORT:

VB-770

1-12

ISSUED: JUNE 16, 1976

REVISED:

FEBRUARY 15, 1979

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION

1

GENERAL

MULTIPLY BY

TO OBTAIN i

MULTIPLY kilograms per square

') meter

(kg/rn

2.896

x

1.422 x

0.2048

10 in.

Hg

3

10 lb./sq.

in.

lb./sq. ft.

kilometers

(km) lx 10

3280.8

0.6214

0.53996

kilometers

(km/hr.) per hour 0.9113

58.68

0.53996

0.6214

0.27778

16.67

cm ft.

mi.

NM ft./sec.

ft./min.

kt mph m/sec.

m/min.

knots

(kt)

1

1.689

1.1516

1.852

51.48

nautical mph ft./sec.

statute mph km/hr.

m/sec.

liters

(1) liters per

(1/ha) hectare liters per second

(1/sec.)

1000

61.02

0.03531

33.814

0.264172

0.2200

1.05669

13.69

0.107

2.12

cm' cu.

incu. ft.

fl. oz.

U.S.

gal.

Imperial galqt.

fl. oz./acre gal./acre cu.

ft./min meters (m) meter-kilogram

(m-kg)

39.37

3.280840

in· ft.

1.0936

yd.

0.198838

6.214

x rod

4

10 mi.

5.3996 x 10

NM

7.23301

86.798

ft.-Ibin.-lb· meters per minute

(m/min.) meters per second

(m/sec.)

BY_

0.06

3.280840

196.8504

2.237

3.6

TO OBTAIN km/hr.

ft./sec.

ft./min.

mph km/hr.

microns miles, statute

(mi.)

3.937 x l0* in.

5280

1.6093

1609.3

0.8684

ft.

km m

NM miles per hour

(mph)

44.7041

4.470.x

10

1.467

*

88

1.6093

0.8684

cm/sec.

m/sec.

ft./sec.

ft./min.

km/hr.

kt miles per hour square

(m/hr.

sq.)

2.151

millibars

2.953

x 10

* millimeters

(mm) 0.03937

millimeters of mercury at

(mm

Hg)

0°C

0.03937

ft./sec. sq.

in.

Hg in.

in. Hg nautical miles

(NM)

6080

1.1516

1852

1.852

ft.

statute mi.

m km ounces, avdp.

(oz.

avdp.)

28.35

16 g dr. avdp.

ounces, fluid

(fl.

oz.)

8

29.57

1.805

0.0296

0.0078

dr. fl.

cm3 l cu.

in.

U.S. gal.

ISSUED: JUNE 16, 1976

REVISED:

FEBRUARY

15, 1979

REPORT:

VB-770

1-13

SECTION

1

GENERAL

PIPER AIRCRAFT

CORPORATION

PA-28-140, CHEROKEE CRUISER

MULTIPLY ounces, fluid per acre acre)

(fl.

oz./ pounds

(lb.) pounds per square inch

(psi or lb./sq. in

)

BY

0.073

TO OBTAIN

1/ha

0.453592

453.6

3.108 x 10

2

1.121

kg g slug kg/ha pounds per acre

(Ib./acre) pounds per cubic foot (1b./cu.

ft.) pounds per cubic inch foot quart, radians

(lb./cu.

(lb./sq.

in.) pounds per square ft.)

U.S.

(qt.) radians per second

(radians/sec.) revolutions (rev.) revolutions per minute rev./min.)

(rpm or revolutions per second (rev./see.)

16.02

kg/m3

1728

27.68

lb./cu. ft.

g/cm3

0.1414

in.

4.88243

4.725 x 10 atm

Hg kg/m2

5.1715

2.036

0.06804

0.0689476

703.1

cm in.

Hg

Hg atm bar kg/m2

0.94635

57.749

57.30

0.1592

57.30

0.1592

9.549

6.283

0.1047

1 cu. in.

deg.

rev.

(arc) deg./sec.

rev./secrpm radians radians/sec.

6.283

radians/see.

MULTIPLY

BY

TO OBTAIN rod slug

16.5

5.5

5.029

32.174

ft.

yd.

m lb.

square centimeters

(cm') square feet square inches

(sq.

in.)

0.1550

0.001076

(sq.

ft.)

929

0.092903

144

0.1111

2.296 x 10

6.4516

6.944

x 10

3 sq. in.

sq. ft.

cm m2

2 sq. in.

sq.

yd.

acres

2 cm sq. ft.

square kilometers

(km')

0.3861

sq.

mi.

square meters

(m2) 10.76391

1.196

0.0001

sq. ft.

sq. yd.

ha square miles

(sq.

mi.) 2.590

640 square rods

(sq.

rods)

30.25

square yards

(sq.

yd.)

0.8361

9

0.0330579

yards

(yd.) 0.9144

3

36

0.181818

km2 acres sq.

yd.

m sq.

2 sq.

ft.

rods m ft.

in.

rod

REPORT: VB-770

1-14

ISSUED: JUNE 16, 1976

REVISED: FEBRUARY

15, 1979

TABLE OF CONTENTS

SECTION 2

LIMITATIONS

Paragraph

No.

2.1

2.3

2.5

2.7

2.9

2.11

2.13

2.15

2.17

2.19

General......

......

AirspeedLimitations

....

AirspeedIndicatorMarkings

......

...

.........

...........................

PowerPlantLimitations

..

........................

PowerPlantInstrumentMarkings

...................................

CenterofGravityLimits

..

.................................

WeightLimits

..........

..........

ManeuverLimits

............................................

FlightLoadFactors

.

TypesofOperations

.........................................

..........................................

2.21

FuelLimitations

............................................

2.23

AirConditionedAirplanes

.......

2.25

Placards

.................................................

...

................................

...

......

........................

..........................

.........

.........

......

........

...

...

...

.....

..

..

..

Page

No.

2-1

2-1

2-2

2-2

2-3

2-3

2-4

2-4

2-4

2-4

2-5

2-5

2-7

REPORT:

VB-770

2-i

PIPER AIRCRAFT

CORPORATION

PA128440, CHEROKEE CRUISER

SECTION 2

LIMITATIONS

SECTION 2

LIMITATIONS

2.1 GENERAL

This section provides and basic placards necessary the

"FAA Approved" operating limitations, instrument markings, color coding for the safe operation of the airplane and its systems.

This airplane must be operated as a normal or utility category airplane in compliance with operating limitations stated in the the form of placards and markings and those given in this section and this complete handbook.

Limitations associated with supplements can be those optional systems and equipment which require handbook found in Section 9 (Supplements).

2.3 AIRSPEED LIMITATIONS

SPEED

Never Exceed Speed

(VNE)

Do not exceed any operation.

this speed in

Maximum Structural Cruising Speed

(VNo)-

Do not exceed this speed except in smooth air and then only with caution.

Design Maneuvering Speed

(VA)-

Do not make full or abrupt control movements above this speed.

2150LBS.

1650

LBS.

KIAS

155

124

114

93

CAUTION

Maneuvering speed decreases at lighter weight as aerodynamic interpolation forces may become more the pronounced.

effects of

Linear be used for intermediate gross weights.

Manuevering speed should not be exceeded while operating in rough air.

KCAS

148

122

112

95

Maximum Flaps Extended Speed this speed with the flaps extended.

(VFE)

Do not exceed

101

100

ISSUED: JUNE 16 1976

REPORT: VB-770

2-1

SECTION

2

LIMITATIONS

2.5

AIRSPEED INDICATOR MARKINGS

MARKING

Red Radial Line (Never Exceed)

Yellow Arc (Caution Range Smooth Air Only)

Green Arc (Normal Operating Range)

White Arc (Flap Down)

2.7 POWER PLANT LIMITATIONS

(a)

Number of Engines

(b)

Engine Manufacturer

(c)

Engine Model No.

(d)

Engine Operating Limits

(1)

Maximum Horsepower

(2)

Maximum Rotation Speed (RPM)

(3)

Maximum Oil Temperature

(e)

Oil Pressure

Minimum

Maximum

(red line)

(red line)

(f)

Fuel Pressure

Minimum

(red line)

Maximum

(red line)

(g)

Fuel Grade (minimum octane)

(h)

Number of Propellers

(i)

Propeller

Manufacturer

(j)

Propeller Model

(k)

Propeller Diameter

Minimum

Maximum

(1)

Propeller Tolerance (static

RPM at maximum permissible throttle setting)

No additional tolerance permitted.

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

KIAS

155

124 to 155

50 to 124

41 to 101

Lycoming

O-320-E3D

I

150

2700

245°F

25 PSI

90 PSI

.5

PSI

8 PSI

80/87 Red

I

Sensenich

M74DM6-0-58

72.5

IN.

74 IN.

Not above

2425 RPM

Not below

2275

RPM

ISSUED: JUNE

16, 1976

REPORT:

VB-770

2-2

PIPER

AIRCRAFT CORPORATION

PA-28440,

CHEROKEE

CRUISER

SECTION 2

LIMITATIONS

2.9 POWER PLANT INSTRUMENT MARKINGS

(a)

Tachometer

Green Arc (Normal Operating

Range)

Red Line (Maximum Continuous

Power)

(b)

Oil Temperature

Green Arc (Normal Operating

Range)

Red Line (Maximum)

(c)

Oil Pressure

Green Arc (Normal Operating

Yellow Arc (Caution Range)

Range)

(Idle)

Red Line

(Minimum)

Red Line

(Maximum)

(d)

Fuel

Pressure

Green Arc (Normal Operating Range)

Red Line

(Minimum)

Red Line (Maximum)

500 to

2700 RPM

2700 RPM

75° to

245°F

:245°F

60

PSI to

90 PSI

25

PSI to 60

PSI

25 PSI

90 PSI

.5

PSI to 8

PSI

.5

PSI

8 PSI

2.11 CENTER OF GRAVITY LIMITS

(a)

Normal Category

Weight

Pounds

2150

,

1975

1650

Forward Limit

Inches Aft of Datum

88.4

85.9

84.0

Rearward Limit

Inches Aft of Datum

95.9

95.9

95.9

(b)

Utility Category

Weight

Pounds

1950

1650

Forward Limit

Inches Aft of Datum

85.8

84.0

NOTES

Straight line variation between points given.

The the datum used is 78.4 inches ahead of inboard intersection of the wing leading edge at the straight and tapered section.

It is the responsibility of that the airplane owner and the pilot to insure the airplane is properly loaded.

See Section 6 (Weight and

Balance) for proper loading instructions.

Rearward Limit

Inches Aft of Datum

86.5

86.5

ISSUED: JUNE 16, 1976

REPORT: VB-770

2-3

SECTION 2

LIMITATIONS

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

2.13 WEIGHT LIMITS

(a) Maximum Weight

(b) Maximum Baggage at

Fuselage Station

+117

Maximum Baggage at

Fuselage Station +133.3

when modified in accordance with

Piper Drawing

66671

NORMAL

2150 LBS

200 LBS

100 LBS

NOTE

Refer to Section 5 (Performance) for maximum weight as limited by performance.

UTILITY

1950 LBS

O LBS

O LBS

2.15

MANEUVER LIMITS

(a)

Normal Category All acrobatic maneuvers including spins prohibited.

(b) Utility Category Approved maneuvers for Utility Category only.

(1)

Models Without

Air Conditioning or Ventilation Blower

Spins

(Flaps

Up)

Steep Turns

Lazy Eights

Chandelles

(2)

Models With Air

Conditioning or

Ventilation Blower

Steep Turns

Lazy Eights

Chandelles

Entry Speed

Stall

114 KIAS l 14 KIAS

114 KIAS

Entry Speed

114 KIAS l 14 KIAS l 14 KIAS

2.17 FLIGHT LOAD FACTORS

(a) Maximum Positive

Load

Factors

(b) Maximum Negative

Load Factors

NORMAL

UTILITY

3.8

G

4.4 G

No inverted maneuvers approved

2.19 TYPES OF OPERATION

The airplane is approved for the following operations when equipped in

FAR 135.

accordance

(a)

Day V.F.R.

(b)

Night V.F.R.

(c)

Day I.F.R.

(d) Night I.F.R.

(e)

Non Icing with FAR 91 or

REPORT:

2-4

VB-770

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28440, CHEROKEE CRUISER

2.21

FUEL LIMITATIONS

(a)

Total Capacity

(b) Unusable Fuel

The unusable fuel for this airplane has been determined

.1875

as gallon in each wing in critical flight attitudes.

(c)

Usable Fuel

The usable fuel in this airplane has been determined as

24.8 125 gallons in each wing.

2.23 AIR CONDITIONED AIRPLANES

Air conditioner must be off for takeoff and landing.

SECTION 2

LIMITATIONS

.375

50 U.S. GAL

U.S.

GAL

49.625 U.S. GAL

ISSUED: JUNE 16, 1976

REPORT: VB-770

2-5

SECTION 2

LIMITATIONS

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

2-6

ISSUED: JUNE 16, 1976

PlPER AIRCRAFT CORPORATION

PAl28440; CHEROKEE CRUISER

2.25 PLACARDS

In full view of the pilot:

(a) Models Without Air Conditioning or Ventilation Blower

"THIS AIRPLANE MUST BE OPERATED AS A NORMAL OR

UTILITY CATEGORY AIRPLANE IN COMPLIANCE WITH

THE OPERATING LIMITATIONS STATED IN THE FORM OF

PLACARDS, MARKINGS AND MANUALS.

ALL MARKINGS AND PLACARDS ON THIS AIRPLANE

APPLY TO ITS OPERATION AS A UTILITY CATEGORY

AIRPLANE._

OPERATION,

_

FOR NORMAL AND _UTILITY CATEGORY

REFER

TO THE PILOT'S

OPERATING

HANDBOOK.

FOR SPIN RECOVERY, USE FULL RUDDER AGAINST SPIN,

FOLLOWED IMMEDIATELY BY FORWARD WHEEL.

NO ACROBATIC MANEUVERS (INCLUDING SPINS) ARE

APPROVED FOR NORMAL CATEGORY OPERATIONS."

(b)

Models With Air Conditioning or

Ventilation Blower

"THIS AIRPLANE MUST BE OPERATED AS A NORMAL OR

UTILITY CATEGORY AIRPLANE

IN COMPLIANCE WITH

THE OPERATING LIMITATIONS STATED IN THE FORM OF

PLACARDS, MARKINGS AND MANUALS.

ALL MARKINGS AND PLACARDS ON THIS AIRPLANE

APPLY TO ITS OPERATION AS A UTILITY CATEGORY

AIRPLANE.

FOR NORMAL AND UTILITY CATEGORY

OPERATION, REFER TO THE PILOT'S OPERATING

HANDBOOK.

NO ACROBATIC MANEUVERS ARE APPROVED FOR

NORMAL CATEGORY OPERATIONS.

SPINS ARE

PROHIBITED FOR

BOTH

NORMAL

AND UTILITY

CATEGORY."

SECTION 2

LIMITATIONS

ISSUED: JUNE

16, 1976

REPORT:

VB-770

2-7

SECTION 2

LIMITATIONS

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

In full view of the pilot, the following takeoff and landing check lists will be installed:

TAKEOFF

CHECK

LIST

Fuel on proper

Electric fuel tank pump on

Engine gauges checked

Flaps set

Carb heat off

Mixture set

Seat backs erect

Fasten belts/harness

Trim tab set

Controls free

Door latched

Air Conditioner off

LANDING

CHECK

LIST

Fuel on proper

Mixture rich

Electric fuel tank pump on

Seat backs erect

Flaps

set (101 KIAS max.)

Fasten belts/harness

Air Conditioner

off

The "AIR COND OFF" item in conditioned aircraft only.

the above takeoff and landing check lists is mandatory for air

In full view of installed: the pilot, in the area of the air conditioner control panel when air conditioner is

"WARNING

AIR CONDITIONER MUST BE OFF TO INSURE

NORMAL TAKEOFF CLIMB PERFORMANCE."

Adjacent to upper door latch:

"ENGAGE LATCH BEFORE FLIGHT."

On aft side of baggage compartment:

"UTILITY CATEGORY OPERATION NO BAGGAGE OR AFT

PASSENGERS ALLOWED.

NORMAL CATEGORY OPERATION

SEE PILOT'S OPERATING HANDBOOK WEIGHT AND

BALANCE SECTION FOR BAGGAGE AND AFT PASSENGER

LIMITATIONS."

On the instrument panel in full view of the pilot when the oil cooler winterization kit is installed:

"OIL COOLER WINTERIZATION PLATE

TO BE REMOVED

WHEN AMBIENT TEMPERATURE EXCEEDS 50°F."

REPORT:

VB-770

2-8

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-284 40, CHEROKEE CRUISER

SECTION 2

LIMITATIONS

In full view of the pilot:

UTILITY CATEGORY OPERATION ONLY

(1)

NO AFT PASSENGERS ALLOWED.

(2)

ACROBATIC MANEUVERS

ARE

LIMITED TO

THE FOLLOWING:

(a)

Models Without Air Conditioning or Ventilation Blower

Entry Speed

SPINS (FLAPS UP)

STEEP TURNS

LAZY EIGHTS

CHANDELLES

STALL l 14 KIAS l14 KIAS l 14 KIAS

(b)

Models With Air

Conditioning or

Ventilation Blower

Entry

SPINS PROHIBITED

STEEP TURNS

LAZY EIGHTS

CHANDELLES

Speed l14 KIAS

114 KIAS

114 KIAS

In full view of the pilot:

"MANEUVERING SPEED

-

114 KIAS AT 2150 LBS. (SEE

P.O.H.)"

On the instrument panel in 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 SWITCH ON CONTROL WHEEL, CHANGE

HEADING, RELEASE SWITCH. ROTATE TURN KNOB FOR

TURN COMMANDS. PUSH TURN KNOB IN TO ENGAGE

TRACKER.

PUSH TRIM KNOB IN FOR HI SENSITIVITY.

LIMITATIONS AUTOFLITE OFF FOR TAKEOFF AND

LANDING."

On the instrument panel in full view of installed: the pilot when the supplementary white strobe lights are

"WARNING

TURN OFF STROBE LIGHTS WHEN TAXIING

IN VICINITY OF OTHER AIRCRAFT, OR DURING

FLIGHT

THROUGH CLOUD, FOG OR HAZE."

ISSUED:

JUNE 16, 1976

REPORT: VB-770

2-9

SECTION 2

LIMITATIONS

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS

PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

2-10

ISSUED: JUNE 16, 1976

TABLE OF CONTENTS

SECTION 3

EMERGENCY PROCEDURES

Paragraph

No.

3.1

3.3

3.5

3.7

General..................................................

EmergencyProceduresCheckList

..................................

Amplified Emergency Procedures (General)

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

3.9

EngineFireDuringStart........................................

EnginePowerLossDuringTakeoff

..................................

3.11

EnginePowerLossInFlight......................................

3.13

PowerOffLanding

...........................................

3.15

FireInFlight

..............................................

3.17

LossofOilPressure...........................................

3.19

LossofFuelPressure

3.21

HighOitTemperature

..........................................

.........................................

3.23

AlternatorFailure

...........................................

3.25

SpinRecovery..............................................

3.27

OpenDoor................................................

3.29

EngineRoughness

...........................................

Page

No.

.

.

3-1

3-3

3-7

3-7

3-7

3-8

3-8

3-9

3-9

3-10

3-10

3-10

3-10

3-11

3-11

REPORT: VB-770

3-i

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 3

EMERGENCY PROCEDURES

SECTION 3

EMERGENCY PROCEDURES

3.1

GENERAL

The recommended procedures for coping with various types of emergencies and critical situations are provided by this section.

All of required (FAA regulations) emergency procedures and those necessary for the safe operation of the airplane as determined by the operating and design features of the airplane are presented.

Emergency procedures associated with supplements are provided those optional systems and equipment which require handbook by Section 9 (Supplements).

action

The first portion of sequence this section consists of an abbreviated emergency check list which supplies an for critical situations with little emphasis on the operation of systems.

The remainder of information the section is devoted to amplified emergency procedures containing additional to provide the pilot with a more complete understanding of the procedures.

These procedures described, but are suggested as are not a substitute the for sound best course of action judgment for coping and common sense.

with

Since the particular emergencies rarely condition happen in modern aircraft, their occurrænce is usually unexpected and the best corrective action may not always be obvious. Pilots should familiarize themselves with the procedures given in this section and be prepared to take appropriate action should an emergency arise.

Most basic emergency procedures, such as power off landings, are a normal part of pilot training.

Although but only these emergencies are discussed here, this information is not intended to provide a source of reference and review, and to replace such training, to provide information on procedures which are not the same for all aircraft.

It is suggested that the pilot review standard emergency procedures periodically to remain proficient in them.

ISSUED:

JUNE 16, 1976

REPORT:

VB-770

3-1

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

3-2

ISSUED:

JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140 CHEROKEE CRUISER

SECTION 3

EMERGENCY PROCEDURES

3.3

EMERGENCY PROCEDURES CHECK LIST

ENGINE

FIRE DURING

START

If power is not restored landing.

Trim for 69 KIAS prepare for power off

Starter

Mixture

Throttle

.

..................idlecut-off

......................open

.

.

.

.

.

Electric fuel pump

Fuelselector

.

...................OFF

.

Abandon if fire continues

.

.

.

.

.

.

.

.

crank engine

.

.

.

OFF

POWER OFF LANDING

ENGINE POWER LOSS DURING

TAKEOFF

Trim for best gliding angle 69 KIAS (Air Cond.

OFF).

Locate suitable field.

Establish spiral pattern.

1000 ft.

above field at downwind position for normal landing approach.

If sufficient runway remains land straight ahead.

for a normal landing, lf insufficient runway remains:

Maintain safe airspeed

Make only shallow turn to

Flaps as situation requires lf sufficient altitude has been gained restart:

Maintain safe airspeed avoid obstructions

Fuel selector

.

.

.

.

.

.

.

.

.

.

.

switch to tank containing fuel

Touchdowns should normally be made at lowest possible airspeed with full flaps.

When committed to landing:

Ignition

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

OFF

Masterswitch

...................OFF

to attempt a

Fuel selector

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.OFF

..................idlecut-off

Mixture

Seat belt and harness

.

.

.

.

.

.

.

.

.

.

.

.

.

.

tight

Electric fuel

Mixture

.................

pump

.

.

.

.

.

.

.

.

.

check ON checkRICH

FIRE IN FLIGHT

Carburetorheat...................ON

ff power is not regained, proceed with power off landing.

Sourceoffire

..................check

ENGINE

POWER LOSS IN

FLIGHT

Electrical fire (smoke in cabin):

Masterswitch

...................OFF

Vents........................open

Cabin heat

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

OFF

Land as soon as practicable.

Fuel selector

.

.

Electricfuelpump

..

.

..

.

..

.

.

...

switch to tank containing fuel

..

.

...ON

Mixture

.........

Carburetorheat

Engine gauges

.

.

.

.

.

.

.

Primer

.

.

.

.

.

..

.

.

.

..

.

.

.

...........RICH

..

.

.

.

.

..

.

..

.ON

check for indication of cause of power loss

.

.

.

.

check locked

If no fuel pressure is indicated, check position to be sure it is on a tank tank containing selector fuel·

Engine fire:

Fuelselector

..

..

.

..

.

...

...

...

..OFF

Throttle

...................CLOSED

Mixture

.

.

.

.

.

...

.

.

.

..

.

.

.

.

.idlecut-off

Electric fuel pump

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

OFF

Heater

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

OFF

(in all fire) cases of

Defroster

.

.

.

.

.

.

.

.

.

.

.

.

.

OFF cases of

(in all fire)

Proceed with POWER

OFF LANDING Procedure.

When power is restored:

Carburetorheat..................OFF

Electric fuel pump

.

.

.

.

.

OFF

ISSUED: JUNE

16, 1976

REPORT: VB-770

3-3

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT

CORPORATION

PA-28-140, CHEROKEE CRUISER

LOSS OF OIL PRESSURE

OPEN

DOOR

Land as soon as possible and investigate cause.

Prepare for power off landing.

If will both upper and side latches are open, the door trail slightly open and airspeeds will be reduced slightly.

LOSS OF FUEL PRESSURE

Electriefuelpump

Fuel selector

.

.................ON

.

.

check on full

To close the door in flight:

Slow airplane

Cabinverits

..........

to

87 KIAS tank Storm window

.

.

.

.

.

HIGH OIL TEMPERATURE

Land at nearest airport and investigate

Prepare for power off landing.

the problem.

.........close

.

.

.

.

.open

..............latch

Ifupperlatchisopen

If side latch is open

.

.

.

.

.

.

pull on armrest while moving latch handle latched position to

If both latches are open

.

.

.

.

latch side latch then top latch

ALTERNATOR FAILURE

Verify failure

Reduce electrical load as much as possible.

Alternator circuit breakers

.

.

.

.

.

.

.

.

.

check

Alt switch

.

.

.

.

.

.

.

.

.

.

.

OFF

(for l second), then on

If no output:

Altswitch .....................OFF

Reduce electrical load and land as soon as practical.

SPIN RECOVERY

ENGINE ROUGHNESS

Carburetor heat

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.ON

If roughness continues after one min:

Carburetor heat

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

OFF

................adjustformax.

Mixture smoothness

Electric fuel pump

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.ON

Fuel selector

.

.

.

.

.

.

.

.

.

switch tanks

..................check

Enginegauges

Magneto switch

.

.

.

.

.

.

.

.

.

.

.

.

"L" then "R" then

"BOTH"

Throttle

......................

Ailerons

.

.

.

Rudder

.

.

.

.

.

.

.

.

.

.

.

idle

.

.

.

.

.

.

.

.

neutral

.

.

full opposite to direction of rotation

.full

.

.

.

.

forward

If operation is satisfactory on either one, continue on that magneto at reduced power and full

"RICH" mixture to first airport.

Control wheel

.

.

.

Rudder

.

.

.

.

.

.

.

.

.

Control wheel

.

.

.

.

.

.

.

.

.

neutral

(when Prepare for power off landing.

rotation stops)

.

.as

required to smoothly regain level flight altitude

REPORT: VB-770

34

ISSUED: JUNE 16, 1976

REVISED: NOVEMBER 15, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 3

EMERGENCY PROCEDURES

THIS PAGE INTENTIONALLY LEFT BLANK

ISSUED: JUNE

16, 1976

REPORT: VB-770

3-5

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT

CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

3-6

ISSUED:

JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 3

EMERGENCY PROCEDURES

3.5

AMPLIFIED EMERGENCY PROCEDURES (GENERAL)

The following paragraphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding of the recommended course of action and probable cause of an emergency situation.

3.7

ENGINE FIRE DURING START is

Engine fires during start are usually the result of overpriming.

The first attempt to extinguish the fire to try to start the engine and draw the excess fuel back into the induction system.

If a fire is present before throttle and crank the engine has started, move the mixture control to idle cut-off, open the the engine. This is an attempt to draw the fire back into the engine.

If the engine has started, continue operating to try to pull the fire into the engine.

In either case

(above), if fire continues more than a few seconds, the fire should be extinguished by the best available external means.

The fuel selector valves should be

"OFF" and the mixture at idle cut-off if an external fire extinguishing method is to be used.

3.9 ENGINE

POWER LOSS DURING TAKEOFF of

The proper action the particular situation.

to be taken if loss of power occurs during takeoff will depend on the circumstances

If sufficient runway remains to complete a normal landing, land straight ahead.

If insufficient runway remains, maintain a safe airspeed and make only a shallow avoid obstructions.

Use of flaps depends on the circumstances.

Normally, flaps should turn if necessary to be fully extended for touchdown.

If sufficient altitude has been gained to attempt a restart, maintain a safe airspeed and switch the fuel selector to another tank containing fuel. Check the electric fuel pump mixture is "RICH."

The carburetor heat should be "ON." to insure that it is "ON" and that the until

If engine failure was caused by fuel exhaustion, power will not be regained after switching fuel tanks the empty fuel lines are filled. This may require up to ten seconds.

If power is not regained, proceed with check list and paragraph 3.13).

the Power Off Landing procedure

(refer to the emergency

ISSUED: JUNE 16, 1976

REPORT:

VB-770

3-7

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE

CRUISER

3.11

ENGINE

POWER LOSS IN FLIGHT

Complete engine power loss is usually caused by fuel flow interruption and power will be restored shortly after fuel flow is restored.

If power loss occurs at a low altitude, the first step is to prepare for an emergency landing

(refer to paragraph 3.13). An airspeed of at least 69 KIAS should be maintained.

pump

If altitude permits, switch the fuel selector

"ON." Move to another tank containing fuel and turn the electric fuel the mixture control to "RICH" and the carburetor heat to

"ON." Check the engine gauges for an indication of pressure is the cause of the power loss. Check to insure the indicated, check the tank selector position to be sure it is on a tank primer is locked.

containing fuel.

If no fuel

When fuel pump.

power is restored move the carburetor heat to the

"OFF" position and turn

"OFF" the electric

If the preceding steps do not restore power, prepare for an emergency landing.

If time permits, lean a mixture or take some if turn the ignition switch to

"L" then to

"R" then back to

"BOTH."

Move the throttle and mixture control levers there to different settings.

This may restore power if the problem is is a partial fuel system restriction.

Try other fuel tanks. Water in too rich or too the fuel could time to be used up, and allowing the engine to windmill may restore power. If power loss is due to water, fuel pressure indications will be normal.

If engine failure was caused by fuel exhaustion power will not be restored after switching fuel until the empty fuel lines are filled. This may require up to ten seconds.

tanks check

If power is not regained, proceed with list and paragraph 3.13).

the

Power Off

Landing procedure (refer to the emergency

3.13

POWER OFF LANDING look

If loss of power occurs at altitude, trim for a suitable the aircraft for best gliding angle field. If measures taken to restore power are not effective,

69 KIAS and

(Air Cond.

off) and if time permits, check your charts for airports in altitude.

If possible, notify the immediate the FAA by vicinity; radio of your it may be difficulty possible to land and intentions.

at

If one if another you have sufficient pilot or passenger is aboard, let him help.

When you have located a suitable field, establish a spiral pattern feet above around this field. Try to be at 1000 the field at the downwind position, to make a normal landing approach.

Excess altitude may be lost by widening your pattern, using flaps or slipping, or a combination of these.

When committed to a landing, close the throttle switches.

Flaps may be used as desired. Turn cut-off.

The seat belts and shoulder harness control and shut "OFF" the master and ignition the fuel selector valve to

"OFF" and move the mixture to idle

(if installed) should be tightened.

Touchdown should be normally made at the lowest possible airspeed.

REPORT:

VB-770

3-8

ISSUED: JUNE 16, 1976

PIPER

AIRCRAFT CORPORATION

PAu28-140, CHEROKEE CRUISER

SECTION 3

EMERGENCY PROCEDURES

3.15

FIRE IN FLIGHT of

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

Check for the source of the fire first.

If an electrical fire is indicated cabin vents should be opened and possible.

(smoke in the cabin), the master switch should be turned "OFF." The the cabin heat turned

"OFF."

A landing should be made as soon as should should

If an engine fire is present, be at idle cut-off.

Check switch that the the fuel selector electric fuel to

"OFF" pump is "OFF." and close

In all cases the the throttle.

The mixture heater and defroster be

"OFF."

If radio communication is not required select master switch "OFF."

Proceed with power off landing procedure.

NOTE

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

3.17

LOSS OF OIL PRESSURE

Loss of oil pressure may be either partial or complete.

A partial loss of oil pressure usually indicates a malfunction investigate in the oil pressure regulating system, and a landing should the cause and prevent engine damage.

be made as soon as possible to

A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty gauge. In either case, proceed toward the nearest airport, and be prepared for a forced landing. If the problem is not a pressure gauge malfunction, the engine may stop suddenly. Maintain altitude until such time as a dead stick landing can be accomplished.

Don't change power settings unnecessarily, as hasten complete power loss.

this may

Depending available, on the particularly circumstances, if other it may indications be advisable of actual to make an off airport oil pressure temperatures, or oil smoke, are apparent, and an airport is not close.

loss, such landing while power as sudden is increases still in

If engine stoppage occurs, proceed with Power Off Landing.

ISSUED: JUlNE 16,

1976

REPORT:

VB-770

3-9

SECTION 3

EMERGENCY PROC_ED_U_R_E_S

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

3.19

LOSS OF

FUEL PRESSURE a full lf loss of fuel pressure occurs, tank.

turn

"ON" the electric fuel pump and check that the fuel selector is on

If the problem is not an empty tank, land as soon as practical and have the engine-driven fuel and fuel system checked.

pump

3.21

HIGH OIL TEMPERATURE

An abnormally high oil temperature indication oil cooler, damaged or improper baffle seals, a may be caused by a low oil level, an obstruction in defective gauge, the or other causes. Land as soon as practical at an appropriate airport and have the cause investigated.

A steady, rapid rise in oil mechanic investigate temperature is a sign of trouble.

Land at the nearest airport and let a the problem.

Watch the oil pressure gauge for an accompanying loss of pressure.

3.23

ALTERNATOR FAILURE

Loss of alternator output is detected through zero reading on following procedure, insure device, such as that the reading is zero and not merely low the ammeter.

Before executing the by actuating an electrically powered the landing light. If no increase in the ammeter reading is noted, alternator failure can be assumed.

The electrical load should be reduced popped circuit.

as much as possible.

Check the alternator circuit breakers for a

The next step is to attempt to reset the overvoltage relay.

This is accomplished by moving the

"ALT" switch condition to "OFF" for one second and then to

"ON." If the trouble was caused by a momentary overvoltage

(16.5

volts and up) this procedure should return the ammeter to a normal reading.

If the ammeter continues to indicate

"O" output, or if the alternator will not remain reset, turn off the "ALT" switch, maintain minimum electrical load and land as soon as practical. All electrical load is being supplied by the battery.

3.25 SPIN RECOVERY

Intentional spins are prohibited in the normal category airplane when air conditioning is installed. For approved maneuvers in a utility category airplane, see

Section 2

Limitations. If a spin is inadvertently entered, immediately move the and in throttle the to utility category idle and the airplane ailerons to neutral.

Full rudder should forward.

When then be applied opposite to the direction of rotation followed by control wheel full the rotation stops, neutralize the rudder and ease back on the control wheel as required to smoothly regain a level flight attitude.

REPORT: VB-770

3-10

ISSUED:

JUNE 16, 1976

PIPER

AIRCRAFT

CORPORATION

PA-28440, CHEROKEE CRUISER

SECTION 3

EMERGENCY PROCEDURES

3.27 OPEN DOOR both latch, open

The cabin door on the

Cherokee is double latched, so the chances of its springing open in flight at the top and side are remote.

However, should you forget the upper latch, or not fully engage the side the door may spring partially open.

This will usually happen at takeoff or soon afterward.

A partially door will not affect normal flight characteristics, and a normal landing can be made with the door open.

If both upper and side latches are open, slightly.

the door will trail slightly open, and airspeed will be reduced

To close window.

If the door in flight, slow the airplane to

87 KIAS, close the cabin vents and open the storm the top latch is open, latch it.

If the side latch is open, pull on the armrest while moving the latch handle to the latched position.

If both latches are open, close the side latch then the top latch.

3.29

ENGINE ROUGHNESS

Engine roughness is usually accompanied by a slight full power may not be possible; due loss of airspeed to carburetor icing which is indicated by a drop in RPM, and may be or altitude.

If too much ice is allowed to accumulate, restoration of therefore, prompt action is required.

Turn carburetor heat on

(See Note). RPM will decrease slightly and roughness will increase.

Wait for a decrease in engine roughness or an increase in RPM, indicating ice removal.

If no change in approximately one minute, return the carburetor heat to

"OFF."

If the engine is still rough, adjust the mixture for maximum smoothness. The engine will run rough if too rich or too lean. The electric fuel pump should be switched to

"ON" and the fuel selector switched to the other tank to see if fuel contamination is the problem. Check the engine gauges for abnormal readings.

If any gauge readings are abnormal, proceed accordingly.

Move the magneto switch to

"L" then to

"R," then back to "BOTH." If operation is satisfactory on either magneto, proceed on that magneto at reduced power, with mixture full "RICH," to a landing at the first available airport.

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

NOTE

Partial carburetor heat may may melt part of the

When using carburetor ice, which will refreeze in heat, be worse than no heat at all, since it therefore, the intake always use full system.

heat, and when ice is removed return the control to the full cold position.

ISSUED: JUNE 16, 1976

REVISED: FEBRUARY 22,

1977

REPORT:

VB-770

3-11

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

3-12

ISSUED: JUNE 16,

1976

TABLE OF CONTENTS

SECTION 4

NORMAL PROCEDURES

Paragraph

No.

4.1

4.3

4.5

General...

...

......

AirspeedsforSafeOperations

NormalProceduresCheckList

.........

.....

.......

4.7

4.9

AmplifiedNormalProcedures(General)

PreflightCheck

.......

4.11

BeforeStartingEngine

...........................

............

4.13

StartingEngine

...................

4.15

Warm-Up

..

.....................

4.17

Taxiing

................................................

4.19

GroundCheck

.....

4.21

BeforeTakeoff

....

4.23

Takeoff

.................................................

4.25

Climb

...................................................

.........................................

.........................................

4.27

Cruising

.................................................

4.29

ApproachandLanding

4.31

StoppingEngine

............................................

4.33

Parking

..................................................

.........................................

4.35

Stalls

...................................................

4.37

Maneuvels

................................................

4.39

TurbulentAirOperation

4.41

WeightandBalance

...........................................

........................................

..................

.......

..

...

...

..

...

..................

..........................

............

.......................

........................

..........................

..............

...........

.........

........

..

..

..

Page

No.

4-1

4-1

4-3

4-7

4-7

4-8

4-9

4-11

4-11

4-11

4-12

4-12

4-13

4-13

4-14

4-14

4-15

4-15

4-15

4-15

4-16

REPORT: VB-770

4-i

PIPER AIRCRAFT CORPORATION

PA-28440, CHEROKEE CRUISER

SECTION 4

NORMAL PROCEDURES

SECTION 4

NORMAL PROCEDURES

4.1

GENERAL

This section clearly describes the recommended procedures for the conduct of normal operations for the

Cherokee Cruiser. All of the required (FAA regulations) procedures and those necessary for the safe operation of the airplane as determined by the operating and design features of the airplane are presented.

Normal procedures associated with supplements are provided those optional systems and equipment which require handbook by Section 9 (Supplements).

These procedures are provided on procedures procedures given which in this are not section to the same for all aircraft.

Pilots should familiarize in order present to a source of reference become proficient in the and normal review and operations to themselves of supply the information with airplane.

the

The first portion of this section consists of a short form check list which supplies an action sequence for normal operations with little emphasis on the operation of the systems.

The remainder of the section is devoted to amplified normal procedures which provide detailed information and explanations of not intended for use as an the procedures and how to perform them.

This portion of the section is in-flight reference due to the lengthly explanations.

The short form check list should be used for this purpose.

4.3

AIRSPEEDS FOR SAFE OPERATIONS

The following airspeeds are those which are significant to the safe operation of the figures are for standard airplanes flown at gross weight under standard conditions at sea level.

airplane.

These

Performance installed, for a specific airplane may vary from published figures depending upon the equipment the condition of the engine, airplane and equipment, atmospheric conditions and piloting technique.

(a)

Best Rate of Climb Speed

(b)

Best Angle of

Climb Speed

(c)

Turbulent Air Operating

Speed (See Subsection

2.3)

(d) Maximum Flap Speed

(e)

Landing Final Approach Speed (Flaps 40°)

(f) Maximum

Demonstrated Crosswind Velocity

75 KIAS

66 KIAS

114

KIAS

101 KIAS

59 KIAS

17

KTS

ISSUED: JUNE 16, 1976

REPORT: VB-770

4-1

SECTION 4

NORMAL

PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

4-2

ISSUED:

JUNE 16,

1976

PIPER AIRCRAFT CORPORATION

PA-28440, CHEROKEE CRUISER

SECTION 4

NORMAL PROCEDURES

WALK-AROUND

Figure 4-1

4.5 NORMAL PROCEDURES CHECK LIST Pitot head

.

.

.

.

.

.

.

.

.

.

.

.

remove cover holes clear

.clean

Windshield

.

.

.

.

.

.

.

.

.

.

.

PREFLIGHT CHECK

Control wheel

Masterswitch

.

.

....................ON

Fuel quantity gauges

Masterswitch

........

Ignition

........

Exterior

Control surfaces

.

.

.

..

.

.

.

.

.

.release

.

.

belts check

........OFF

.........OFF

check for damage check for interference free of ice, snow, frost

.............checkforinterference

Hinges

Wings

Stallwarning

........

Navagation lights

Fuel tanks

.

.

.

.

free of ice, snow, frost

.........check

.

.

.

.

.

.

check check supply visually

.........drain

secure caps

Fueltanksumps

Fuel vents

.......

Main gear struts

Tires

.

Brake blocks

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

inflation

.proper

Propeller and spinner

.

.

.

Fuel and oil

.

.

.

.

.

.

.

.

.

.....................checklevel

Oil

Dipstick

.

.

.

.

.

.

.

.

.

Cowling

...........

Inspectioncovers

Nose wheel tire

Nose gear strut

Airinlets..........

Alternator belt

.

.

Towbarandcontrollocks............stow

Baggage

,

.

.

..........clear

Baggage door

.

Fuelstrainer.........

................secure

.

.

.

.

.

.

.

.

.

.........secure

..........drain

.

.properly

.

check

.

.check

.

.

check for leaks inflation

.proper

seated check

(3.25) tension stowed properly secure close and secure

.proper

.open

Primary flight controls

.

operation check

Cabin door

.

.

.

.

.

.

.

.

.

.

.

close and secure

(4.50)

Required papers

.

.

.

.

.

.

.

.

.

.

.

.

on board

Seat belts and harness

.

.

.

.

.

.

fastened

check check inertia reel

ISSUED:

JUNE 16, 1976

REVISED: APRIL

18, 1980

REPORT: VB-770

4-3

SECTION

4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

BEFORE STARTING ENGINE

STARTING

WITH EXTERNAL POWER SOURCE

Throttle

Master switch

.

Electric fuel pump

.

Mix ture

Starter

........

Throttle

..........

Oilpressure

.........

.

........check

.........set

Brakes

.......

Carburetor heat

.

Fuel selector

.

.

..

.

.

.

.........engage

..........adjust

.

STARTING ENGINE WHEN COLD

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

full COLD desired

Masterswitch

...................OFF

All electrical equipment

.

.

.

.

tank

Terminals

.

.

.

.

.

.

.

.

.

.

.

External power plug

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

OFF connect insert in

.

.

.1/4" fuselage

Proceed

Throttle with normal

.

.

.

.

.

.

.

start

.

.

.

.

.

.

.

.

lowest possible

.

.

open

.ON

.ON

full RICH

External power plug

.

.

.

.

.

.

.

.

RPM disconnect from fuselage

Master switch

.

.

.

.

.

.

.

.

.ON

check ammeter

Oilpressure ...................check

'

WARM-UP

If engine does not start within

10 sec.

prime and repeat starting procedure.

Throttle

.

.

.

.

.

.

.

.

.

.

.

.

.

.

800 to

1200 RPM

STARTING ENGINE WHEN HOT

TAXIING

Throttle

...................l/2"open

Masterswitch ....................ON

Electric fuel pump

.

.

.

.

.

Mixture

...................fullRICH

Starter

......................engage

.

.....................adjust

Throttle

...................check

Oilpressure

.

.

.

.

.

.

.

.

.

Chocks.....................removed

Taxiarea......................clear

.ON

Throttle

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

apply slowly

......................check

Brakes

.....................check

Steering

GROUND

CHECK

STARTING ENGINE WHEN FLOODED

...................openfull

Throttle

Masterswitch

.........

..........ON

Electricfuelpump

.

..

.

Mixture

.

.

..

.

.

.

.

.

.

.

..

.

.

..

.idlecut-off

Starter

Mixture

Throttle

Oil pressure

....................advance

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

Throttle

Magnetos

..................

.

.

.

.

.

.

.max.

-max.

2000RPM drop 175

RPM diff.

50 RPM

Vacuum

.................5.0"Hg.±.l

.....................check

Oiltemp

.OFF

Oilpressure

..

.

.

.

.

.

.

.

.

.

.

..

Airconditioner

.

.

.

.

.

.

.

.

.

.

.

check check

.engage

.press-to-test

Annunciator panel

.

.

.

.

.

.

.

.

.

.

.................check

Carburetorheat retard Engine is warm for takeoff when throttle can be check opened without engine faltering.

Electricfuelpump

Fuelpressure

.............,.......retard

Throttle

..................check

................OFF

REPORT:

44

VB-770

ISSUED: JUNE

16, 1976

REVISED:

APRIL 5,

1977

PIPER AIRCRAFT CORPORATION

PA-28440,

CHEROKEE CRUISER

NORMAL

SECTION 4

PROCEDURES

BEFORE TAKEOFF

Master switch

.

.

.

.

.

.

.

.

.ON

SHORT FIELD, NO OBSTACLE

Flight

Fuel instruments

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

check selector

.

.

.

.

.

.

.

.

.proper

tank

Flaps

.

.

.

.

.

.

.

.

Electric fuel pump

.

.

.

.

.

Enginegauges

..................check

.

.

.

.

.

.

.ON

Accelerate to

48-55 KIAS.

Controlwheel............backpressureto

.

25

Carburetor heat

.

.....................erect

Setbacks

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

OFF

°

(second notch) rotate

Mixture

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

set

After breaking ground, accelerate

.fastened

Belts/harness

.

.

.

.

.

.

.

.

.

.

.

.

.

climb speed (75 KIAS).

Emptyseats

.................seatbelts

snugly to best rate of fastened

Flaps

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

retract slowly while climbingout

Flaps

Trimtab

.........................set

.......................set

Controls

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

Doors

.....................

Airconditioner

..................OFF

.

.

.

.

free latched

SOFT FIELD, OBSTACLE CLEARANCE

...............25°(secondnotch)

Flaps

Control wheel

.

.

.

.

.

.

.

.

.

.

.

.pull

nose gear off ground as

TAKEOFF soon as possible

NORMAL

Lift off at lowest possible airspeed.

Flaps

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

set

Accelerate just above ground

Tab

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

set speed to best angle of climb

(66

KIAS) until obstacle is cleared.

Accelerate to

45 to

55 KIAS

Control wheel

.

.

.

.

.

.

.

.

.

.

.

.

back pressure rotate to climb attitude to

Continue climb while accelerating climb speed

(75

KIAS).

to best rate of

SHORT FIELD, OBSTACLE CLEARANCE Flaps

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.retract

slowly while climbing out

Flaps

.

.

.

.

.

.

.

.

.

.

.

.

25°

Accelerate to

48-55 KIAS

Control wheel

.

.

.

.

.

.

.

.

.

.

(second notch) back pressure to rotate

After breaking ground, accelerate to best angle of climb speed

(66 KIAS).

SOFT FIELD, NO OBSTACLE

Flaps

.

.

.

.

.

.

.

.

.

.

.

25

Control wheel

.

.

.

.

.

.

.

.

.

.

°

.pull

(second notch) nose wheel off ground as soon as possible

After clearing obstacle, slowly retract flaps and continue climb at

KIAS).

best rate of climb speed (75

Lift off at lowest possible airspeed.

Accelerate speed just above ground

(75

KIAS) to best rate of climb

...................retractslowly

Flaps while climbing out

ISSUED: JUNE 16,

1976

REPORT:

VB-770

4-5

SECTION 4

NORMAL

PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

CLIMB

PARKING

Best angle

At lighter reduced.

....................set

Bestrate(flapsup)

.............

75KIAS Parkingbrake

(flaps up)

.

.

.

.

.

.

.

.

66 KIAS Control wheel

.

.

.

.

.

.

.

.

.

secured with belts

.....fullup

Flaps

.................

than gross weight, the above speeds are

Wheel chocks

.

.

.

.

.

.

.

.

.

Tiedowns

....................secure

.

in place

Enroute

...................

Electric fuel pump

.

.

.

.

.

.

87KIAS

.

.

.

.

OFF at desired altitude

CRUISING

Reference performance charts and Avco-Lycoming

Operator's Manual.

................75%

Normalmaxpower

Power

.

.

.

.

.

.

.....................adjust

Mixture

.

.

.

.

.

set per power table

APPROACH AND LANDING

.proper

Fuel selector

.

.

.

.

.

.

.

.

.

.

.

.

.

.

tank

.....................erect

Seatbacks

Seat belts/harness

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

fasten

Electricfuelpump

......................rich

Mixture

.................ON

Flaps ...............set-101KIASmax.

Airconditioner ..................OFF

Trim to 70 KIAS (flaps up)

Approach speed is reduced approximately 3 knots for each notch of flaps extended.

Final approach speed (flaps

40°)

.

.

.

.

59 KIAS

STOPPING ENGINE

.......................retract

Flaps

Electric fuel pump

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

OFF

Airconditioner

..................OFF

Radios

.......................OFF

.....................fullaft

Throttle

..................idlecut-off

Mixture

Magnetos

Masterswitch

.....................OFF

...................OFF

REPORT: VB-770

4-6

ISSUED: JUNE 16, 1976

PIPER AIRCRAFI' CORPORATION

PA-28440, CHEROKEE CRUISER

SECTION 4

NORMAL PROCEDURES

4.7

AMPLIFIED NORMAL PROCEDURES

(GENERAL)

The following paragraphs are provided procedures necessary for to supply detailed information and explanations of the safe operation of the airplane.

the normal

4.9

PREFLIGHT CHECK a

The airplane should be given a check of thorough preflight and walk-around the airplane's operational status, computation of weight and C.G. limits, takeoff distance and in-flight performance.

A weather briefing should be obtained for the check. The preflight should include intended flight path, and any other factors relating to a safe flight should be checked before takeoff.

CAUTION

The flap position should be noted before boarding the airplane.

The flaps must be placed in the

"UP" position before they will lock and support weight on the step.

Upon entering the cockpit, release the seat belts securing the control wheel.

Turn

"ON" the master switch and check the fuel quantity gauges for sufficient fuel. After the fuel quantity check is made turn the master switch "OFF" and check that the ignition switch is "OFF."

To begin the exterior walk-around, check for external damage and operational interference of the control surfaces or hinges. Insure other foreign materials.

that the wings and control surfaces are free of snow, ice, frost or any

An operational check of master switch "ON," the stall warning system and návigation lights should now be made.

Turn the then lift the detector while checking to determine if the horn is actuated and check that the navigation lights are illuminated. The master switch should be returned to the

"OFF" position after the checks are complete.

A visual check of and visually check the fuel tank quantity should be performed.

Remove the filler cap from each tank the supply and color. Be sure to secure the caps properly after the check is complete.

The fuel system sumps and strainer should be drained daily prior to avoid the accumulation of contaminants such as water or sediment.

Each fuel tank is equipped with an individual quick drain located at the lower inboard rear corner of to the the tank.

first flight

The fuel and after refueling strainer is equipped with a quick drain located on the front lower corner of drained first.

Then the fuel strainer should be drained the firewall. Each of the fuel tank sumps should be twice, once with the fuel selector valve on each tank.

Each time fuel is drained, sufficient fuel should be allowed to flow to ensure removal of contaminants.

This fuel should be collected in a suitable container, examined for contaminants, and then discarded.

CAUTION

When draining any amount of fuel, care should be taken that no fire hazard exists before starting the engine.

to ensure

Each quick drain should be checked after closing it has closed completely and is not leaking.

to make sure it

ISSUED: JUNE

16,

1976

REVISED: NOVEMBER 15, 1976

REPORT: VB-770

4-7

SECTION 4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE CRUISER

Check all of the fuel tank vents to make sure they are open.

There should visual

Next, complete check of a check of be 4.50 inches of strut exposure under a normal static load. The nose gear should be checked for 3.25 inches of strut exposure.

the landing

Check all gear.

tires the brake blocks for wear or damage.

Check for cuts the main gear shock struts for proper and wear and insuæ proper inflation.

inflation. Make a sure

Remove the cover from the pitot head on the underside of the left wing.

Check the pitot head to make the holes are open and clear of obstructions.

Don't forget to clean and check the windshield.

The propeller and spinner should be checked for defects or nicks.

Lift the cowling and check for any obvious fuel or oil leaks.

Check the oil level. Make sure that the dipstick has properly seated after checking.

Secure the cowling and check the inspection covers.

Check the air inlets for foreign matter and the alternator belt for proper tension.

Stow the tow bar and check the baggage for proper storage and security.

cabin

Upon entering door and check the aircraft, ascertain that all primary flight controls operate properly.

Close and secure that all the required papers are in order and in the airplane.

on

Fasten the seat belts and shoulder harness and check the function of the inertia reel by pulling sharply the strap. Fasten seat belts on empty seats.

4.11 BEFORE STARTING ENGINE full

Before starting the engine the brakes should be set "ON" and the carburetor heat lever

COLD position.

The fuel selector should moved then be moved to the desired tank.

Befoæ starting the be sure that all radio switches, light switches, an overload condition when the and starter is engaged.

to the engine, the pitot heat switch are in the

"OFF" position to avoid

REPORT: VB-770

4-8

ISSUED: JUNE 16,

REVISED:

NOVEMBER 15,

1976

1976

PIPER AIRCRAFT CORPORATION

PA-28440,

CHEROKEE

CRUISER

SECTION 4

NORMAL PROCEDURES

4.13

STARTING

ENGINE

(a)

Starting Engine When Cold

Open the throttle lever approximately

1/4 inch. Turn

"ON" the master switch and the electric fuel pump.

switch

Move the mixture control to full "RICH" and engage the starter by rotating the magneto clockwise and pressing in. When the engine fires, release the magneto switch, and move the throttle to the desired setting.

If the engine does not fire within five to ten seconds, disengage the starter, prime and repeat the starting procedure.

the engine

(b) Starting

Engine When Hot move

Open the throttle approximately 1/2 inch. Turn "ON" the master switch and the electric fuel pump.

Move the mixture control lever to full RICH and engage the starter by rotating the magneto switch clockwise and pressing in. When the engine fires, release the magneto switch and the throttle to the desired setting.

(c)

Starting Engine When

Flooded

The throttle lever should be full "OPEN." Tum "ON" the master switch and turn

"OFF" the electric fuel pump.

Move the mixture control lever to idle cut-off and engage the starter by rotating the magneto switch clockwise and pressing in. When the engine fires, release the magneto switch, advance the mixture and retard the throttle.

(d) Starting Engine With Extemal Power Source

An optional feature called external battery the

Piper External Power (PEP) allows the operator to use an to crank the engine without having to gain access to the airplane's battery.

of

Tum the master switch OFF and tum all electrical equipment OFF. Connect the RED lead the

PEP kit jumper cable to the

POSITIVE

BLACK lead located on to the

NEGATIVE

(-) terminal.

(+)

Insert terminal the of an extemal 12-volt plug of the jumper cable battery into the and the socket the fuselage. Note that when the plug is inserted, the electrical system is ON.

Proceed with the normal starting technique.

After the engine has started, reduce power to the lowest possible RPM, to reduce sparking, and disconnect the jumper cable from the aircraft.

Tum the master switch

ON and check the alternator ammeter for an indication of output.

DO

NOT ATTEMPT

FLIGHT IF THERE IS NO

INDICATION OF ALTERNATOR OUTPUT.

NOTE

For all normal operations using switch parallel by turning the PEP should be OFF, but it is possible jumper cables, the master to use the ship's battery in the master switch ON. This will give longer cranking capabilities, but will not increase the amperage.

ISSUED: JUNE 16, 1976

REVISED: APRIL 5, 1977

REPORT: VB-770

4-9

SECTION 4

NORMALPROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

CAUTION

Care should be exercised because if the ship's battery has been depleted, the external power supply can be reduced to the level of the ship's battery.

This can be tested by turning the master switch

ON momentarily while the starter is engaged.

If cranking speed increases, power the ship's battery is at a higher level than the external supply.

within

When the engine is firing evenly, advance the throttle to

800 RPM. If oil pressure is not indicated thirty seconds, stop the engine and determine the trouble.

In cold weather it will take a few seconds longer to get an oil pressure indication.

If the engine has failed to start, refer to the Lycoming Operating

Handbook, Engine Troubles and Their Remedies.

Starter manufacturers recommend that cranking periods be limited to thirty seconds with a two minute rest between cranking periods. Longer cranking periods will shorten the life of the starter.

REPORT: VB-770

4-10

ISSUED: JUNE 16,

REVISED:

APRIL 5,

1976

1977

PIPEK AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 4

NORMAL PROCEDURES

4.15

WARM-UP

Warm-up the engine at 800 to

1200 RPM for not more than two minutes in warm minutes in cold. Avoid prolonged idling at low RPM, as weather and four this practice may result in fouled spark plugs.

Takeoff may be made as opened fully without backfiring soon as the ground check is completed, provided that the throttle may be or skipping, and without a reduction in engine oil pressure.

stones,

Do not operate the engine at high RPM when running up or taxiing over yound containing loose gravel or any loose material that may cause damage to the propeller blades.

4.17

TAXHNG

Before attempting to taxi the airplane, yound personnel should be instructed and approved by a qualified person authorized by the owner.

Ascertain that the propeller back blast and taxi areas are clear.

Power should be applied slowly determine to start the taxi roll.

Taxi a few feet forward and apply the brakes to their effectiveness.

While taxiing, make slight turns to ascertain the effectiveness of the steering.

Observe wing clearances when observer outside the airplane.

taxiing near buildings or other stationary objects.

If possible, station an

Avoid holes and ruts when taxiing over uneven yound.

Do not operate the engine at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades.

4.19

GROUND CHECK

The magnetos should be checked at 2000

RPM. Switch from "BOTH" to "RIGHT," then back to

"BOTH" before switching difference between to

"LEFT." Drop off on either magneto should not exceed 175 RPM and the the magnetos should not exceed

50 RPM.

Operation on one magneto should not exceed

10 seconds.

Check the vacuum gauge; the indicator should read 5.0"

±

.1"

Hg at 2000 RPM.

Check the annunciator panel lights with the press-to-test button.

Also check the air conditioner.

and

Carburetor heat should also be checked prior to takeoff to be sure the control is operating properly to clear any ice which may have formed during taxiing. Avoiti prolonged ground operation willi carburetor heat "ON" as the air is unfiltered.

The electric the engine driven pump is operating.

Prior prevent fuel pump should be turned "OFF" after starting or during warm-up to make sure that loss of power during oil pressure.

to takeoff the takeoff should the engine driven pump fail.

Check bõth oil temperature and

The temperature may be low for some time if day. The engine is warm enough for takeoff when electric the the throttle pump should engine is can being run be turned for the first be opened without the

ON engine again time of to the faltering.

ISSUED:

JUNE 16, 1976

REPORT:

VB-770

4-11

SECTION

4

NORMAL PROCEDURES

PIPER

AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

4.21 BEFORE TAKEOFF

All aspects of each particular takeoff should be considered prior to executing the takeoff procedure.

Turn "ON" the master switch and check and set all of fuel selector to make sure it is on the proper tank

(fullest).

the flight instruments

Turn "ON" the engine gauges. The carburetor heat should be in the

"OFF" position.

the electric as required.

fuel

Check the pump and check

All seat backs should be erect and snugly around the empty seats.

the seat belts and shoulder harness fastened.

Fasten the seat belts

The mixture should be set.

NOTE

The mixture should amount of leaning be set

FULL RICH except a minimum is permitted for smooth engine operation when taking off at high elevation.

Exercise and set the flaps and trim tab.

Insure proper flight control movement and response.

The door should be properly secured and latched.

On air conditioned models, the air conditioner must be "OFF" to insure normal takeoff performance.

4.23 TAKEOFF

In the conventional takeoff procedure set accelerate the trim control aft of neutral.

Allow the airplane to to

45-55 KIAS, then ease back on the wheel enough to let the airplane fly itself from the ground.

Premature or excessive raising of the nose will result in a delayed takeoff. After takeoff let the aircraft accelerate ground at to the desired climb speed by lowering the nose slightly.

Trying to pull the airplane off the too low an airspeed decreases the controllability of the airplane in the event of an engine failure.

Short Field, Obstacle Clearance:

Lower flaps when the flaps to 25° (second notch), accelerate to

48-55 KIAS and ease back on the control wheel to rotate.

After breaking ground, accelerate to the best angle of climb speed, the obstacle has been cleared, and continue climb at 75 KIAS.

66 KIAS. Slowly retract the

Short Field, No Obstacles:

Lower the flaps to 25° rotate and accelerate

(second notch), accelerate to 48-55 KIAS.

Ease back on the control wheel to best rate of climb speed, 75

KIAS. Slowly retract the flaps while climbing out.

to

Soft Field, Obstacle Clearance: off climb

Lower flaps to 25°

(second at lowest possible airspeed.

notch), accelerate

Accelerate just above aircraft, the pull nose ground to past obstacle clearance height; continue climb while accelerating gear off as soon as possible and best angle of climb speed,

66 KIAS lift to to best rate of climb speed, 75

KlAS, and slowly retract the flaps.

Soft Field, No Obstacle:

Lower the flaps to 25° (second notch), accelerate aircraft and pull nose gear from the ground as soon as possible, lift off at lowest possible airspeed. Accelerate

75 KlAS.

Climb out while slowly retracting the flaps.

just above the ground to best rate of climb speed,

REPORT:

VB-770

4-12

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

NORMAL

SECTION

4

PROCEDIURES

4.25 CLIMB

The best rate of climb at gross weight will be obtained at 75 KIAS. The best angle of climb may be obtained at

66 KIAS. At lighter than gross weight these speeds are reduced somewhat. For climbing en route, a speed of over

87 KIAS is recommended.

This will produce better forward speed and increased visibility the nose during the climb.

Shallow turns of a few degrees will also improve forward visibility during climbs.

be

When reaching the desired altitude, the electric fuel pump may be turned off. The air conditioner may turned on after all obstacles have been cleared.

4.27 CRUISING

The cruising speed of altitude, the

Cherokee Cruiser is determined by many factors, including power setting, temperature, loading and equipment installed in the airplane.

The normal maximum cruising power is 75% of may be provided the rated horsepower of the obtained at various altitudes and power settings can be determined from by Section 5.

engine. Airspeeds which the performance graphs

Use of the mixture control in cruising flight reduces fuel consumption significantly, especially at higher altitudes, and reduces lead deposits when the alternate fuels are used.

During letdown and low power flight operations, leaned it may be necessary to lean because of excessively rich mixture.

The mixture should be during cruising operation above 5000 feet altitude and when

75% power or less is being used. If any doubt exists as to the all operations under amount of power being used,

5000 feet.

Always enrich the the mixture should be in mixture before increasing the

FULL power settings.

RICH position for

To lean the mixture, indicating that disengage the lock and pull the mixture control until the engine becomes rough, the lean mixture limit has been reached in the leaner cylinders.

Then enrich the mixture by pushing the control towards the instrument panel until engine operation becomes smooth.

When leaning, carefully observe the temperature instruments.

Always remember that the electric fuel pump should be turned "ON" before switching tanks, and should will second be left on for a short period cruising flight, for one hour after tank thereafter.

In order the fuel should be used alternately from each to keep the have approximately one and one half hours of fuel remaining if airplane in best lateral trim during tank.

It is recommended that one tank be used takeoff, then the other tank be used for two hours; then return to the first tank, which will contain approximately one half hour of fuel. Do the tanks not run tanks were full completely at takeoff.

dry in

The flight.

The electric fuel pump should be normally "OFF" so that any malfunction of the engine driven fuel pump is immediately apparent.

If signs of should and fuel starvation should occur at any time during flight, fuel exhaustion be suspected, at which time the fuel selector should be immediately positioned to the other the electric fuel pump switched to the

"ON" position.

tank

ISSUED: JUNE 16, 1976

REPORT:

VB-770

4-13

SECTION

4

NORMAL PROCEDURES

PIPER

AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

4.29

APPROACH

AND LANDING seat

Check to insuæ the fuel selector is on the proper

(fullest) tank and that belts and shoulder harness should be fastened and the inertia reel checked.

the seat backs are erect.

The

Turn "ON" the electric fuel the full "RICH" position.

pump and turn "OFF" the air conditioner.

The mixture should be set in

The airplane should be speed of trimmed to an initial approach speed of about 70 KIAS with a final approach

59 KIAS with flaps extended.

The flaps can be lowered at speeds up to

101 KIAS, if desired.

should

The mixture control should be kept in full "RICH" position be necessary to indication of carburetor open icing, critical in case of a go-around.

the throttle since the again.

Carburetor to insure maximum acceleration if it heat should not be applied unless there is an use of carburetor heat causes a reduction in power which may be

Full throttle operation with carburetor heat on can cause detonation.

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

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

Normally, maintain the best technique for short and slow landings is to use full flap and enough power to the desired airspeed and approach flight path.

Mixture should be full "RICH," fuel on the fullest tank, and electric fuel pump

"ON."

Reduce the speed during the flareout and contact the ground close to the stalling speed (4

I-50 KIAS). After ground contact hold the nose wheel off as long as possible.

As the airplane slows raised wheels.

and back down, gently lower pressure is applied the nose and apply the brakes. Braking is most effective when flaps are to the control wheel, putting most of the aircraft weight

In high wind conditions, particularly in strong crosswinds, it may be desirable on the main to approach the ground at higher than normal speeds with partial or no flaps.

4.31

STOPPING ENGINE

At the pilot's discretion, the flaps should be raised and the electric fuel pump turned "OFF."

NOTE

The flaps must be placed in support weigh the

"UP" position for the flap step to t.

Passengers should be cautioned accordingly.

The air conditioner and radios should be turned

"OFF," and the engine stopped by disengaging the mixture control lock and pulling aft to the mixture control back avoid engine vibration while stopping.

Then to idle cut-off. The throttle should be left full the magneto and master switches must be turned "OFF."

NOTE

When alternate fuels are used, the engine should be run up

RPM for one minute prior to shutdown to to

1200 clean out any unburned fuel.

REPORT: VB-770

4-14

ISSUED: JUNE 16, 1976

REVISED: NOVEMBER

15, 1976

PIPER

AIRCRAFT CORPORATION

PA-28-140, CHEROKEE

CRUISER

SECTION 4

NORMAL PROCEDURES

4.33 PARKING

If necessary, provided with each secured by in looping the airplane should be moved on the ground with the aid of the nose wheel tow bar airplane and secured behind the rear seats.

The aileron and stabilator controls should be the safety belt through the control wheel and pulling it snug.

The flaps are locked when the "UP" position and should be left retracted.

Tie downs can be secured position by its connections to rings provided under each wing and to the tail skid.

The rudder is held in to the nose wheel steering and normally does not have to be secured.

4.35 STALLS

The stall characteristics of a stall warning horn which is the Cherokee Cruiser are conventional.

An approaching stall is indicated by activated between and gentle pitching may also precede the stall.

five and ten knots above stall speed.

Mild airframe buffeting

The gross weight stalling speed of

2150 pounds.

With the Cherokee Cruiser with power off and full flaps is 4l KIAS at the flaps up this speed is increased 9 KTS. Loss of altitude during stalls can be as great as

200 feet, depending on configuration and power.

NOTE

The stall warning system is inoperative with

"OFF." the master switch

During preflight, the stall warning system should be checked by turning the master switch "ON," lifting the detector and checking to determine if the horn is actuated. The master switch should be returned to the

"OFF" position after the check is complete.

4.37 MANEUVERS

The airplane is approved for certain aerobatic maneuvers, provided it is loaded within the approved weight and center of gravity limits (see Section 2 Limitations). The approved maneuvers are spins, steep turns, lazy eights, and chandelles.

Spins are prohibited when air conditioning or ventilation blower is installed.

Intentional spins are prohibited in performed in the normal category airplane.

Lazy eights and chandelles may be the normal category provided a

60 degree angle of bank and/or a

30 degree angle of pitch is not exceeded.

For approved maneuvers and entry speed, refer to

Section 2 Limitations.

4.39

TURBIDLENT AIR OPERATION

In keeping with good operating practice used in all aircraft, it is recommended is encountered or expected, caused by gusts and or of to the airspeed be reduced allow for inadvertent to maneuvering distractions caused by the conditions.

(See Subsection 2.3) speed to that when turbulent air reduce the speed build-ups which may occur as a result of structural loads the turbulence

ISSUED: JUNE 16, 1976

REPORT:

VB-770

4-15

SECTION 4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

ËA-28-140, CHEROKEE

CRUISER

4.41 WEIGHT AND BALANCE

It is the responsibility of the owner and pilot to determine that the airplane remains within the allowable weight vs. center of gravity envelope while in flight.

For weight and balance data, refer to

Section 6 Weight and Balance and Section 2

Limitations.

REPORT: VB-770

4-16

ISSUED: JUNE 16, 1976

TABLE OF CONTENTS

SECTION 5

PERFORMANCE

Paragraph

No.

5.1

5.3

5.5

5.7

General...................................................

Introduction to Performance and Flight Planning

.

.

.

.

.

.

.

FlightPlanningExample

........................................

PerformanceGraphs

...........................................

ListofFigures

...........................................

.

.

.

.

.

.

.

.

.

.

.

Page

No.

5-1

5-1

5-3

5-7

5-7

REPORT:

VB-770

5-i

PIPER

AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE

CRUISER

SECTION

5

PERFORMANCE

SECTION 5

PERFORMANCE

5.1

GENERAL

All of the required (FAA regulations) and complementary performance information applicable

Cherokee Cruiser is provided by this section.

to the

Performance information handbook supplements is provided associated with those optional by Section 9 (Supplements).

systems and equipment which require

5.3

INTRODUCTION TO PERFORMANCE

AND FLIGHT PLANNING

The performance information presented in corrected this section is based on measured

Flight Test Data to

I.C.A.O.

standard day conditions and analytically expanded for the various parameters of weight, altitude, temperature, etc.

The performance charts are unfactored and proficiency or mechanical do not make any allowance for varying degrees of pilot deterioration of the aircraft.

This performance, however, can be duplicated by following the stated procedures in a properly maintained airplane.

Effects of conditions not considered on soft or grass runway surface on the charts must be evaluated by the pilot, such as the effect of takeoff and landing performance, or the effect of winds aloft on omise and range performance.

Endurance can be grossly affected flow and quantity checks are recommended.

by improper leaning procedures, and inflight fuel

REMEMBER!

To get chart performance, follow the chart procedures.

using

The information provided by paragraph

5.5 (Flight

Planning Example) outlines a detailed flight plan the performance charts in this section. Each chart includes its own example to show how it is used.

ISSUED: JUNE 16, 1976

REPORT:

VB-770

5-1

SECTION S

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

5-2

ISSUED: JUNE 16,

1976

PIPER AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE CRUISER

SECTION 5

PERFORMANCE

5.5

FLIGHT PLANNING EXAMPLE

(a)

Aircraft Loading

The by utilizing first step in planning our flight is to calculate the airplane weight and center of gravity the information provided by Section 6 (Weight and Balance) of this handbook.

The basic empty weight for the airplane as delivered from the factory has been entered in

Figure reference

6-5. If any alterations to the airplane have been made effecting weight and balance, to the aircraft logbook and Weight and

Balance

Record (Figure 6-7) should be made to determine the current basic empty weight of the airplane.

Make use of the

Weight graph (Figure

Weight and

Balance

Loading Form

6-17) to determine the total weight of

(Figure the

6-13) and airplane and the the

C.G. Range and center of gravity position.

After proper utilization of the information provided we have found the following weights for consideration in our flight planning example.

The landing weight cannot be determined until the weight of the fuel to be used has been established

[refer

item (g)( l)

.

(1) Basic Empty

Weight

(2) Occupants

(2 x 170 lbs)

(3) Baggage and Cargo

(4) Fuel

(6 lb/gal x

50)

(5)

Takeoff

Weight

(6)

Landing Weight

(a)(5) minus

(g)(1),(2080 lbs. minus 228.54 Ibs.)

1360 lbs.

340 lbs.

80 lbs.

300 Ibs.

2080 lbs.

1851.5 lbs.

Our calculations takeoff weight is below the maximum of 2150 lbs. and our weight and balance have determined our C.G. position within the approved limits.

(b)

Takeoff and Landing

Now that we have determined our aircraft loading, we must consider all aspects of our takeoff and landing.

All of the existing conditions at evaluated and maintained the departure and destination airport must be acquired, throughout the flight.

Apply the departure airport conditions and takeoff weight

Performance graph (Figure takeoff and/or the barrier distance.

or

) to determine the length to the appropriate

Takeoff of runway necessary for the

The landing conditions at distance calculations are performed in the same manner using the existing the destination airport and, when established, the landing weight.

ISSUED: JUNE 16, 1976

REPORT:

VB-770

5-3

SECTIG

5

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

The landing conditions and calculations for our example flight are listed below. The takeoff and distances required for our example flight have fallen well below the available runway lengths.

Departure

Airport

(1) Pressure Altitude

(2) Temperature

(3) Wind Component

(4) Runway Length Available

(5) Runway Required

1100 ft.

50°F

+5 KTS

3800 ft.

850 ft.*

NOTE

The remainder of the performance charts used in this flight plan example assume a no wind condition.

must be considered

The effect of winds aloft by the pilot when computing climb, cruise and descent performance.

Destination

Airport

800 ft.

56°F

-5

KTS

4200 ft.

720 **

(c)

Climb

The next step in our flight plan is to determine the necessary climb segment components.

are

The desired cruise pressure altitude and corresponding cruise outside air temperature values the first variables to be considered in determining the climb components from the Time,

Distance, and conditions at

Fuel pressure altitude to

Climb graph

(Figure 5-13). After the time, distance and fuel for the cruise and outside air temperature values have been established, apply the existing the departure field to graph

(Figure 5-13).

Now, subtract the values obtained from the graph for the field of departure conditions from those for the cruise pressure altitude.

of

The remaining values are the true fuel, distance and time components for the climb segment the flight plan corrected for field pressure altitude and temperature.

The following values were determined from the above instructions in our flight planning example.

(1)

Cruise

Pressure Altitude

(2)

Cruise OAT

(3)

Time to

Climb

(14.5

(4)

Distance to

Climb min. minus

1.5 min.)

(20.5

miles minus 2 miles)

(5)

Fuel to

Climb (4.5

gal. minus

.5

gal.)

6000 ft.

45°F

13 min.***

18.5

naut. miles***

4 gal.***

*Reference Figure 5-7

**Reference

Figure 5-25

***Reference Figure 5-13

REPORT: VB-770

5-4

ISSUED: JUNE 16,

1976

PIPER AIRCRAFT

CORPORATION

PA-28440, CHEROKEE CRUISER

SECTION 5

PERFORMANCE

(d)

Descent

The descent data will for establishing be determined prior to the cruise data to provide the descent distance the total cruise distance.

Utilizing the cruise pressure altitude and OAT we determine the basic time, distance and fuel for descent (Figure 5-21). These figures must be adjusted for the field pressure altitude and temperature at the destination airport.

To find the necessary adjustment values, use the existing pressure altitude and temperature conditions at the destination airport as variables to find the time, distance and fuel values from the graph (Figure 5-21).

Now, subtract the values obtained from the field conditions from the values obtained from the cruise conditions to find the true time, distance and fuel values needed for the flight plan.

The values obtained by proper utilization of the graphs for the descent segment of our example are shown below.

(1) Time to

Descend

(7.5

min. minus

(2) Distance to

Descend (18 miles minus 2 miles)

(3) Fuel to

Descend

(2 gal. minus

.5

1 min.) gal.)

6.5

min.*

16 naut. miles*

1.5

gal.*

(e)

Cruise

Using distance the total distance to be traveled during the flight, subtract the previously calculated to climb and distance to descend to establish the total cruise distance.

Refer to the appropriate

Avco Lycoming

Operator's

Manual when selecting the cruise power setting.

The established pressure altitude and utilized temperature values and the selected cruise power should now be to determine the true airspeed from the Cruise Performance graph (Figure 5-15).

Calculate the cruise fuel flow for the cruise power setting from the information provided by the Avco Lycoming Operator's Manual.

The cruise time is found by dividing the cruise distance by the cruise speed and the cruise fuel is found by multiplying the cruise fuel flow by the cruise time.

as

The cruise calculations established for the cruise segment of our flight planning example are follows:

(1) Total Distance

(2) Cruise Distance

(e)(1) minus (c)(4) minus (d)(2),(458 miles minus

18.5 miles minus 16 miles)

458 naut. miles

(3) Cruise Power, Best Economy Mixture

(4) Cruise Speed

(5)

Cruise Fuel Consumption

(6)

Cruise Time

(e)(2) divided by (e)(4),(423.5

miles divided by 109.5

KTS)

(7) Cruise Fuel

(e)(S) multiplied by (e)(6), (8.4

GPH multiplied by

3.88

hrs.)

423.5

naut. miles

75% rated power

109.5 KTS TAS***

8.4

GEPH**

3.88 hrs.

32.59 gal.

*Reference

Figure

**Reference

5-21

Figure 5-9

***Reference

Figure 5-15

ISSUED: JUNE 16, 1976

REVISED: FEBRUARY

15, 1979

REPORT: VB-770

5-5

SECTION 5

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

(f)

Total Flight Time cruise and

The time. Remember! The time values must total flight time is determined by adding the time to climb, the time to descend and the be converted taken from the climb and descent graphs are in minutes to hours before adding them to the cruise time.

The following flight time is required for our flight planning example.

(1)

Total

Flight Time

(c)(3) plus (d)(l) plus

(e)(6),(.22

hrs. plus

.10

hrs. plus 3.88

hrs.)

(g)

Total Fuel

Required

4.20 hrs.

Determine the total fuel required by adding the fuel to climb, the fuel to descend and the cruise fuel. When the total fuel

(in gallons) determine the total fuel weight used for is determined, multiply the flight.

this value by 6 lb/gal to

The total fuel calculations for our example flight plan are shown below.

(1)

Total Fuel

Required

(c)(5) plus (d)(3) plus

(e)(7),(4 gal. plus 1.5

gal. plus 32.59

gal.)

(38.09

gal. multiplied by 6 lb/gal.)

38.09

gal.

228.54

lbs.

REPORT: VB-770

5-6

ISSUED:

JUNE

16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE

CRUISER

SECTION 5

PERFORMANCE

5.7 PERFORMANCE GRAPHS

LIST OF FIGURES

Figure

No.

Page

No.

5-1

5-3

5-5

AirspeedCalibration

.........

StallSpeedvs.AngleofBank

TakeoffPerformance(19501bs.)

.....................................

.................

..

.............................

5-7

TakeoffPerformance(21501bs.)

5-9 EnginePerformance

...............

...........

5-11 ClimbPerformance

......................,....................

5-13

Time,DistanceandFueltoClimb

..................................

5-15 Cruise Performance True Airspeed

.

.

5-17 BestEconomyMixtureRange.....................................

5-19

Endurance

................................................

.

5-21 Time, Distance and Fuel to Descend

.

.

.

5-23

GlidePerformance

...........................................

5-25 LandingPerformance..........................................

.

.

..........................

.

.

.

.

.

.

.

.

......

.

.

.

.

.

.

.

.

.

.

.

.

.

.....

.

.

.

.

.

............

.

.

...........

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

5-9

5-10

5-11

5-12

5-13

5-14

5-15

5-16

5-17

5-18

5-19

5-20

5-21

ISSUED: JUNE 16, 1976

REPORT:

VB-770

5-7

SECTION

5

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE CRUISER

THIS PAGE

INTENTIONALLY

LEFT

BLANK

REPORT: VB-770

5-8

ISSUED: JUNE 16, 1976

PI"LR

AIRCRAFT CORPORATION

PA-282140, CHEROKEE CRUISER

PA-28-140

AMSPIE

CAL1оA

SECTION 5

PERFORMANCE

<

-

120

110

100

90

150

----

140

-----

130

-------

--

PS 40

--

60

50 y

(O 53

60 I3 83 90 100

110 1 0 140

1 0 1 0

KNOTS

[

ZEROINSTRUMENT

]

AIRSPEED

CALIBRATION

Figure 5-1

ISSUED: JUNE 16, 1976

--

REPORT:

VB-770

5-9

SECTION 5

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER min

PA-28-140

0°

PS

40° RAPS

0

40

10 20

30 40

OF BANK DEGREES

50

30

SO

80

-------

70

60

----

50

60

50

<

10

REPORT: VB-770

5-10

0

10

20

30 40

DEGREES

STALL SPEED VS. ANGLE OF BANK

Figure

5-3

50 60

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28 140, CHEROKEE CRUISER

SECTION 5

PERFORMANCE

PA-28-140

1®5©

LES.MAX. ©©$$ Vli

TABU ©2

PURT©¾¾ATJCU

50 FT.48

KTSlAS

POWER

---

15 KTSHEA0WINO

NOWINO

5 KTSTAILWIND

-

-----

ROLL O ER 5 FT. ARRIER

0 1 20

40

60

BO 100

0JTSIDEAIR TEMP.

°F

-20

O 20

OUTSIDE

°C

40

0 1000

TAKE

2000 3000 4000

Example:

Departure airport pressure altitude:

1100 ft.

Temperature:

50°F

Wind: 5 KTS headwind

Ground roll: 800 ft.

Distance over 50 ft. barrier: 1600 ft.

TAKEOFF PERFORMANCE

(1950

POUNDS)

Figure 5-5

ISSUED: JUNE

16, 1976

REPORT: VB-770

5-11

SECTION 5

PERFORMANCE

/ y\

y

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

P A-28-140

dide 125. h]AX, 42©$$ WT.

TAM ©77PURT©¾¾JA

WING

-------15

--

----5

NOWIND

KTS TAIL WIND

-10

-20

O 20

40

60

80 100

OUTSIDE

-

°F

0

20

AIR

TEMP.

-

°C

40

Example:

Departure airport pressure altitude: 1100 ft.

Temperature:

50°F

Wind: 5 knots headwind

Ground roll:

850 ft.

Distance over 50 ft. barrier: 1800 ft.

O

1000 2000 3000 4000

5000

TAKEOFF PERFORMANCE

Figure 5-7

(2150

POUNDS)

REPORT:

VB-770

5-12

ISSUED:

JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PAu28-140, CHEROKEE CRUISER

SECTION 5

PERFORMANCE

GROSS

BEST

PA-28-140

LBS.,WHEEL

PER

INSTRUCTIONS

-----

--

75% 8.4 GPH

65% 7.3 GPH

55% 6.2 GPH

-?

,

O

O

20

40

60

80 100

AIR °F

,

, , , , ,

-20

0 20

40

°C

Example:

Cruise pressure altitude:

Cruise OAT: 45°F

Cruise power: 75%

Engine

RPM: 2560

6000 ft.

2000

ENGINE PERFORMANCE

Figure

5-9

2200 2400

ENGINE R.P.M.

2600

ISSUED: JUNE 16, 1976

REPORT:

VB-770

5-13

SECTION 5

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEllOKEE CRUISER r--r r---7-

PA-28-140

GROSS LBS.

FLAPS THROTTLE

,

O

O 20

40 60

80 100

OUTSIDE

-

°F

,

-20

0

20 40

°C

Example:

Climb pressure altitude:

6000 ft.

Climb OAT:

45°F

Rate of climb: 320 ft./min.

0

200

RATE

400

600 800

FEET MINUTE

CLIMB PERFORMANCE

Figure 5-11

ISSUED: JUNE 16, 1976

REPORT: VB-770

5-14

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

P A-28-140

FLAPS THROTTLE

SECTION 5

PERFORMANCE

-10

-20

-

0 20

40

60

80

100

AIRTEMP.

°F

UL?ANIUlk

AIRPORf

0

20

AIRTEMP.

°C

40

0 10 20

Example:

Departure airport

Departure airport pressure altitude: temperature:

Cruise pressure altitude:

Cruise OAT:

45°F

6000 ft.

50°F

1100 ft.

Time to climb (14.5

min. minus 1.5 min.):

13 min.

Distance

Fuel to climb (20.5

miles minus 2 miles): 18.5 nautical miles to climb (4.5

gal.

minus

.5

gal.):

4 gal.

TIME, DISTANCE AND FUEL TO CLIMB

Figure

5-13

ISSUED: JUNE 16, 1976

30 40

50

REPORT: VB-770

5-15

SECTION 5

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28-140 CHEROKEE CRUISER

PA-28-140

-

UBŒ©Ð¾AUCE TRUE

AM

2150POUNDS

FAIRINGS

--10

'

-20

0

20 40 60

80 100

°F

0 20

°C

40

90

100 110

120

TRUEAIRSPEED

KNOTS

13)

KNOTS

130

Example:

Cruise pressure altitude:

6000 ft.

Cruise OAT: 45°F

Cruise power:

75%,

Best Economy Mixture

Cruise speed:

109.5

KTS TAS

CRUISE

PERFORMANCE

-

Figure 5-15

TRUE

AIRSPEED

REPORT: VB-770

5-16

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28440, CHEROKEE CRUISER

PA-28-140

NO

WIND,

45 MINRESOEREVE NO

RES

RVE

SECTION 5

PERFORMANCE

I

% PO ER15

1

65 55

15 65 55

O O 20 40 60

80

100

OUTSIDE °F

°C

500 520 540

560 580 600 620 580 600 620 640 660

680

RANGE MILES

OF CRUISE.]

Example:

Cruise pressure altitude:

Cruise OAT: 45°F

6000 ft.

Cruise power: 75%,

Best Economy Mixture

Range with 45 min. reserve at 55% power: 532 nautical miles

Range with no reserve:

608 nautical miles

BEST

ECONOMY MIXTURE RANGE

Figure 5-17

ISSUED:

JUNE 16,

1976

REPORT: VB-770

5-17

SECTION

5

PERFORMANCE

PA-28-140

BEST ECONOMY

48

PERLYCOMING

GALLONS

45 MINRESERVE

55% POWER

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

NORESERVE

55

75 5 5

.

O 0

20

40 60 80 100

AIR TEMP.

°F

,

-20

O

20 40

°C

4 5

6

Example:

Cruise pressure altitude:

6000 ft.

Cruise OAT: 45°F

Cruise power:

Endurance with

75%, Best Economy

Mixture

45 min. reserve at

55% power:

4.8

hrs.

Endurance with no reserve: 5.6

hrs.

7

8

4 5 6

7

8

HOURS

TIME &

DESCEND)

ENDURANCE

Figure 5-19

ISSUED: JUNE 16, 1976

REPORT: VB-770

5-18

PIPER AIRCRAFT CORPORATION

PAl28 140 CHEROKEE

CRUISER

P A-28-140

2500 RPM,122 KSKTSlASNOWIND

SECTION 5

PERFORMANCE

CRUISE

DESTINATION

R OR

,

0

0

20 40 60 80 100

OUTSIDE

°,

°F

, , ,

-20

0 20 40

°C

O

¯¯

10

Example:

Cruise pressure altitude:

6000

Cruise OAT:

45°F ft.

Destination airport pressure altitude: 800

Time to descend

Distance

(7.5

to descend min. minus

(18 l miles minus min.):

2 ft.

6.5 min.

miles): 16 nautical miles

Fuel to descend

(2 gal. minus 5 gal.):

1.5 gal.

20

TIME, DISTANCE AND FUEL TO DESCEND

Figure 5-21

ISSUED: JUNE 16 1976

30

REPORT:

VB-770

5-19

SECOON 5

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

PA-28-140

2150 LBS.,PROPWINDMILLING

69 KTS IAS

0

0

20 40

60 80

100

AIR

TEMP.

°F

-20

0 20

TEMP.

°C

40

0 2 4 6

8 10 12

14 16 8 20

Example:

Cruise pressure altitude:

Cruise OAT:

28°F

5500 ft.

Terrain pressure altitude:

2000 ft.

Temperature at terrain:

49°F

Glide distance (8 nautical miles minus

3 nautical miles):

5 nautical miles

GLIDE PERFORMANCE

Figure 5-23

REPORT: VB-770

5-20

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT

CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION

5

PERFORMANCE

P A-28-140 liillililillillillili!

BU®MG PURT©Ð¾AWCE

LBS.,

FLAPS

BRAKING

59 KTS.IAS

--

---

15

NOWINO

5 KTSTAILWINO

---

- GRONOROLL

-23

O

20 40 60 80 100

400 600 800

1000 1200 1400

Example:

Destination airport

Destination airport pressure altitude: temperature:

56° F

Destination airport wind: 5 KTS

800 ft.

tailwind

Ground roll: 720 ft.

Distance over

50 ft. barrier:

1330 ft.

LANDING PERFORMANCE

Figure 5-25

ISSUED: JUNE 16,

1976

REPORT:

VB-770

5-21

SECTION 5

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE

CRUISER

THIS

PAGE

INTENTIONALLY LEFT BLANK

REPORT:

VB-770

5-22

ISSUED:

JUNE 16,

1976

TABLE OF CONTENTS

SECTION

6

WEIGHT AND BALANCE

Para grap h

No.

6.1

6.3

6.5

6.7

6.9

Page

No.

General...................

AirplaneWeighingProcedure

.....................................

..............................

6-1

6-3

WeightandBalanceDataandRecord

Weight and

................................

Balance

Determination for

Flight

EquipmentList

.............................................

.

.

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.

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.

6-6

6-11

6-19

(a)

Propeller and Propeller Accessories

.

(b)

EngineandEngineAccessories................................

(c)

LandingGearandBrakes

...................................

(d)

ElectricalEquipment

.....................................

.

.

.

.

.

.

.

.

.

.

.

.

.

6-19

6-21

6-23

6-25

(e)

Instruments..

............

(f)

Miscellaneous.............

............

............

.................

.................

6-27

6-29

(g)

Engine and Engine Accessories (Optional Equipment)

.

.

.

.

.

.

.

.

.

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.

.

.

.

.

6-31

(h)

Propeller and Propeller Accessories (Optional Equipment)

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

6-33

(i)

Landing Gear and Brakes (Optional Equipment)

.

.

.

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.

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6-35

(j) Electrical Equipment (Optional Equipment)

.

.

.

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.

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.

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.

.

.

.

6-37

(k)

Instruments (Optional Equipment)

.

.

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6-39

(1)

Autopilots(OptionalEquipment)

..............................

6-41

(m)

Radio Equipment (Optional Equipment)

.

.

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.

.

.

.

.

.

.

.

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.

.

.

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6-43

(n)

Miscellaneous(OptionalEquipment)

............................

6-51

REPORT: VB-770

6-i

PI"ER

AIRCRAFT

CORPORATION

PA-28-140, CHEROKEE

CRUISER

WEIGHT

SECTION 6

AND BALANCE

SECTION 6

WEIGHT AND BALANCE

6.1 GENERAL must

In order to achieve the performance and be flying characteristics which are designed into the airplane, it flown with the weight and center of gravity (C.G.) position within the approved operating range maximum number

(envelope).

Although the airplane offers flexibility of loading, it cannot be flown with the of adult passengers, full fuel tanks and maximum baggage. With the must insure that the airplane is loaded within flexibility comes responsibility.

the loading envelope before he makes a takeoff.

The pilot cruise have.

Misloading as well as carries consequences for any aircraft. An overloaded airplane will not take off, climb or a properly loaded one. The heavier the airplane is loaded, the less climb performance it will

Center of gravity is a determining factor in flight characteristics.

airplane, it may be difficult to rotate for takeoff or landing. If the C.G.

If the C.G. is is too far forward too far aft, the airplane in any may rotate prematurely on takeoff or tend to pitch up during climb. Longitudinal stability will be reduced. This can lead to of inadvertent stalls and even spins, and spin recovery becomes more difficult as the center of gravity moves aft the approved limit.

weighed, empty

A properly loaded airplane, however, will perform as and a basic empty weight of the airplane weight and C.G. location plus the optional is equipment).

intended.

computed (basic

Before the airplane empty weight

Using the basic empty consists of the standard weight is and delivered, it

C.G. location, is the pilot can determine the weight and C.G. position for the loaded airplane by computing the total weight and moment and then determining whether they are within the approved envelope.

The basic empty weight and C.G. location are recorded in the Weight and Balance Data Form (Figure

6-5) and the Weight and Balance Record (Figure 6-7). The current values should always be used.

Whenever new equipment compute is added or any a new basic empty modification work weight is done, the mechanic and C.G. position and to

Weight and Balance Record. The owner should make sure that write it responsible these is done.

in for the work is required to the Aircraft Log Book and the

A weight and balance calculation is necessary so as to keep loading.

within in determining how much fuel or baggage can be boarded allowable limits. Check calculations prior to adding fuel to insure against improper weight,

The following pages are forms used in weighing an airplane in production and in computing basic empty

C.G. position, and useful load. Note that the useful load includes usable fuel, baggage, passengers.

Following this is the method for computing takeoff weight and C.G.

cargo and

ISSUED: JUNE 16, 1976

REVISED:

APRIL 18, 1980

REPORT: VB-770

6-1

S I A6ND

BALANCE

PIPER AIRCRAFT

CORPORATION

PA-28-140,

CHEROKEE

CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

6-2

VB-770

ISSUED: JUNE

16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 6

WEIGHT AND BALANCE

6.3

AIRPLANE WEIGHING PROCEDURE

At the time of delivery, Piper Aircraft Corporation provides each airplane with the basic empty weight and center of gravity location. This data is supplied by Figure 6-5.

The removal center of gravity.

gravity location: or addition of equipment

The following is or airplane modifications can affect a weighing procedure to determine this basic the basic empty weight and empty weight and center of

(a)

Preparation

(1)

Be certain that all items checked in the airplane equipment list are installed in the proper location in the airplane.

(2) Remove excessive dirt, grease, moisture, foreign items such as rags and tools from the airplane before weighing.

(3)

Defuel airplane.

Then open all fuel drains until all remaining fuel is drained. Operate engine on each tank until all undrainable fuel is used and engine stops.

Then add the unusable fuel

(3 pints total, l.5 pints each wing).

CAUTION

Whenever the fuel system is completely drained and fuel is replenished it will be necessary on each to run the engine for a minimum of three minutes at 1000 RPM tank to insure that no air exists in the fuel supply lines.

(4)

Fill with oil to full capacity.

(5) Place pilot and copilot seats in fourth

(4th) notch, aft of forward position.

Put flaps in the fully retracted position and all control surfaces in the neutral position.

Tow bar should be in the proper location and door closed.

(6)

Weigh the airplane inside a closed building to prevent errors in scale readings due to wind.

(b)

Leveling

(l)

With airplane on scales, block main gear oleo pistons in the fully extended position.

(2) Level airplane (refer to Figure

6-3) deflating nose wheel tire, to center bubble on level.

ISSUED: JUNE 16, 1976

REVISED: APRIL 18, 1980

REPORT:

VB-770

6-3

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

(c)

Weighing Airplane Basic Empty Weight

(

I) With the airplane level and brakes released, record the weight shown on each scale. Deduct the tare, if any, from each reading.

Tare

Net

Weight

Scale Position and Symbol

Nose Wheel (N)

Right Main Wheel

Left Main Wheel

(R)

(L)

Basic

Empty Weight, as Weighed (T)

Scale

Reading

WEIGHING.FORM

Figure 6-1

(d)

Basic Empty Weight Center of Gravity

(1)

The following geometry applies to the

PA-28-140 airplane when it is level.

Refer to Leveling paragraph 6.3

(b).

C. G. Arm

78.4

a .

Level Pomts

(Fuselage Left Side)

A

=

35.9

B

=

109.7

2

A

N

REPORT:

VB-770

6-4

C.

G.

Wing Leading

Edge

R

+ L

LEVELING DIAGRAM

Figure 6-3

The datum is 78.4 inches ahead of the wing leading edge at the intersection of the straight and tapered section.

ISSUED:

REVISED:

JUNE

16, 1976

FEBRUARY 22,

1977

PIPER AIRCRAFT CORPORATION

PA-28-140;CHEROKEECRUISER

SECTION 6

WEIGHT AND BALANCE

(2)

The basic empty weight center of gravity

(as weighed including optional equipment, full oil and unusable fuel) can be determined by the following formula:

C.G.

Arm

=

N (A)

+

(R

+

L) (B) inches

T

Where: T

=

N

+

R

+

L

ISSUED: JUNE

16, 1976

REVISED: NOVEMBER 15, 1976

REPORT:

VB-770

6-5

SECTION 6

WEIGHT AND

BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

6.5

WEIGHT

AND BALANCE DATA AND

RECORD

Tlie Basic Empty Weight, Center of Gravity Location and Useful Load listed in Figure 6-5 are for the airplane as delivered from registration number shown.

the factory.

These figures apply only to the specific airplane serial number and

The basic empty weight of the airplane as delivered from the factory has been entered in the

Weight and Balance Record (Figure 6-7).

This form is provided to present the current status of the airplane basic empty

Record.

weight and a complete history of previous modifications.

Any change equipment or modification which affects to the weight or moment must be entered in the permanently installed

Weight and Balance

REPORT:

VB-770

6-6

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 6

WEIGHT AND BALANCE

MODEL PA-28-140 CHEROKEE CRUISER

Airplane Serial

Number

Registration Number

Date

AIRPLANE BASIC EMPTY WEIGHT

Weight

(Lbs) x

C.G. Arm

(Inches Aft of Datum)

_

Item

Actual

Standard

Empty Weight* Computed

Optional Equipment

-BasicEmpty

Weight

*The standard empty weight includes full oil capacity and 3.0

pints of unusable fuel.

Moment

(In-Lbs)

AIRPLANE USEFUL LOAD

(Gross Weight) (Basic Empty Weight)

=

Useful Load lbs)

=

Normal Category

(2150 lbs) (

Utility

Category (1950 lbs) ( lbs)

= lbs.

lbs.

THIS BASIC EMPTY WEIGHT, C.G.

AND USEFUL LOAD ARE FOR THE AIRPLANE AS

DELIVERED FROM THE FACTORY.

REFER TO APPROPRIATE AIRCRAFT

RECORD WHEN

ALTERATIONS HAVE BEEN MADE.

ISSUED:

JUNE 16, 1976

WEIGHT AND BALANCE DATA FORM

Figure 6-5

REPORT; VB-770

6-7

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT

CORPORATION

PA-28-140, CHEROKEE

CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-770

6-8

ISSUED: JUNE

16, 1976

C

PA-28-140

Date

Item No.

In Out

Serial Number

Description of Article or

Modification

Registration

Number

Page

Number

Added

Weight Change

(+)

Remo ed

(-)

Runn ng Basic

Empt/ Weight

Wt.

(Lb.)

Arm Moment

Wt.

Arm Moment

Wt.

Moment

(In.)

/100

(Lb.)

(In.) /100

(Lb.) /100

As Delivered

o o

e

PA-28-140

Date

Item No.

In

Out

Serial Number

Description of Article or Modification

Registration Number Page Number

Weight Change

Adde i (+) Removed

(-)

Running Basic

Empty Weight

Wt.

Arm Moment

Wt.

Arm Moment

Wt.

Moment

(Lb.) (In.)

/100 (Lb.) (In.) /100

(Lb.)

/100

As Delivered

>

>

>

Z

2 os

8

PIPER AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE CRUISER

SECTION 6

WEIGHT AND BALANCE

6.7

WEIGHT AND

BALANCE DETERMINATION

FOR

FLIGHT

(a)

Add the weight of all items to be loaded to the basic empty weight.

(b)

Use the

Loading

Graph

(Figure

6-15) to determine the moment of all items to be carried in the airplane.

(c)

Add the moment of all items to be loaded to the basic empty weight moment.

(d)

Divide the total moment by the total weight to determine the

C.G. location.

(e)

By using the figures of item (a) and item (d) (above), locate a point on the

C.G. range and weight graph

(Figure

6-17).

If the point falls within the

C.G. envelope, the loading meets the weight and balance requirements.

Weight

(Lbs)

Arm

Aft

Datum

(Inches)

Moment

(In-Lbs)

Basic Empty Weight

Pilot and Front Passenger

Passengers, Aft*

Fuel

(50 Gallon Maximum)

Baggage* Area l

Baggage* Area 2

Total Loaded Airplane

340.0

85.5

1

17.0

95.0

117.0

133.3

29070

The center of gravity (C.G.) of this sample loading problem is at

Locate this point

(

C.G. envelope, this loading meets the weight and balance requirements.

inches aft of the datum line.

) on the

C.G. range and weight graph.

Since this point falls within the weight

IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER

TO

INSURE

THAT

THE

AIRPLANE

IS LOADED

PROPERLY.

*Utility Category Operation No baggage or aft passengers allowed.

Normal Category Operation See Figure 6-11.

SAMPLE LOADING PROBLEM

Figure 6-9

ISSUED: JUNE 16, 1976

REPORT:

VB-770

6-11

SEC1ION 6

WEIGHT AND BALANCE

PIPER

AIRCRAFT

CORPORATION

PA-28440, CHEROKEE CRUISER

A.

Maximum Allowable Baggage Capacity Area

B.

Maximum Allowable

Baggage Capacity Area

=

200 lbs.

=

100 lbs.

Aircraft are eligible for

100-lb modified in accordance with maximum baggage

Piper drawing 66671.

in this area when

REPORT: VB-770

6-12

MAXIMUM ALLOWABLE BAGGAGE

Figure 6-11

ISSUED:

JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-2 140, CHEROKEE CRUISER

Basic Empty Weight

Pilot and Front Passenger

Passengers, Aft*

Fuel

(50

Gallon Maximum)

|

Baggage* Area l

Baggage* Area 2

Total Loaded Airplane

SECTION 6

WEIGHT AND BALANCE

Weight

(Lbs)

Arm Aft

Datum

(Inches)

85.5

117.0

95.0

1 17.0

133.3

Moment

(In-Lbs)

Totals must be within approved weight and C.G.

limits. It is the responsibility of the airplane owner and the pilot and to insure that the airplane is loaded properly.

The Basic Empty Weight C.G. is noted on the Weight

Balance Data Form (Figure 6-5). If the airplane has been altered, refer to the

Weight and Balance

Record for this information.

*Utility Category Operation

No baggage or aft passengers allowed.

Normal Category Operation See Figure 6-11.

ISSUED: JUNE 16, 1976

WEIGHT

AND BALANCE

LOADING FORM

Figure

6-13

REPORT:

VB-770

6-13

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE CRUISER

THIS PAGE

INTENTIONALLY LEFT BLANK

REPORT: VB-770

6-14

ISSUED: JUNE

16, 1976

PIPER AIRCRAFT CORPORATION

PA-28440, CHEROKEE CRUISER

SE(TON

6

WEIGHT AND

BALANCE

450

400

350

300

250

----

200

---

--

--

--

100

50

0

--

5

---

10 15 20 25

30

MOMENT/1000(POUNDS-INCHES)

35

40

45

50

ISSUED: JUNE 16, 1976

LOADING

GRAPH

Figure 6-15

REPORT:

VB-770

6-15

SECTION

WEIGHT

6

AND BALANC E

PIPER AIRCRAFT

CORPORATION

PA-28-140, CHEROKEE

CRUISER

1800

1600

2200

2000

Utility Category li or al C tegt ry

I

1400

--

--------

1NO

84

86

88 90

INCHES AFT DATUM

92 94 96

REPORT:

VB-770

6-16

C.

G. RANGE AND WEIGHT

Figuæ 6-17

ISSUED: JUNE

16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 6

WEIGHT AND BALANCE

THIS PAGE INTENTIONALLY LEFT BLANK

ISSUED:

JUNE 16,

1976

REPORT:

VB-770

6-17

SECTION 6

WEIGHT AND

BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE

CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

6-18

ISSUED: JUNE 16, 1976

PIPER

AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 6

WEIGHT AND BALANCE

6.9 EQUIPMENT LIST

The following is a list of equipment which may be installed in items used for defining the configuration of an airplane when the the

PA-28-140.

basic empty weight

It consists of is established those at the time of delivery.

Only those standard items which are alternate standard items and those required to be listed by the certificating authority (FAA) are presented.

Items marked with an "X" are those items which were installed on the airplane described below as deliveæd by the manufacturer.

PIPER AIRCRAFT CORPORATION

SERIAL NO.

REGISTRATION NO.

PA-28-140 CHEROKEE CRUISER

DATE:

Item

No.

1

(a)

Propeller and Propeller Accessories

Item

Propeller, Sensenich

74DM6-0-58

Cert.

Basis TC P886

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

ISSUED: JUNE

REVISED:

16.

1976

AUGUST

2, 1976

REPORT:

VB-770

6-19

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-770

6-20

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

(b)

Engine and Engine Accessories

Item

No.

5

Item

Lycoming Model O-320-E3D

Cert. Basis TC 274

SECTION 6

WEIGHT AND

BALANCE

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

ISSUED: JUNE 16, 1976

REPORT:

VB-770

6-21

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS

PAGE

INTENTIONALLY LEFT BLANK

REPORT:

VB-770

6-22

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT

CORPORATION

PA-28-140, CHEROKEE

CRUISER

Item

No.

13

15

(c)

Landing Gear and Brakes

Item

Two a.

Main Wheel Assemblies

Cleveland Aircraft Products

Wheel Assy.

No.

40-86

Brake Assy. No.

30-55

Cert. Basis TSO C26a b.

6.00-6 Type III 4 Ply

Rating Tires with Regular Tubes

Cert.

Basis

TSO C62

Nose Wheel Assembly a. Cleveland Aircraft

Wheel Assy. No.

Products

38501

Cert. Basis TSO C26a b.

McCauley Industrial Corp.

Wheel Assy. No. D-30625

Cert. Basis TSO C26b c.

6.00-6 Type III 4

Ply

Rating Tire with Regular Tube

Cert. Basis

-

TSO C62

Mark if

Instl.

Weight

(Pounds)

4.3

5.5

SECTION

WEIGHT AND BALANCE

6

Arm (In.)

Aft Datum

Moment

(Lb-In.)

36.0

36.0

155

198

ISSUED: JUNE 16,

1976

REVISED: FEBRUARY 22, 1977

REPORT:

VB-770

6-23

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

6-24

VB-770

ISSUED:

JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

(d) Electrical Equipment

Item

No.

Item

SECTION 6

WEIGHT AND BALANCE

Mark if

,

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

ISSUED: JUNE 16, 1976

REPORT: VB-770

6-25

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-28440, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-770

6-26

ISSUED:

JUNE

16,

1976

PIPER AIRCRAFT CORPORATION

PA-28440,

CHEROKEE

CRUISER

(e)

Instruments

Item

No.

21

23

25

Item

Altimeter, Piper PS50008-2

-3 or

Cert. Basis

TSO

Cl0b

Airspeed Indicator

Piper PS50049-28S

Cert.

Basis TSO

C2b

Compass

Piper Dwg. 67462-4

Cert.

Basis TSO

C7c

SECTION 6

WEIGHT AND BALANCE

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

ISSUED:

JUNE 16, 1976

REPORT: VB-770

6-27

SECTION 6

WEIGHT

AND

BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

6-28

ISSUED:

JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28440, CHEROKEE CRUISER

Item

No.

33

(f)

Miscellaneous

Item

Front Seat Belts

(2)

Piper PS50039-4-2A

Cert.

Basis TSO C22f

SECTION 6

WEIGHT AND BALANCE

Mark if

Instl.

Weight

(Pounds)

Arm

(In.)

Aft

Datum

Moment

(Lb-In.)

ISSUED: JUNE 16, 1976

REPORT:

VB-770

6-29

SECTION 6

WEIGHTAND BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

6-30

ISSUED: JUNE

16, 1976

PIPER

AIRCRAFT CORPORATION

PA-28-140, CHEROKEE

CRUISER

(g)

Engine and

Engine Accessories

(Optional Equipment)

Item

No.

45

Item

Starter Lycoming 76211

Prestolite MZ4206

Cert. Basis TC 274

SECTION 6

WEIGHT AND

BALANCE

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

*1.0

19.5

20

*Weight and moment difference between standard and optional equipment.

ISSUED:

JUNE 16, 1976

REPORT: VB-770

6-31

SECTION 6

WEIGHT

AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-770

6-32

ISSUED:

JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140 CHEROKEE CRUISER

(h)

Propeller and Propeller

Accessories

(Optional Equipment)

Item

No.

Item

Mark if

Instl.

Weight

(Pounds)

SECTION 6

WEIGHT

AND

BALANCE

Arm (In.)

Aft Datum

Moment

(Lb-In.)

ISSUED:

JUNE 16, 1976

REPORT: VB-770

6-33

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE

CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-770

6-34

ISSUED: JUNE

16, 1976

PIPER

AIRCRAFT CORPORATION

PA-28440, CHEROKEE

CRUISER

(i) Landing Gear and Brakes

(Optional

Equipment)

Item

No.

63

65

Item

Nose Wheel Fairing,

Piper

Dwg. 65348-2

Cert. Basis

-

TC 2Al3

Main Wheel Fairings,

Piper

Dwg. 65237

Cert. Basis TC 2Al3

SECTION 6

WEIGHT AND BALANCE

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

3.6

7.6

41.3

113.6

149

863

ISSUED:

JUNE 16, 1976

REPORT:

VB-770

6-35

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER mil.-.--

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-770

6-36

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

(j)

Electrical

Equipment

(Optional

Equipment)

Item

No.

79

81

95

97

83

85

87

89

91

93

Item

Instrument

Panel Lights

Cert.

Basis

TC

2Al3

Instrument Light

Grimes 15-0083-7

(2),

Cert.

Basis TC

2A13

Cabin

Light

Cert. Basis TC 2A13

Landing Light, G.E.

Model 4509

Cert.

Basis

TC 2Al3

Navigation Lights (2)

Grimes Model Al285

(Red and

Green)

Cert. Basis

TC 2Al 3

Navigation Light (Rear)

Grimes Model A2064

(1)

(White)

Cert. Basis TC 2A13

Anti-Collision Lights

(Fin and Wing Tips)

Piper Dwg.

99033-5

Cert.

Basis

TC 2Al3

Anti-Collision Lights

(Fin only) Piper Dwg.

99033-2

Cert. Basis TC 2A13

Rotating

Beacon

Cert. Basis TC 2A13

Heated Pitot Head,

Piper Dwg. 69041-5

Cert.

Basis TC 2A13

SECTION 6

WEIGHT AND BALANCE

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft

Datum

Moment

(Lb-In.)

0.3

67.8

0.2

0.3

99.0

99.0

20

20

30

0.5

18.1

9

0.4

0.2

6.1

106.6

311.7

172.8

43

62

1054

3.1

1.5

0.4

210.3

263.4

100.0

652

395

40

ISSUED: JUNE

16, 1976

REPORT:

VB-770

6-37

SECTION 6

WEIGHT AND BALANCE

(j)

Electrical Equipment

(Optional Equipment)

(cont)

Item

No.

99

101

103

105

107

Item

Piper Pitch Trim

Piper Dwg. 67496-3

Cert. Basis TC 2Al3

Battery

12V

35

A.H.

Rebat

R35 (Wt. 27.2 lbs.)

Cert. Basis TC 2Al3

Auxiliary

Piper

Power Receptacle,

Dwg. 65529

Cert. Basis

-

TC 2Al3

External Power Cable,

Piper Dwg. 62355-7

Cert. Basis

-

TC 2A13

Lighter,*200462,

12 Volt

Universal

Cert. Basis TC 2Al3

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

4.3

*5.3

3.0

4.6

.2

155.3

114.9

133.0

117.0

67.9

668

609

399

538

14

*Weight and moment difference between standard and optional equipment.

REPORT: VB-770

6-38

ISSUED: JUNE 16,

1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

(k)

Instruments

(Optional Equipment)

Item

No.

113

115

117

119

121

123

125

127

129

131

Item

Vacuum System Installation

Cert. Basis TC 2Al3

Attitude Gyro, Piper

-4

-3,

Dwg. 99002-2,

Cert. Basis

TSO C4c or

-8

Directional Gyro, Piper

-3,

-4

Dwg. 99003-2,

Cert. Basis TSO C5e or

-7

Tru-Speed Indicator,

Piper PS50049-28T

Cert. Basis

-

TSO C2b

Encoding

Altimeter,

-7

Piper PS500084 or

Cert.

Basis

-

TSO C10b, C88

Vertical Speed Indicator a.

Piper Dwg. 99010-2, b. Piper Dwg.

99010-3

Cert. Basis TSO C8b

-4 or

-5

Alternate Static

Source

Cert. Basis

TC 2Al3

Turn and

Slip Indicator,

-3

Piper PS50030-2 or

Cert. Basis

TSO C3b

Manifold

Pressure Gauge,

-4

Piper PS50031-3 or

Cert. Basis TSO C45

Engine Hour

Meter

Piper Dwg. 79548-2

Cert. Basis

TC 2A13

SECTION 6

WEIGHT AND BALANCE

Mark if

Instl.

Weight

(Pounds)

Arm

(In.)

Aft Datum

Moment

(Lb-In.)

4.5

43.8

197

2.2

64.4

142

2.6

64.7

168

(same as standard equipment)

*

.9

1.0

.5

65.3

65.9

67.2

.4

66.0

2.6

0.9

64.7

64.7

0.3

66.2

26

168

58

20

59

66

34

*Weight and moment difference between standard and optional equipment.

ISSUED: JUNE 16, 1976

REVISED:

FEBRUARY

22, 1977

REPORT:

VB-770

6-39

SECTION 6

WEIGHT AND BALANCE

(k) Instruntents

(Optional Equipment)

(cont)

Item

No.

133

135

Item

Clock

Cert. Basis TC 2A13

Air Temperature Gauge,

-2

Piper Dwg. 99479-0 or

Cert. Basis

TC 2A13

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

.4

Moment

(Lb-In.)

67.4

27

.2

77.6

16

REPORT: VB-770

6-40

ISSUED:

JUNE

16,

1976

PIPER AIRCRAPT CORPORATION

PA-28440, CHEROKEE CRUISER

Item

No.

147

149

(1)

Autopilots

(Optional Equipment)

Item

AutoFlite II

Cert. Basis STC SAl406SW

AutoControl IIIB a.

Omni Coupler lC-388

Cert. Basis STC SAl406SW

SECTTON6

WEIGHT AND BALANCE

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

5.6

9.6

1.0

93.9

81.1

64.3

526

779

64

ISSUED: JUNE 16,

1976

REPORT:

VB-770

6-41

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

6-42

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

(m)

Radio Equipment

(Optional Equipment)

Item

No.

Item

161 l63

165

167

169

171

173

Collins VHF-251 Comm

Transceiver a.

Single b. Dual

Cert. Basis TSO C37b,

C38b

Collins

VIR-351 Nav

Receiver a.

Single b.

Dual

Cert. Basis

TSO C40a,

C36c

Collins

IND-350 VOR/LOC

Indicator a.

Single b. Dual

Cert. Basis TSO C40a,

C36c

Collins IND-351 VOR/LOC/

GS Indicator

Cert. Basis TSO C40a,

C36c

Collins GLS-350

Glide Slope Receiver

Cert. Basis TSO C34c

Collins

RCR-650 ADF

Receiver and Antenna and IND-650 Indicator

Cert.

Basis TSO C4lc

Collins

AMR-350

Audio/Marker

Panel

Cert.

Basis TSO C35d,

CS0b

175 Collins TDR-950

Transponder

Cert. Basis

TSO C74c

*Weight includes antenna and cable.

ISSUED: JUNE

16, 1976

SECTION 6

WEIGHT

AND

BALANCE

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

3.4

6.8

62.8

62.8

214

427

2.7

5.4

63.3

63.3

171

342

1.0

2.0

66.1

66.1

66

132

6.6

*3.3

*2.8

1.3

2.0

66.1

144.7

86

289

108.0

713

114.2

58.2

377

163

REPORT: VB-770

6-43

SECTION 6

WEIGHT AND BALANCE

(m)

Radio Equipment

(Optional Equipment) (cont)

Item

No.

Item

177

179

18

1

King KX

170

Comm/Nav

( )

VHF a.

b.

Transceiver, Single

Transceiver, Dual

Cert. Basis

TC 2Al3

King KX

175 a.

b.

Transceiver,

( )

VHF

King KN 73

Glide Slope

Receiver, c. King KN

Converter,

77

VOR/LOC d. King

KNI 520 VOR/ILS

Indicator

Cert.

Basis TSO C3bc,

C37b, C38b, C40a

King KX 175 a. Transceiver b. King KN

77

(

)

VHF

(2nd),

VOR/LOC

Converter, c. King

KNI

Indicator

520 VOR/ILS

Cert. Basis

-

TSO

C37b, C38b, C40a

C36c,

( )

VOR/

ll83

King KI 201

LOC Ind.

a.

b.

Single

Dual

Basis

TC

2A13

Cert.

185

187

189

King

KI 213 VOR/LOC/GS

Indicator

Cert.

Basis

-

TC

2Al3

King KI

214

LOC/GS Ind.

Cert.

( )

VOR/

Basis

TC

2Al3

King KN 74

Cert. Basis

R-Nav

TC

2Al3

REPORT: VB-770

6-44

PIPER AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE CRUISER

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

7.5

15.0

7.5

3.2

3.6

2.8

6 1.6

61,6

61.6

184.3

183.6

64.9

462

924

462

590

66 I

182

7.5

4.2

2,8

6 1.6

183.6

64.9

462

771

182

2.5

5.0

2.5

3.3

4.7

64.9

64.9

65.4

64.9

60.6

162

325

164

214

285

ISSUED: JUNE 16, 1976

REVISED:

AUGUST 2, 1976

PIPER AIRCRAFT CORPORATION

PA128440, CHEROKEE CRUISER

(m)

Radio Equipment

(Optional

Equipment)

(cont)

Item

No.

191

193

195

197

199

201

Item

King

KN

61

DME

Cert. Basis TC 2Al3

King KN 65A DME

Cert. Basis TSO C66a

King KR 85 Digital ADF a.

Audio Amplifier

Cert. Basis TSO C41b

King KR 86 ADF a.

First b. Second c.

Audio Amplifier

Cert. Basis TC 2A13

King KMA 20

Panel

( )

Audio

Cert. Basis TSO C35c, CS0b

King KT 76/78 Transponder

Cert. Basis TSO C74b

SECTION 6

WEIGHT AND BALANCE

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

12.5

13.0

8.6

0.8

179.1

175.2

88.5

56.0

Moment

(Lb-In.)

2239

2278

761

45

6.7

9.7

0.8

94.5

108.9

56.0

633

1057

45

*3.7

*3.1

74.9

63.1

277

196

*Weight includes antenna and cable.

ISSUED: JUNE 16, 1976

REPORT: VB-770

6-45

SECTION 6

WEIGHT AND BALANCE

Item

No.

203

205

207

209

211

213

215

217

219

(m) Radio Equipment

(Optional Equipment)

(cont)

Item

Narco Comm 10A VHF

Transceiver

Cert.

Basis

TC

2Al3

Narco Comm 1lA VHF

Transceiver a.

Single b. Dual

Cert.

Basis TC 2Al3

Narco Comm 11B VHF

Transceiver a.

Single b. Dual

Cert. Basis

TC 2Al3

Narco

Comm 111

VHF

Transceiver a.

Single b.

Dual

Cert.

Basis

TSO C37b, C38b

Narco Comm IIIB VHF

Transceiver a.

Single b.

Dual

Cert. Basis TSO C37b, C38b

Narco Nav 10 VHF Receiver

Cert. Basis TC 2Al3

Narco Nav 11 VHF Receiver a.

Single b.

Dual

Cert. Basis TC

2Al3

Narco Nav 12 VHF Receiver

Cert. Basis

TC 2Al3

Narco Nav 14 VHF Receiver

Cert. Basis TC 2Al3

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

3.9

7.8

3.0

6.0

3.9

7.8

1.9

2.8

5.6

3.4

2.5

Mark

Instl.

if Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

3.9

3.6

7.1

62.4

62.4

62.4

243

225

443

62.4

62.4

62.4

62.4

62.4

62.4

63.6

63.6

63.6

63.6

62.4

243

487

187

374

243

487

121

178

356

216

156

REPORT:

VB-770

6-46

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION

6

WEIGHT AND BALANCE

(m)

Radio Equipment

(Optional Equipment)

(cont)

Item

No.

Item

Mark if

Instl.

Weight

(Pounds)

Arm

(In.)

Aft Datum

221

223

225

227

Narco Nav 111

Cert. Basis TSO C36c, C40a,

C66a

Narco Nav

112 Receiver

Cert. Basis

TSO C36c, C40a,

C66c, C34c

Narco Nav 114 VHF Receiver

Cert. Basis

-

TSO C38b, C40a,

C36c, C34c, C66a

Narco UGR-2A Glide Slope

Cert. Basis TSO C34b

2.5

3.3

2.5

4.2

63.6

63.6

62.4

126.4

229

231

233

Narco UGR-3 Glide Slope

Cert. Basis TC 2A13

Narco MBT-12-R, Marker

Beacon

Cert. Basis TC 2A13

Narco CP-125 Audio Selector

Panel

Cert. Basis TC 2Al3

4.2

3.3

126.4

75.4

2.2

55.0

235

237

Narco DME-190

Cert. Basis TC 2A13

Narco DME-195

Receiver and

Indicator

Cert. Basis TSO C66a *l1.8

5.9

239 Narco ADF-140 a.

b.

Single

Dual

Cert. Basis TSO C4lc

6.0

17.9

241 Narco

AT50A Transponder

Cert. Basis TSO C74b a.

Narco AR-500 Altitude

Encoder

Cert.

Basis TSO C88

*3.0

1.0

*Weight includes antenna and cable.

**This arm and moment is applicable only when installed with Collins avionics.

65.9

**129.3

94.3

109.9

62.3

56.5

ISSUED:

JUNE 16 1976

Moment

(Lb-In.)

159

210

156

531

531

249

121

389

1526

566

1967

187

57

REPORT: VB-770

6-47

SECITON 6

WEIGHT AND BALANCE

(m)

Radio Equipment

(Optional Equipment)

(cont)

Item

No.

243

245

247

249

251

253

Item

Antenna and

Cable a.

Nav Receiving b.

l VHF Comm

* c.

2 VHF Comm d. Glide Slope e.

Single ADF Sense

Cert. Basis

TC 2Al3

Anti Static Antenna and

Cable

*l a.

b.

*2

VHF Comm

VHF Comm c.

Single ADF Sense

Cert. Basis

-

TC 2Al3

Emergency Locator

Transmitter a.

b.

Antenna and Coax

Shelf and Access Hole

Cert. Basis TC 2Al3

Microphone a.

Piper Dwg. 68856-10 b. Piper Dwg. 68856-11 c.

Piper Dwg. 68856-12

Cert. Basis TC 2Al3

Cabin Speaker

Cert. Basis

TC 2Al3

Headset, Piper Dwg.

68856-10

Cert. Basis

TC 2Al3

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

1.4

0.7

0.8

0.9

0.4

195.8

127.1

150.0

124.4

150.0

274

89

120

112

60

0.3

0.6

0.3

0.8

0.5

1.4

1.5

0.5

1.7

0.2

0.3

145.0

172.0

150.0

236.2

224.4

235.4

70.9

69.9

70.9

104.0

65.0

203

258

75

402

45

71

21

42

21

83

33

REPORT:

6-48

VB-770

ISSUED: JUNE

16,

1976

REVISED:

NOVEMBER 15,

1976

PIPER AIRCRAFT CORPORATION

PA-28440eCHEROKEE

CRUISER

SECTION 6

WEIGHT AND BALANCE

THIS PAGE INTENTIONALLY LEFT BLANK

ISSUED: JUNE 16,

1976

REPORT:

VB-770

6-49

SECITON 6

WEIGHT AND

BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

6-50

VB-770

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE

CRUISER

(n)

Miscellaneous

(Optional Equipment)

Item

No.

263

265

267

269

271

273

275

277

279

28 1

Item

Zinc

Chromate

Finish

Cert.

Basis

TC

2Al3

Stainless Steel Control

Cables

Cert.

Basis TC 2Al3

Air Conditioner,

Piper Dwg.

99750-3

Cert. Basis

-

TC

2A13

Cabin Overhead Vent System

Piper Dwg.

79183-3

Cert. Basis TC 2A13

Cabin Overhead Vent System

With Ground Ventilating

Blower, Piper Dwg. 79183-4

Cert. Basis TC 2A13

Assist Step

Piper Dwg. 65384

Cert. Basis TC 2Al3

Super Cabin Sound Proofing,

Piper Dwg. 78030-0

Cert.

Basis

TC

2A13

Close Out Panel

Piper Dwg. 66671-0

Cert. Basis TC 2Al3 or

-2

Adjustable Front

Piper

Seat (Left)

Dwg. 79590-0/79590-2

Cert. Basis TC 2A13

Adjustable

Front

Piper Dwg.

Seat (Right)

79590-1/79590-3

Cert. Basis

TC 2A13

67.0

5.6

*5.0

*5.1

13.1

1.8

16.3

*7.3

*Weight and moment difference between standard and optional equipment.

ISSUED:

JUNE 16, 1976

REVISED: FEBRUARY

22,

1977

SECTION 6

WEIGHT AND BALANCE

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

5.0

158.0

790

107.5

159.8

171.4

156.0

89.3

140.6

84.8

84.2

7203

893

2246

281

1456

1026

424

429

REPORT:

VB-770

6-51

SECTION 6

WEIGHT

AND BALANCE

(n)

Miscellaneous

(Optional Equipment)

(cont)

Item

No.

283

285

287

289

291

293

295

297

299

Item

Headrests

(2)

Front,

Piper Dwg. 79337-18

Cert. Basis

TC 2Al3

Jump

Piper

Cert.

Seat Installation

Dwg. 99360-4

Basis TC 2A13

Jump Seat Belts and Cables

Piper

PS50039-4-3 and Dwg.

-3

96908-0 and

Cert. Basis

TSO C22f

Inertia Safety Belts (Rear)

(2)

0.8 lbs.

each, Piper

PS50039-4-14

Cert. Basis

-

TC 2A13

Rear Ventilators

(2)

Piper Dwg. 68416-1

Cert. Basis

-

TC 2A13

Rear Ash Trays

Cert.

(2)

Basis TC 2Al3

Assist Strap,

Piper Dwg. 79455

Cert. Basis

-

TC

2Al3

Delux

Carpeting

Cert. Basis

-

TC 2Al3

Fire

Extinguisher,

Piper Dwg.76167-2

Cert. Basis TC 2Al3

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

Mark

Instl.

if

Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

2.0

16.2

*1.1

99.5

117.0

123.0

199

1895

135

1.6

1.0

0.4

0.2

*2.5

4.6

140.3

100.9

110.2

109.5

91.1

71.0

224

101

44

22

228

327

*Weight and moment difference between standard and optional equipment.

REPORT:

VB-770

6-52

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28440, CHEROKEE CRUISER

(n)

Miscellaneous

(Optional

Equipment) (cont)

Item

No.

Item

SECTION 6

WEIGHT AND BALANCE

Mark if

Instl.

Weight

(Pounds)

Arm (In.)

Aft Datum

Moment

(Lb-In.)

TOTAL OPTIONAL

EQUIPMENT

EXTERIOR FINISH

Base Color

Trim Color

Accent Color

ISSUED: JUNE 16, 1976

Registration No. Color

Type Finish

REPORT: VB-770

6-53

SECTION 6

WEIGHT AND BALANCE

PIPElk AIRCRAFT

CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

6-54

ISSUED:

JUNE 16, 1976

TABLE OF CONTENTS

SECTION 7

DESCRIPTION AND OPERATION

OF THE AIRPLANE

AND ITS SYSTEMS

Paragraph

No.

Page

No.

7.1

7.3

7.5

7.7

7.9

TheAirplane

Airframe

.................................................

..............................................

EngineandPropeller

..........................................

EngineControls.............................................

LandingGear

..............................................

7.11

FlightControls

.............................................

7.13

FuelSystem

...............................................

7.15

ElectricalSystem

............................................

7-1

7-1

7-1

7-2

7-5

7-6

7-9

7.17

VacuumSystem.............................................

7.19

InstrumentPanel

............................................

7.21

Pitot-StaticSystem...........................................

7.23

HeatingandVentilatingSystem....................................

7.25

CabinFeatures

.............................................

7-11

7-15

7-17

7-19

7-20

7.27

BaggageArea

..............................................

7.29

StallWarning

..............................................

7-23

7-23

7-23

7.31

Finish

..................................................

7.33

AirConditioning

............

7.35

PiperExternalPower

..........................................

................................

7-23

7-24

7-25

7.37

Emergency Locator Transmitter

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

7-25

REPORT:

VB-770

7-i

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE

CRUISER

SECTION 7

DESCRIPTION AND OPERATION

SECTION 7

DESCRIPTION AND OPERATION

OF THE

AIRPLANE AND ITS SYSTEMS

7.1

THE AIRPLANE

The Cherokee 140 is a single-engine, low wing monoplane of all metal construction.

It has a two-place configuration with a third and fourth family seat offered as optional equipment.

7.3 AIRFRAME are

The basic airframe is of aluminum alloy construction.

The extremities wing of fiberglass or ABS thermoplastic.

tips, cowling, tail surfaces

The fuselage is a semi-monocoque structure.

The cabin is entered the fuselage.

through a door on the right side of spars

The into continuous wings a spar are attached box main spar with splices at each side of rear spar and at an auxiliary to each side carry-through which of is the an fuselage by insertion of integral the part of through the fuel filler port on the upper surface of the wing.

the butt ends of the respective main the fuselage structure, providing, in effect, a fuselage. There front spar.

Each wing contains a are also fore twenty-five gallon and aft attachments fuel tank which is at the filled

The wing airfoil section is a laminar flow type,

NACA652415.

7.5

ENGINE

AND

PROPELLER

The Lycoming O-320-E3D four-cylinder engine installed in horsepower at

2700 rpm.

This engine has a compression ratio of 7 the

Cherokee PA-28-140 is rated at 150 to

I and requires

80/87 minimum octane fuel. The engine is equipped with direct drive or optional geared drive starter, a

60 ampere alternator, dual magnetos, vacuum pump drive, diaphragm type fuel incorporated in a single,key-operated ignition switch.

pump and a float carburetor.

Starter and magnetos are

Operation of the engine can be monitored through a group of engine instruments, including a tachometer, oil pressure and temperature gauges, and a fuel pressure gauge.

Exhaust shrouds gases are carried through a system constructed af stainless steel which incorporates heater to provide cabin heat, defrosting, and carburetor deicing.

The propeller is a Sensenich M74DM6 fixed-pitch aluminum alloy unit. Its diameter is 74 inches with a standard pitch of 58 inches.

All performance figures are based on the standard

58 inch pitch propeller.

ISSUED: JUNE 16,

1976

REPORT:

VB-770

7-1

SECTION 7

DESCRIPTION AND OPERATION

PIPER

AIRCRAFT CORPORATION

PA-28-140, CHEROKEE

CRUISER

7.7

ENGINE

CONTROLS right

The throttle quadrant is in mixture control.

the lower center of the instrument panel and contains the throttle and

A friction lock on of the quadrant is the carburetor the right side heat control of the that quadrant prevents creeping of provides maximum carburetor the controls.

To the heat when fully ON.

Air passes unfiltered, could enter through a dry type filter when the carburetor heat is OFF.

Since air for carburetor heat is carburetor heat should be "OFF" during ground operation when dust or other contaminants the system.

The primary

(through the filter) engine air source should always be used for takeoffs.

REPORT: VB-770

7-2

ISSUED:

JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28440, CHEROKEE CRUISER

\

O

10 r

O

SECTION 7

DESCRIYFION AND OPERATION

ISSUED: JUNE

16, 1976

CONTROL QUADRANT

Figure 7-1

AND CONSOLE

REPORT:

VB-770

7-3

SEC110N 7

DESCRIPTION AND OPERATION

PIPER

AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

REPORT:

7-4

VB-770

MAIN WHEEL ASSEMBLY

Figure 7-3

ISSUED:

JUNE 16, 1976

PIPER AIRCRAPT CORPORATION

PA-28-140,

CHEROKEE CRUISER

SECTION 7

DESCRIFilON AND

OPERATION

7.9 LANDING

GEAR

The three landing gears use

Cleveland 6.00

x

6 wheels, the main wheels being provided with brake drums and Geveland single disc hydraulic brake assemblies.

The nose wheel and the main gear all use

6.00 x

6 four ply tires with tubes.

The nose gear is steerable through a

60 incorporated in

° are by use of the rudder pedals and brake.

A spring device is the rudder pedal torque tube assembly to aid in rudder centering and to provide rudder

-to trim. The nose gear steering mechanism also incorporates a bungee device provide lighter, smoother ground steering and to dampen bumps and shocks during taxiing. The nose gear also includes a shimmy dampener.

The oleo struts

4.50 inches for are the main of the air-oil type with a normal extension of gear under normal static load

(basic

3.25

inches for empty weight of airplane plus the nose gear full.fuel).

and

The standard brake system includes toe brakes on the left and right set of rudder pedals and a hand brake located below and near the center of the instrument panel.

The toe brakes and the hand brake have individual brake cylinders, but all cylinders use a common reservoir.

The parking brake is incorporated in the lever brake and is operated by pulling back on the lever and depressing the knob attached to the top of the handle.

To release the parking brake, pull back on the brake lever to disengage the catch mechanism; then allow the handle to swing forward.

ISSUED:

JUNE 16, 1976

REPORT: VB-770

7-5

SECTION

7

DESCRIFTION AND OPERATION

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

CONSOLE

Figure 7-5

7.11

FLIGHT CONTROLS

Dual flight controls control surfaces when are provided as standard equipment.

the flight controls are moved in their

A cable system provides actuation respective directions.

of the

The horizontal surface

(stabilator) is of the all-movable slab type with an anti-servo tab mounted on the trailing edge.

This tab serves the dual function of providing trim control and pitch control forces. The trim function is controlled by a trim control wheel located on the control console between the two front seats. Rotating the wheel forward gives nose down trim and rotation aft gives nose up trim.

The rudder is spring-loaded æcentering conventional in design device.

and incorporates a rudder trim. The trim mechanism is a

The trim control is located on the right side of the pedestal below the throttle quadrant.

Turning the trim control clockwise gives nose right trim and counterclockwise rotation gives nose left trim.

Ailerons are provided with differential deflection.

Manually controlled flaps are provided. They are extended by a control cable and are spring-loaded to the retracted (up) position.

The control is located between the two front seats,on the control console. To extend the flaps pull the handle up to the desired flap setting of 10, 25 or

40 degrees.

To retract, depress the button on the end of the handle and lower the control. A balanced control system is used for light operating forces.

REPORT:

VB-770

74i

ISSUED:

JUNE

16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 7

DESCRIPTION AND OPERATION

When extending position or retracting corrected either by stabilator trim flaps, there is a pitch change in or increased control the wheel force.

aircraft.

When the the right flap, provided with a over-center lock mechanism, acts as a step.

This pitch change can be flaps are in the retracted

NOTE

The right flap will support a load only in the fully retracted position.

When loading and unloading passengers make sure

(up) the flaps are in the retracted

(up) position.

ISSUED:

JUNE

16, 1976

REPORT:

VB-770

7-7

SECTION 7

DESCRIPTÏON AND OPERATION

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

MIXTURE

THROTTLE

CARBURETOR

REPORT: VB-770

7-8

FUEL SYSTEM SCHEMATIC

Figure

7-7

ISSUED: JUNE

16,

1976

PIPER AIRCRAFT CORPORATION

PA-28440,

CHEROKEE

CRUISER

SECTION 7

DESCRIPTION AND OPERATION

FUEL SELECTOR

Figure 7-9

7.13

FUEL SYSTEM

Fuel is stored in each wing two twenty-five by screws and nut plates.

gallon tanks, one of which is secured to the leading edge structure of

The fuel selector control is located on the left side panel, forward of the pilot's seat.

The button on the selector cover must be depressed and held while the handle is moved to the

OFF position.

The button releases automatically when the handle is moved back into the

ON position.

To obtain the standard fuel quantity of 36 gallons, fill the tanks to the bottom of the filler neck indicator.

To obtain top of the filler neck.

the standard plus the reserve quantity, a total of 50 U.S. gallons, fill the tanks to the

An auxiliary electric fuel pump is provided for use electric pump should in case of failuæ of be on for all takeoffs and landings and when switching the tanks.

engine driven pump. The

The fuel drains should be opened daily prior has an individual drain at to first flight to check for water or sediment. Each tank the bottom, inboard rear corner.

A fuel strainer, located on outside the nose section.

paragraph 8.21 for the lower left front of the fire wall, has a drain which is accessible from

The strainer should also be the complete fuel draining procedure.

drained before the first flight of the day. Refer to

ISSUED:

JUNE 16, 1976

REPORT:

VB-770

7-9

SECTION 7

DESCRIPTION AND OPERATION

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER of

Fuel quantity and pressure are indicated on gauges located in the engine gauge cluster on the left side the instrument panel.

Each of the fuel quantity gauges indicates the amount of fuel on its respective side.

An engine priming system is installed to facilitate starting.

The primer pump is located to the immediate left of the throttle quadrant.

REPORT:

VB-770

7-10

ISSUED: JUNE

16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION

7

DESCRIPTION AND OPERATION

CIRCUIT BREAKER PANEL

Figure 7-11

7.15

ELECTRICAL

SYSTEM

The electrical system includes a 14-volt

60 ampere alternator, battery, voltage regulator, overvoltage relay, and master switch relay.

The

12-volt battery and master switch relay are located beneath the baggage compartment floor.

Access for service or inspection is obtained by raising the hinged floor panel.

The regulator and overvoltage relay are located on the fuselage behind the instrument panel.

Electrical switches are located on the right center instrument panel, and the resettable circuit breakers are located on controls the the lower right instrument navigation lights and the intensity panel.

of

A the rheostat instrument switch on the panel light.

right side of the switch panel

Standard electrical accessories include starter, electric and annunciator panel.

fuel pump, stall warning indicator, ammeter,

Optional electrical accessories instrument panel lighting.

include navigation lights, anti-collision strobe lights, landing light, and system

The annunciator panel includes alternator and low oil pressure indicator lights.

When is installed, the optional gyro the annunciator panel also includes a low vacuum indicator light. The annunciator panel lights are provided only as a warning should check and monitor to the pilot that a system may not be operating properly, and that he the applicable system gauge to determine when or if any necessary action is required.

ISSUED:

JUNE 16, 1976

REPORT:

VB-770

7-11

SECTION 7

DESCRIPTION AND OPERATION

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

Circuit provisions are made to handle the addition of communications and navigational equipment.

In the Cherokee electrical system, the ammeter displays in amperes

With all electrical equipment except the master switch in the OFF the position, load placed on the ammeter the alternator.

will indicate the amount of cliarging current the current will increase demanded by tlie battery. As each item of electrical equipment is turned on, to a total appearing on the ammeter. This total includes the battery.

The maximum continuous load approximately 2 for night flight amperes for a with radios on is about

30 amperes.

This 30 fully charged battery will appear continuously under ampere these value conditions.

plus

Do not take off with a fully discharged battery as 3 volts are needed to excite the alternator.

The master switch is energizing a split switch with the left half operating the master relay and the right half the alternator.

The switch is interlocked so that the alternator cannot be operated without the battery. For normal operation, be sure both halves are turned on.

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

REPORT:

VB-770

7-12

ISSUED: JUNE

16,

1976

PIPER AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE CRUISER

STARTER S ACCESSORIES ALTERNATOR FIELD

5A

(IN LINE) o

DESCRIPTION

SECTION

AND OPERATION

7

STARTER

STARTER

SWITCH

STARTER r ¯

ER

CABIN

LIGHT

ALT

GRHNT

EXTERNAL

POWER

SO

LE

MASTER

SOLENOID

LEASMP

OPTIONAL

_j

ALTERNATOR

SOURCE-POWER

RELAY ENERGlZING CIRCUIT

AMMETER

VOLTAGE

REGULATOR

OVER

VOLTAGE

PROTECTOR

0

_-

MASTER

SWITCH

ALTERNATOR

ISSUED:

JUNE 16, 1976

ALTERNATOR

AND

STARTER SCHEMATIC

Figure 7-13

REPORT:

VB-770

7-13

SECTION 7

DESCRIPTION AND OPERATION

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

7-14

ISSUED: JUNE 16, 1976

PIPER

AIRCRAFT

CORPORATION

PA-28440, CHEROKEE

CRUISER

DESCRIFTION AND

SECTIOR7

OPERATION

7.17

VACUUM SYSTEM gyros and

The vacuum system operates when installed.

The the air driven gyro instruments.

system consists of an engine driven

This includes vacuum pump, a the directional and attitude vacuum regulator, a filter the necessary plumbing.

shears,

The vacuum pump is a dry type pump. A shear drive protects the pump from damage. If the drive the gyros will become inoperative.

The vacuum gauge, mounted on information to the pilot about the the right instrument panel to the right of the radios, provides valuable operation of the vacuum system.

has remained constant over an extended period may indicate a

A decrease in pressure in a system that dirty filter, dirty screens, possibly a sticking

(a low vacuum indicator light is provided in the annunciator panel).

vacuum regulator or leak in the system

Zero pressure would indicate a sheared pump line. In drive, defective pump, possibly a defective gauge or collapsed the event of any gauge variation from the norm, the pilot should have a mechanic check the system to prevent possible damage to the system components or eventual failure of the system.

Operation at very high altitudes in lower

(above

12,000 feet) or low engine speeds on approach or during training maneuvers can result than normal vacuum gauge readings.

.1

A vacuum regulator in inches of mercury at the system protects

2000 RPM, the gyros. The valve is set so a setting which provides sufficient the vacuum normal vacuum reads to operate all the

5.0 ± gyros at their rated RPM. Higher settings will damage the gyros and with a low setting the gyros will be unreliable.

The regulator is located behind the instrument panel.

ISSUED: JUNE 16, 1976

REPORT:

VB-770

7-15

1

3 6

2

9 o

11 12

13

14

15

18 17

o

18 19 20

21 22

23 14 5 2 27

28

29 30 31

32 33 34

35 36

37

38

1.

CLOCK

2.

TURN

INDICATOR

3.

AIRSPEED

4.

DIRECTIONAL

INDICATOR

GYRO

5.

ATTITUDE GYRO

6.

RATE OF CLIMB INDICATOR

7.

ALTIMETER

8.

ANNUNCIATOR

9.

OMNI

AND

GLIDE

PANEL

SLOPE

INDICATORS

10.

MAGNETIC COMPASS

11.

MARKER BEACON

12.

AUDIO SELECTOR

13.

TRANSPONDER

PANEL

14.

15.

VHF TRANSCEIVERS

ADF RECEIVER

16.

SUCTION GAUGE

17.

CIGAR LIGHTER

18.

MIKE JACK

19.

PHONE JACK

20.

AUTOPILOT

21.

22.

OMNI COUPLER

NAV SELECTOR SWITCH

23.

MAGNETO/STARTER

SWITCH

24.

PITCH

25.

CHECK

CONTROL

LIST

26.

INSTRUMENT CLUSTER

27.

TACHOMETER

28.

PRIMER

29.

MICHOPHONE

30.

THROTTLE

31.

FRICTION

QUADRANT

LOCK

32.

CARBURETOR

HEAT

33.

AMMETER

CONTROL

34.

RADIO

LIGHT

DIMMER

35.

CIRCUIT

36.

CLIMATE

BREAKER

PANEL

CONTROL

37.

ENGINE

38.

HOUR

METER

HEAT

AND DEFROST

CONTROLS oo

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 7

DESCRIPTION AND OPERATION

7.19

INSTRUMENT PANEL

The instrument panel of the Cherokee is designed instruments and to accommodate the customary advanced flight the normally required power plant instruments.

The artificial horizon and directional gyro are vacuum operated instrument panel.

through use of a vacuum pump installed on is electrically operated.

A vacuum gauge is mounted on the the engine, while the turn far right side of the and bank instrument

The radios and circuit breakers are on the right hand instrument panel, and extra circuits are provided for the addition of optional radio equipment.

The microphone is located on the console.

An annunciator panel is mounted in the upper instrument panel to warn the pilot of a possible malfunction in the alternator, oil pressure or vacuum systems.

ISSUED: JUNE 16, 1976

REPORT:

VB-770

7-17

SECTION 7

DESCRIPTION AND OPERATION

PIPER

AIRCRAFT CORPORATION

PAl28-140, CHEROKEE CRUISER

5

1.

ALTIMETER

2.

AIRSPEED

3.

PITOT

4.

HEAT

VERTICAL

5.

PITOT HEAD

INDICATOR

SWITCH

SPEED

INDICATOR

PITOT-STATIC

SYSTEM

Figure 7-17

REPORT:

VB-770

7-18

ISSUED: JUNE

16,

1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 7

DESCRIPTION

AND OPERATION

7.21 PITOT-STATIC SYSTEM

The system supplies both pitot and static pressure for speed indicator

(when installed).

the airspeed indicator, altimeter and vertical

An alternate static source is available as optional equipment. The control valve is located below the left side of the instrument panel. When the valve is set in the alternate position, the altimeter, vertical speed indicator and airspeed indicator will be using cabin air for static pressure. The storm window and cabin vents must be closed and the cabin heater and defroster must be on altimeter error is less than 50 feet unless otherwise placarded.

during alternate static source operation. The

Pitot and static pressure are picked up by the pitot head on the bottom of the left wing.

To prevent bugs and water from entering the pitot and static pressure holes, when the airplane is parked, a cover should be erratic or zero readings on placed over the the instruments.

pitot head.

A partially or completely blocked pitot head will give

NOTE

During the preflight, check removed.

to make sure the pitot cover is

ISSUED:

JUNE 16,

1976

REVISED:

FEBRUARY

15, 1979

REPORT:

VB-770

7-19

SECTON

7

DESCRIPTION AND

OPERATION

PIPER

AIRCRAFT

CORPORATION

PA-28-140, CHEROKEE CRUISER

CLIMATE CONTROL CENTER

Figure 7-19

7.23

HEATING AND VENTILATING SYSTEM

Heat for exhaust system.

the cabin interior and the defroster system is provided by a heater muff attached to the

If unusual odors are noticed, the heater should be shut off and the system inspected for leaks.

The amount of heat desired can be regulated with instrument panel.

The airflow may be regulated between located on top of the heat ducts next to the control console.

the controls located on the far right side of the the front and rear seats by the use of the levers

CAUTION

When cabin heat is operated, heat duct surface beoomes hot. This could result in burns if arms or legs are placed too close to heat duct outlets or surface.

straight sections. An adjustable outlet overhead below

Fresh air inlets are located in the the leading edge of is located on the rear seat floor panel. A cabin air blower, which the side of available as optional equipment when air conditioning is not installed.

switch with 4 positions

"OFF," "LOW," "MED," or "HIGH." wing at the helps to the cabin near

This intersection distribute the floor air outlets are offered as optional equipment.

Cabin air is exhausted of the tapered and at each seat location; through fresh air an outlet located through the blower is operated cabin, is by a "FAN"

REPORT: VB-770

7-20

ISSUED: JUNE 16, 1976

REVISED: FEBRUARY

15, 1979

PIPER AIRCRAFT

CORPORATION

RA-28440, CHEROKEE CRUISER

SECilON 7

DESCRIPTION AND OPERATION

FRESH

AIR

CABIN

HEAT l.

FRESH AIR

INLET

2.

DRAIN TUBE

3.

FRESH AIR BLOWER

4.

BULKHEAD

ASSEMBLY

5.

FRESH

AIR DUCT

6.

CABIN EXHAUST

7.

DEFROSTER

OUTLET

OUTLET

8.

BLOWER SWITCH

PANEL

9.

DEFROSTER

10.

HEATER

CONTROL

CONTROL

11.

CABIN

HEAT DIVERSION

12.

FRESH

AIR CONTROL

CONTROL

ISSUED:

JUNE 16, 1976

HEATING, VENTILATING

AND

DEFROSTER

SYSTEM

Figure 7-21

REPORT:

VB-770

7-21

SECTION 7

DESCRIPTION AND OPERATION

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-770

7-22

ISSUED:

JUNE 16, 1976

PIPER AIRCRAFT

CORPORATION

PA-28-040,

CHEROKEE CRUISER

SECTION 7

DESCRIPTION AND OPERATION

7.25

CABIN FEATURES

For ease of entry and exit and pilot-passenger comfort, the front seats recline and are adjustable fore and aft. A family seat installation which provides two additional seats is available.

Each family seat is capable of carrying a and vertically adjustable full size adult, which gives the Cherokee 140

4-place capability.

Optional headrests front seats are also available.

A single strap shoulder harness controlled by an inertia reel is standard equipment for the front seats, and is offered as an option shoulder adjacent to for the rear seats when they are installed.

The shoulder strap is routed over the the windows and attached to the lap strap in the general area of the occupant's inboard hip.

A check of place under this the inertia reel mechanism is made by pulling sharply on the strap.

The reel will lock in test and prevent the strap from extending.

Under normal movement the strap will extend and retract as required.

7.27

BAGGAGE AREA

A accessible

22 cubic foot luggage compartment is located behind the seats in the two-place model and is from the cabin. Maximum baggage capacity is 200 pounds.

NOTE

It is the pilot's responsibility to be sure when the baggage is loaded that the aircraft C.G. falls within the allowable C.G. Range. (See

Weight and Balance Section.)

7.29

STALL WARNING

An approaching stall is indicated by a stall warning indicator which is activated between 5 and 10 knots checked above by stall speed.

are shown on graphs in sounding detector installed on the leading edge of the left wing.

During preflight, also precede stall warning the indicator stall.

is a

Stall continuous horn located behind the instrument panel.

The stall warning indicator is activated by turning the

Mild the airframe

Performance master switch buffeting

"ON," and gentle pitching

Charts Section. The lifting the detector and may the stall warning system should checking to determine if the speeds a lift be indicator is actuated.

7.31

FINISH

All exterior surfaces are primed with etching primer and look, economy size "Touch-Up" spray paint cans are available finished with acrylic lacquer.

To keep a new from Piper Dealers.

ISSUED: JUNE 16, 1976

REPORT:

VB-770

7-23

SECTION 7

DESCRIPTION

AND OPERATION

PIPER

AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE

CRUISER

7.33

AIR CONDITIONING*

The condenser, air conditioning compressor, system is a recirculating air system.

blower, switches and temperature controls.

The major items include: evaporator,

The evaporator is located behind the left is used for air conditioning.

rear side of the baggage compartment.

This cools the air that of

The condenser is mounted the bottom of the fuselage and to the rear the baggage compartment area. The scoop extends when the air conditioner is "ON" and retracts to a flush position when the on a retractable scoop located on system is "OFF."

The compressor is mounted on which automatically engages or the forward right undemide of the engine. It has an electric clutch disengages the compressor to the belt drive system of the compressor.

An electrical blower is mounted on the aft side of the rear cabin panel. Air from the baggage area is drawn through the evaporator by the blower and distributed through an overhead duct to individual outlets located adjacent to each occupant.

The switches and temperature control are located on the climate control center panel.

The temperature control clockwise for increased cooling, counterclockwise for the lower control regulates right side of decreased cooling.

the the temperature of instrument the cabin.

panel in

Turn the

Located inboard of

"ON-OFF" switch.

the temperature control is the fan speed switch and the air conditioning

The fan can be operated independently of the air for air conditioner operation. Turning either switch off will disengage conditioning.

FIowever, it must be on the compressor clutch and retract the condenser door. Cooling air should be felt within one minute after the air conditioner is turned on.

NOTE

If the system is not operating in 5 minutes,

"OFF" until the fault is corrected.

turn the system

The "FAN" switch allows operation of the fan with the air conditioner turned "OFF" to aid cabin air circulation outlets if desired.

A

"LOW,"

"MED" or

"HIGH" flow of air can be selected located in the overhead duct. The outlets can be adjusted or to the air conditioner turned off by each occupant to regulate individual cooling effect.

The

"DOOR

OPEN" indicator light is located to the left of light illuminates whenever the radio stack in front of the condenser door is open and remains on until the door is closed.

the pilot.

The

A circuit breaker located on the circuit breaker panel protects the air conditioning electrical system.

Whenever compressor the throttle is in the full throttle position, it actuates a micro and retracts

The fan continues to operate and the air will remain cool for approximately one minute. When the throttle is retarded approximately the scoop.

This is done to obtain maximum

1/4 inch, the clutch will engage and the scoop will switch which power and maximum disengages the rate of climb.

extend, again supplying cool, dry air.

*Optional equipment

REPORT: VB-770

7-24

ISSUED: JUNE 16, 1976

PITER AIRCRAFT CORPORATION

PA-28440, CHEROKEE CRUISER

DESCRIPTION AND

SECTION 7

OPERATION

7.35

PIPER EXTERNAL POWER*

An optional starting installation known receptacle located the socket, on the right side of the as

Piper

External Power (PEP) is accessible through a fuselage aft of the wing.

An external battery can be connected thus allowing the operator to crank the engine without having to gain access to the airplane's to battery.

7.37

EMERGENCY LOCATOR TRANSMITTER*

The

Emergency

Locator Transmitter fuselage

(ELT), when installed, is located in the aft portion of the just below the stabilator leading edge and is accessible through a plate on the right side of the fuselage.

This plate is attached with three slotted-head nylon screws for ease of removal; these screws may 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 emergency locator transmitter which meets the requirements of FAR 91.52. The unit operates on a self-contained battery.

A battery replacement date is marked battery must on the transmitter label. To comply with FAA regulations, the be replaced on or before this date. The battery must be replaced if the transmitter has been used in an emergency situation or if accumulated test time exceeds one hour or if the unit has been inadvertently activated for an undetermined time period.

On the unit itself is a three position selector switch placarded "OFF," "ARM" and "ON." The

"ARM" position is provided impact and will continue to set the unit to the automatic position so that it will transmit only after to transmit until the battery is drained to depletion or until the switch is manually moved factory to the

"OFF" position.

The "ARM" position is selected when the transmitter is installed at the and the switch should remain in that position whenever the unit is installed in the airplane.

The

"ON" position is provided so feature was not the unit can be used as a portable transmitter or in the event the automatic triggered by impact or to periodically test the function of the transmitter.

for

Select the

"OFF" position when changing the battery, when rearming the unit if it has been activated any reason, or to discontinue transmission.

NOTE

If the switch has been placed in the

"ON" position for any reason, the

"OFF" position has to be selected before selecting "ARM." If

"ARM" is selected directly from the

"ON" position, the unit will continue to transmit in the "ARM" position.

A pilot's remote switch, located on controlled from inside the move the switch momentarily cabin.

to the

The turn the transmitter

"OFF." To actuate the left side panel, is provided to allow the transmitter to be pilot's

OFF/RESET."

The switch is normally left in remote switch is placarded "ON, AUTO/ARM and the

"AUTO/ARM" position.

To turn the transmitter off,

"OFF/RESET" position.

the transmitter for

The aircraft master switch must be "ON" tests or other reasons, move to the "ON" position and leave it in that position as long as transmission is desired.

the to switch upward

*Optional equipment

ISSUED:

JUNE

16, 1976

REVISED: FEBRUARY

15, 1979

REPORT: VB-770

7-25

SECTION 7

DESCRIPTION AND OPERATION

PIPER

AIKCRAFT CORPORATION

1A-28-140, CHEROKEE CRUISER

The unit is equipped with a portable case of an emergency and used as a portable antenna to allow signal transmitter.

the locator to be removed from the airplane in

The locator should be checked during the ground check to make certain the unit has not been accidentally activated.

locator may

Check by tuning a radio receiver have been activated and should be to

121.5 MHz. If there is an oscillating sound, the turned off immediately.

Reset to the "ARM" position and check again to insure against outside interference.

NOTE

If for any reason a test transmission transmission should be conducted only in is necessary, the test the first five minutes of any

FAA hour and limited to at any other time, the three tests audio sweeps. If tower or flight service station.

tests must should be coordinated with the be made nearest

REPORT: VB-770

7-26

REVISED:

ISSUED: JUNE 16,

1976

FEBRUARY 22, 1977

TABLE

OF CONTENTS

SECTION 8

AIRPLANE HANDLING, SERVICING AND MAINTENANCE

Paragraph

No.

8.1

8.3

8.5

General..................................................

AirplaneInspectionPeriods

......................................

8.7

8.9

8.11

PreventiveMaintenance

........................................

AirplaneAlterations

..........................................

GroundHandling

............................................

EngineAirFilter

............................................

8.13

BrakeService

..............................................

8.15

LandingGearService

..........................................

8.17

PropellerService

............................................

8.19

OilRequirements

............................................

8.21

FuelSystem

...

.

8.23

TireInflation

......,.......................................

.

8.25

BatteryService

.............................................

.

.

.

..

.

..

8.27

Cleaning

.................................................

.

.

..

.

.

.

...

..

.

.

..

...

...

..

.

..

..

Page

No.

.

.

.

8-1

8-3

8-4

8-5

8-6

8-8

8-8

8-10

8-11

8-11

8-11

8-14

8-14

8-14

REPORT:

VB-770

8-i

PIPER AIRCltWT

CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION

HANDLING, SERVICING AND MAINTENANCE

8

SECTION 8

AIRPLANE HANDLING, SERVICING AND MAINTENANCE

8.1

GENERAL

This section provides general guidelines relating to the handling, servicing and maintenance of the

Cherokee Cruiser.

Every owner should stay in close contact with his Piper dealer or distributor and

Authorized

Piper

Service Center to obtain the latest information pertaining to his aircraft and to avail himself of the

Piper

Aircraft Service Back-up.

Piper Aircraft Corporation from his aircraft and keeping it in takes a continuing interest in having the owner get the most efficient use the best mechanical condition.

Consequently,

Piper

Aircraft from time to time issues Service Bulletins, Service Letters and Service Spares Letters relating to the aircraft.

the

Service Bulletins are of special importance and should be complied with promptly.

These are sent latest registered owners, distributors labor allowances may apply, and will be and dealers. Depending addressed in the body of on the the nature of

Bulletin.

to the bulletin, material and sent

Service Letters deal with product improvements and service hints pertaining to dealers, distributors and occasionally to the aircraft.

They are

(at the factory's discretion) to latest registered owners, so they can properly service the aircraft and keep it up to date with the latest changes.

Owners should give careful attention to the Service Letter information.

Service Spares Letters offer improved parts, kits and optional equipment which were not available originally and which may be of interest to the owner.

If an owner is not having his aircraft serviced periodically check with a Piper dealer or distributor by an

Authorized

Piper

Service to find out the latest information

Center, to he should keep his aircraft up to date.

Piper Aircraft Corporation has a Subscription Service for the

Service Bulletins, Service Letters and

Service Spares Letters. This service is offered nominal fee, and may to interested persons such as owners, pilots and mechanics at a be obtained through Piper dealers and distributors.

A service manual, parts catalog, and revisions to both, are available from your Piper dealer or distributor.

Any correspondence regarding the airplane should include the airplane model and serial number to insure proper response.

ISSUED: JUNE

16, 1976

REPORT:

VB-770

8-1

SECTION 8

HANDLING, SERVICING AND MAINTENANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

8-2

ISSUED:

JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 8

HANDLING, SERVICING AND MAINTENANCE

8.3

AIRPLANE INSPECTION PERIODS

The Federal Aviation Administration

(FAA) occasionally publishes Airworthiness Directives (ADs) that apply to specific groups of aircraft.

They are mandatory changes and are to be complied with within a time limit set by the FAA. When an AD is issued, it is sent to the latest registered owner of the affected aircraft and also

A & P mechanic to subscribers of the service.

The owner should periodically check with his Piper dealer or to see whether he has the latest issued

AD against his aircraft.

Piper Aircraft Corporation provides for the initial and first

50-hour inspection, at no charge to the owner. The Owner

Service Agreement which the owner receives upon delivery of the aircraft should be kept in the aircraft at all times. This identifies him to authorized Piper dealers and entitles the owner to receive service in accordance with owner full warranty the regular service agreement terms.

This agreement also entitles the transient by any Piper dealer in the world.

One hundred hour inspection is left to inspections are required by law if the aircraft is used commercially.

Otherwise this the discretion of the owner.

This inspection is a complete check of the aircraft and its systems, and should be accomplished by a Piper Authorized Service Center or by a qualified aircraft and power plant mechanic who owns or works for a reputable repair shop. The inspection is the inspection report of the appropriate Service Manual.

listed, in detail, in

An annual inspection is required once a year same as a a

100-hour inspection except that it must to keep the Airworthiness be signed by an

Certificate in effect. It is

Inspection Authorized (IA) mechanic

General Aviation District Office (GADO) representative.

This inspection is required whether the the or aircraft is operated commercially or for pleasure.

A Progressive routine and

Maintenance program is approved by the FAA and is available detailed inspections at 50-hour intervals.

The purpose of the program to the is to owner.

allow

It involves maximum utilization of continuous the aircraft, to reduce maintenance inspection cost and to maintain a maximum standard of airworthiness. Complete details are available from Piper dealers.

A spectographic analysis of provides a good check of the oil is available from several sources. This system, if used intelligently, the internal condition of the engine. For this system to be accurate, oil samples must be sent in at regular intervals, and induction air filters must be cleaned or changed regularly.

ISSUED: JUNE

16, 1976

REPORT:

VB-770

8-3

SECTION 8

HANDLING, SERVICING AND MAINTENANCE

PIPER

AIRCRAFT CORPORATION

PA-28-140, CHEROKEE

CRUISER

8.5

PREVENTIVE

MAINTENANCE

The maintenance pilot which holder owns or operates the pilot of a Pilot Certificate described issued under in FAR Part 43. This maintenance may perform:

FAR Part

61 may perform certain preventive may be performed only on an aircraft which the and which is not used in air carrier service. The following is a list of the maintenance

(a) Repair or change tires and tubes.

(b) Service landing gear wheel bearings, such as cleaning, greasing or replacing.

(c) Service landing gear shock struts by adding air, oil or both.

(d) Replace defective safety wire and cotter keys.

(e)

Lubrication not requiring disassembly other than removal of non-structural items such as cover plates, cowling or fairings.

(f)

Replenish hydraulic fluid in the hydraulic reservoirs.

(g)

Refinish the exterior or interior of the aircraft

(excluding balanced control surfaces) when removal or disassembly of any primary structure or operating system is not required.

(h) Replace side windows and safety belts.

(i) Replace seats or seat parts with replacement parts approved for the aircraft.

(j) Replace bulbs, reflectors and lenses of position and landing lights.

(k)

Replace cowling not requiring removal of the propeller.

(1) Replace, clean or set spark plug clearance.

(m) Replace any hose connection, except hydraulic connections, with replacement hoses.

(n) Replace prefabricated fuel lines.

(0)

Replace the battery and check fluid level and specific gravity.

he

Although has the above work is allowed by law, each individual should make a self analysis as to whether the ability to perform the work.

should

If the above work is accomplished, an entry must be made in contain:

(a)

The date the work was accomplished.

(b)

Description of the work.

(c)

Number of hours on the aircraft.

(d) The certificate number of pilot performing the work.

(e)

Signature of the individual doing the work.

the appropriate logbook.

The entry

REPORT: VB-770

8-4

ISSUED: JUNE 16,

1976

PIPER AIRCRAFT CORPORATION

PA-28440, CHEROKEE CRUISER

SECTION 8

HANDLING, SERVICING AND MAINTENANCE

8.7 AIRPLANE ALTERATIONS

If the owner desires to have his aircraft modified, he must obtain FAA approval for the alteration.

Major alterations accomplished in accordance with Advisory Circular 43.13-2, when performed by an A & P mechanic, may covered by AC be approved by the local FAA office.

Major alterations to the basic airframe or systems not

43.13-2 require a Supplemental Type Certificate.

The owner or pilot aircraft.

is required to ascertain that the following Aircraft Papers are in order and in the

(a)

To be displayed in the aircraft at all times:

(1)

Aircraft Airworthiness Certificate Form

FAA-8 100-2.

(2)

Aircraft Registration Certificate Form FAA-8050-3.

(3)

Aircraft Radio Station License if transmitters are installed.

(b)

To be carried in the aircraft at all times:

(1) Pilot's Operating Handbook.

(2) Weight and Balance data plus a copy of the latest Repair and Alteration Form

FAA-337, if applicable.

(3) Aircraft equipment list.

Although the aircraft and engine logbooks are not available upon

æquest.

Logbooks should be

æquired complete and to be up to in the aircraft, they should be made date. Good records will maintenance cost by giving the mechanic information about what has or has not been accomplished.

reduce

ISSUED: JUNE

16, 1976

REPORT: VB-770

8-5

SECTION 8

HANDLING, SERVICING AND

MAINTENANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

8.9 GROUND

HANDLING

(a) Towing stowed strain

The airplane may be moved on the ground by the in the baggage compartment, or by use of power equipment the that the nose gear steering assembly. Towing lugs are incorporated nose wheel steering will not damage as part of the bar that or excessively nose gear fork.

is

CAUTION

When towing with power equipment, do not turn the nose gear beyond its 30 degree steering radius in either direction, result in as damage to the nose gear and steering mechanism.

this will

CAUTION

Do not tow the airplane when the controls are secured.

less use

In high up on than of the event towing lines are necessary, ropes should be attached to both main gear struts as the tubes as possible.

Lines should be long enough to clear the nose and/or tail by not fifteen feet, the brakes.

and a qualified person should ride in the pilot's seat to maintain control by

(b)

Taxiing by as

Before attempting to taxi the airplane, ground personnel should be instructed and approved a qualified person authorized taxi techniques should be covered.

When it is ascertained that the propeller back blast and taxi areas are clear, power should performed: by the owner. Engine starting and shut-down procedures as well be applied to start the taxi roll, and the following checks should be

(1) Taxi a few feet forward and apply the brakes to determine their effectiveness.

(2)

While taxiing, make slight turns to ascertain the effectiveness of the steering.

(3) Observe wing clearance when taxiing near buildings or other stationary objects. If possible, station an observer outside the airplane.

(4)

When taxiing over uneven ground, avoid holes and ruts.

(5) Do not operate the engine at high

RPM when running up or taxiing over ground containing propeller loose stones, gravel, or any loose material that may cause damage to the blades.

REPORT: VB-770

8-6

ISSUED:

JUNE 16, 1976

PIPER AIRCRAFT

CORPORATION

PA-28-140 CHEROKEE

CRUISER

SECTION 8

HANDLING, SERVICING AND MAINTENANCE

(c)

Parking

When parking conditions and the airplane, be sure that it is sufficiently protected from adverse weather that it presents no danger to other aircraft.

When parking the airplane for any length of time or overnight, it is suggested that it be moored securely.

(1)

To park the airplane, head it into the wind if possible.

(2)

Set the parking brake by pulling back on the brake lever and depressing the knob on the handle.

To release the parking brake, pull back on the handle until the catch disengages; then allow the handle to swing forward.

CAUTION

Care should be taken when setting brakes that are overheated or during cold weather when accumulated moisture may freeze a brake.

(3) Aileron and stabilator controls should be secured with the front seat belt and chocks used to properly block the wheels.

(d)

Mooring

The airplane should be moored for immovability, security and protection.

The following procedures should be used for the proper mooring of the airplane:

(1)

Head the airplane into the wind if possible.

(2)

Retract the flaps.

(3)

Immobilize the ailerons and stabilator by looping the seat belt through the control wheel and pulling it snug.

(4) Block the wheels.

(5) Secure tie-down ropes to the wing tie-down rings and to the tail skid at approximately

45 degree angles to the ground.

When using rope of non-synthetic material, leave sufficient slack to avoid damage to the airplane should the ropes contract.

CAUTION

Use bowline knots, square knots or locked slip knots. Do not use plain slip knots.

NOTE

Additional preparations for high winds include using ropes from the landing gear forks and securing the rudder.

tie-down

(6) Install a pitot head cover if available.

Be sure to remove the pitot head cover before flight.

(7)

The cabin door should be locked when the airplane is unattended.

ISSUED: JUNE 16, 1976

REPORT:

VB-770

8-7

SECTIO

8

HANDLING, SERVICING AND MAINTENANCE

PIPER AIRCRAFT

CORPORATION

PA-28-140,

CHEROKEE

CRUISER

8.11

ENGINE AIR FILTER

(a) Removing Engine

Air Filter within

The air filter is located below the spinner assembly.

If a landing light is installed, it will be the center of the filter assembly.

To remove the filter:

(1) Open the cowl.

(2) Remove the thumb screw on the back of the filter assembly.

(3)

Remove the retainer assembly. If a landing light is installed, disconnect the wires.

(4) Remove the filter.

(b) Cleaning Engine Air Filter

The induction air filter must be cleaned at least once every

50 hours, and more often, even daily, when operating in dusty conditions.

Extra filters are inexpensive, and a spare should be kept or on hand for use as a rapid replacement.

The

500 hours of operation, whichever comes first.

usable life of the filter is restricted to one year

To clean the filter:

(1) Tap the filter gently to remove dirt particles, being careful not to damage the filter.

DO

NOT wash the filter in any liquid. DO NOT attempt to blow out dirt with compressed air.

(2)

If the filter is excessively dirty or shows any damage, replace it immediately.

(3) Wipe the filter housing with a clean cloth soaked in unleaded gasoline.

When the housing is clean and dry, install the filter.

(c) Installation

Of

Engine Air Filter

After cleaning or when replacing the filter, install the filter in the reverse order of removal.

8.13 BRAKE SERVICE

The brake system is filled with MIL-H-5606

(petroleum base) hydraulic brake fluid. This should be checked at every fire wall

50 hour inspection and replenished when necessary by filling the brake reservoir on the to the indicated level.

If the entire system has to be refilled, it should be done by filling from the brake end of the system with fluid under pressure.

This will eliminate air from the system.

No adjustment of brake clearances is necessary on the Cherokee.

If blocks become worn excessively, they are easily replaced with new segments.

after extended service the brake

REPORT: VB-770

8-8

ISSUED: JUNE 16, 1976

PIPER AIRClULFT CORPORATION

PA-28-140,

CHEROKEE CRUISER

SECTION 8

HANDLING, SERVICING AND

MAINTENANCE

1.

BRAKE RESERVOIR

2.

RIGHT

BRAKE AND

RUDDER

3.

LEFT BRAKE AND RUDDER

4.

RIGHT

BRAKE CYLINDER

5.

LEFT

BRAKE

CYLINDER

6.

BRAKE HANDLE

7.

HANDLE

RELEASE

BUTTON

PEDAL

PEDAL

8.

LINE, INLET

9.

CLEVIS

10.

MASTER

PIN

CYLINDER ASSEMBLY

11.

BOLT ASSEMBLY

12.

TORQUE

TUBE

13.

COPILOT'S

14.

COPILOT'S

RIGHT

LEFT

BRAKE

BRAKE

AND

AND

RUDDER

RUDDER

PEDAL

PEDAL

ßRAKE

SYSTEM

Figure 8-1

ISSUED: JUNE

16, 1976

REPORT:

VB-770

8-9

SECTION 8

HANDLING, SERVICING AND MAINTENANCE

PIPER AIRCRAFT

CORPORATION

PA-28-140, CHEROKEE

CRUISER

8.15

LANDING GEAR SERVICE tires rating,

The three landing gear use Cleveland Aircraft and tubes. The nose wheel uses a

Products 6.00

x 6 wheels with

6.00

x 6, four-ply rating

Cleveland Aircraft Products

5.00 x

5 wheel with a

5.00

x

5 six-ply type III tire and tube. (Refer to paragraph 8.23.)

Wheels deflating are removed by taking off the wheel fairings, hub cap, cotter pin, axle nut, retainer the tire, removing the through-bolts from the wheel and separating the wheel halves.

pin, and the two bolts holding the brake segment in place.

Mark tire and wheel for reinstallation; then dismount by

Landing gear oleo struts should be checked extensions for proper strut exposures and fluid leaks. The required for the strut when under normal static load (basic empty weight of airplane plus full fuel and oil) are and

3-1/4 inches the main gear.

Should the strut exposure be below that required, it should be determined whether air or oil is required by first raising the airplane on jacks. Depress the valve core to allow air to escape from the strut housing chamber. Remove the filler plug slowly raise bottom of for the nose gear and 4-1/2 inches for the strut to full compression.

If the strut has sufficient fluid, it will be visible up to the the filler plug hole and will then require only proper inflation with air.

Should fluid be below the bottom of the filler plug hole, oil should be added.

Replace the plug with valve core removed; attach a clear plastic end in a container of hose to the valve stem of hydraulic fluid (MIL-H-5606). Fully the filler plug and submerge compress and extend the strut several the other times, thus drawing fluid from bottom chamber of the container and expelling air from the strut chamber.

To allow fluid to enter the the main gear strut housing, the torque link assembly must be disconnected to let the strut be extended a minimum allow of 10 inches (the nose gear torque links need not be disconnected).

Do not the strut to extend more than 12 inches.

When air bubbles cease to flow through the hose, compress the strut fully and again check fluid level. Reinstall the valve core and filler plug, and the main gear torque links, if disconnected.

used.

In jacking the aircraft for landing gear or other service, two hydraulic jacks and a tail stand should be

At least 350 pounds of ballast should be placed on the base of the tail stand before the airplane is jacked up.

The hydraulic jacks should be placed under the jack points on the bottom of the wing and the airplane jacked up until the tail skid is at the right height to attach the tail stand.

After the tail stand is attached and the ballast added, jacking may be continued until the airplane is at the height desired.

The steering arms nose wheel by from the rudder pedals to the nose wheel are adjusted at the rudder pedals or at the turning the threaded rod end bearings in or out.

Adjustment is normally accomplished at the forward end of aft axis of the rods and should be done in such a way that the nose wheel is in line with the fore and the plane when the rudder pedals and rudder are centered. Alignment of the nose wheel can be checked by pushing the airplane back and forth with the rudder centered to determine that the plane follows a perfectly straight line.

The turning arc of limited by stops at the rudder pedals.

the nose wheel is 30 degnes in either direction and is

REPORT: VB-770

8-10

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE

CRUISER

SECTION 8

HANDLING, SERVICING AND MAINTENANCE

8.17 PROPELLER

SERVICE

The spinner and backing plate should be cleaned and inspected for cracks frequently.

Before each flight the propeller should be inspected for nicks, scratches, and corrosion.

If found, they should be repaired which can as soon as possible by a rated mechanic, since a nick or scratch causes an area lead to serious cracks or of increased stress the loss of a propeller tip. The back face of the blades should be painted when necessary with flat and waxed periodically.

black paint to retard glare.

To prevent corrosion, the surface should be cleaned

8.19 OIL REQUIREMENTS

The oil capacity of the Lycoming O-320 series engine is 8 quarts, and the minimum safe quantity is 2 quarts.

It is recommended that the oil be changed every 50 hours and sooner under unfavorable operating conditions.

Intervals between oil changes can be increased as much as

100% on engines equipped with full flow (cartridge type) oil filters, provided the element is replaced each 50 hours of operation and the specified octane refer fuel is used.

Should fuel other than the specified octane rating for the power plant be used, to the latest issue of Lycoming Service Letter No. Ll85 and

Lycoming Service

Instruction No.

1014 for additional information and recommended service procedures.

The following grades are recommended for the specified temperatures:

Average Ambient

Air Temperature

For Starting

Single

Viscosity

Grade

Multi-Viscosity

Grades

Above

°

30 to

60 °F

90°F

0°to 70°F

Below

10°F

SAE 50

SAE

40

SAE 30

SAE 20

SAE 40 or

SAE 50

SAE 40

SAE 40 or 20W-30

SAE 20W-30

8.21

FUEL SYSTEM

(a)

Servicing Fuel System at

At every 50 hour inspection, the fuel screens in the strainer, in the electric fuel pumps, and the carburetor inlet must be cleaned.

(b)

Fuel Requirements

The minimum aviation grade can cause serious engine damage the use of lower octanes.

fuel for the

PA-28-140 is 80/87. Since in a short period of the use of lower grades time, the engine warranty is invalidated by

Whenever 80/87 is not available,

Comparison Chart, Page

8-12.) Refer

1070 for additional information.

the lowest lead 100 grade should be used.

(See Fuel Grade to the latest issue of

Lycoming Service Instruction No.

The continuous use, more result in increased engine deposits, than 25% of the operating both in the combustion chamber and in the engine oil.

It may require increased spark plug maintenance and more frequent time, of the oil changes.

higher leaded

The frequency fuels of can spark plug maintenance and oil drain periods will be governed by the amount of lead per gallon and the type of operation.

Operation at full rich mixture requires more frequent maintenance periods; therefore it is important to use proper approved mixture leaning procedures.

ISSUED: JUNE 16, 1976

REPORT: VB-770

8-11

SECTION 8

HANDLING, SERVICING AND MAINTENANCE

PIPER AIRCRAFT

CORPORATION

PA-28-140,

CHEROKEE

CRUISER

FUEL DRAIN

Figure 8-3

Reference the latest issue of

Avco Lycoming Service Letter No. Ll85 attached

Engine Operators Manual for care, operation and maintenance of to the the airplane when using the higher leaded fuel.

A summary of following chart: the current grades as well as the previous fuel designations is shown in the

FUEL GRADE COMPARISON

CHART

Fuel

Previous

Commercial

Grades (ASTM-D910)

Current Commercial

Fuel Grades (ASTM-D910-75)

Current

Military

Fuel Grades

(MIL-G-5572E)

Amendment No.

3

Grade Color

Max. TEL ml/U.S. gal.

Grade Color

Max. TEL ml/U.S. gal.

Grade Color

Max. TEI.

ml/U.S.

gal.

80/87

91/98

100/130

115/145 red blue green purple

0.5

2.0

3.0

4.6

80

*100LL

100 none red blue green none

0.5

**3.0

2.0

none

80/87 none

100/130

115/145 red none green purple

0.5

none

**3.0

4.6

*

**-

Grade

100LL fuel

Commercial in some over seas countries is currently colored green and designated as "100L." fuel grade 100 and grade

100Ï130

(both of which are colored green) having TEL content up to

4 ml/U.S. gallon are approved for use in all engines certificated for use with grade 100/130 fuel.

of

REPORT:

8-12

VB-770

ISSUED: JUNE 16, 1976

PIPEL AIRCRAFT CORPORATION

PA-28-144CHEROKEE CRUISER

SECTION 8

HANDLING, SERVICING AND MAINTENANCE

(c) Filling Fuel Tanks

Observe all required precautions for handling gasoline. Each fuel tank holds a maximum of

25 U.S.

gallons.

To obtain the standard fuel quantity of

36 U.S.

gallons total or 18 gallons per tank, fill the tanks to the bottom of the filler neck tube or visual indicator. To obtain the standard plus reserve quantity, fill the tanks to the top of the filler neck. Fuel should be distributed equally between each side.

(d) Draining Fuel Strainer, Sumps and Lines

The fuel system sumps and strainer should be drained daily prior refueling to the first flight and after to avoid the accumulation of contaminants such as water or sediment.

Each fuel tank is equipped with an individual quick drain located at the lower inboard rear corner of fuel strainer is equipped with a quick drain located on the tank.

The the front lower corner of the firewall.

Each of the fuel tank sumps should be drained first. Then the fuel strainer should be drained twice, once with should be allowed the fuel selector valve on each tank.

Each time fuel is drained, sufficient fuel to flow to ensure removal of contaminants.

suitable container, examined for contaminants, and

This fuel then discarded.

should be collected in a

CAUTION

When draining any amount of fuel, care should be that no fire hazard exists before starting the engine.

taken to ensure

Each quick drain should be checked after closing it has closed completely and is not leaking.

to make sure it

(e)

Draining Fuel System

The remaining closing bulk of the fuel may be drained by opening the individual drain on each tank.

Tlie fuel may be drained through the fuel strainer.

Any individual tank may be drained by the selector valve and then draining the desired tank.

ISSUED: JUNE 16, 1976

REPORT:

VB-770

8-13

SECTION 8

HANDLING, SERVICING AND MAINTENANCE

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE

CRUISER

8.23

TIRE INFLATION tires.

For maximum service from the tires, keep them inflated

All wheels and wheel should tires be maintained are to the proper pressure

24 psi for all three balanced before original installation, and the relationship of tire, tube, and

Unbalanced wheels can cause extreme vibration in the landing with the gear; upon reinstallation.

therefore, in the installation of new components, it may be necessary to rebalance the wheels tires mounted. When checking tire pressure, examine the tires for wear, cuts, bruises, and slippage.

8.25 BATTERY SERVICE plastic will

The 12-volt battery is located under the floor of the baggage compartment.

The battery box has a drain battery above tube which is normally off any accumulation of liquid.

closed off with a cap and which should be opened occasionally to drain

The battery should be checked for proper fluid level.

DO

NOT fill the the baffle plates.

DO NOT fill the battery with acid

use water only.

A hydrometer check determine the percent of charge in the battery.

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

Quick charges are not recommended.

8.27

CLEANING

(a)

Cleaning Engine Compartment

Before cleaning prevent the engine compartment, place a strip of tape on the magneto vents to any solvent from entering these units.

(1) Place a large pan under the engine to catch waste.

(2) With the engine cowling removed, spray or brush the engine with solvent or a mixture of solvent and degreaser. In order it may be necessary to remove especially heavy dirt and grease deposits, to brush areas that were sprayed.

CAUTION

Do not spray air intakes.

solvent into the alternator, vacuum pump, starter, or

(3)

Allow the solvent to remain on the engine from five to ten minutes. Then rinse the engine clean with additional solvent and allow it to dry.

CAUTION

Do not operate the engine until excess solvent has evaporated or otherwise been removed.

(4)

Remove the protective tape from the magnetos.

(5)

Lubricate the controls, bearing surfaces, etc., in accordance with the Lubrication Chart in the

PA-28 Cherokee

Service

Manual.

REPORT: VB-770

8-14

ISSUED: JUNE 16, 1976

TABLE OF CONTENTS

SECTION 9

SUPPLEMENTS

3

4

1

2

Paragraph/Supplement

No.

9.1

General...........

......................................

AirConditioningSystemInstallation.........

AutoFlitellAutopilotInstallation

..................................

.......................

AutoControl IIIB Autopilot Installation

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

.

PiperElectricPitchTrim..............................,.........

.

.

.

Page

No.

9-1

9-3

9-7

9-9

9-13

REPORT: VB-770

9-i

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 9

SUPPLEMENTS

SECTION

9

SUPPLEMENTS

9.1

GENERAL

This section provides information in operation of the form of Supplements which are necessary for efficient the airplane when equipped with one or more of the various optional systems and equipment not provided with the standard airplane.

a

All of the

Supplements provided by this section are "FAA Approved" and consecutively numbered as permanent part of this

Handbook.

The information contained in each Supplement applies only when the related equipment is installed in the airplane.

ISSUED: JUNE 16, 1976

REPORT: VB-770

9-1

SECTION

9

SUPPLEMENTS

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE

CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

9-2

VB-770

ISSUED: .lUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28:140, CHEROKEE

CRUISER

SECTION 9

SUPPLEMENTS

SUPPLEMENT 1

AIR

CONDITIONING INSTALLATION

SECTION 1 GENERAL

This supplement supplies information necessary for optional air conditioning system is the installed. The information efficient operation contained within of the this airplane when supplement is to the be used in conjunction with the complete handbook.

This supplement has been "FAA Approved" as a permanent part of this handbook and must remain in this handbook at all times when the optional air conditioning system is installed.

SECTION 2 LIMITATIONS

(a) To insure maximum climb performance the air conditioner must be turned "OFF" manually prior to takeoff to disengage the compressor and retract the condenser door.

Also the air conditioner must be turned

"OFF" manually before the landing approach in preparation for a possible go-around.

(b)

Placards

In full view of the pilot, in the aæa of installed: the air conditioner controls when the air conditioner is

"WARNING AIR CONDITIONER MUST BE OFF TO INSURE

NORMAL TAKEOFF CLIMB PERFORMANCE."

In full view of the pilot, to the right of the engine gauges (condenser door light):

"AIR COND DOOR

OPEN"

SECTION 3 EMERGENCY PROCEDURES

No changes

Handbook to the basic

Emergency

Procedures provided by Section 3 of this Pilot's Operating are necessary for this supplement.

ISSUED: JUNE 16, 1976

REPORT:

VB-770

9-3

SECTION 9

SUPPLEMENTS

PIPER

AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE

CRUISER

SECTION 4

NORMAL

PROCEDURES

Prior to takeoff, the air conditioner should be checked for proper operation as follows:

(a)

Check aircraft master switch "ON."

(b) Turn the air conditioner control switch to

"ON" and the fan switch positions the "AIR COND DOOR OPEN" warning light will turn air conditioner condenser door actuation.

on, to one of the operating thereby indicating proper

(c) Turn the air conditioner control switch to

"OFF" the "AIR COND

DOOR OPEN" warning light will go out, thereby indicating the air conditioner condenser door is in the up position.

(d)

If the

"AIR COND DOOR OPEN" light system or indicator prior to flight.

does not respond as specified above, an air conditioner bulb malfunction is indicated and further investigation should be conducted

The above operational check may be performed during flight if an in flight failure is suspected.

The

The condenser door light is located to the right of the engine instrument cluster in front of the pilot.

door light illuminates when the door is open and is off when the door is closed.

SECTION 5

-

PERFORMANCE

Operation of engine is required range perfornance the air conditioner will cause slight decreases in cruise speed and range. Power from the to run of the compressor, drag.

When the air conditioner is the airplane.

and the condenser door, when extended, causes a slight increase in turned off there is normally no measurable difference in climb, cruise or

NOTE

To insure maximum climb performance the air conditioner must be turned off manually before takeoff to disengage the compressor and retract the condenser door. Also the air conditioner must be turned off manually before the landing approach in preparation for a possible go-around.

Although the cruise speed and range are only slightly affected by the air conditioner operation, these changes should be considered in preflight planning.

To be conservative, the following figures assume that the compressor is operating extremely hot weather.

continuously while the airplane is airborne.

This will be the case only in

(a) The decrease in true airspeed is approximately 5 KTS at all power settings.

(b)

The decrease in range may be as much as

34 nautical miles for the 50 gallon capacity.

REPORT: VB-770

9-4

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 9

SUPPLEMENTS

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 would cause throttle position is not used or in the event of a malfunction which the compressor to operate and the condenser door to be extended, a decrease in rate of climb of as much as 100 fpm can be expected.

Should a malftmetion occur which prevents condenser door retraction when the compressor is turned off, a decrease in rate of climb of as much as 50 fpm can be expected.

ISSUED: JUNE 16, 1976

REPORT:

VB-770

9-5

SECTION 9

SUPPLEMENTS

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-770

9-6

ISSUED: JUNE 16, 1976

PIPER AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE CRUISER

SECTION 9

SUPPLEMENTS

SUPPLEMENT 2

AUTOFLITE II AUTOPILOT

INSTALLATION

SECTION 1

GENERAL

This supplement supplies information necessary for

AutoFlite II the operation

Autopilot is installed.

The information contained within of the this airplane when supplement is to the be optional used in conjunction with the complete handbook.

This supplement has been

EDO-AIRE Mitchell

"FAA Approved" as a permanent part of this handbook based on

STC

SA3166SW-D and must remain in this handbook at all times when the optient!

AutoFlite II Autopilot is installed.

SECTION 2

-

LIMITATIONS

(a)

Autopilot operation prohibited above 122 KIAS. (Autopilot Vmo)

(b)

Autopilot must be "OFF" for takeoff and landing.

SECTION 3 EMERGENCY PROCEDURES

(a) In case of malfunction, depress disconnect switch on pilot's control wheel, or overpower autopilot at either control wheel.

(b)

AutoFlite II master switch

OFF.

(c)

In climb, cruise or descent configuration a malfunction with a

3 second delay in recovery initiation may result in

60° bank and 100 foot altitude loss.

(d)

In approach configuration, coupled or uncoupled, a malfunction with a l second delay in recovery initiation may result in 10° bank and 10 foot altitude loss.

SECTION 4 NORMAL PROCEDURES

AUTOFLITE II PREFLIGHT INSPECTION

(a)

AutoFlite II master switch ON.

(b) Rotate turn command knob to left and right.

Aircraft control wheels should rotate in corresponding directions.

(c)

With AutoFlite

II on, rotate aircraft control wheel to left and right.

Only light forces should be required to override roll servo clutch.

(d)

AutoFlite

II master switch

OFF rotate control wheel left and right to assure disengagement.

ISSUED: JUNE 16, 1976

REVISED:

FEBRUARY 15, 1979

REPORT:

VB-770

9-7

SECTIOU9

SUPPLEMENTS

PIPER AIRCRAFT

CORPORATION

PA-28-140, CHEROKEE CRUISER

AUTOFLITE II IN-FLIGHT PROCEDURE

(a)

Engagement

(1) Check turn command knob in center detent position.

(2)

AutoFlite

II master switch ON.

(b)

Disengagement

(1)

AutoFlite

II master switch OFF.

(c)

Heading Changes

(1) Move trim knob on instrument for drift correction from a constant heading.

(2) Move turn command knob for left or right banked an appropriate bank angle turns.

Rotation of knob to stop will yield to obtain an approximate standard rate turn.

Intermediate settings may be used for lesser turn rates.

(d)

OMNI

Tracker

(1)

Turn command knob move to center detent position and push IN to engage tracker.

Aircraft will track desired radial established on NAV 1

NAV selector switch).

(or as selected, if equipped with a

NOTE

Tracker must be engaged within 10° of being "on course," i.e.

VOR course needle centered and aircraft heading within

VOR course.

10° of

(2)

Trim knob push IN for high sensitivity.

Use high sensitivity position for localizer tracking and as desired for OMNI tracking.

(e)

Maintain directional trim during all autopilot operations.

PERFORMANCE

No changes necessary to the basic performance provided by Section 5 of this

Pilot's

Operating Handbook are for this supplement.

REPORT: VB-770

9-8

ISSUED: JUNE 16, 1976

REVISED:

FEBRUARY 15, 1979

PIPER

AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE CRUISER

SECTION 9

SUPPLEMENTS

SUPPLEMENT 3

AUTOCONTROL IIIB AUTOPILOT INSTALLATION

SECTION 1 GENERAL

This supplement supplies information necessary for

Piper AutoControl the operation of the airplane when the optional

IIIB Autopilot is installed.

The information contained within this supplement is to be used in conjunction with the complete handbook.

This supplement has been "FAA

Approved" as a permanent part of

EDO-AIRE Mitchell STC SA3165SW-D and must remain in this handbook based on this handbook at all times when the optional

Piper AutoControl IIIB Autopilot is installed.

SECTION 2

-

LIMITATIONS

(a)

Autopilot operation prohibited above 122 KIAS. (Autopilot Vmo)

(b)

Autopilot must be OFF for takeoff and landing.

SECTION 3

-

EMERGENCY PROCEDURES

(a) In an emergency the

AutoControl IIIB can be disconnected by:

(1)

Pushing the

A/P ON-OFF rocker switch "OFF."

(2)

Pulling the autopilot circuit breaker.

(b)

The autopilot can be overpowered at either control wheel.

(c)

An autopilot runaway, with a

3 second delay in the initiation of recovery while operating in climb, cruise or descending flight, could result in a

60° bank and

100 foot altitude loss.

(d)

An autopilot runaway, with a 1 second delay in the initiation of recovery, during an approach operation, coupled or uncoupled, could result in

10° bank and

10 foot altitude loss.

(e)

Emergency operation with optional NSD 360 and NSD 360A (HSI)

Slaved and/or

Non-Slaved:

NSD 360

(1)

Appearance of HDG Flag: a.

Check air supply gauge

(vac or pressure) for adequate b.

Check compass circuit breaker.

air supply

(4 in. Hg. min.).

c.

Observe display for proper operation.

(2) To disable heading card pull circuit breaker and use magnetic compass for directional data.

NOTE

If heading card is not operational, autopilot should not be used.

ISSUED: JUNE 16, 1976

REVISED: FEBRUARY

15, 1979

REPORT:

VB-770

9-9

SECTION 9

SUPPLEMENTS

PIPER

AIRCRAFT CORPORATION

PA-28-140, CHEROKEE

CRUISER

(3) With card disabled: a.

VOR and

Glide Slope displays are still functional; use card set heading for correct picture.

to rotate card to aircraft b.

Localizer left-right information still usable.

Flag information is needle with No.

2 indicator for valid left-right needle operation.

(4) Slaving Failure

(i.e.

failure to self-correct for gyro drift): a.

Check gyro slaving switch is set to No.

1 position.

b.

Check for HDG

Flag.

disabled c.

d.

Check compass circuit breaker.

Reset heading card while observing slaving meter.

e.

Select slaving amplifier No.

2

(gyro slaving switch is set f.

Reset heading card while checking slaving meter.

to

No.

2 position).

g.

Switch to free gyro and periodically set card as unslaved gyro.

compare

NSD 360A (Instrument with red-white striped

NAV-HDG Flags)

(1) The emergency procedures for the NSD 360A remain identical to those listed for the

NSD

360

(above), except that the presence of the

NAV Flag on a localizer frequency invalidates the NAV left-right information.

Usable navigation data will be indicated in both VOR and

Localizer modes by the absence of the NAV Flag, whether the card is disabled or not.

(2) In the localizer mode the

"TO-FROM" arrows may remain out of view, depending upon the design of the

NAV converter used in the installation.

SECTION 4

-

NORMAL PROCEDURES

PREFLIGHT

(a) AUTOPILOT

(1) Place radio coupler in

HDG mode (if installed) and place the A/P

"ON-OFF" switch to the

"ON" position to engage roll section.

Rotate roll command knob left and right and observe that control wheel describes a corresponding left and right turn, then center knob.

(2)

Set proper D.G.

heading on D.G.

and turn

HDG bug to aircraft heading. Engage

HDG mode rocker switch and rotate HDG bug right and left. Aircraft control wheel should direction as bug.

Grasp control wheel and manually override servo, both directions.

turn same

(b) RADIO COUPLER

(OFTIONAL)

(1) Tune and identify VOR or

VOT station.

Position radio coupler to

OMNI mode. Engage autopilot "ON" and cause

HDG switches.

Set HDG bug

OMNI indicator needle to aircraft heading and rotate OBS to to swing left and right slowly.

Observe that control wheel rotates in direction of needle movement.

(2)

Disengage A/P "ON-OFF" switch.

Reset radio coupler control to

HDG.

1N-FLIGHT

(a) Trim airplane (ball centered).

(b)

Check air pressure or vacuum to sufficient air.

ascertain that the directional gyro and attitude gyro are receiving

REPORT: VB-770

9-10

ISSUED: JUNE 16,

1976

REVISED:

FEBRUARY 15, 1979

PIPER AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE CRUISER

SECTION 9

SUPPLEMENTS

(c)

Roll Section:

(1)

To engage, center roll knob, push A/P

"ON-OFF" switch to

"ON" position. To turn, rotate console roll knob in desired direction. (Maximum angle of bank should not exceed

30°.)

(2)

For heading mode, set directional gyro with magnetic compass. Push directional gyro knob

HDG in, rotate bug to aircraft heading. Push console heading rocker (HDG) switch to

"ON" position.

desired

To select a new aircraft heading, push D.G. heading knob "IN" and rotate, in direction of turn, to the desired heading.

(d)

Radio Coupling VOR-ILS with H.S.I. (Horizontal

Situation Indicator) Type

Instrument

Display

-

(Optional)

(1)

VOR Navigation a.

Tune and identify

VOR station.

Select b.

Select OMNI mode on radio coupler.

desired course by rotating

CRS knob of H.S.I.

c.

Select HDG mode on autopilot console intercept angle to engage coupler.

Aircraft will turn to a 45° to intercept the selected VOR course. Intercept angle magni depends on radio needle off course magnitude,

45° intercept with

VOR signals.

NAV mode should be selected after

100% needle the intercept angle diminishing as the d.

NAV mode NAV mode provides reduced VOR sensitivity for deflection will result m needle offset diminishes.

tracking weak, or noisy the aircraft is established on course.

(2)

ILS-LOC Front

Course a.

Set inbound, front, localizer course on H.S.I.

b.

Select LOC-Normal on radio coupler

Select LOC-REV to intercept and track inbound on localizer.

to intercept and track outbound to the procedure turn area.

c.

Select HDG mode on autopilot console to engage coupler.

(3) ILS Back Course a.

b.

c.

Set inbound, front localizer course on H.S.I.

Select LOC-REV course.

on radio coupler

Select LOC-NORM to to intercept intercept and and track track inbound on outbound on the the back localizer back course to the procedure turn area.

Select HDG mode on autopilot console to engage coupler.

(e)

Radio

Coupling VOR-ILS with standard directional gyro. (Optional)

Radio coupler operation in conjunction with a standard directional gyro and

VOR-LOC display differs from operation with an integrated display (H.S.I.) only in one respect. The HDG bug is used as as the radio course datum and therefore must be set to match the desired VOR course selected on the OBS.

(1)

For VOR intercepts and tracking:

Select the desired VOR course and set

OMNI mode on the coupler and HDG mode on the

HDG bug to the same heading.

Select the autopilot console.

(2)

For

ILS Front Course intercepts and tracking:

Tune heading.

the localizer frequency and place the HDG bug on the inbound, front course

Select LOC-NORM mode on the coupler and HDG mode on the autopilot console.

(3)

For

LOC Back Course intercepts and tracking:

Tune heading the localizer frequency and place the HDG bug on the inbound course to the airport.

Select LOC-REV mode with coupler and HDG mode on the autopilot console.

ISSUED:

JUNE

16, 1976

REVISED:

FEBRUARY 15,

1979

REPORT: VB-770

9-11

SECTION 9

SUPPLEMENTS

PIPER AIRCRAFT

CORPORATION

PA-28-140,

CHEROKEE CRUISER

SECTION

5

-

PERFORMANCE

No changes necessary for to the basic performance provided by Section 5 of the

Pilot's

Operating

Handbook are this supplement.

REPORT:

VB-770

9-12

ISSUED:

JUNE 16, 1976

REVISED:

FEBRUARY 15, 1979

PIPFR AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

SECTION 9

SUPPLEMENTS

SUPPLEMENT 4

PIPER ELECTRIC PITCH TRIM

SECTION 1 GENERAL

This supplement supplies information

Piper Electric Pitch Trim is installed.

The conjunction with the complete handbook.

necessary for the operation of the airplane when the optional information contained within this supplement is to be used in

This supplement has been "FAA Approved" as a permanent part of this handbook at all this handbook times when the optional

Piper Electric Pitch Trim is installed.

and must remain in

SECTION 2

-

LIMITATIONS

No changes of necessary for the basic limitations provided by Section 2 of this

Pilot's

Operating Handbook are this supplement.

SECTION 3 EMERGENCY PROCEDURES

(a) In case of malfunction, disengage electric pitch trim by pushing pitch trim switch on instrument panel to

OFF position.

(b) In an emergency, electric pitch trim may be overpowered using manual pitch trim.

°

(c)

In cruise configuration, malfunction results in 10 pitch change and a 30 foot altitude variation.

SECTION

4

NORMAL

PROCEDURES

The electric trim system may be turned ON or

OFF by a switch located above the ignition switch. The pitch trim may be changed when the electric trim system is turned on either by moving the manual pitch trim control wheel or by operating the trim control switch on the pilot's control yoke.

SECTION

5

-

PERFORMANCE

No changes necessary to the basic performance provided by Section 5 of this Pilot's Operating Handbook are for this supplement.

ISSUED: JUNE 16, 1976

REPORT:

VB-770

9-13

SECTION 9

SUPPLEMENTS

PIPER AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY

LEFT BLANK

REPORT: VB-770

9-14

ISSUED: JUNE 16, 1976

Paragraph

No.

10.1

General.................................................

10.3

SafetyTips

..............................................

TABLE OF

CONTENTS

SECTION 10

SAFETY TIPS

Page

No.

10-1

10-1

REPORT:

VB-770

10-i

PIPER

AIRCRAFT CORPORATION

PA-28-140,

CHEROKEE

CRUISER

SECTION 10

SAFETY TIPS

SECTION 10

SAFETY TIPS

10.I

GENERAL

This section provides safety tips of particular value in the operation of the

Cherokee Cruiser.

10.3

SAFETY TIPS

(a)

Learn to trim for takeoff so that only a very light back pressure on the control to lift the airplane off the ground.

wheel is required

(b)

The best speed for takeoff is about 50

KIAS under normal conditions.

Trying to pull the airplane off the ground at too low an airspeed decreases the controllability of the airplane in the event of engine failure.

(c)

Flaps may be loweæd up to

101 KIAS.

To

æduce flap operating loads, it is desirable to have the airplane at a slower speed before extending the flaps. The flap step will not support weight if the flaps are in any extended position.

will lock and support weight on the

The flaps step.

must be placed in the "UP" position before they

(d)

Before attempting to reset any circuit bæaker, allow a two to five minute cooling off period.

(e) Before starting the engine, check that all radio switches, light switches and the pitot heat switch are in the off position so as not to create an overloaded condition when the starter is engaged.

(f) Anti-collision lights should not be operating when flying through cloud, fog or haze, since the reflected light can produce spatial disorientation.

Strobe lights should not be used in close proximity to the ground such as during taxiing, takeoff or landing.

(g)

The rudder pedals are suspended from a torque tube which extends across the fuselage.

The pilot should become familiar with the proper positioning of his feet on the rudder pedals so as to avoid interference with the torque tube when moving the rudder pedals or operating the toe brakes.

(h) In an effort to avoid accidents, pilots should obtain and study the safety related information made available in FAA publications such as regulations, advisory circulars, Aviation News, AIM and safety aids.

(i)

The shape of the wing fuel tanks is such that in certain maneuvers the fuel may move away from the tank outlet.

If the outlet is uncovered, the fuel flow will be interrupted and a temporary loss of power may result. Pilots can prevent inadvertent uncovering of the outlet by avoiding maneuvers which could result in uncovering the outlet.

Extreme running turning takeoffs should be avoided as fuel flow interruption may occur.

Prolonged slips or skids which result in excess extreme maneuvers interruption which may occur when tank being used is of could cause uncovering of not

2000 ft. of altitude the full.

fuel outlet must loss, or other radical or be avoided as fuel flow

ISSUED: JUNE

REVISED:

16,

1976

APRIL

18, 1980

REPORT:

VB-770

10-1

SECTION 10

SAFETY TIPS

PIPER

AIRCRAFT CORPORATION

PA-28-140, CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-770

10-2

ISSUED: JUNE 16, 1976