Piper Cherokee Cruiser, Flite Liner airplane PILOT'S OPERATING MANUAL

Below you will find brief information for Cherokee Cruiser, Cherokee Flite Liner. These single-engine, low wing aircraft are designed for versatility. They feature a spacious cabin, a powerful engine, and a variety of options to customize each aircraft.

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THE

cheroldee

C R U I S E R and

FLITE

LINER

PILOT'S QPERATING

MANUAL

This manual is incomplete w i t h o u t an APPROPRIATE F A A APPROVED AIRPLANE

F L I G H T M A N U A L and an APPROPRIATE WEIGHT A N D B A L A N C E REPORT.

WARNING

EXTREME CARE MXJST BE EXERCISED TO LIMIT THE USE O F THIS MANUAL

TO APPLICABLE AIRCRAFT. THIS MANUAL REVISED AS INDICATED BELOW

O R SUBSEQUENTLY REVISED IS VALID FOR USE WITH THE AIRPLANE

IDENTIFIED BELOW WHEN APPROVED BY PIPER AIRCRAFT CORPORATION.

SUBSEQUENT REVISIONS SUPPLIED

PIPER AIRCRAFT

CORPORATION

MUST BE PROPERLY INSERTED.

MODEL PA-28- 140

28-7525250

AIRCRAFT SERIAL NO. REGISTRATION NO.

PILOT'S'OPERATING MANUAL, PART NUMBER 761 555 REVISION

PIPER AIRCRAFT CORPORATION

APPROVAL SIGNATURE AND ST&&-

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 outlined by the Airplane Flight

Manual, instrument markings, and placards.

This Pilot's Operating Manual is not designed as a substitute for adequate and competent flight instruction, knowledge of the current airworthiness directives, applicable federal air regulations, or advisory circulars. I t is not intended t o be a guide for basic flight instruction or a training manual for transition from single to multi-engine flying.

If an inconsistency of information exists between the Pilot's Operating Manual and tile

Airplane Flight Manual approved by the FAA, the Airplane Flight Manual shall be the authoritv.

A complete or partial replacement of this manual, Part No.

761

555, may be obtained only from Piper Customer Services.

Published by

PUBLICATIONS DEPARTMENT

.Piper Aircraft Corporation

761 555

Issued: July 1973

APPLICABILITY

T h i s m a n u a l is a p p l i c a b l e t o P i p e r M o d e l PA-28-140 a i r c r a f t h a v i n s s e r i a l n u m b e r s

28-7425001 through 28-7625275. Contact Piper Customer Services for specific information on the application of this manual.

REVISIONS

T h e information compiled in the Pilot's Operating Manual will be kept current by revisions distributed to the airplane owners.

Revision material will consist of information necessary to update the text of the present manual and/or to add information to cover added airplane equipment.

Revisions

R e v i s i o n s will b e d i s t r i b u t e d w h e n e v e r necessary a s c o m p l e t e page r e p l a c e m e n t s o r additions and shall be inserted into the manual in accordance with the instructions given below:

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

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

Page numbers followed by a small letter shall be inserted in direct sequence with the same common numbered page.

IT. Identification of Revised Material

Revised text and illustrations shall be indicated by a black vertical line along the left hand margin of the page, o p p o s i t e revised, added o r deleted material.

A line o p p o s i t e the page n u m b e r o r s e c t i o n t i t l e a n d p r i n t i n g d a t e , will indicate that t h e t e x t o r i l l u s t r a t i o n w a s unchanged but material was relocated to a different page or 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 o r the physical location of material o n a page will not be identified by symbols.

111.

Original Pages Issued

The original pages issued for this manual prior to revision are given below:

1- 1 through 1-4, 2-1 through 2-18, 3-1 through 3-18, 4-1 through 4-6, 5-1 through 5-32,

7-1 through 7- 1 1 , 8-1 through 8-2, 9 - 1 through 9 - 11, 10- l through 10- 15.

PILOT'S OPERATING MANUAL LOG

REVISIONS

Current Revisions to the PA-28-

140 Cherokee Cruiser Pilot's Operating Manual,

555, issued

July 6 , 1973.

Revision

Revised

Pages

Description Date

Rev. 1

761 555

(PR73 1022)

1-1

WIB

9-4

9-5

9-6

9-7

Changed Instructional Power Cruise Speed from 50% to 60%.

Added Rev. 1 to Report: VB-546.

Added "Best Economy Mixture".

Revised type size.

Removed NOTE.

Oct. 22, 1973

Rev. 2

761 555

(PR740529)

111

May 29. 1974

A FIM

WIB

Added PAC Approval Form.

Added Applicability and Item 111. Original

Pages Issued.

Added Rev. 1 to Report: VB-557.

Added Rev. 2 to Report: VB-546.

(NOTE: AIRCRAFT DELIVERED WITH

MANUALS PRIOR TO THIS REVISION

D O NOT REQUIRE THIS REVISION.)

Rev. 3

761 555

(PR7406

1 3)

Title

2-1

2-2

2-8

2-9

2-9a

2- 10

2-1

2- 12

2- 1

A F/M

4-6

W/B

7-i

7 - 4

7-5

7-6

Added Flite Liner.

Added reference to F l ~ t e to

The

Airplane; relocate info to page 2-2.

Added info from page 2- 1 .

Added annunciator panel info and foot

- note; relocated info to page 2- 1 1.

Revised Alternator and Starter Schematic.

Added page (Alternator and Starter

Schematic).

Relocated page.

Relocated page; added info from page 2-8; added annunciator panel to Vacuum System and Instrument Panel; added footnote.

Relocated page; added annunciator panel.

Added page.

Added Rev. 2 to Report: VB-557.

Revised Alternator Failure, item 3.

Added Rev. 3 to Report: VB-546.

Added Airspeed Data and revised page nos.

Added annunciator panel and footnote.

Revised Stall info; deleted stall table: added Cruising info from pase 7-6: revised

Cruising info; revised stall info.

Relocate Cruising to pase 7-5: added

Approach-and Landing info from page 7-7.

June 13, 1974

PILOT'S OPERATING MANUAL LOG OF REVISIONS

(cont)

Revision

Rev. 3 (cont)

Rev. 4

761 555

(PR741101)

Rev. 5

761 555

(PR750 12

1 )

Rev. 6

761 555

(PR7505 16

Rev. 7

761 555

(PR7507

Revised

Pages

1-2

WIB

8-2

Description Date

Added Airspeed Data; relocated Approach and Landing info to page 7-6.

Revised item

6. (added annunciator); added footnote; relocated info from item 8. to page 8-2.

Added info from page 8-

1 .

Revised chart nomenclature.

Revised Takeoff chart.

Revised Climb chart.

Revised Power chart.

Revised Cruise chart.

Revised Range chart (36 gal).

Revised Range chart (50 gal).

Revised Glide chart.

Revised Stall chart (weight).

Revised Stall chart (angle of bank).

Revised Landing chart.

Revised footnote.

Added Rev.

3 to Report: VB-557.

Added Rev.

4 to Report: VB-546.

Added new item

and revised existing item nos. under Takeoff.

Added item 1 1.

Nov. 1. 1974

Revised Stall Warning description.

Added Rev. 5 to Report: VB-546.

Revised Operating Instructions for Emergency

Locator Transmitter; relocated material to page 7-1 1.

Added material relocated from page 7-1 0.

Jan. 21, 1975

May 16. 1975 Revised Empty Weight and Useful Load.

Added Rev. 6 to Report: VB-546.

Relocated item 8. (fuel tip) to page 8-2.

Added and revised item 8. (fuel tip).

Deleted info (AIRFRAME).

Added callout.

Added Engine Hour Meter; revised callouts.

Added Rev. 7 to Report: VB-546.

July 18, 1975

PILOT'S OPERATING MANUAL LOG OF REVISIONS

(cont)

Revision

Rev. 8 - 7 6 1 555

(PR75 1 127)

Rev. 9

761 555

(PR7604

Rev. 10

761 555

(PR7607 19)

Rev. 1 1

761 555

(PR770603)

Rev. 12

761 555

(PR770930)

Revised

Pages

A F/M

WIB

7-1

8-2

Description

Added Rev. 4 to Report: VB-557.

Added Rev. 8 to Report: VB-546.

Revised ELT info.

Revised item 8.

Date

Nov. 27, 1975

1-2

A FIM

7-4

7-5

7-6

8-2

10-i

10-8

10-9

10-10

10-

1 1

10-12

Revised Fuel Specifications.

Added Rev. 5 to Report: VB-557.

Added Note.

Revised Cruising Info.

Revised Approach and Landing item 2.

Added items 12, 13, 14.

Revised page nos. for Filling Fuel Tanks,

Draining Fuel Valves and Lines, Facts You

Should Know, and Required Service and

Inspection Periods.

Revised Fuel Requirements; relocated

Filling Fuel Tanks to page 10-9.

Added Fuel Grade Comparison Chart and info from page 10-8; relocated Draining

Fuel Valves and Lines to page 10- 10.

Added info from page 10-9 and relocated

Facts You Should Know to page 10-

Added info from page 10-1 0 and relocated info to page 10-1 2.

Added info from page 10- 1 1 and relocated info to page 10-

Added info from page 10- 12.

Revised Special Instruction No. 7.

April 19, 1976

10-13

10-1 4

...

111

A FIM

WIB

Added Rev. 9 to Report: VB-546.

Added info from page 7-1 1. Deleted info about Emergency Locator Transmitter.

Moved info to page 7-10; revised pilot's remote switch description.

July

19, 1976

Revised Starting Engines When Hot.

Revised ELT Note.

June 3, 1977

Added Applicable Serial Numbers.

Added Rev. 6 to Report: VB-557.

Added Rev. 10 to Report: VB-546.

(NOTE: AIRCRAFT DELIVERED WITH

MANUALS PRIOR TO THIS REVISION

DO NOT REQUIRE THIS REVISION.)

Sept. 30, 1977

Revision

Rev. 13

761 555

(PR7904 1 6)

Revised

Pages

2-8

2-1 4

W / B

7- 10

10-10

10-1

Rev. 14

761 555

(PR800522)

Rev. 16

761

PILOT'S OPERATING MANUAL LOG OF REVISIONS

(cont)

555

(PR9003 16) iv-c

10-8

Description

Added Warning.

Added Caution.

Added Rev. 11 to Report: VB-546.

Revised

Added Caution; relocated info. to pg. 10- I 1 .

Added info. from pg. 10- 10.

Revised Warnins.

Added Rev. 12 to Report: VB-546.

Revised General Specifications.

Relocated Dimensions to pg. 1-3: revised fuel and Oil specification.

Added Dimensions from pg. 1-2.

Revised fuel info.

Added Rev. 7 to Report: VB-557.

Added Rev. 13 to Report: VB-546.

Revised Preflight.

Added endin: serial number effectivity.

Added Warning.

Revised Fuel Requirements.

Revised Handling and Servicing (Facts

You Should Know).

Revised Preventive Maintenance.

Deleted Preventive Maintenance info.; revised Required Service and Inspection

Periods.

Added Res. 16 to 761 555 Log of Revisions.

Revised Oil Requirements. Moved Fuel

System to page 10-8a.

Added page. Revised and moved Fuel System from page 10-8.

Added page.

Revised Fuel Grade Comparison Chart.

Revised Handling and Servicing (Facts

You Should Know).

Revised Required Service and Inspection

Periods.

GENERAL SPECIFICATIONS

DESCRIPTION

AIRPLANE AND SYSTEMS

AIRPLANE FLIGHT MANUAL F.A.A. APPROVED

EMERGENCY PROCEDURES F.A.A. APPROVED

EMERGENCY PROCEDURES

WEIGHT AND BALANCE

LOADING INSTRUCTIONS

OPERATING INSTRUCTIONS

OPERATING TIPS

PERFORMANCE CHARTS

HANDLING AND SERVICING

GENERAL

SPEClFlCATlONS

Performance

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

Weights

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

Power Plant

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

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

Fuel

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

Oil

.-...

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

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

Ba,, aoase

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

Dimensions

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

-.-

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

Landing

Gear

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

BLANK PAGE

CHEROKEE CRUISER

GENERAL SPECIFICATIONS

PERFORMANCE

P u b l i s h e d f i g u r e s a r e f o r s t a n d a r d a i r p l a n e s f l o w n at g r o s s w e i g h t u n d e r s t a n d a r d conditions at sea level, unless otherwise stated. Performance for a specific airplane may vary f r o m p u b l i s h e d f i g u r e s d e p e n d i n g upon the e q u i p m e n t installed, t h e c o n d i t i o n o f e n g i n e , a i r p l a n e a n d e q u i p m e n t , atmospheric conditions and piloting technique. E a c h performance figure below is subject to the same conditions a s on the corresponding performance chart from which i t is taken in the Performance Charts Section.

Takeoff Ground Run, flaps up, sea level (ft)

Takeoff Distance Over 50-ft Obstacle, flaps up. sea level (ft)

Best Rate of Climb Speed (mph)

Rate of Climb (ft per min)

Best Angle of Climb Speed, sea level (rnph)

M a x Speed, s e a level (rnph)

M a x Speed, Optimum Alt, 7800 ft, 75% power (TAS) (rnph)

Service Ceiling (ft)

Absolute Ceiling (ft)

Cruise Speed at best power mixture, optimum altitude (TAS) (rnph)

657c power, 10,250 ft

5 5 % power, 1 1,900 ft

R a n g e at best power mixture optimum altitude (mi)**

7 5 % power. 7,800 ft

6 5 9 power, 10,250 ft

557c power, 11,900 ft

Cruise Speed at best economy mixture, optimum altitude (rnph)

7 5 % power, 7,000 ft

657c power, 10,000 ft

5 5 % power, 1 2,000 ft

Range at best economy mixture, optimum altitude (mi)**

7 5 % power, 7,000 ft

6 5 % power, 10,000 ft

5 5 8 power, 12,000 ft

Cruising Speed, sea level. 75% power (rnph)

Instructional power cruise speed, sea level, 6 0 9 power (rnph)

Cruising range, sea level, 75% power (mi)

Instructional power cruisinz range, sea level, 60% power, (mi)

* A l l speeds stated are with optional wheel fairinss installed. Subtract 3 rnph if wheel fairings are not installed.

**Ranges based on 48 gal usable fuel, no reserve.

***Ranges adjusted to reflect the use of best economy speeds with best economy fuel flours. and 48 gallons usable.

GENERAL SPECIFICATIONS

REVISED: OCTOBER 22,1973

CHEROKEE CRUISER

Fuel Consumption, 757c power (gal per hr)

Fuel Consumption, 5070 power (gal per hr)

Stalling Speed, flaps down (mph)

Landing Roll, flaps down (ft)

WEIGHTS

Gross Weight (Ibs)

Standard Empty Weight (lbs)

Maximum Useful Load (Ibs)

POWER PLANT

FUEL

Engine

Lycoming

Rated Horsepower and Speed (rpm)

Bore (inches)

Stroke (inches)

Displacement (cubic inches)

Compression Ratio

Dry Weight (pounds)

Oil Sump Capacity (quarts)

Propeller (Sensenich)

AVGAS ONLY

Fuel Capacity (U.S. gal) Standard

Fuel Capacity (U.S. gal) Reserve

Fuel, Aviation Grade

Minimum Octane

Specified Octane

Alternate Fuels

OIL

Oil Capacity (quarts)

BAGGAGE

Maximum Baggage (Ibs)

Basgage Space (cubic ft)

80187

80/87

Refer to Fuel Requirements,

Section 10

Page 10-8

*See Weight and Balance for limitations when family seats and safety family seats are installed or baggage area mofified in accordance with Piper Drawing 6667 1 .

GENERAL SPECIFICATIONS

REVISED:

JULY

13,1984

DIMENSIONS

Wing Span (ft)

Wing Area (sq ft)

Wing Loading (lbs per sq ft)

Length (ft)

Height (ft)

Power Loading (ibs per hp)

LANDING GEAR

Wheel Base (ft)

Wheel Tread

(ft)

Tire Pressure (lbs)

Tire Size

Nose

Main

Nose (4 ply rating)

Main ( 4 ply rating)

CHEROKEE CRUISER

GENERAL

SPECIFICATIONS

REVISED: JULY 13,1984

CHEROKEE CRUISER

GEh'ERAL SPECPFPCATIONS

ISSUED: JULY 6,1973

DESCRIPTION

AIRPLANE AND

SYSTEMS

The Airplane

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

Airframe

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

Engine and Propeller

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

Landing Gear

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

Flight Controls

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

Fuel System

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

Electrical System

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

Vacuum Sjvstem

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

Instrument Panel

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

Pitot-Static Sy stern

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

Heating and Ventilating System

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

Cabin Features

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

Bagsage Area

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

Stall Warning

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

Finish

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

Air Conditioning

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

Piper External Power

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

BLANK

PAGE

CHEROKEE CRUISER

DESCRIPTION

AIRPLANE AND SYSTEMS

THE AIRPLANE

T h e Cherokee 140 is a single-engine, low wing monoplane of all metal construction. It is available in two versions, the Cherokee Cruiser and the Cherokee Flite Liner.

T h e Cherokee Cruiser, which is the standard model, h a s a two-place configuration with a third and fourth family seat offered a s optional equipment. Economy, comfort and a wide range of options make the Cherokee Cruiser a versatile Susiness o r personal airplane.

T h e Cherokee Flite Liner is basically a standard model Cruiser with optional equipment installed that is tailored f o r flight instruction. This equipment includes instruments, radio and lights. T h e C h e r o k e e Flight L i n e r a l s o h a s its own d i s t i n c t i v e e x t e r i o r color scheme. The simplicity, stability and dual flight controls make it an especially good instructional airplane.

AIRFRAME

T h e basic airframe is of aluminum alloy construction. T h e extremities

- wing tips, cowling. tail surfaces

- are of durable fiberglass.

T h e wings are attached to each side of the fuselage by insertion of the butt ends of the respective main spars into a spar box carry-through which is an integral part of the fuselase structure, providing, in effect, a continuous main spar with splices a t each side of the fuselage.

There are also fore and aft attachments at the rear spar and at an auxiliary front spar.

T h e w i n s airfoil s e c t i o n is a l a m i n a r f l o w type, N A C A 6 5 2 - 4 1 5 with the m a x i m u m thickness about 40% aft of the leading edge. This permits the main spar carry-through structure to b e l o c a t e d under the rear s e a t , p r o v i d i n g unobstructed c a b i n f l o o r s p a c e a h e a d of the rear seat.

ENGINE AND PROPELLER

T h e Lycoming 0 - 3 2 0 - E 3 D e n g i n e installed in the Cherokee PA-28-1 4 0 is rated at 150 horsepower at 2700 rpm. T h i s engine has a compression ratio o f 7 to I and requires 80/87 minimum octane fuel. T h e engine is equipped with direct drive or optional geared drive starter, a 6 0 ampere alternator, dual magnetos, vacuum pump drive, diaphragm type fuel pump and a float carburetor.

Exhaust sases are carried through a system constructed of heavy gauge stainless steel which incorporates heater shrouds to provide cabin heat, defrosting, and carburetor deicing.

AIRPLANE AND SYSTEMS

REVISED:

JULY

18,1975

CHEROKEE CRUISER

T h e propeller used on the PA-28-1 40 is a Sensenich M74DM fixed-pitch aluminum alloy unit. Its diameter is 7 4 inches with a standard pitch of 5 8 inches. All performance figures are based on the standard 5 8 inch pitch propeller.

Cowling on the Cherokee is designed to cool the ensine in all normal flight conditions, including protracted climb, without the use of cowl flaps o r cooling flanges.

T h e t h r o t t l e q u a d r a n t is in the lower center of the instrument panel and c o n t a i n s the throttle and mixture control.

A friction lock on the right side of the quadrant prevents creepin? o f t h e c o n t r o l s . T o the right o f t h e q u a d r a n t i s the c a r b u r e t o r h e a t c o n t r o l that p r o v i d e s maximum carburetor heat when fully

ON.

Air passes through a highly efficient dry type fiiter when the carburetor hear is OFF.

T h e Flite Liner incorporates a throttle detent adjusted to the 6 0 % power location f o r the throttle control. W h e n the throttle is set in this detent, the tachometer needle will match the white radial decal indicating 2265 RPM on the glass of the tachometer at 3500 feet altitude.

T h e arcs o f this decal represent 60% power at sea level (21 80 R P M ) and 7000 feet (2345 R P M ) .

LANDING GEAR

T h e three landing gears use Cleveland 6.00 x

6 wheels. the main wheels are being provided with brake drums and Cleveland single disc hydraulic brake assemblies. The nose wheel and the main gear all use 6.00 x 6 four ply tires with tubes.

T h e n o s e gear is steerable through a 60" arc by use of the rudder pedals and brake. A spring device is incorporated in the rudder pedal torque tube assembly to aid in rudder centering and to provide rudder trim. The nose gear steering mechanism also incorporates a bungee device to provide lighter, smoother ground steering and to dampen bumps and shocks during taxiing.

T h e nose gear also includes a shimmy dampener.

T h e oleo struts are of the air-oil type with a normal extension of

3.25

inches for the nose gear and 4-50 inches for the main gear under normal static (empty weight of airplane plus full fuel and oil) load.

T h e brakes are actuated by a hand lever and a master cylinder which is located below and near the center o f the instrument panel. The toe brakes and the hand lever have their own brake cylinders, but they share a common reservoir. T h e 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.

AIRPLANE AND SYSTEMS

REVISED: JUNE 13,1974

CHEROKEE CRUISER

AIRPLANE AND SYSTERlS

ISSUED: JULY 6,1973

Main Wheel Assembly

CHEROKEE

CRUISER

Throttle Quadrant and Console

AIRPLANE AND SY

STEhtS

ISSUED: JULY 6,1973

CHEROKEE CRUISER

Console

FLIGHT CONTROLS

Dual controls

are provided as standard equipment with a cable system used between the controls and the surfaces. The

horizontal tail

is of the all-movable slab type, with an anti-servo tab acting as a longitudinal trim tab. It is actuated by a control wheel on the floor between the front seats. T h e

stabilator

provides extra stability and control with less size, drag, and weight than conventional tail surfaces. The differential action of the ailerons tends to eliminate adverse yaw in timing maneuvers and reduces the amount of coordination required in normal turns.

The flaps are manually operated, balanced for light operating forces and spring-loaded to return to the up position. A past-center lock incorporated in the actuating linkage holds the flap when it is in the up position s o that i t may be used a s a step on the right side. The flap will not support a step load except when in the full up position, s o it must be completely retracted when used as a step. T h e flaps have three extended positions, 10, 25 and 40 degrees.

FUEL SYSTEM

Fuel is stored in t w o twenty-five gallon tanks w h i c h are secured to t h e l e a d i n g e d g e structure of each wing by screws and nut plates to allow easy removal for service or inspection.

The fuel selector control is located on the left side panel, for\vard of the pilot's seat. T h e button on the selector cover must be depressed and held while the handle is moved to the

OFF

position. T h e b u t t o n r e l e a s e s a u t o m a t i c a l l y w h e n t h e h a n d l e is moved back into the

ON position.

AIRPLANE AND SYSTEMS

ISSUED: JULY

6,1973

CHEROKEE

CRUISER

Fuel Selector

To obtain the standard fuel quantity of 36 gallons, fill the tanks to the bottom of the filler neck indicator. To obtain the standard plus the reserve quantity, a total of 50 U.S. gallons, fill the tanks to the top of the filler neck.

An auxiliary electric fuel pump is provided for use in case of failure of the ensine driven pump. T h e electric pump should be on for all takeoffs and landinss and when switching tanks.

T h e fuel strainer is equipped with a quick drain and is localed on the front lower left corner o f the fire wall. This strainer should be drained during preflight to check for water or sediment and proper fuel (a special bottle is furnished for this operation).

To drain the lines from the tanks, the tank selector valve must be switched to each tank in turn, with the electric pump on, and the gascolator drain valve opened. Each tank has an individual quick drain located at the bottom, inboard, rear comer.

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

An engine priming system is installed to facilitate starting. The primer pump is located on the immediate left of the throttle quadrant.

AIRPLANE ANI) SYSTEMS

REVISED: JULY 13,1984

F U E L QUANTITY CWGES

CHEROKEE CRUISER

AIRPLANE AND SYSTEMS

ISSUED: JULY

6,1973

Fuel System

Schematic

CHEROKEE CRUISER

ELECTRICAL SYSTEM

T h e electrical s y s t e m includes a 14-volt 60 ampere alternator, battery, voltage regulator, o v e r v o l t a g e relay, and master switch relay. T h e 12-volt battery and master switch relay are located beneath the baggage compartment floor. Access for service o r inspection is obtained by raising the hinged floor panel. T h e regulator and overvoltage relay are located on the fuselage behind the instrument panel.

E l e c t r i c a l s w i t c h e s a r e l o c a t e d o n the r i g h t c e n t e r instrument p a n e l , and t h e circuit breakers are located on the lower right instrument panel. A rheostat switch on the right side of the switch panel controls the navigation lights and the intensity of the instrument panel Iight.

S t a n d a r d electrical accessories include starter, electric fuel pump, stall warning indicator, cigar lighter, ammeter, and annunciator panel*.

O p t i o n a l electrical accessories include navigation lights, anti-collision light, landing light, and instrument panel lighting.

The Fiite Liner includes a s standard electrical accessories: starter, electric fuel pump, stall warning indicator, ammeter, navigation lights, anti-collision light, landing light, instrument panel lights, and annunciator panel*.

Anti-collision lights should not be operating when flying through cloud, fog o r 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.

T h e annunciator panel* includes alternator and low oil pressure indicator lights. When the optional gyro system is installed, the annunciator panel also includes a low vacuum indicator

Iight. The annunciator panel lights are provided only as a warning to the pilot that a system may not be operating properly, and that he should check and monitor the applicable system gauge to determine when or if any necessary action is required.

C i r c u i t p r o v i s i o n s a r e m a d e t o h a n d l e a f u l l c o m p l e m e n t of c o m m u n i c a t i o n s a n d navigational equipment.

T h e a l t e r n a t o r s y s t e m offers many a d v a n t a g e s over t h e generator system. T h e main advantage is full electrical power output at much lower engine

RPM which results in improved radio and electrical equipment operation. Since the alternator output is available all the time, the battery will be charging almost continuously. This will make cold weather starting easier.

In generator systems, the ammeter indicates battery discharge. In the Cherokee electrical system the ammeter displays in amperes the load placed on the alternator. With all electrical equipment except the master switch in the O F F position, the ammeter will indicate the amount of charsing current demanded by the battery. As each item of electrical equipment is turned on, the current will increase to a total appearins on the ammeter. This total includes the battery.

T h e maximum continuous load for night flizht with radios on is about 30 amperes. This 30 ampere value plus approximately

2 amperes for a fully charged battery will appear continuously under these conditions. D o not take off with a fully discharged battery as

3 volts are needed to excite the alternator.

*Serial nos.

7525001 and up

AIRPLANE

AND

SYSTEMS

REVISED: MAY

22,1980

CHEROKEE CRUISER

Alternator and

Staiter Schematic (Se.r. nos.

7425001 through 7425454)

AIRPLANE AND

SYSTEMS

REVISED: JUNE 13,1974

CHEROKEE CRUISER i

Alternator and Starter Schematic (Ser. nos. 7525001 and up)

AIRPLANE AND SYSTEMS

ISSUED: JUNE

13,1974

IRPLANE AND

SYSTEMS

REVISED: JULY 18,1975

Circuit Breaker Panel

CHEROKEE CRUISER

T h e

master switch

is a split switch with the left half operating the master relay and the right half energizing the alternator. T h e switch is interlocked s o that the alternator cannot be operated without the battery. For normal operation, be sure both halves are turned on.

M a i n t e n a n c e on the alternator should p r o v e t o b e a m i n o r factor. S h o u l d service be required, contact the local Piper Dealer.

VACUUM

SYSTEM

T h e

vacuum system

is desizned to operate the air driven gyro instruments. This includes the directional and attitude gyros when installed. T h e s y s t e m c o n s i s t s o f an engine driven vacuum pump, a vacuum regulator, a filter and the necessary plumbing.

T h e

vacuum pump

is a dry type pump which eliminates the need for an airfoil separator and its plumbing. A shear drive protects the pump from damage. If the drive shears, the gyros will become inoperative.

T h e

vacuum gauge,

mounted on the right instrument p a n e l t o the right o f the radios. p r o v i d e s v a l u a b l e information to the pilot a b o u t the o p e r a t i o n o f the vacuum system. A d e c r e a s e in pressure in a system that has remained c o n s t a n t o v e r a n extended period may indicate a dirty filter, dirty screens, possibly a sticking vacuum regulator or leak in system (a l o w vacuum indicator light is provided in the annunciator panel*). Z e r o pressure would indicate a sheared pump drive, defective pump, possibly a defective gauge o r collapsed line. In 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 o r eventual failure of the system.

A vacuum regulator

is provided in the system to protect the gyros. T h e valve is set so the normal vacuum reads

5.0

-+_

. I inches of mercury, a setting which provides sufficient vacuum to operate all the gyros at their rated

RPM.

Higher settings will damage the gyros and with a low setting the gyros will be unreliable. T h e regulator is located behind the instrument panel.

INSTRUMENT PANEL

T h e

instrument panel

of t h e C h e r o k e e is d e s i g n e d t o a c c o m m o d a t e the c u s t o m a r y advanced flight instruments and the normally required power plant instruments. The artificial horizon and directional gyro are vacuum operated through use of a vacuum pump installed on the engine, while the turn and bank instrument is electrically operated. A vacuum gauge is mounted on the far right side of the instrument panel.

A natural separation of the

flight group

and

power group

is provided by the placement of the flight group in the upper instrument panel and the power group in the center and lower instrument panels. T h e radios and circuit breakers a r e on the right hand instrument panel, and extra circuits a r e provided for a complete line 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 o f a possible malfunction in the alternator, oil pressure or vacuum systems*.

*Serial nos. 7525001 and up

2-11

AIRPLANE AND SYSTEMS

REVISED: JUNE

13,1974

CHEROKEE CRUISER

THIS PAGE INTENTIONALLY

LEFT BLANK

AIRPLANE AND

SYSTEMS

ISSUED: JUNE

13,1974

CHEROKEE CRUISER

PITOT-STATIC SYSTEM

T h e system supplies both pitot and static pressure for the airspeed indicator, altimeter and vertical speed indicator (when installed).

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

T o prevent bugs and water from enrering the pitot and static pressure holes, when the a i r p l a n e is parked, a cover should b e placed o v e r the pitot head. A partially o r completely blocked pitot head will give erratic or zero readings on the instruments.

NOTE

D u r i n s the p r e f l i s h t , c h e c k t o m a k e s u r e t h e p i t o t c o v e r is removed.

HEATING AND VENTILATING SYSTEM

Heat for the cabin interior and the defroster system is provided by a heater muff attached to the exhaust system. The amount of heat desired can be regulated with the controls located o n the far right side of the instrument panel. I f unusual odors are noticed, the heat should be shut off and the system inspected for leaks. The airflow may be regulated between the front and rear seats by the use of the levers located on top of the heat ducts next to the control console.

CAUTION

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

Fresh air inlets are located in the leading edge of the wing at the intersection of the tapered and straight sections. A large adjustable outlet is located on the side of the cabin near the floor at e a c h seat location; overhead air o u t l e t s a r e o f f e r e d as optional equipment. C a b i n air is exhausted through an outlet located below the rear seat floor panel. A cabin air blower, which h e l p s t o distribute fresh air through the cabin, is available a s optional equipment when air conditioning is not installed. This blower is operated by a "FAN" switch with 4 positions

OFF," "LOW,"

"MED," or "HIGH."

On the Flite Liner, overhead air outlets are not offered as optional equipment.

AIRPLANE AND SYSTEMS

REVISED: APRIL 16,1979

CHEROKEE CRUISER

CABIN FEATURES

F o r e a s e of entry and exit and pilot-passenger comfort, the front seats recline a n d are a d j u s t a b l e f o r e and aft. A family s e a t i n s t a l l a t i o n w h i c h provides two a d d i t i o n a l s e a t s is available. Each family seat is capable o f carrying a full size adult, which gives the Cherokee 140

4-place capability. Optional headrests and vertically adjustable 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 f o r the rear seats when they are installed. T h e shoulder strap is routed over the shoulder adjacent to the windows and attached to the lap strap in the general area of the occupant's inboard hip.

A check of the inertia reel mechanism is made by pulling sharply on the strap. The reel will lock in place under this test and prevent the strap from extending. Under normal movement the strap will extend and retract as required.

T h e Flite Liner has all of the above features, except there is only one radio installed, and optional headrests, vertically adjustable front seats, and family seats are not available.

BAGGAGE AREA

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

NOTE

I t is the pilot's responsibility t o b e s u r e when the baggage is l o a d e d that the a i r c r a f t C.G. f a l l s w i t h i n the allowable C . G .

Range. (See Weight and Balance Section.)

STALL WARNING

An approaching stall is indicated by a stall warning indicator which is activated between five and ten miles per hour above stall speed. Mild airframe buffiting and gentle pitching may also precede the stall. Stall speeds are shown on graphs in the Performance Charts Section. The stall warning indicator is a red warning light on the left side of the instrument panel on earlier models and a continuous sounding horn located behind the instrument panel on later models.

T h e stall warning indicator is activated by a lift detector installed on the leading edge of the left wing. During preflight, the stall warning system should b e checked by turning the master switch

"ON," lifting the detector and checking to determine if the indicator is actuated.

FINISH

All exterior surfaces are primed with etching primer and finished with a durable acrylic lacquer in a variety of tasteful colors to suit individual owners. To keep a new look, economy size "Touch-Up" spray paint cans are available from Piper Dealers.

AIRPLANE AND SYSTEMS

REVISED: JANUARY 21,1975

CHEROKEE CRUISER

AIR

CONDITIONING*

T h e a i r c o n d i t i o n i n g s y s t e m i s a r e c i r c u l a t i n g a i r s y s t e m . T h e m a j o r i t e m s include; evaporator, condenser, compressor, blower, switches and temperature controls.

T h e evaporator is located behind the left rear side of the baggage compartment. This cools the air that is used for air conditioning.

T h e condenser is mounted on a retractable scoop located on the bottom of the fuselage and to the rear of the baggage compartment area. T h e scoop extends when the air conditioner is

"ON" and retracts to a flush position when the system is "OFF."

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

A n electrical blower is m o u n t e d on t h e aft s i d e of the rear cabin panel. Air from the b a g g a g e a r e a is d r a w n t h r o u g h t h e e v a p o r a t o r b y t h e b l o w e r and distributed t h r o u s h an overhead duct to individual outlets located adjacent to each occupant.

T h e switches and temperature control are located on the lower right side of the instrument panel in the climate control center panel. T h e temperature control regulates the temperature of t h e cabin. Turn the control clockwise f o r increased cooling, counterclockwise for decreased cooling.

L o c a t e d i n b o a r d o f t h e t e m p e r a t u r e c o n t r o l i s t h e f a n s p e e d s w i t c h a n d t h e a i r conditioning "ON-OFF" s\+.itch. T h e fan can be operated independently of the air conditioning.

However, i t must be on f o r air conditioner operation. Turning either switch off ufill d i s e n ~ a ~ e the compressor clutch and retract the condenser door. Coolin? air should be felt \+pithin one minute after the air conditioner is turned on.

NOTE

I f t h e s y s t e m i s n o t o p e r a t i n g in

'-OFF'' until the fablt is corrected.

m i n u t e s , turn the system

T h e "FAN" switch allows operation of the fan with the air conditioner turned "OFF" to aid cabin air circulation if desired. A "LO\n7."

"MED" or

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

T h e '-DOOR OPEN" indicator light is located to the left of the radio stack in front of the pilot. T h e light illuminates whenever the condenser door is open and remains on until the door is closed.

A c i r c u i t b r e a k e r l o c a t e d o n the c i r c u i t b r e a k e r panel p r o t e c t s the a i r conditionin: electrical system.

"Optional equipment

AIRPLANE AND SYSTEMS

ISSUED: JULY 6,1973

CHEROKEE CRUISER

W h e n e v e r the throttle is in the full throttle position, i t actuates a micro switch which disengages the compressor and retracts the scoop. This is done to obtain maximum power and m a x i m u m r a t e o f c l i m b . T h e f a n c o n t i n u e s t o o p e r a t e a n d t h e a i r will r e m a i n cool f o r approximately o n e minute. When the throttle is retarded approximately 114 inch, the clutch will e n g a g e and the scoop will extend, again supplying cool, dry air.

PIPER EXTERNAL POWER"

An optional starting installation known a s Piper External Power (PEP) is accessible through a receptacle located on the right side of the fuselage aft of the wing. An external battery can be connected to the socket, thus allowing the operator to crank the engine without having to zain access to the airplane's battery. This installation is not available on the Flite Liner.

*Optional equipment

AIRPLANE AND

SYSTEMS

ISSUED: JULY

6,1973

AIRPLANE FLIGHT MANUAL

Log of Revisions

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

Limitations

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

Procedures .........................................................................................................................................

Performance

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

Supplements ......................................................................................................................................

3-iii

3-1

3-7

3-9

3-11

BLANK PAGE

CHEROKEE CRUISER

TABLE

OF

Log of Revisions

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

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

...

3-m

SECTION I

Limitations

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

3-1

Engines

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

3-1

Fuel

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

3-1

Propellers

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

3-1

Power Instruments

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

3-1

Airspeed Limitations and Airspeed Instrument Markings

(Calibrated Airspeed) (MPH)

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

3-2

Maximum Weight

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

3-2

Baggage Capacity

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

3-2

Range

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

3-2

Maneuvers

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

3-3

Placards

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

-3-3

Air Conditioned Airplanes

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

3-6

SECTION I1

Procedures

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

3-7

SECTION I11

Performance

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

3-9

SECTION IV

Supplements

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

3 - 1 1

Electric Pitch Trim Installation

AutoFlite I1 Installation

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

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

3-15

3-16

Air Conditioning Lustallation

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

Piper Autocontrol 111

3-18 andlor Autocontrol IIIB Installation

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

3-19

FAA APPRGVEO MAY 14. iF73

REVISED: NOVEMBER 1. 1974

REPORT: 5%

557

PAGE 3-i

MODEL: PA-28-140

CHEROKEE CRUISER

THIS PAGE INTENTIONALLY

LEFT BLANK

REPORT: VB-557 PAGE 3-ii

MODEL: PA-28-140

FA.4

APPROVED MAY 14,1973

CHEROKEE CRUISER

AIRPLANE FLIGHT MANUAL

LOG OF

REVISIONS

Revision

Revised Pages

Title

3-1

Description and Revision

FAA Approved

Date

Added PAC Approval Form.

(NOTE: AIRCRAFT DELIVERED WITH

MANUALS PRIOR

TO THIS REVISION

DO NOT REQUIRE THIS REVISION.)

Added item G. Installation of Piper Auto-

Control IIIB to Supplements.

Revised Item I. 2. a., 1.

2. b., and J.

Revised Item J.

Revised Items

1 . and 2.

Added Item G. Installation of Piper Auto-

Control IIIB.

Added pages (AutoControl IIIB Supple- men t info added).

Under Supplements

- deleted existing Items

A., B. and E.; revised remaining Items.

Added "Spins Prohibited" to Item

2. under

Maneuvers Placard for Utility Category with

Air Cond. or Vent. Blower.

Deleted existing Items A., B. and E.: revised remaining Items.

Deleted Item

Electric Pitch Trim Instal- lation (Without Pitch Trim Switch).

Deleted Item B. AutoFlite Installation.

Revised existing Item letter (C. to

A.);

deleted (With Pitch Trim Switch).

Revised existing Item letter (D. to B.).

Deleted Item E. AutoControl I11 Installation.

Revised existing Item Letter (F. to C.).

Revised existing Item letter (G. to D.); added

AutoControl I11 to Title.

Deleted IIIB designation from Items c. (1) and (2).

Revised item c. ( 1 ) .

Revised jtem

B. Fuel.

June 13, 1973

Whcl

€ v e ~ ,

Ward Evans

Nov.

1 ,

1974

1J'Lhd~u-

Ward Evans

Nov. 27, 1975

!-;

' C

L Z ' Q . ~ . A

Ward-Evans

April 19, 1976

FAA

APPROVED MAY

14,1973

REVISED: APRIL 19,1976

PAGE 3-iii

MODEL: PA-28-140

CHEROKEE CRUISER

AIRPLANE FLIGHT MANUAL LOG OF REVISIONS (cont)

REPORT: VB-557 PAGE 3-iv

MODEL: PA-28-140

FAA APPROVED MAY 14,1973

REVISED: JULY 13,1984

CHEROKEE CRUISER

SECTION I

LIMITATIONS

T h e following limitations must be observed in the operation of this airplane:

A. ENGINE

Lycoming 0 -3 2 0 - E 2 A or 0 - 3 2 0 - E 3 D

E N G I N E LIMITS

For all operations 2 7 0 0 R P M , 150 H P

AVGASONLY

80187 Octane Aviation Fuel Minimum Grade

PROPELLER

Sensenich M74DM o r 7 4 D M 6 , Maximum diameter

7 3 inches. minimum diameter

72-112 inches. Static R P M at m a x i m u m permissible throttle setting: Not under 2150, not over

2 4 2 5 f o r max. a l l o w a b l e w e i g h t of 1 9 5 0 Ibs. Not under 2 2 7 5 , not over 2425 for ma>;. allowable weight of 2150 Ibs. No additional tolerance permitted.

D. POWER INSTRUMENTS

O I L TEMPERATURE

Green Arc (Normal Operating Range)

Red Line (Maximum)

O I L PRESSURE

Green Arc (Normal Operating Range)

Yellow Arc (Caution Range)

Red Line (Minimum)

Red Line (Maximum)

FUEL PRESSURE

Green Arc (Normal Operating Range)

Red Line (Minimum)

Red Line (Maximum)

TACHOMETER

Green Arc (Normal Operating Range)

Red Line (Maximum Continuous Power)

6 0 PSI to 9 0 PSI

25 PSI to 6 0 PSI

25 PSI

9 0 PSI

.5 PSI to 8 PSI

.5 PSI

8 PSI

500 to 2700 RPM

2700 RPM

AFFROVED

Y 14,1973

REVISED: JULY 13,1984

REPORT: VB-557 PAGE 3-1

MODEL: PA-28-140

CHEROKEE CRUISER

AIRSPEED LIMITATIONS AND AIRSPEED INSTRUMENT MARKINGS (Calibrated

Airspeed)

NEVER EXCEED

MAXIMUM STRUCTURAL CRUISE

MANEUVERING

FLAPS EXTENDED

MAXIMUM POSITIVE LOAD FACTOR

MAXIMUM NEGATIVE LOAD FACTOR

171 MPH

140 MPH

129 MPH

115 MPH

(Normal Category) 3.8

(Utility Category) 4.4

No inverted maneuvers approved

AIRSPEED INSTRUMENT MARKINGS

Red Radial Line (Never Exceed)

Yellow Arc (Caution Range)

(Smooth Air Only)

Green Arc (Normal Operating Range)

White Arc (Flap Down Range)

171 MPH (148 KTS)

140 MPH to 171 MPH

(121 KTS to 148 KTS)

64 MPH to 140 MPH

(56 KTS to 12 1 KTS)

55 MPH to 115 MPH

(48 KTS to 100 KTS)

F. MAXIMUM WEIGHT

Utility Category

Normal Category

1950 LBS

2150 LBS

G. BAGGAGE CAPACITY

At Fuselage Station +I17

At Fuselage Station +I33 when modified in accordance with

Piper drawing 66671

200 LBS

100 LBS

H. C. G. RANGE

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

1. Normal Category

Weight rPounds)

Forward Limit

(In, Aft of Datum)

Rearward Limit

(In, Aft

of

Datum)

Weight

IPounds)

Forward Limit

(In. Aft of

Datum)

Rearward Limit

(In Aft of Datum)

REPORT: VB-557 PAGE 3-2

MODEL: PA-28-140

FAA APPROVED MAY 14,1973

CHEROKEE CRUISER

Straight Line variation between given points.

NOTE

It is the responsibility of the airplane owner andfor the pilot to insure that t h e airplane is properly loaded. S e e Weight and

Balance Section for loading information.

I. MANEUVERS

Normal Category

All acrobatic maneuvers including spins prohibited.

2. Utility

MPH

129 MPH

Models With Air Conditionin: or Ventilation Blower

Entry Speed

SPINS PROHIBITED

STEEP TURNS

LAZY EIGHTS

CHANDELLES

129 MPH

FAA APPROVED MAY 14,1973

REVISED: NOVEMBER 1,1974

REPORT: VB-557 PAGE 3-5

MODEL: PA-28-140

CHEROKEE CRUISER

In full view of the pilot:

" ROUGH AIR OR MANEUVERING S P E E D

129 MPH."

On the instrument panel in full view of the pilot when the AutoFlite I1 is instaIled:

" T U R N A U T O F L I T E O N . A D J U S T T R I M K N O B F O R

M I N I M U M H E A D I N G C H A N G E .

FOR

H E A D I N G C H A N G E ,

P R E S S D I S E N G A G E S W I T C H O N C O N T R O L W H E E L ,

C H A N G E H E A D I N G , R E L E A S E S W I T C H . R O T A T E T U R N

K N O B FOR T U R N C O M M A N D S . PUSH TURN K N O B IN T O

E N G A G E T R A C K E R . P U S H T R I M K N O B I N F O R

S E N S I T I V I T Y . L I M I T A T I O N S A U T O F L I T E O F F F O R

T A K E O F F A N D LANDING."

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

"WARNING

T U R N O F F S T R O B E LIGHTS WHEN TAXIING

IN VICINITY O F O T H E R AIRCRAFT, O R D U R I N G FLIGHT

T H R O U G H C L O U D , FOG OR HAZE."

AIR CONDITIONED AIRPLANES

Air Conditioner must be off for takeoff and landing.

REPORT:

VB-557

PAGE

3-6

MODEL:

PA-28-140

FAA APPROVED

MAY 14,1973

CHEROKEE CRUISER

SECTION I1

PROCEDURES

The stall warning system is inoperative with the master switch off.

The electric fuel pump must be on for both takeoff and landing.

3 .

Except a s noted above, all operating procedures for this airplane are normal.

Air Conditioned M o d e l s only: Warning

The air conditioner must be off to insure normal takeoff performance.

FAA APPROVED MAY 14,1973

REPORT: VB-557 PAGE 3-7

MODEL: PA-28-140

CHEROKEE CRUISER

T H I S PAGE INTENTIONALLY LEFT B L A N K

REPORT: VB-557

PAGE

3-8

MODEL: PA-28-140

FAA APPROVED MAY 14,1973

CHEROKEE CRUISER

SECTION I11

PERFORMANCE

All performance is given for a weight o f 21

50 pounds.

Loss of altitude during stalls can be a s great as 200 feet, depending on configuration and power.

Stalling speeds, in mph, power off, versus angle of bank (Calibrated '4irspeed):

Angle of Bank

Flaps Up

Flaps Down

Air Conditioner Models only:

When the full throttle position is not used o r in the e v e n t of a malfunction \vhich causes the compressor to operate and the condenser door to remain extended. a decrease in rate of climb of as much as 100 fpm can be expected at all altitudes.

FAA APPROVED MAY

14,

KEPORT: PAGE

3-9

MODEL: PA-28 140

CHEROKEE CRUISER

THIS PAGE

INTENTIONALLY LEFT BLANK

REPORT: VB-557 PAGE 3-10

MODEL: PA-28-140

FAA APPROVED MAY 14,1973

CHEROKEE CRUISER

SECTION 1V

SUPPLEMENTS

NOTE

FLIGHT MANUAL SUPPLEMENT IS REQUIRED

BE IN

T H E A I R P L A N E F L I G H T M A N U A L O N L Y I F T H E

E Q U I P M E N T W H I C H I S T H E S U B J E C T O F THE

SUPPLEMENT IS INSTALLED.

Electric Pitch Trim Installation

AutoFlite I1 Installation

C. Air Conditioner Installation

D. Piper AutoControl 111 andlor AutoControl IIIB Installation

FAA APPROVED

MAY

14,1973

REVISED: NOVEMBER 1,1974

REPORT: VB-557 PAGE 3-11

MODEL: PA-28-140

CHEROKEE CRUiSER

THIS PAGE INTENIONALLY LEFT BLANK

REPORT: VB-557 PAGE 3-12

MODEL: PA-28-140

FAA APPROVED

MAY

14,1973

CHEROKEE CRUISER

(

A. ELECTRIC PITCH T R I M INSTALLATION

T h e

follow in^

e m e r g e n c y i n f o r m a t i o n a p p l i e s i n c a s e o f e l e c t r i c p i t c h t r i m malfunction:

1. In c a s e of m a l f u n c t i o n , d i s e n g a g e e l e c t r i c pitch trim by p u s h i n g pitch trim switch on instrument panel to OFF position.

2. In a n emergency, electric pitch trim may be overpowered using manual pitch trim.

3 .

I n c r u i s e c o n f i g u r a t i o n , m a l f u n c t i o n r e s u l t s in 10" pitch c h a n g e a n d 30 ft altitude variation.

FAA APPROVED

MAY

14,1973

REVISED: NOVEMBER

1,1974

REPORT: VB-557 PAGE 3-15

MODEL:

PA-28-140

CHEROKEE CRUISER

AUTOFLITE I1 INSTALLATION

1. LIMITATIONS

AutoFlite off for takeoff and landing.

2. PROCEDURES a. Normal Operation

Refer to Manufacturer's Operation Manual. b. Emersency Operation

( 1 )

In c a s e of m a l f u n c t i o n , P R E S S disconnect switch on pilot's control w h e e l .

(2)

R o c k e r s w i t c h o n instrument panel

OFF.

( 3 )

Unit m a y b e overpowered manually.

(4)

In c r u i s e configuration m a l f u n c t i o n , 3 s e c o n d s delay results in 60" b a n k , and 100 f t altitude loss.

( 5 ) In approach configuration malfunction,

1 second delay r e s u l ~ s 10" bank and 0 ft altitude loss.

REPORT: VB-557 PAGE 3-16

MODEL: PA-28-140

FAA APPROVED MAY 14,1973

REVISED: NOVEMBER 1,1974

CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

FAA APPROVED MAY 14,1973

REVISED: NOVEMBER 1,1974

REPORT: VB-557 PAGE 3-17

MODEL:

PA-28-140

CHEROKEE CRUISER

C. AIR CONDITIONER INSTALLATION

P r i o r t o t a k e o f f , the a i r c o n d i t i o n e r s h o u l d b e c h e c k e d f o r p r o p e r o p e r a t i o n a s follows:

C h e c k aircraft m a s t e r switch o n .

T u r n t h e air c o n d i t i o n e r control switch to -'ON" and the fan switch to o n e of the operating positions

- the "AIR COND DOOR OPEN" warning light will turn on, thereby indicating proper air conditioner condenser door actuation.

3 .

T u r n t h e a i r c o n d i t i o n e r c o n t r o l switch to O F F

- t h e

"AIR C O N D D O O R

O P E N " w a r n i n g l i g h t w i l l g o o u t . t h e r e b y i n d i c a t i n g t h e a i r c o n d i t i o n e r c o n d e n s e r d o o r is in t h e up position.

If the

"AIR

C O N D D O O R OPEN" light does not respond as specified above, an air conditioner system o r indicator bulb malfunction is indicated and further investigation should be conducted prior to flight.

The above operational check may be performed during flight if an in flight failure is suspected.

WARNING

T h e a i r c o n d i t i o n e r m u s t b e o f f t o i n s u r e n.ormal t a k e o f f performance.

REPORT: VB-557

PAGE

3-18

MODEL: PA-28-140

FAA APPROVED Prlk'i 14,1973

REVISED: NOVEMBER 1,1974

CHEROKEE CRUISER

D. PIPER AUTOCONTROL I11 AND/OR AUTOCONTROL IIIB INSTALLATION

1. LIMITATIONS a. Autopilot O F F during takeoff and landing. b. Autopilot use prohibited above 140 MPH CAS.

PROCEDURES a. PREFLIGHT

(1) Roll Section

(a) P l a c e R a d i o Coupler in "Heading" m o d e and place AIP

ONIOFF switch in the "ON" position to engage roll section.

R o t a t e roll command knob Left and R i z h t and observe control wheel describes a corresponding Left and Right turn, then center knob.

(b) Set proper D.G. Heading on D.G. and turn Heading Indice to aircraft heading. Engage " Heading" m o d e sufitch and rotate Heading Indice right and left. Aircraft control wheel should turn same direction as Indice. While D.G. indice is set f o r a left turn, grasp control wheel and override the servo t o the right. Repeat in opposite direction for right turn.

Observe that control wheel rotates in direction of needle movement.

(d) Disengage by placing the AJP ONIOFF switch to the "OFF" position. b. IN-FLIGHT

( 1 )

Trim airplane (ball centered).

(2)

Check air pressure or vacuum to ascertain that the Directional Gyro and Attitude Gyro are receiving sufficient air.

(3) Roll Section

(a) T o e n g a g e , center Roll C o m m a n d Knob. place the A I P

O N I O F F switch to the "ON" position. To turn rotate roll command knob in desired direction. (Maximum angle of

(b) bank should not exceed 30°.)

F o r h e a d i n g mode, set Directional G y r o with Magnetic

C o m p a s s . Push directional gyro HDG k n o b in, rotate to aircraft heading. Place the console HDG ONIOFF switch to the "ON" position. To select a new aircraft heading. push

D.G. heading knob IN and rotate. in desired direction of turn, to the desired heading

NOTE

In H D G m o d e t h e m a x i m u m bank a n g l e s a r e l i m i t e d t o approximately 20" and single command, heading changes should be l i m i t e d t o 150". ( H D G I n d i c e not more than 1 5 0 " f r o m actual aircraft heading.)

FAA

APPROVED

j-UiE

13, I974

REVISED: NOVEMBER 1,1974

REPORT: VB-557 PAGE 3-1 9

MODEL: PA-28-140

CHEROKEE CRUISER

(4) VOR

(a) To Intercept:

I .

U s i n g O M N I B e a r i n g S e l e c t o r , dial desired c o u r s e . inbound o r outbound.

Set identical heading on Course Selector D.G.

3 .

A f t e r a i r c r a f t h a s s t a b i l i z e d , position coupler m o d e s e l e c t o r k n o b t o O M N I m o d e . A s a i r c r a f t n e a r s selected radial, interception and crosswind correction will b e a u t o m a t i c a l l y a c c o m p l i s h e d without f u r t h e r switching.

NOTE

If aircraft position is less than 45" from selected radial, aircraft w i l l i n t e r c e p t b e f o r e s t a t i o n .

I f p o s i t i o n is m o r e t h a n 4 5 " , interception will occur after station passage. As the aircraft nears the OMNI station, (I12 mile) the zone of confusion will direct an

-'S" turn in alternate d i r e c t i o n s a s t h e O M N I indicator needle swinzs. This alternate banking limited to the standard angle. is an indication of station passage.

D.G. bank

(5)

(b) To select new course:

1 .

To select a new course or radial, rotate the HDG indice to the desired

HDG

(match course).

2. R o t a t e O B S t o t h e n e w c o u r s e . A i r c r a f t will a u t o m a t i c a l l y turn t o the i n t e r c e p t heading f o r the new course.

I .

If same course is desired, merely tune receiver to new station frequency.

If different c o u r s e is desired, position coupler mode s e l e c t o r t o HDG mode. Dial course selector D.G. to n e w c o u r s e . D i a l O B S to n e w c o u r s e a n d p o s i t i o n coupler mode selector to OMNI mode.

VOR

Approach

Track inbound to station as described in

VOR n a v i z a t i ~ n

After station passage:

(a) Dial o u t b o u n d c o u r s e on Course S e l e c t o r same course on OBS.

D.G., then dial

(b) A f t e r e s t a b l i s h e d o n o u t b o u n d r a d i a l , p o s i t i o n c o u p l e r mode selector to

HDG mode and select outbound procedure turn heading. After 40 seconds to 1 minute select a turn in the desired direction with the Course Selector D.G. to the inbound procedure turn heading.

(d) W h e n aircraft h e a d i n g is 45" to t h e inbound course, dial

C o u r s e S e l e c t o r

D.G. t o i n b o u n d c o u r s e a n d p o s i t i o n coupler mode selector to OMNI mode.

REPORT: VB-557 PAGE 3-20

MODEL: PA-28-140

FAA APPROVED JUNE 13,1974

CHEROKEE CRUISER

NOTE

F o r p r e c i s e t r a c k i n g o v e r O M N I s t a t i o n , w i t h o u t "S" t u r n , p o s i t i o n c o u p l e r m o d e s e l e c t o r t o H D G m o d e j u s t p r i o r t o station passage. If holding pattern is desired, position coupler m o d e s e l e c t o r to

HDG m o d e at s t a t i o n p a s s a g e i n b o u n d and select outbound heading in direction of turn. After elapsed time, dial i n b o u n d c o u r s e o n C o u r s e S e l e c t o r D.G. W h e n a i r c r a f t heading is 45" to radial, position coupler mode selector to OMNI mode.

(6) LOC Approach Only

( a ) To intercept dial I L S outbound course on Course Selector

D.G. W h e n s t a b i l i z e d , position coupler m o d e s e l e c t o r to

( b )

L O C REV mode.

After interception and when beyond outer marker, position c o u p l e r m o d e s e l e c t o r to HDG m o d e and d i a l o u t b o u n d p r o c e d u r e turn h e a d i n g . After o n e minute, dial i n b o u n d procedure turn heading in direction of turn.

( c )

When aircraft h e a d i n g is 45" to ILS inbound course dial

I n b o u n d c o u r s e o n C o u r s e S e l e c t o r D . G . a n d p o s i t i o n coupler mode selector to L O C NORM mode.

( d ) At the m i s s e d a p p r o a c h point (M.A.P.). or when missed approach is elected, position coupler mode selector to HDG mode and execute missed approach procedure.

( 7 ) LOC Approach

Back Course (Reverse)

(a) To i n t e r c e p t dial I L S Back C o u r s e outbound h e a d i n s on

C o u r s e S e l e c t o r D.G. W h e n stabilized. position c o u p l e r mode selector to L O C NORM mode.

( b ) After interception and when beyond fix. position c o u p l e r mode s e l e c t o r to HDG and dial outbound procedure turn h e a d i n g . A f t e r o n e m i n u t e , dial inbound procedure turn heading in direction of turn.

(c) When heading 45" to inbound course. dial inbound course on Course Selector D.G. and position coupler mode selector to LOC R E V mode.

( d ) A p p r o x i m a t e l y

112

m i l e f r o m r u n w a y , position c o u p l e r mode selector to H D G mode to prevent "S" turn over ILS station near runway threshold.

(e) Missed approach

- same as Front Course. (See

(6) d )

FAA APPROVED JUNE 13,1974

REPORT: VB-557 PAGE 3-21

MODEL: PA-28-140

CHEROKEE CRUISER

c. EMERGENCY OPERATION

(1) In an emergency the AutoControl can be disconnected by:

(a) P l a c i n g t h e A I P ONIOFF s w i t c h t o t h e "OFF" p o s i t i o n .

(b)

Pulling the Autopilot circuit breaker (aircraft SIN 28-7625001 through 28-7625275).

(2) The AutoControl can be overpowered at either control wheel.

( 3 )

An A u t o p i l o t runaway, with a 3 s e c o n d d e l a y in the initiation of recovery, while operating in a climb, cruise o r descending flight could

(4) result in a 60" bank and 100 foot altitude loss.

An A u t o p i l o t r u n a w a y , with a 1 s e c o n d d e l a y in the initiation o f recovery, during an approach operation, coupled or uncoupled, could result in a 10" bank and 10 foot altitude loss.

3. PERFORMANCE

N o change.

REPORT: VB-557 PAGE 3-22

MODEL: PA-28-140

FAA APPROVED JUh'E 13,1974

REVISED: JULY 13,1984

EMERGENCY PROCEDURES

Introduction

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

Engine Power Loss During Takeoff

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

Engine Power Loss In Flight

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

Power Off Landing

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

Spins

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

Open Door

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

Fire ..................................................................................................................................................

Loss of Oil Pressure

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

Loss of Fuel Pressure

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

High

Oil

Temperature

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

Alternator Failure ...........................................................................................................................

Engine Roughness ..........................................................................................................................

BLANK PAGE

CHEROKEE CRUISER

EMERGENCY PROCEDURES

INTRODUCTION

T h i s section contains procedures that are recommended if an emerzency condition should occur during ground operation, takeoff, o r in flight. These procedures are suggested as the best course of action for coping with the particular condition described, but are not a substitute for sound judgment and common sense. S i n c e emergencies rarely happen in modern aircraft, their occurrence is usually unexpected, a n d t h e 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 a s power off landings, are a normal part of pilot training. Although these e m e r g e n c i e s a r e discussed here, this information is not intended to replace such training, but only t o p r o v i d e a source of reference and review, and t o provide review standard emergency procedures periodically to remain proficient in them.

ENGINE POWER LOSS DURING TAKEOFF

T h e p r o p e r action t o be t a k e n i f l o s s of p o w e r o c c u r s d u r i n g takeoff will depend on circumstances.

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

2. If insufficient runway remains, maintain a safe airspeed and make only a shallow turn

3 .

if necessary to avoid obstructions. U s e of flaps depends on circumstances. Normally, flaps should be fully extended for touchdown.

If you have gained sufficient altitude to attempt a restart. proceed as follows: a. MAINTAIN S A F E AIRSPEED b.

FUEL SELECTOR

S W I T C H T O ANOTHER TANK CONTAINING

FUEL

ELECTRIC F U E L

PUMP

CHECK ON d. MIXTURE

CHECK RICH e. CARBURETOR HEAT

O N

NOTE

If ensine failure w a s caused by fuel exhaustion, power will not be regained after tanks are switched until empty fuel lines are filled. which may require up t o ten seconds.

If power is not regained. proceed with the POWER

OFF

LANDING procedure.

EMERGENCY PROCEDURES

ISSUED: JULY 6,1973

CHEROKEE CRUISER

ENGINE POWER LOSS

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 low altitude, the first step is to prepare f o r an emergency landing (See P O W E R O F F LANDING). Maintain an airspeed of at least 80 M P H IAS, and if altitude permits, proceed a s follows:

Fuel Selector

Switch to another tank containing fuel.

Electric Fuel Pump

3. Mixture

Rich

4. Carburetor Heat

5. Engine Gauges

Check for indication of the cause of power loss.

6. Primer

Check Locked

If n o fuel pressure is indicated, check tank selector position to be sure i t is on a tank containing fuel.

When power is restored:

8. Carburetor Heat

Off

Electric Fuel Pump

Off

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

If time permits:

1 .

Ignition Switch

"L" then

"R"

"BOTH."

Throttle and Mixture

Different settings. (This may restore power if the problem is too rich or too lean a mixture, or if there is partial fuel system restriction.)

T r y other fuel tanks. (Water in the f u e l could take s o m e 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.)

NOTE

If engine failure was caused by fuel exhaustion, power will not be restored after tanks are switched until empty fuel lines are filled, which m a y require up to ten seconds.

If power is not restored, proceed with POWER

OFF

LANDING procedure.

POWER O F F LANDING

If loss of power occurs at altitude, trim the aircraft for best gliding angle (80 MPH IAS

A i r C o n d . O F F ) and look for a s u i t a b l e field. If m e a s u r e s taken t o restore power a r e not effective, and if time permits, check your charts for airports in the immediate vicinity; i t may be possible to land at one if you have sufficient altitude. If possible, notify the FAA by radio of your difficulty and intentions. If another pilot o r passenger is aboard, let them help.

When you have located a suitable field, establish a spiral pattern around this field. Try to b e at 1000 feet above the field at the downwind position to make a normal approach. Excess a l t i t u d e m a y be lost by widening your pattern, using flaps or slipping. o r a combination of these.

EI?IERGENCY PlXOCEDURES

ISSUED: JULY

6,1973

CHEROKEE CRUISER

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

When committed to landing:

I . Ignition

Off

2. Master Switch

Off

3. Fuel Selector

Off

Mixture

Idle Cut-Off

Seat Belt (and harness if available)

Tight

SPINS

Intentional spins a r e prohibited in the normal category airplane and the utility category a i r p l a n e w h e n a i r c o n d i t i o n i n g is installed. F o r approved m a n e u v e r s as a utility category airplane, refer t o the Flight Manual. If a spin is inadvertently entered, immediately use the following recovery procedures:

1. THROTTLE

I D L E

RUDDER

FULL OPPOSITE T O DIRECTION O F ROTATION

3 .

CONTROL W H E E L

FULL FORWARD

RUDDER

NEUTRAL (WHEN ROTATION STOPS)

CONTROL W H E E L

AS REQUIRED T O SMOOTHLY REGAIN LEVEL FLIGHT

ATTITUDE

OPEN DOOR

T h e cabin door on the Cherokee is double latched. s o the chances of its springins open in flight at both the top and bottom are remote. However, should you forget the upper latch. or not fully engage the lower latch, the door may spring partially open. This will usually happen at takeoff o r soon afterward. A partially open door will not affect normal flight characteristics, and a normal landing can be made with the door open.

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

To close the door in flight, proceed as follows:

1 . Slow aircraft to 100 MPH IAS.

Cabin Vents

Storm Window

Open

If upper latch is open

- latch. If lower latch is o p e n further open, and then close rapidly. Latch top latch.

- open top latch, push door

EMERGENCY PROCEDURES

ISSUED: JULY

6,1973

CHEROKEE CRUISER

FIRE

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

SOURCE O F FIRE

CHECK

Electrical Fire (Smoke in Cabin): a. Master Switch

Off b. Vents

Open c. Cabin Heat

Off d.

Land as soon as possible.

2. Engine Fire (In Flight): a. Fuel Selector

Off b. Throttle

Closed c. Mixture

Idle Cut-Off d.

Heater

Off (In all cases of fire) e . Defroster

Off (In all cases of fire) f.

If terrain permits, land immediately.

NOTE

T h e possibility of an enzine fire in flight is extremely remote.

T h e procedure given above is general and pilot judgment should b e the deciding factor for action in such an emergency.

3. Engine Fire (During Start):

Engine fires during start are usually the result of overpriming. The following procedure is designed to draw the excess fuel back into the induction system. a.

If engine has not started:

( 1 ) Mixture

Idle Cut-Off

(2) Throttle

Open

(3) T u r n e n g i n e w i t h s t a r t e r ( T h i s i s an a t t e m p t t o pull the f i r e i n t o the enzine.) b.

If engine has already started and is running, continue operating to try pulling the fire into the engine. c.

In either c a s e s t a t e d in ( a ) and (b), if the fire c o n t i n u e s longer than a f e w seconds, the fire should be extinguished by the best available external means. d.

If external fire extinguishing is to be applied:

( I )

Fuel Selector Valves

Off

(2) Mixture

Idle Cut-Off

EMERGENCY PROCEDURES

ISSUED: JULY 6,1973

CHEROKEE CRUISER

LOSS OF OIL PRESSURE

Loss of oil pressure may b e either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should b e made as soon as possible to investigate the cause and prevent engine damage.

A complete loss of oil pressure indication may signify oil exhaustion or may b e the result of a faulty gauge. In e i t h e r c a s e , proceed toward the nearest airport, and be prepared for a f o r c e d landing. If t h e p r o b l e m is not a p r e s s u r e g a u g e m a l f u n c t i o n , the e n g i n e m a y s t o p suddenly. Maintain altitude until such time as a dead stick landing can be accomplished. Don't change power settings unnecessarily, a s this may hasten complete power loss.

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

If engine stoppage occurs, proceed to POWER O F F LANDING

LOSS OF FUEL PRESSURE

1 . Electric Boost P u m p

2. Fuel Selector

Check on full tank

If problem is not an e m p t y fuel tank. land as soon as practical and have engine-driven fuel pump checked.

HIGH OIL TEMPERATURE

An abnormally h i g h oil t e m p e r a t u r e indication may be c a u s e d by a low oil l e v e l , an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, o r other causes. Land as soon a s practical at an appropriate airport and have the cause investigated.

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

EMERGENCY PROCEDURES

ISSUED: jULY

I973

CHEROKEE CRUISER

ALTERNATOR FAILURE

Loss o f alternator o u t p u t is d e t e c t e d t h r o u g h a z e r o r e a d i n g on the ammeter. B e f o r e execurin? the f o l l o w i n g p r o c e d u r e , insure that t h e reading i s z e r o and not merely l o w b y actuating an electrically powered device, such as the landing light. If n o increase in the ammeter reading is noted, alternator failure can be assumed.

1 . Reduce Electrical Load.

Alternator Circuit Breakers

Check

"Alt" Switch

Off (for 1 second), then On

If the ammeter continues to indicate no output, or alternator will not stay reset, turn off

"Alt" switch, maintain minimum electrical load and land as soon as practical. All electrical load is being supplied by the battery.

ENGINE ROUGHNESS

Ensine rouzhness is usually d u e to carburetor icing which is indicated by a drop in R P M , and may be accompanied by a slight loss of airspeed o r altitude. If too much ice is allowed to accumulate, restoration of full power may not be possible: 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 n o change in approximately o n e minute, return the carburetor heat to COLD. If the engine is still rough, try steps below:

I . Mixture

Adjust for maximum smoothness. Engine will run rough if too rich o r too lean.

2. Electric Fuel Pump

3. Fuel Selector

Chanze tanks to see if fuel contamination is the problem.

4. Engine Gauges

Check for abnormal readings. If any gauge readings are abnormal, proceed accordingly.

5 .

Magneto Switch

"L" then

"R", then back to "BOTH." If operation is satisfactory on either mazneto. proceed on that magneto at reduced power, with mixture full rich, to a l a n d i n s at the first available airport.

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

NOTE

Partial carburetor heat may be worse than no heat at all, since i t may partially melt ice, which will refreeze in the intake system.

When using carburetor heat, therefore, always use full heat, and when ice is removed return the control to the full cold position.

EMERGENCY PROCEDURES

REVISED:

JUNE

13,1974

CHEROKEE CRUISER

TNDEX

AND BALANCE

Log of Revisions

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

5-iii

Weight and Balance

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

5-1

Weight and Balance

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

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

5-3

5-7

Range and Weight Instructions

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

5-8

Sample Loading Problem

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

5-9

Maximum Allowable Baggage

Equipment List

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

5-11

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

5-15

Propeller and Propeller Accessories

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

5-15

Engine and Engine Accessories

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

5-16

Landing Gear and Brakes

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

5-17

Electrical Equipment

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

5-18

Instruments

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

5-19

F

Miscellaneous

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

5-20

Engine and Engine Accessories (Optional Equipment)

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

5-21

Electrical Equipment (Optional Equipment)

Instruments (Optional Equipment)

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

5-22

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

5-24

Autopilots (Optional Equipment)

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

5-25

Radio Equipment (Optional Equipment)

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

5-26

(Optiona! Equipment)

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

5-29

ISSUED: MAY 14. 1973

REPORT: VB-546 PAGE 5-i

MODEL: PA-28-1

CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-546 ?AGE 5-ii

MODEL: PA-28-140

ISSUED: MAY 14, 1973

CHEROKEE CRUISER

WEIGHT AND BALANCE LOG OF REVISIONS

Revised Pages

Title

Description and Revision

Approved Date

Revised Oil Cooler Weight and Moment.

Revised Voltage Regulator Weight and

Moment; Revised Battery Weight and

Revised Baggage Tie Down Straps Weight and

October 22, 1 973 i

Moment.

Moment; Revised Toe Brakes Weight and

Moment and added dwg. no.

Revised Battery Weight and Moment.

Revised Narco Audio Panel Weight, Arm and

Moment: Revised MBT-12-R Marker

Beacon Weight, Arm and Moment.

Revised

10,

2 Microphone Weights, Arms and Moments.

Revised Nose Wheel Fairing and Main Wheel

Fairing Weights, Arms and Moments;

Changed Jump Seat to -4 Install.; Revised

Ash Trays Weight and Moment.

Removed Baggage Tie Down Straps; Revised

Right and Left Vert, Adj. Front Seat

Weights,

Arms and Moments; Revised

Ground Vent. Blower; Added Corrosive

Resistant Kit

Added PAC Approval Form.

(NOTE: AIRCRAFT DELIVERED WITH

MANUALS PRIOR TO THIS REVISION

D O NOT REQUIRE THIS REVISION.)

Added Oil Filters and footnote.

Added Annunciator Lights and footnote.

Revised Inertia Safety Belts weights, moment and part no.

Added Airborne Vacuum Pump (PAC 79399-0); added Low Vacuum Annunciator Light: added Airborne Vacuum Regulator

('2H3- 19); added footnotes.

Added Overhead Red Panel Lights and Instru- ment Panel Lights.

Added Encoding Altimeter and footnote.

Added Autocontrol IIIB and footnotes: revised nomenclature (Console

C338).

ISSUED: MAY

14,1973

REVISED:

JUNE

13,1974

REBCRT: VB-546 PAGE 5-iii

MODEL:

PA-28-140

CHEROKEE CRUISER

WEIGHT AND BALANCE LOG OF REVISIONS

(cont)

3 (cont)

Description and Revision

Approved Date

Revision

Revised Pages

5-26

5-27

5-28

5-28a, 5-28b,

5-28c, 5-28d

5-29

Revised nomenclature (King

175); added footnote.

Added footnote.

Revised nomenclature (King KMA-20 Audio

Panel).

Added pages (info for ser. nos. 7525001 and up).

Revised Inertia Safety Belts part no.; revised Assist Strap and Coat Hook dws. no., added Assist Strap.

5-14

5-21

5-28a

5-5

5-30

Revised Utility Category Aft C.G. Limit.

Revised Airborne Vacuum Pump Moment.

Revised King Dual KNI-520 Weight.

Revised equations.

Added two Overhead Vent Systems.

Nov. 1, 1974

ex-

Jan. 21. 1975

Revised C.G. Range and Weight graph.

Deleted Chrysler Alternator.

Revised Dwz. No. (Piper Pitch Trim) to -2: added

-3; added footnote.

Added Engine Hour Meter and footnote.

Added 79590-0 left Front Seat; added

79590-1 right Front Seat; added 79337-1 8

Headrest.

Added Stainless Steel Control Cables.

May 16, 1975

July 18, 1975

Revised Rotating Beacon desc.

Revised Clock.

Revised Automatic Locator Transmitter.

Added KN61 and KN65A DME's.

P-dded Automatic Locator Transmitter.

5-28 July 19, 1976

REPORT: VB-546 PAGE 5-iv

MODEL:

PA-28 140

ISSUED: PdAY 14,1973

REVISED: JULY 19,1976

CHEROKEE CRUISER

WEIGHT AND BALANCE LOG OF

REVISIONS (cont)

Revision Revised Pages Description ar.d Revision

Added Applicable Serial Numbers.

(NOTE: AIRCRAFT DELIVERED WITH

MANUALS PRIOR TO THIS REVISION

DO NOT REQUIRE THIS REVISION.)

Revised Weight and Balance info.

Added Caution; relocated para. 2.b. to p_E. 5-4

Added para. 2.b. from pg.

5-3.

Revised Weight and Balance info.

Approved Date

I

Sept. 30, 1977

Revised Weight and Balance info.

Revised Weight and Balance Data info.

Revised Equipment List.

Added Niagara N.D.M 20002A to existing oil cooler description: added ending serial effectivity.

Added ending serial number effectivity.

Revised Encoding Altimeter Moment: added ending serial number effectivity.

Added ending serial number effectivity.

Revised King KI 21

4 ( )

VOWLOCIGS

Ind. Moment.

Added ending serial number effectivity.

Revised Sense Antenna and Cable #

Moment: added endin: serial number effectivity.

July

13, 1984 u4G-U

ISSUED: SEPTEMBER 30,1977

REVISED: .JULY i 3 , i984

REPORT: VB-546 PAGE 5- v

MODEL:

-28-140

CHEROKEE

CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-546 PAGE 5-vi

MODEL:

PA-28-140

ISSUED: SEPTEMBER

30,1977

CHEROKEE CRUISER

WEIGHT

AND BALANCE

In order to achieve the performance and flying characteristics which are designed into the airplane, i t must be flown with the weight and center of gravity

(C.G.) position within the approved operating range (envelope). Although the airplane offers flexibility of loading, it cannot be flown with the maximum number of adult passengers, full fuel tanks and maximum baggage. With the flexibility comes responsibility. T h e pilot must ensure that the airplane is loaded within the loading envelope before he makes a takeoff.

Misleading carries consequences for any aircraft. An overloaded airplane will not take off, climb or cruise a s well as a properly loaded one. T h e heavier the airplane is loaded, the less climb performance i t will have.

Center c f gravity is a determining factor in flight characteristics. If the C.G. is too far forward in any airplane, it may be difficult to rotate for takeoff or landing. If the C.G. is too far aft the will be reduced. This can lead to inadvertent stalls and even spins, and spin recovery becomes more difficult as the center of gravity moves aft of the approved limit.

A properly loaded airplane. however, will perform as intended. Before the airplane is licensed. it is weighed. and a licensed empty weight and C.G. location is computed (licensed empty weight consists of the standard empty weight of the airplane plus the optional equipment). Using the

I licensed empty weight and C.G. location 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 licensed empty weight and

C.G. location are recorded in the Weight and Balance Data

Form (Page 5-7). The current values should always be used. Whenever new equipment is added or any modification work is done, the mechanic responsible for the work is required to compute a new licensed empty weight and C.G. position and to write these in the Aircraft Log Book and the

)

Weight and Balance Data Form. T h e owner should make sure that i t is done.

A weight and balance calculation is necessary in determining how much fuel or bagsage can be boarded so as to keep within allowable limits. Check calculations prior to adding fuel to insure against improper loading.

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

I licensed empty weight, C.G. position, and useful load. Note that the useful load includes usable fuel, baggage, cargo and passengers. Following this is the method for computing takeoff weight and C.G.

ISSUED: M.4Y 24?2973

REVISED:

JULY

13,1984

REPORT:

VB-545 5-1

MODEL: PA-28-140

CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-546 PAGE

5-2

MODEL:

PA-28-140

iSSTciEDr MAY

14,1973

CHEROKEE CRUISER

WEIGHT AND BALANCE

DATA

WEIGHING PROCEDURE

At the time of licensing Piper Aircraft Corporation provides each airplane with the licensed empty weight a n d center of gravity location. This data is on Page 5-7.

T h e removal or addition o f e q u i p m e n t o r airplane modifications can affect the licensed e m p t y weight and empty weight c e n t e r of gravity. T h e following is a weighing procedure to

1 determine licensed empty weight and center of gravity location:

1. PREPARATION a. B e certain that all items checked in the airplane equipment list are installed in the proper location in the airplane. b. Remove excessive dirt grease moisture foreign items such as razs and tools from the airplane before weighing. c. Defuel airplane. Then open all fuel drains until all remaining fuel is drained.

Operate engine o n each tank until all undrainable fuel is used and engine stops.

CAUTION

Whenever the fuel s y s t e m is completely drained and fuel is replenished i t will be necessary to run the engine for a minimum of 3 minutes at 1000 RPM on each tank to insure n o air exists in the fuel supply lines. d.

Drain all oil from the engine by means of the oil drain. with the airplane in g r o u n d attitude. T h i s will l e a v e the undrainable oil still in the s y s t e m .

E n g i n e o i l t e m p e r a t u r e should b e in the normal operating r a n g e b e f o r e drainins. e. Place pilot and copilot seats in fourth (4th) notch, aft of forward position.

Put f l a p s i n t h e f u l l y retracted position and all control s u r f a c e s in the neutral position. T o w bar should be in the proper location and all entrance and baggage d o o r s closed. f.

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

LEVELING a.

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

ISSUED: MAY

14,1973

REVISED: JULY

13,1984

REPORT:

VE-546

PAGE

5-3

MODEL:

PA-28-140

CHEROKEE CRUISER

Level airplane (see diagram) by deflating nose wheel tire, to center bubble on level.

WEIGHING

AIRPLANE EMPTY WEIGHT a.

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

Scale Position and Symbol

Scale

Reading Tare

Net

Weight

Nose Wheel

Right Main Wheel

(N)

( R )

Left Main Wheel ( L )

Airplane Empty Weight, as Weighed

(T)

EMPTY WEIGHT CENTER OF GRAVITY a.

T h e following geometry applies to the PA-28-140 airplane when airplane is level (See Item 2).

(Fuselage Left Side)

REPORT: VB-546 PAGE 5-4

MODEL: PA-28-140

Wing Leading Edge

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

ISSTZD: MAY 14, I973

REVISED: APRIL 16,1979

CHEROKEE CRUISER

Obtain measurement "A" by measuring from a plumb bob dropped from the w i n g l e a d i n g e d g e , a t t h e intersection o f t h e straight a n d t a p e r e d section, horizontally and parallel to the airplane centerline, to the main wheel centerline. c.

Obtain measurement "B" by measuring the distance from the main wheel centerline. horizontally and parallel to the airplane centerline, to each side of the nose wheel axle. T h e n average the measurements. d. T h e e m p t y w e i g h t c e n t e r o f g r a v i t y ( a s w e i g h e d i n c l u d i n g o p t i o n a l e q u i p m e n t a n d u n d r a i n a b l e o i l ) c a n b e d e t e r m i n e d b y t h e f o l l o \ v i n g formula:

C.G. Arm

78.4

B(N)

C. G.

Arm

78.4

(

= ) -

( ) inches

5 .

LICENSED EMPTY WEIGHT AND EMPTY WEIGHT CENTER OF GRAVITY

Weight Arm

Moment

Empty Weight (as nreished)

Unusable Fuel (3 pints)

Licensed Empty Weisht

2.2 103.0

227

ISSUED: MAY 14,1973

REVISED: JANUARY 21,1975

REPORT:

VE-546 P-AGE

5-5

MODEL: PA-28-140

CHEROKEE CRUISER

THIS PAGE INTENTIONALLY L E F T BLANK

REPORT: VB-546 PAGE 5-6

MODEL PA-28-140

ISSUED:

MAY

14,1973

CHEROKEE CRUISER

MODEL

PA-28-140

CHEROKEE

Airp:ane Serial Number 28

7425363

Registration Number

C-GODP

Date 5- 9- 74

Ydilitll

N N D

BALANCE

DATA

FLoERAL AVjATlON AOM~N~STRARON

%8&&

&'@t%TED

AIRPLANE EMPTY WEIGHT

OH

THE

BTbWstilac

SHOW^

BASIS

IN

WEIGHT

tHls

Item

"Empty Weight

Unusable Fuel ( 3 pints)

lc%imla

Computed

Arm

Weight X (Inches Aft = .Moment

(Lbs) of Datum) (In-Lbs)

1273.0

2.2

85.2

103.0

108417

227

Standard Empty Weight

Optional Equipment

Licemsed Empty Weight

1275.2

99.5

1365.7

85.2

86.4

108644

7820

85.1 116237

*Empty weight is defined as dry empty weight (including paint and hydraulic fluid) plus

1.8 lbs undrainable engine oil.

AIRPLANE USEFUL LOAD

(Gross Weight)

(Licensed Empty Weight)

Useful Load

Normal Categm-y: (21 50 Ibs)

(1365.7 lbs) =784.3 Ibs

Utility Category: (1950 lbs) (1365.7 lbs) '584.3 lbs

THIS LICENSED EMPTY WEIGHT, C. G. AND USEFUL LOAD ARE FOR THE

AIRPLAN43 AS DELIVERED FROM THE FACTORY. REFER TO APPROPRlATE

AIRCRAFT RECORD WHEN ALTERATIONS HAVE BEEN MADE.

ISSUED: MAY 14,1973

REPORT:

VB-544 PACE 5-7

PdODEL: PA-28-1 40

CHEROKEE CRUISER

WEIGHT AND BALANCE DATA

MODEL PA-28-140 CHEROKEE

Airplane Serial Number

Registration Number

Date

AIRPLANE EMI?TY WEIGHT r

Item

*Empty Weight

Unusable Fuel (3 pints)

Standard Empty Weight

Actual

Computed

C. G.

Arm

Weight X (Inches

Aft

= Moment

(Lbs) of Datum) (In-Lbs)

2.2

103.0 227

Optional Equipment

Licensed Empty Weight

*Empty weight is defined as dry empty weight (including paint and hydraulic fluid) plus

1.8 Ibs undrainable engine oil.

AIRPLANE

USEFUL LOAD

(Gross Weight)

(Licensed Empty Weight)

Useful Load

Normal Category: (2150 lbs)

(

Ibs)

Utility Category: (1950 lbs)

(

Ibs)

Ibs lbs

T H I S L I C E N S E D EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE FOR THE

AIRPLANE AS LICENSED AT THE FACTORY. REFER TO APPROPRIATE AIRCRAFT

RECORD WHEN ALTERATIONS HAVE BEEN MADE.

ISSUED: MAY

14,1973

REVISED:

JULY

REPORT: VB-546 PAGE 5-7

MODEL: PA-28-140

CHEROKEE CRUISER

C. G. RANGE AND WEIGHT INSTRUCTIONS

1 .

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

2. Use the loading graph to determine the moment of all items to be carried in the airplane.

3 .

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

Divide the total moment by the total weight to determine the C.G. location.

5 .

By using the figures of Item 1 and Item 4, locate a point on the

C.G. range and weight graph. I f the point falls within the C.G. envelope, the loading meets the weight and balance requirements.

NOTE

W i t h o p t i o n a l j u m p s e a t s i n s t a l l e d , a f t p a s s e n g e r \veight is restricted only by airplane weight and balance limitations (See

Page 5-1 4). For baggage allowance. see P a s e

5 -

1 1 .

REPORT: VB-546 PAGE 5-8

MODEL: PA-28-140

ISSUED: MAY 14,1973

CHEROKEE CRUISER

SAMPLE LOADING PROBLEM (Normal Catezory)

Weight

(Lbs)

Arm Aft

Datum

(Inches)

Licensed Empty Weight

Oil

(8 quarts)

4 0

32.5

8 5 . 5

Pilot and Front Passenger

Passengers, Aft

Fuel ( 5 0 Gal. Maximum)

Baggage

Area

Baggage

Area

Total Loaded Airplane

1 1 7.0

95.0

1 1 7.0

133.3

Moment

(In-Lbs)

48 8

29070

T h e center of gravity (C.G.) of this sample loading problem is at datum line. Locate this point

(

) inches aft of the on the C.G. range and weight graph. Since this point falls within the weight

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

I T IS THE RESPONSIBILITY O F T H E PILOT AND AIRCRAFT OWNER T O INSURE

THAT T H E AIRPLANE IS L O A D E D PROPERLY.

*Utility Category Operation

N o baggage or aft passengers allo\ved.

Normal Category Operation

S e e Page 5-1

ISSUED: MAY 14,1973

REPORT: VB-546 PAGE 5-9

MODEL: FA-28-149

CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT:

VB-546 PAGE 5-10

MODEL:

PA-28-140

ISSUED: MAY 14,1973

MAXIMUM ALLOWABLE BAGGAGE

CHEROKEE CRUISER

Maximum

Allowable Baggage Capacity Area a

200 lbs.

Maximum Allowable Baggage Capacity Area

100 Ibs.

Aircraft are eligible for 100-lb maximum baggage in this area when modified in accordance with Piper drawing

66671.

REPORT: VB-546 PAGE 5-11

MODEL: PA-23-14

CHEROKEE CRUISER

THIS PAGE INTENTIONALLY LEFT BLANK

ZEPQRT:

VB-546

PAGE

5-12

MODEL: PA-28-140

ISSUED: MAY

14,1973

LOADING

GRAPH

CHEROKEE CRUISER

ISSUED: MAY 14,1973

REPORT: VB-546 PAGE 5-13

MODEL:

PA-28-140

CHEROKEE CRUISER

C. G. RANGE AND WEIGHTS

REPORT: VB-546 PAGE 5-14

MODEL: PA-28-140

INCHES AFT DATUM

ISSUED: MAY 14,1973

RETV?SEG: i<!ix~

OPERATING IYSTRUCTIONS

Preflight

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

7-1

Starting Engine

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

7-2

Starting Engine When Cold .....................................

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

7-2

Starting Engine When Hot

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

7-2

Starting Engine When Flooded

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

7-2

Starting Engine With External Power Source

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

7-3 warm-up

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

Ground Check

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

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

7-3

Takeoff

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

7-4

Climb

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

7-5

Stalls ....................

Cruising

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

Turbulent Air Operation

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

7-5

Maneuvers

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

Approach and Landing

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

Stopping Engine

Airspeed Data

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

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

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

Mooring

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

Weight and Balance

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

Air Conditioning

...........

Air Conditioner Operational Check Procedure

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

Air Conditioner Effects on Airplane Performance

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

Emergency Locator Transmitter .....................................................................................................

CHEROKEE CRUISER

OPERATING INSTRUCTIONS

PREFLIGHT

T h e airplane should be given a thorough visual inspection prior t o each flight. Particular attention should be given t o the following items:

I . a. Release seat belt securing control wheel. b.

Master switch ON. c.

Check fuel quantity indicators (two tanks).

d .

Master switch and ignition OFF.

2 .

a. Check for external damage, operation interference of control surfaces o r hinges. b. lnsure that wings and control surfaces are free of snow, ice o r frost.

3. a. Visually check fuel supply, secure caps. b. Drain all fuel system sumps and lines and check f o r water, sediment and proper

4. c. fuel. (See Fuel System Section for procedure.)

Check that fuel system vents are open. a.

Check landing gear shock struts for proper

inflation(approximately4-1,2

Check tires for cuts. wear and proper inflation. c.

Check brake blocks and discs for wear a n d damage.

OPERATING INSTRUCTIOXS

REVISED: JULY

13,1984

CHEROKEE CRUISER

Inspect windshield for cleanliness.

Check the propeller and spinner for defects or nicks.

Check for obvious fuel or oil leaks.

Check oil level, 8 quarts maximum (Insure dipstick is properly seated.)

Inspect cowling and inspection covers for security.

Check nose wheel tire for inflation, wear.

Check nose wheel shock strut for proper inflation (approximately

3-114

inches).

Check for foreign matter in air inlets.

Check alternator belt tension.

Stow tow bar and control locks. if used.

Check baggage for proper storage and security.

Upon enterin? aircraft ascertain that all primary flight controls operate properl),.

Close and secure the cabin door.

Check that required papers are in order and in the aircraft.

Fasten seat belts and shoulder harness. Check function of inertia reel.

STARTING ENGINE

I .

Set parking brake ON.

2. Set the carburetor heat control in the full COLD (OFF) position.

3 .

Select the desired tank with fuel selector valve.

STARTING ENGINE WHEN COLD

I .

Open throttle approximately 1 /4 inch.

Turn the master switch OK.

Turn the electric fuel pump ON.

Move the mixture control to FULL RICH.

5 .

Engage the starter by rotating magneto switch clockwise and pressing in.

6 .

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

STARTING ENGINE WHEN HOT

1 .

Open the throttle approximately

112

inch.

2. Turn the master switch

ON.

3. Turn the electric fuel pump

ON.

4. Put mixture control in full RICH.

5 .

Engage the starter by rotating magneto switch clockwise and pressing in. When the engine fires move the throttle to deslred setting.

STARTING ENGINE WHEN FLOODED

1 . Open the throttle full.

Turn the master switch

ON.

3. Turn the electric fuel pump O F F

OPERATING INSTRUCTIONS

REVISED: JUNE

3,1977

CHEROKEE CRUISER

Put mixture control in IDLE CUT-OFF.

5 .

E n g a g e t h e s t a r t e r b y rotating m a g n e t o switch c l o c k w i s e and p r e s s i n g in. W h e n the e n g i n e f i r e s , a d v a n c e the mixture control and retard the throttle.

When the engine is firing evenly, advance the throttle to 8 0 0 RPM. If oil pressure is not indicated within thirty s e c o n d s , stop the engine and determine the trouble. In cold weather it will take a few seconds l o n g e r t o get an oil pressure indication. If the engine has failed to start, refer to the "Lycoming O p e r a t i n g 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.

STARTING ENGINE W I T H EXTERNAL POWER SOURCE*

An optional f e a t u r e k n o w n a s Piper External P o u r e r ( P E P ) a l l o w s t h e o p e r a t o r t o u s e a n e x t e r n a l b a t t e r y t o c r a n k t h e e n g i n e w i t h o u t h a v i n g t o g a i n a c c e s s t o t h e a i r c r a f t battery.

The procedure is as follows:

1 .

Turn aircraft M A S T E R SWITCH to OFF.

2 .

C o n n e c t R E D l e a d o f P E P k i t j u m p e r c a b l e t o P O S I T I V E

(+) t e r m i n a l o f e x t e r n a l 1 2 - v o l t b a t t e r y a n d B L A C K l e a d t o N E G A T I V E

( - ) t e r m i n a l .

3 .

I n s e r t p l u g o f j u m p e r c a b l e i n t o s o c k e t l o c a t e d o n a i r c r a f t f u s e l a g e .

T u r n a i r c r a f t M A S T E R S W I T C H to O N a n d p r o c e e d w i t h N O R M A L e n g l n e starting technique.

5 .

A f t e r e n g i n e h a s b e e n s t a r t e d , t u r n M A S T E R S W I T C H to O F F a n d r e m o v e jumper c a b l e p l u g f r o m aircraft.

6. T u r n a i r c r a f t M A S T E R S W I T C H t o Oh' a n d c h e c k a l t e r n a t o r a m m e t e r f o r i n d i c a t i o n o f o u t p u t . D O N O T A T T E M P T F L I G H T I F T H E R E I S N O

I N D I C A T I O N O F ALTERNATOR OUTPUT.

WARM-UP

As soon as the engine starts. the oil pressure should be checked. If n o pressure is indicated within thirty seconds. stop the engine and determine the trouble. In cold weather i t will take a f e w seconds longer to g e t an oil pressure indication. Warm-up the engine at 8 0 0 to 1200 R P M .

Takeoff may be m a d e a s soon as the ground check is completed, providing that the throttle m a y be opened fully w i t h o u t backfiring, o r skipping. and without a reduction in e n g i n e oil pressure.

GROUND CHECK

Check the m a g n e t o s at 2 0 0 0 R P M by switching from Both to Right then back t o Both before switching to Left. Differential drop should not exceed 5 0 RPM while the total drop on either magneto should not exceed 175 RPM.

Check vacuum gauge: indicator should read

Optional equipment

OPERATING INSTRUCTIONS

ISSUED: JULY

6,1973

CHEROKEE CRUISER

Check both the oil temperature and pressure. The temperature may be low for some time if the engine is being run for the first time of the day, but as long as the pressure is within limits, the engine is ready for takeoff.

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

Carburetor heat should also b e checked prior to takeoff to be sure that the control is operating properly and to clear any ice which may have formed during taxiing. Avoid prolonged ground operation with carburetor heat ON as the air is unfiltered.

Operation of the engine driven fuel pump should be checked while taxiing or during preflight engine run up by switching off the electric fuel pump and observing fuel pressure. The electric fuel pump should b e o n during takeoff to prevent loss of power should the engine driven pump fail. The engine is warm enough for takeoff when the throttle can be opened without the engine faltering. For air conditioner ground check refer to page

7-8.

TAKEOFF

Just before takeoff the following items should be checked:

Fuelonpropertank

Electric fuel pump

- on

3. Engine gauges

- checked

Flaps - set

5 .

Carburetor heat

- off

Mixture - set at high elevation.

NOTE

Mixture full rich except a minimum amount of l e a n i n g i s permitted f o r smooth engine operation when taking off

7. Seat backs - erect

8. Safety Beltsharness

- fastened

Empty seats- seat belts snugly fastened

10. Trim tab

- set

I. Controls - free

12. Door - latched

13.

Air conditioner - off

In the conventional takeoff procedure set the trim control slightly aft of neutral. Allow the airplane to accelerate to 5 0 to 60 miles per hour, 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 to the desired climb speed by lowering the nose slightly.

Short Field, Obstacle Clearance:

Lower the flaps to 25" (second notch), accelerate to 55-60 miles per hour and ease back on the control wheel to rotate. After breaking ground, accelerate to the best angle of climb speed,

78 miles per hour. Slowly retract the flaps when the obstacle has been cleared, and continue cIimb at 89 miles per hour.

Short Field, No Obstacles:

Lower the flaps to 25

(second notch), accelerate to 55-60 miles per hour. Ease back on the control wheel to rotate and accelerate to best rate of climb speed, 89 miles per hour. Slowly retract the flaps while climbing out.

*Serial nos. 28-7525001 through 28-7625275

OPERATING INSTRUCTIQNS

REVISED: JULY

13,1984

CHEROKEE CRUISER

Soft Field, No Obstacle:

Lower the flaps to 25" (second notch), accelerate aircraft and pull nose gear f r o m the ground as soon as possible, lift off at lowest possible airspeed. Accelerate just above the ground to best rate of climb speed, 89 miles per hour. Climb out while slowly retracting the flaps.

Soft Field, Obstacle Clearance:

Lower flaps to 25" (second notch), accelerate aircraft, pull n o s e gear off a s soon a s possible and lift off at lowest possible airspeed. Accelerate just above the ground to best angle of climb speed, 7 8 miles per hour to climb past obstacle clearance height; continue climb while accelerating to best rate of climb speed, 89 miles per hour, and slowly retract the flaps.

CLIMB

The best rare of climb airspeed at gross weight is 89 miles per hour. The best angle of climb airspeed is 78 miles per hour. At lighter than gross weight these speeds are reduced. T h e recommended en route climbing speed of 100 miles per hour provides increased visibility over the nose. Shallow turns of a few degrees will also aid forward visibility during climb out. The air conditioner may be turned on after all obstacles have been cleared.

STALLS

Stall characteristics of the Cherokee are conventional. Visual stall warning is provided by a red light located on the left side of the instrument panel which illuminates automatically between

and 10 miles per hour above stall speed. Ciross weight stalling speed with power off and full flaps is

5 5

miles per hour at 2150 pounds. With flaps up this speed is increased 9 miles per hour. Loss of altitude during stalls can be as great as 200 feet, depending on configuration and polver. Intentional spins are prohibited in the normal category airplane and when air conditioning or ventilation blower is installed.

CRUISING

The cruisin: speed is determined by many factors, including power setting, altitude, temperature, loading and equipment installed on the airplane.

The normal cruising power is

75%

of the rated horsepower of the engine. True airspeeds, which may be obtained at various altitudes and power settings, can be determined from the charts in Performance Charts Section.

Use of the mixture control in cruising f l i g h t reduces fuel consumption significantly. especially at higher altitudes, and reduces lead deposits when the alternate fuels are used. The mixture should be leaned when 75% power or less is being used. If any doubt exists as to the amount of power being used, the mixture should b e in the

FULL RICH position f o r all operations. Always enrich the mixture before increasing power settings.

To lean the mixture, pull the mixture control until the engine becomes rough, indicating that 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.

OPERATING INSTRUCTIONS

REVISED: APRIL 19,1976

CHEROKEE CRUISER

The continuous use of carburetor heat during cruising flight decreases engine efficiency.

Unless icing conditions in the carburetor are severe, d o not cruise with the heat on. Apply full carburetor heat slowly and only for a f e w seconds at intervals determined by icing severity.

In order to keep the airplane in best lateral trim during cruising flight, the fuel should be used alternately from each main tank. It is recommended that o n e main tank be used for o n e hour after takeoff, t h e o t h e r main tank used until nearly exhausted, then return to t h e first main tank.

TURBULENT

AIR

OPERATION

In keeping with good operatin: practice used in all aircraft, i t is recommended that when turbulent a i r is e n c o u n t e r e d o r e x p e c t e d the airspeed b e r e d u c e d t o maneuverin: speed to reduce the structural loads caused by gusts and to allow for inadvertent speed build-ups which may occur as a result of the turbulence o r distractions caused by the conditions.

MANEUVERS

The airplane is approved for certain aerobatic maneuvers, provided i t is loaded within the approved weight and center of gravity limits. (See Airplane Flight Manual.) T h e maneuvers are spins, steep turns. lazy eights and chandelles. S p i n s are prohibited when air conditioning is installed.

Intentional spins are prohibited in the normal category airplane. Lazy eights and chandelles may be performed in the normal category provided a

60"

angle of bank andior a 30" angle of pitch is not exceeded. For approved maneuvers and entry speed refer to the Airplane Flight

Manual.

APPROACH .4h9 L.4NDING

Landing check list:

1. Fuel on proper tank

2. Mixture

- full rich

Electric fuel pump on

4. Seat backs

- erect

Flaps

- set ( 1 15 MPH)

6. Safety Beltsiharness

- fastened

7. Air conditioner

- off

T h e airplane should be trimmed to an approach speed of about 85 miles per hour with f l a p s up. T h e flaps c a n b e lowered at s p e e d s up to 115 m i l e s p e r hour, approach s p e e d is reduced 3 miles per hour for each notch of flaps used. Carburetor heat should not be applied unless there is an indication of carburetor icing, s i n c e the u s e o f carburetor heat c a u s e s a reduction in power which may be critical in case of a go-around. Full throttle operation with carburetor heat on is likely to cause detonation.

T h e amount of flap used during landings and the speed of the aircraft at contact with the r u n w a y should be v a r i e d a c c o r d i n g to the l a n d i n g s u r f a c e a n d e x i s t i n g c o n d i t i o n s . b o t h windwise and l o a d u ~ i s e . It is generally good practice to contact the ground at the m i n i m u m possible safe speed consistent with existing conditions.

OPERATING INSTRUCTIONS

REVISED: APRIL 19,1976

CHEROKEE CRUISER

Normally, the best technique for short and slow landings is to use full flaps and enouzh power t o maintain the desired airspeed and approach flight path. Mixture should be full rich. fuel on the fullest tank, carburetor heat off, and electric fuel pump on. Reduce the speed during the flareout and contact the ground close to the stalling speed

(55 to

65 MPH).

After ground contact hold the nose wheel off as long a s possible. As the airplane slows down, drop the nose and apply t h e brakes. There will be less chance of skidding the tires if the flaps are retracted before a p p l y i n g the brakes. Braking is m o s t effective when back pressure is applied to the control wheel, putting most of the aircraft weight on the main wheels. In high wind conditions, particularly in strong crosswinds. it may b e desirable t o approach the ground at higher than normal s p e e d s with partial or n o flaps.

STOPPING ENGINE

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

After parking, the air conditioner and radios should be turned off and the engine stopped by pulling the mixture control to idle cut-off. T h e throttle should be left full aft to avoid ensine vibration while stoppins. Then the magneto and master switches should be turned off and the parkin? brake set.

A I R S P E E D

DATA

A11 a i r s p e e d s quoted in this manual a r e calibrated unless otherwise noted. Calibrated airspeed is indicated airspeed corrected for instrument and position errors. The following table s i v e s the correlation between indicated airspeed and calibrated airspeed if zero instrument error is assumed. T h i s calibration is valid only when flown at maximum gross weight in level flight.

AIRSPEED CORRECTION TABLE

Flaps 0"

IAS-MPH

CAS

MPH

8 3

100

101

110

120

119

130

128

140 150

137 146

Flaps 40" i

I A S - MPH

60 70 80 90 100 110 1 20

OPERA'TING INSTRLJCTIOXS

REVISED:

JUNE

13,1974

CHEROKEE CRUISER

The C h e r o k e e should be moved on the ground with the aid of the nose wheel tow bar provided with each plane and secured in the baggage compartment. Tie downs may be secured to rings provided under each wing, and to the tail skid. The aileron and stabilator controls should be secured by looping the seat belt through the control wheel and pulling i t snug. The rudder is held i n position by its connections to the nose wheel steering, and normally does not have to be s e c u r e d . T h e flaps are locked when in the full up position, and should be left retracted.

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 see the Airplane Flizht Manual and Weight and Balance form supplied with each airplane.

AIR CONDITIONING*

To operate the air conditioning system either on the ground or in flight:

1. Start the engine (:round operation).

Turn the air conditioning Master Switch to "ON."

3 .

Turn

"TEMP" control to desired temperature. Clockwise rotation increases cooling.

Select desired '-FAN" position, "LOW,"

"MED" or

"HIGH."

AIR CONDITIONER OPERATIONAL CHECK PROCEDURE

Prior to takeoff the air conditioner should be checked for proper operation as follows:

1 .

Check aircraft Master Switch ON.

Select desired "FAN" position, "LOW,"

"MED"

"HIGH."

3 .

T u r n t h e air conditioner c o n t r o l switch to "ON"

- the "Air Cond. Door Open" warning light will turn on. thereby indicating proper air conditioner condenser door

4. actuation.

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.

5 .

I f t h e "Air Cond. Door Open'' light does not respond as specified above, an air c o n d i t i o n e r s y s t e m o r i n d i c a t o r b u l b m a l f u n c t i o n i s i n d i c a t e d , a n d f u r t h e r investigation should be conducted prior to flight.

T h e a b o v e operational check may be performed during flight if an inflight failure is suspected.

Optional equipment

OPERATING INSTRUCTIONS

ISSUED: JULY 6,1973

CHEROKEE CRUISER

Air Conditioner Controls

AIR CONDITIONER EFFECTS ON AIRPLANE PERFORMANCE

Operation of the air conditioner will cause slight decreases in the cruise speed and range of the Cherokee 140. Power from the engine is required to run the compressor, and the condenser door, when extended. causes a slight increase in drag. When the air conditioner is turned off there is normally no measurable difference in climb, cruise or range performance of the airplane.

NOTE

To insure maximum climb performance the air conditioner must b e t u r n e d o f f m a n u a l l y b e f o r e t a k e o f f t o d i s e n g a g e t h e c o m p r e s s o r a n d r e t r a c t t h e c o n d e n s e r d o o r . A l s o t h e a i r c o n d i t i o n e r m u s t b e t u r n e d off m a n u a l l y b e f o r e t h e l a n d i n g approach in preparation for a possible go-around.

Although the cruise s p e e d a n d r a n g e are only slightly affected by the air conditioner operation. these changes should b e considered in preflight planning. To be conservative, the following figures assume that the compressor is operating continuously while the airplane is airborne. This will be the case only in extremely hot weather.

OPERATING

INSTRUCTfONS

ISSUED: JULY 6,1973

CHEROKEE CRUISER

1. T h e decrease in true airspeed is approximately

mph at

757c

power and 4 m p h at

5070 power.

T h e decrease in range may be as much a s 28 statute miles for the 36 gal. (standard) capacity and as much as

39 statute miles for the

50 gal. (reserve) capacity.

NOTE

To read power from the Power vs. Density Altitude Chart in this manual, a d d 50 r p m t o the value observed on the tachometer when the air conditioner is operating.

T h e c l i m b performance of C h e r o k e e 140 is not compromised measurably with the air conditioner operatin? since the compressor is declutched and the condenser door is retracted, both automatically, when a full throttle position is selected. When the full throttle position is no1 used o r in the event of a malfunction which would cause the compressor to operate and the c o n d e n s e r door to be extended, a d e c r e a s e in rate of climb of a s much a s 100 f p m can be e x p e c t e d . Should a malfunction o c c u r which prevents c o n d e n s e r d o o r retraction w h e n the compressor is turned off, a decrease in rate of climb of a s much a s

50 f p m can be expected.

EMERGENCY LOCATOR TRANSMITTER*

T h e Emergency Locator Transmitter

(ELT) when installed. is located in the aft portion of the fuselage just below the stabilator leading edge and is accessible through a plate on the right side of the fuselase. (On aircraft manufactured prior to mid-1975, this plate is retained by three steel P h i l l l p s head s c r e w s . O n a i r c r a f t manufactured from m i d - 1 9 7 5 and on. this plate is attached with three slotted-head nylon screws for ease of removal: rhese screws may be readily removed with a variety of common items such as a dime, a key, a knife blade, etc. If there are n o tools available in an emergency the screw heads may be broken off by any means.) T h e ELT is an emergency locator transmitter which meets the requirements of FAR 9 1.52. The unit operates on a self-contained battery.

A battery replacement date is marked on the transmitter label. T o comply with FAA regulations. the battery must be replaced on or before this date. The battery must also be replaced if the transmitter has been used in an emergency situation or if the 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 labeled "OFF," "ARM" and "ON.''

T h e '-ARM" position is p r o v i d e d t o s e t the unit t o the a u t o m a t i c position s o that i t will transmit only after impact and will continue to transmit until the battery is drained to depletion o r until the switch is manually moved to the "OFF" position. T h e "ARM" position is selected when the transmitter is installed a t the factory and the switch should remain in that position whenever the unit is installed in the airplane. The

"ON" position is provided s o the unit can be used a s a portable transmitter o r in the event the automatic feature was not triggered by impact o r to periodicaIly test the function o f the transmitter.

Select the "OFF". position w h e n changing the battery, when rearming the unit if it has been activated for any reason. or t o discontinue transmission.

Optional equipment

OPERATING ENSTiiUCTIGNS

REVISED: APRIL 16,1979

CHEROKEE CRUISER

NOTE

If the s w i t c h h a s b e e n p l a c e d in t h e " ON" p o s i t i o n f o r a n y reason, t h e " OFF" position h a s t o b e selected b e f o r e selecting

"ARM."

"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 the left side panel, is provided to allow the transmitter to be controlled from inside the cabin.

1 .

On some models the pilot's remote switch has three positions and is placarded "ON."

" A U T O I A R M , " a n d " O F F / R E S E T . " T h e s w i t c h i s n o r m a l l y l e f t in t h e

"AUTO/ARMW position. To turn the transmitter off, m o v e the switch momentarily to the '-OFFIRESET" position. T h e aircraft master switch must be "ON" to turn the transmitter "OFF." T o activate the transmitter for tests o r other reasons, move the s w i t c h u p w a r d t o t h e " ON" p o s i t i o n a n d l e a v e i t in t h a t p o s i t i o n a s Ion? a s transmission is desired.

O n o t h e r m o d e l s t h e p i l o t ' s r e m o t e s w i t c h h a s t w o p o s i t i o n s a n d is p l a c a r d e d

"ONIRESET" and " ARM (NORMAL POSITION)." T h e switch is normally left in the d o w n o r " A R M " p o s i t i o n . To t u r n t h e t r a n s m i t t e r o f f , move t h e s w i t c h t o the

"ONIRESET" p o s i t i o n f o r o n e s e c o n d then return it to the -'ARM" position. To activate the transmitter f o r tests o r o t h e r reasons, m o v e the switch upward to rhe

"ONIRESET" position and leave i t in that position as long as transmission is desired.

The locator should b e checked during the ground check to make certain the unit has not been accidentally activated. Check by tuning a radio receiver t o 121.5 MHz. If there is an oscillating sound, the locator may have been activated and should be turned off immediately.

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

NOTE

I f f o r a n y r e a s o n a t e s t t r a n s m i s s i o n is n e c e s s a r y . the test transmission should be conducted only in the first five minutes of any hour and limited to three a u d i o sweeps. If tests must be made at a n y other time, the tests should b e coordinated with the nearest FAA tower o r flight service station.

OPERATING INSTRUCTIONS

REVISED: JUh'E

3,1977

BLANK PAGE

CHEROKEE CRUISER

OPERATING TIPS

The following Operating Tips are of particular value i n the operation of the Cherokee 140.

Learn to trim for takeoff so that only a very light back pressure o n the wheel is

required to lift the airplane off the ground.

The best speed for takeoff is about

MPH under normal conditions. Trying to pull the airplane off the ground at too low an airspeed decreases the controllability of the airplane in event of engine failure.

Flaps may be lowered at airspeeds up to 115 MPH. To reduce flap operating loads, it is desirable to have the airplane at a slower speed before extending

the

flaps.

Before attempting to reset any circuit breaker, allow a two to five minute cooling off period.

Before starting the engine, check that all radio switches, light switches and the pitot heat switch are i n the off position so as not to create an overloaded condition when

6. the starter is engaged.

The overvoltage relay i s provided to protect the electronics equipment from a m o m e n t a r y o v e r v o l t a g e c o n d i t i o n (approximately 16.5 v o l t s a n d up), o r a catastrophic regulator failure. In the event of a momentary condition, the relay will open and the ammeter will indicate "0" output from the alternator. The relay may be reset by switching the ALT switch to OFF for approximately 1 second and then returning the ALT switch to ON. If after recycling the ALT switch the condition persists, the flight should be terminated as soon as practical; reduce the battery load to a minimum. T h e ALT light on the annunciator panel* will illuminate if the alternator fails. Recycle the ALT switch and check the ALT FIELD circuit breaker. If the failure persists after this action, reduce electrical loads and land as soon as practical,

7. The vacuum gauge is provided to monitor the pressure available to assure the correct operating speed of the vacuum driven gyroscopic flight instruments. It also monitors the condition of the common air filter by measuring the flow of

If the vacgum gauge does not register 5" air through the filter.

+

.10" Hg at 2000 RPM, the following items should be checked before flight: a.

Common air filter could be dirty or restricted.

Vacuum lines could be collapsed or broken. c. Vacuum pump worn. d.

Vacuum regulator, not adjusted correctly. The pressure, even though set correctly, can read lower under two conditions: (1) Very high altitude, above 12,000 feet, (2) Low engine RPM, usually on approach or during training maneuvers. This i s normal and should not b e considered a malfunction.

Serial nos. 28-7525001 through 28-7625275

OPERATING TIPS

REVISED:

JULY

13,1984

CHEROKEE CRUISER

T h e shape of the wing fuel tanks is such that in certain maneuvers the fuel may move a w a y f r o m t h e t a n k o u t l e t . I f t h e o u t l e t i s u n c o v e r e d , t h e f u e l f l o w w i l l b e interrupted and a temporary loss of p o w e r m a y result. Pilots can prevent inadvertent uncovering o f the outlet by a v o i d i n s maneuvers which could result in uncovering the outlet.

E x t r e m e running turning takeoffs s h o u l d b e avoided a s fuel flow interruption may occur.

Prolonged slips or skids which result in excess of 2000 feet of altitude loss, o r other radical o r extreme maneuvers which could cause uncovering o f the fuel outlet must be avoided as fuel flow interruption may occur when tank being used is not full.

Anti-collision lights should not be operating when flying through overcast and clouds, since reflected light can produce spacial disorientation. D o not operate strobe lights

10.

\vhen taxiing in the vicinity of other aircraft.

T h e r u d d e r p e d a l s are s u s p e n d e d f r o m a t o r q u e t u b e w h i c h e x t e n d s a c r o s s the fuselage. T h e pilot should become familiar with the proper positioning of his feet on the rudder pedals s o as to avoid interference with the torque tube when moving the

11. rudder pedals or operating the toe brakes.

In a n e f f o r t t o avoid a c c i d e n t s , p i l o t s s h o u l d obtain and study the s a f e t y related i n f o r m a t i o n m a d e a v a i l a b l e in F A A p u b l i c a t i o n s s u c h a s r e g u l a t i o n s , a d v i s o r y circulars, Aviation News, AIM and safety aids.

I ? . During letdown and low power flight operations, i t may be necessary to lean because of excessively rich mixture. Always 20 to full rich prior to landing sequence.

14.

When leaning, careful observation of the temperature instruments should be practiced.

When alternate fuels are used, the e n g i n e should be run up to 1200

RPM f o r o n e minute prior to shutdo\hPn to clean out any unburned fuel.

OPERATii?G TiPS

REVISED: APRIL

19,1976

PERFORMANCE CHARTS

Altitude Conversion Chart

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

Takeoff Performance

Engine Performance

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

Climb Performance

........................................................................-................. ..............................

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

Cruise Performance

True Airspeed

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

Cruise Performance

Range (Standard Fuel Capacity)

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

Cruise Performance

Range (Maximum Fuel Capacity)

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

Glide Performance ..........................................................................................................................

Stall Speed vs Aircraft Gross Weight

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

Stall Speed v s Angle of Bank

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

Landing Performance

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

WAR AI.hlG

PERFORMANCE INFORMATION DERIVED

B Y EXTRAPO-

LATION BEYOND T H E LIMITS SHOWN ON THE CHARTS

SHOULD NOT

BE USED FOR FLIGHT PLANNING PURPOSES

BLANK PAGE

CHEROKEE CRUISER

PA- 28- 140

CHEROKEE

1 I

1 ALUOTUDE CQMWERSOQM CHARD

THIS CHART SHOULD BE USED TO

DETERMINE DENSKY ALTITUDE

FROM EXISIING WPERATURE

AND

PRESSURE ALTTTUDE CONDITIONS

FOR USE

WITH PERFORMANCE CHARTS.

-40 -20 0 20 40

TEMPERATURE

O F

PERFORMANCE CHARTS

ISSUED: JULY

6,1973

80 100

CHEROKEE

CHEROKEE CRUISER

RATE

CUMB-FEET

PER

MINUTE

NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING

INSTALLATION ON PERFORMANCE.

PERFORMANCE CHARTS

REVISED:

JUNE

13,1974

CHEROKEE CRUISER

loo00 t

8000

3 t:

L/t

6000

4000

14000

I-

w v m

CHEROKEE

.BMQSME PEIFQIMAMCP..

GROSS WEIGHT 2150 LBS.

WHEEL FAIRINGS INSTALLED

MIXTURE LEAN PER lYCOMlN6 INSTRUCTIONS

BEST POWER

12000

2000

/ I

2200

/ I

2300 2400

NOTE: SEE SECTION

FOR EFFECTS OF AIR CONDITIONING

INSTALLATION ON PERFORMANCE.

2600

2700

TERFORMANCE CHARTS

REVISED: JUNE

13,1974

CHEROKEE

GROSS WEIGHT

2150

LBS.

NO WHEEL FAIRINGS INSTALLED

&EST POWER

LEAN PER LYCOMING

CHEROKEE CRUISER

TRUE AIRSPEED. M.P.H.

NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING

INSTALLATION ON PERFORMANCE.

PERFORMANCE CHARTS

REVISED: JUNE 13,1974

CHEROKEE CRUISER

300 400 500 600 700

RANGE-STATUTE MILES

800

NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING

INSTALLATION ON PERFORMANCE.

PERFCRMANCE CI-IARTS

REVISED: JUNE

13,1974

CHEROKEE CRUISER

PA- 28-

CHEROKEE

I 1

400 500 600 700 8 0 0

R ANGE-STATUTE MILES

900

NOTE: S E E SECTION 7 FOR EFFECTS OF AIR CONDITIONING

INSTALLATION ON PERFORMANCE.

PERFORMANCE CHARTS

REVISED: JUNE 13,1974

CHEROKEE CRUISER

S.L.

GLIDE DISTANCE

STATUTE MILES

NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING

INSTALLATION ON PERFORMANCE.

PERFORMANCE CHARTS

REVISED: JUNE 13,1974

PA-28- 140

CHEROKEE

I I 1 1 I

a m a a

amm

AORCRAff

moss

WE~GMU

POWER OFF

CHEROKEE CRUISER

AlRCRAFl GROSS WEIGHT POUNDS

NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING

INSTALLATION ON PERFORMANCE.

PERFORMANCE CHARTS

REVISED: JU'NE

13,19274

CHEROKEE CRUISER

ANGLE

Of BANK

DEGREES

NOTE: SEE SECTION

FOR EFFECTS OF

AIR CONDITlONING

INSTALLATION ON PERFORMANCE.

PERFORMANCE CHARTS

REVISED: JUNE 13,1974

CHEROKEE CRUISER

CHEROKEE

NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING

INSTALLATION ON PERFORMANCE.

PERFORMANCE

CHARTS

REVISED: J U h T 13,1974

HANDLING AND SERVICING

Ground Handling

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

Towing

Taxiing

Parking

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

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

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

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

Mooring

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

Cleaning

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

Cleaning Engine Compartment

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

Cleaning Landing Gear

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

Cleaning Exterior Surfaces

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

Cleaning Windshield and Windows

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

Cleaning Headliner, Side Panels and Seats

Cleaning Carpets

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

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

Power Plant Induction Air Filter

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

Removal of Induction Air Filter

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

Cleaning Induction Air Filter

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

Installation of Induction Air Filter

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

Brake Service

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

Landing Gear Service

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

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

Propeller Service

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

Oil Requirements

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

Fuel System

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

Fuel Requirements

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

Filling Fuel Tanks

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

Draining Fuel Valves and Lines

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

Draining Fuel System

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

Tire Inflation ..............................................................................................................................

Battery Service ..............................................................................................................................

Facts You Should Know

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

Preventive Maintenance

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

Required Service and Inspection Periods

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

BLANK PAGE

CHEROKEE CRUISER

HANDLING AND SERVICING

This section contains information on preventive maintenance. Refer to the Cherokee 140

Service Manual for further maintenance procedures. Any complex repair or modification should be accomplished by a Piper Certified Service Center.

GROUND HANDLING

TOWING

T h e airplane may be moved by using the nose wheel steering bar provided. or power e q u i p m e n t that will not d a m a g e o r cause excess strain to the n o s e gear assembly. T h e steering bar is stowed in the baggage compartment.

CAUTION

W h e n towing with power equipment, d o not turn n o s e gear more than 3 0 degrees in either direction, a s this will result in damage to the nose gear a n d steering mechanism.

TAXIING

Before attempting to taxi the airplane. ground personnel should be instructed and approved by a qualified person authorized by the owner. Engine starting and shut-down procedures as well as taxi techniques should be covered. When it is ascertained that the propeller back blast and taxi areas are clear, power should be applied to start the taxi roll. and the following checks should be performed. a.

Taxi forward a f e w feet and apply brakes to determine their effectiveness. b.

While taxiing. make slight turns to ascertain the effectiveness of the steering. c. Observe wing clearances when taxiing near buildings o r other stationary objects.

If possible, station a guide outside the airplane to observe. d .

When taxiing on uneven _ground, look for holes and ruts. e . D o 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.

HANDLING

AND

SERVICING

ISSUED: JULY 6,1973

CHEROKEE

CRUISER

PARKING

W h e n p a r k i n g t h e airplane, insure that it is sufficiently protected against a d v e r s e weather conditions and presents n o danger to other aircraft. When parking the airplane for any length o f time or overnight, it is recommended that i t be moored securely. a.

To park the airplane, head i t into the wind, if possible. b.

S e t the parking brake. (Use wheel chocks if available.)

NOTE

C a r e should be taken when setting brakes that are overheated or d u r i n g c o l d weather w h e n accumulated moisture m a y freeze a brake.

MOORING

T h e a i r p l a n e should be moored to insure its immovability, protection and security u n d e r v a r y i n g weather conditions. T h e following procedure should be used f o r proper mooring o f the airplane. a.

Head the airplane into the ntind. if possible. b.

L o c k the aileron and stabilator controls by l o o p i n g the seat belt through the control wheel and pulling it snug. c. Block the wheels. d.

Secure tie down ropes to the w i n s tie down rings and tail skid at approximately

45-degree angles to the ?round. When using rope of non-synthetic material, leave sufficient slack to avoid damage to the airplane should the ropes contract.

CAUTION

U s e bowline knots o r locked slip knots. D o not use a plain slip knot.

NOTE

Additional preparations for high winds include using tie-down ropes from the landing gear forks, and securins the rudder. e.

Install a pitot head cover, if available

HP.NDLING AND SERVICING

ISSUED: JULY

6,1973

CHEROKEE CRUISER

CLEANING

CLEANING ENGINE COMPARTMENT

Before cleaning the engine compartment, place a strip of tape on the magneto vents to prevent solvent from entering these units. a .

Place a large pan under the engine to catch waste. b. With the engine cowling removed, spray or brush the engine with solvent or a m i x t u r e o f s o l v e n t a n d d e g r e a s e r , a s desired. W h e r e h e a v y g r e a s e a n d dirt deposits have collected, it may be necessary to brush areas that were sprayed in order t o clean them.

CAUTION

D o not spray solvent into the alternator, vacuum pump, starter or air intakes. c. Allow the solvent to remain on the engine from five to ten minutes. Then rinse the engine clean with additional solvent and allow to dry.

CAUTION

D o not operate the engine until excess solvent has evaporated o r otherwise been removed. d . Remove the protective covers from the magnetos. e. Lubricate controls, bearing surfaces, etc., in accordance with the Lubrication

Chart.

CLEANING LANDING GEAR

Before cleaning the landing gear, place a plastic cover o r similar material over the wheel and brake assembly. a.

Place a pan under the gear to catch waste. b. Spray o r brush the gear area with solvent or a mixture of solvent and degreaser. a s d e s i r e d . W h e r e h e a v y grease and dirt d e p o s i t s h a v e collected, i t m a p b e necessary to brush areas that were sprayed in order to clean them. c. Allow the solvent to remain on the s e a r from five to ten minutes. Then rinse the gear with additional solvent and allow to dry. d. Remove the cover from the wheel and remove the catch pan. e. Lubricate the gear in accordance with the Lubrication Chart.

HANDLTNG AND SERVICING

ISSUED: JULY 6,1973

CHEROKEE CRUISER

CLEANING EXTERIOR

SURFACES

T h e airplane should b e washed with a mild soap and water. Harsh abrasive o r alkaline soaps or d e t e r g e n t s used o n painted o r plastic surfaces c o u l d m a k e s c r a t c h e s o r cause corrosion of metal surfaces. Cover areas where cleaning solution could cause damage. T o wash the airplane, the following procedure may be used: a.

Flush away loose dirt with water. b.

Apply cleaning solution with a rag? sponge or soft bristle brush. c. T o remove stubborn oil and grease, use a cloth dampened with naphtha. d. W h e r e exhaust stains exist, allow solution to remain on the surface longer. e. Any good automotive w a x may be used to preserve the painted surfaces. Soft cleaning cloths o r a chamois should be used to prevent scratches when cleaning or polishing. A heavier coating of wax on the leading surfaces will reduce the abrasion problems in these areas.

CLEANING WIXDSHIELD A N D WINDOWS

A c e r t a i n a m o u n t o f c a r e i s n e e d e d t o k e e p t h e p l e x i g l a s w i n d o w s c l e a n and unmarred. T h e following procedure is recommended: a. Remove dirt, m u d , and other marks from exterior surface with clean water. b.

Wash with mild soap and warm water or an aircraft plastic cleaner. Use a soft cloth or sponze using a straight rubbing motion. D o not rub surface harshly. c.

Remove oil and grease with a cloth moistened with kerosene.

NOTE

D o not u s e g a s o l i n e , a l c o h o l , b e n z e n e . c a r b o n t e t r a c h l o r i d e , thinner, acetone, o r window cleaning sprays. d.

After cleaning plastic surfaces, apply a thin coat of hard polishing wax. R u b lightly with a soft cloth. D o not use a circular motion. e.

A severe scratch o r mar in plastic can be removed by using jeweler's rouge to rub out the scratch. Smooth both sides and apply wax.

HAiWLING AND SERVICING

ISSUED: JULY 6,1973

CHEROKEE CRUISER

C L E A N I N G HEADLINER, SIDE PANELS A N D SEATS a.

C l e a n headliner, s i d e panels a n d seats with a stiff bristle b r u s h , a n d vacuum w h e r e necessary. b. Soiled upholstery, except leather, may be cleaned by using an a p p r o v e d foam u p h o l s t e r y c l e a n e r . C a r e f u l l y f o l l o w t h e m a n u f a c t u r e r ' s i n s t r u c t i o n s . Avoid soaking or harsh rubbing.

CAUTION

Solvent cleaners require adequate ventilation.

C L E A N I N G CARPETS

Use a small whisk broom or vacuum cleaner to remove dirt. For soiled spots, use a noninflammable dry cleaning fluid.

POWER PLANT INDUCTION AIR FILTER

T h e induction air filter must be cleaned at least once every fifty hours. Under extremely adverse conditions of operation i t may be necessary to clean the filter daily. Extra filters are inexpensive and a spare should be kept on hand and used as a rapid replacement.

REMOVAL O F INDUCTION AIR FILTER

T h e air filter is located below the spinner assembly. If a landing light is installed, i t will be within the center of the filter assembly. To remove the filter: a. O p e n the cowl. b.

Remove the thumb screw on the back of the filter assembly. c. R e m o v e the retainer assembly. If a landing light is installed, d i s c o n n e c t the wires. d. Remove the filter.

CLEANING INDUCTION AIR FILTER a. Tap filter s e n t l y to remove dirt particles. D o not use compressed air o r cleaning solvents. b. Inspect filter. If paper element is torn or ruptured o r gasket is damaged, the filter s h o u l d be r e p l a c e d . T h e u s a b l e life o f the filter should b e r e s t r i c t e d to o n e year or

500 hours. whichever c o m e s first.

INSTALLATION O F INDUCTION

AIR

FILTER

After cleaning or replacing the filter, install i t in the r e v u s e order of removal.

HANDLING AND SERVICING

ISSUED: JULY 6,1973

CHEROKEE CRUISER

BRAKE SERVICE

T h e brake system is filled with MIL-H-5606 (petroleum base) hydraulic brake fluid. This should be checked at every

50 hour inspection and replenished when necessary b y filling the brake reservoir o n the fire wall t o the indicated level. If the entire system has to b e refilled, i t should be d o n e by filling from t h e brake end of the system with fluid under pressure. This will eliminate air from the system.

N o adjustment of brake clearances is necessary on the Cherokee. If after extended service

LANDING GEAR SERVICE

Main wheels are removed by takinz off the wheel fairings, hub cap, axle nut, retainer pin, and the t w o bolts holding the brake segment in place. The wheel will slip easily from the axle.

Tires are removed from the wheels b y first deflating the tire, then removing the through bolts, and separating the wheel halves.

Landing gear oleo struts should be checked for proper strut exposures and fluid leads. The required extensions for the strut when under normal static load (basic empty weizht of airplane plus full fuel and oil) are 3-114 inches for the nose gear and 4-112 inches for the main gear. Should the strut exposure be below that required, i t 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 and slowly raise the strut to full compression. If the strut has sufficient fluid. i t will be visible up to the bottom of the filler plug hole and will then require only proper inflation.

Should fluid be below the bottom of the filler plug hole,

011 should be added. Replace the plug urith valve c o r e removed: attach a clear plastic hose to the valve stem of the filler plug and subrilerge the o t h e r end in a container of hydraulic fluid (MIL-H-5606). Fully c o m p r e s s and extend the strut several times, thus drau3ing fluid from the container and expellin'g air from the strut chamber. T o allow fluid to enter the bottom chamber of the main gear strut h o u s i n s , the torque link assembly must be disconnected to let the strut be extended a minimum of 10 inches

(the nose gear torque links need not b e disconnected). D o not allow 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.

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

In jacking the Cherokee for landing gear service, a jack kit (available through the Piper

Dealers and Distributors) should be used. T h i s kit consists of two hydraulic jacks and a tail stand. At least

350 pounds o f ballast should be placed on the tail stand before j a c k i n s the aircraft. T h e jacks should be placed under the jack points on the wing and the airplane jacked up until the tail skid is at the right height to attach the tail stand. After attaching the tail stand and adding ballast, jacking may b e continued until the aircraft is at the height desired.

HANDLING AND SERVICING

ISSUED: JULY 6,1973

CHEROKEE CRUISER

PROPELLER SERVICE

T h e spinner and backing plate should be cleaned and inspected frequently for cracks. T h e propeller should b e inspected before e a c h flight for nicks, scratches, and corrosion. If found, they s h o u l d b e t a k e n c a r e of a s s o o n a s p o s s i b l e by a rated m e c h a n i c , b e c a u s e n i c k s a n d scratches cause areas of increased stress which can cause serious damage o r l o s s of a propeller tip. T h e back face of the blades should be painted when necessary with flat black paint to retard g l a r e to t h e p i l o t ' s e y e s . T o p r e v e n t c o r r o s i o n t h e s u r f a c e s h o u l d be c l e a n e d a n d w a x e d periodically.

OIL REQUIREMENTS

T h e oil capacity of the Lycoming 0 - 3 2 0 series engines is 8 quarts, and the minimum safe quantit). is 2 quarts. It is recommended that engine oil be drained and renewed every 50 hours. The oil filter element should be changed every 5 0 hours of-operation. The interval between oil and oil filter changes should not exceed a total of four (4) months. Under unfavorable dusty conditions, the oil and oil filter should be changed more frequently. Should fuel other than the specified octane rating for the power plant be used, refer to the latest issue of Lycoming Service Letter No. L185 for additional information and recommended service procedures.

T h e following seasonal aviation oil grades and seasonal ambient temperature ranges are recommended.

Average Ambient

Temperature

MIL-L-6082B

Mineral

S A E Grade

MIL-L-2285 1

Ashless Dispersant

S A E Grades

All Temperatures

Above 8 0 ° F

Above 6 0 ° F

3 0 ° F to 9 0 ° F

0 ° F to 7 0 ° F

6 0

3 0

20W-50 l 5 W - 5 0 or 20W-50

4 0 or 5 0

30, 40 or 2 0 W 4 0

20W-50 or 15W-50

0 ° F to 9 0 ° F

Below 10°F

2 0 3 0 o r 20W-30

When operating temperatures overlap indicated gauges, use the lighter grade

NOTE

Refer to the latest issue of Textron Lycoming-Senlice Instruction 101 4

(Lubricatins Oil Recommendations) for further information.

HAhTT)LING AND SER'JICENG

REVISED: MARCH 16,1990

CHEROKEE CRUISER

FUEL SYSTEhl

F U E L REQUIREMENTS (AVGAS ONLY)

T h e minimum aviation grade fuel f o r the PA-28-140 is 80/87. Since the use of lower trades can cause serious e n g i n e d a m a g e in a short period of time, the engine warranty is invalidated by the use of lower octanes.

Whenever 80187 is not available, the lowest lead 100 grade should be used. (See Fuel

Grade Comparison Chart, Page 10-9.) Refer to the latest issue of Lycoming Service Instruction

No. 1070 for additional information.

T h e continuous use, more than 25% of the operating time, of the higher leaded fuels can result in increased engine deposits. both in the combustion chamber and in the engine oil. It may require increased spark plug maintenance and more frequent oil changes. T h e frequency of 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 i t is important to use proper approved mixture leaning procedures.

Reference the latest issue of L y c o m i n s Service Letter

. L185 for care. operation

HANDLING AND SERVICING

ISSUED: MARCH 16,1990

CHEROKEE CRUISER

T H I S PAGE INTENTIONALLY LEFT BLANK

HA?-.LING Arm SERVfCINS

ISSUED: MARCH 16,1990

CHEROKEE CRUISER

Fuel Drain

A summary of the current grades a s well as the previous fuel designations is sho~xjn in the following chart:

FUEL GRADE COMPARISON CHART

Pre\.ious Commercial

Fuel Grades ( A S T M -D 9 10)

Current Commercial

Fuel Grades

(ASTM-D9 10-75)

Current Miliiary

Fuel Grades (MIL-G-5572F)

Grade Color

Max. T E L ml1U.S. gal. Grade Color

Max. T E L rnl1U.S. gal. Grade Color

Max. T E L m1iU.S. gal

80'67

9 1!96

1 OO! 130

1 15: 145 red blue green purple

0.5

2 . 0

3.0

4.6

OOLL

100 none red blue green none

0.5

2.0

**3.0 none

80187 none

100!130

151 145 red none blue purple

0.5 none

1.0

4.6

* *

-Grade IOOLL fuel in some over seas countries is colored green and designated as

IOOL.'.

- C o m m e r c i a l f u e l g r a d e 1 0 0 a n d g r a d e 1 0 0 1 1 3 0 h a v i n g T E L c o n t e n t o f u p to

4 ml1U.S. g a l l o n s a r e approved for use in all engines certificated for use with grade 100!130 fuel.

FILLING FUEL

TANKS

Observe all r e q u i r e d p r e c a u t i o n s f o r h a n d l i n g g a s o l i n e . Each f u e l tank h o l d s a maximum of 25 U.S. gallons. To obtain the standard fuel quantity of 36 U.S. gallons total o r 18 g a l l o n s p e r t a n k , fill t h e t a n k s to t h e b o t t o m of t h e filler n e c k t u b e o r v i s u a l indicator. To obtain the standard plus reserve quantity. fill the tanks to the top of the filler neck.

I i i i m i i N Z A W SERVICING

REVISED: MARCH 16,1990

CHEROKEE CRUISER

DRAINING FUEL VALVES AND LINES

T h e f u e l system s h o u l d b e drained daily prior to f i r s t flight and after refueling to avoid the accumulation of water o r sediment. E a c h fuel tank is equipped with an individual quick drain located at the lower inboard rear corner of t h e tank. T h e fuel strainer and a quick drain v a l v e are located on the lower left c o m e r of the fire wall. It is important that the fuel system be drained in the following manner: a.

O p e n the quick drain valve for a few seconds with the fuel selector valve on one tank. Then c h a n g e the fuel selector valve to t h e opposite tank and repeat the procedure. Allow enough fuel to flow out to clear the fuel line as well a s the fuel strainer. b. Collect the fuel in the container provided for that purpose, and examine the contents for water and sediment. Dispose of contents. c . W h e n fuel is flowing clearly, close drain securely, making sure that there is no leakage.

CAUTION

W h e n d r a i n i n g a n y a m o u n t o f f u e l , c a r e s h o u l d be taken t o e n s u r e that no fire hazard exists before starting engine

DRAINING FUEL SYSTEhl

T h e b u l k o f t h e f u e l m a y be d r a i n e d f r o m the s y s t e m by o p e n i n g v a l v e a t the i n b o a r d e n d o f e a c h f u e l t a n k . P u s h u p o n t h e a r m s o f t h e d r a i n v a l v e a n d turn counterclock~vise to hold the drain open. T h e remaining fuel in the system may be drained through the filter bowl. Any individual tank m a y be drained by closing the selector valve and then draining the desired tank.

CAUTION

W h e n e v e r the fuel system is completely drained and fuel is replenished it will be necessary to run the engine for a minimum of 3 minutes at 1000

RPM

on each tank to insure no air exists in the fuel supply lines.

TIRE INFLATION

For maximum service from the Cherokee tires, inflate all three to the proper pressure of 21 pounds. If necessary, interchange the tires on the main wheels to produce even wear. All wheels and tires a r e balanced before original installation, and t h e relationship of tire, tube and wheel should be maintained if possible. Out of balance wheels can cause extreme vibration on takeoff. In the installation of new components, it may be necessary to rebalance the wheels with the tire mounted.

BATTERY SERVICE

The 12-volt battery is located under the baggage compartment floor. The battery box has a plastic drain tube which should be opened occasionally to drain off any accumulation of liquid.

Check the battery for proper fluid level. (Do not fill above the baffle plates.) Use only water

- no acid. A hydrometer check should be performed to determine the percent of charge in the battery.

HANDLZNG

ANI)

SERVICING

REVISED: APRIL

16,1979

CHEROKEE CRUISER

If the battery is not up to charge, charge it before takeoff, as three volts is needed to excite the alternator. Recharge starting at a 4 amp rate and finishing with a 2 amp rate. Quick charges are not recommended.

FACTS

YOU

SHOULD

KNOW

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 by the FAA to the latest registered owner of the affected aircraft and also to subscribers of their service. Owners should periodically check with their Piper Service Center or Piper's Customer Services Department to see whether they have the latest AD against their airplane. The owner is solely responsible for keeping up with ADS.

Piper Aircraft Corporation takes a continuing interest in having owners get the most efficient use from their airplane and keeping i t in the best mechanical condition. Consequently, Piper Aircraft. from time to time. issues service releases including Service Bulletins, Service Letters, Service Spares

Letters, and others relating to the airplane.

P i p e r Service Bulletins are of special importance and Piper considers compliance mandatory.

These are sent directly to the latest FAA-registered owners in the United States (U.S.) and Piper

Service Centers worldwide. Depending on the nature of the release, material and labor allowances may apply. This information is provided to all authorized Piper Service Centers.

Service L e t t e r s deal with product improvements and servicing techniques pertaining to the airplane. They are sent to Piper Service Centers and, if necessary, to the latest FAA-registered owners in the U.S. Owners should give careful attention to Service Letter information.

Service S p a r e s L e t t e r s offer improved parts, kits, and optional equipment which were not available originally, and which may be of interest to the owner.

Piper Aircraft Corporation offers a subscription service for Service Bulletins, Service Letters. and Service Spares Letters. This service is available to interested persons such as owners, pilots, and mechanics at a nominal fee, and may be obtained through an authorized Piper Service Center or

Piper's Customer Services Department.

Service manuals, p a r t s catalogs, and revisions to both, are available from Piper Service

Centers or Piper's Customer Services Department. Any correspondence regarding the airplane should include the airplane model and serial number to ensure proper response.

Pilot's Operating Manual supplements are distributed by the manufacturer as necessary. These revisions and additions should be studied and put into the operating manual to keep it up to date. This manual contains important information about the operation of the aircraft and should be kept with the aircraft at all times. even after. resale. Every owner, to avail themselves of the latest information concerning their airplane, should stay in close contact with an authorized Piper Service Center or

Piper's Customer Services Department.

If the owner desires to have his aircraft modified, he must obtain FAA approval for the alteration. M a j o r alterations accomplished in accordance with Advisory Circular 43.13-2, when performed by an A

P mechanic, may be approved by the local FAA office. Major alterations to the basic airframe or systems not covered by AC43.13-2 require a Supplemental Type Certificate.

HANDLING AND SERVICING

REVISED: MPLRCH 16,1990

CHEROKEE CRUISER

T h e o w n e r o r pilot is required to ascertain that the following Aircraft Papers a r e in order and in the aircraft. a.

T o be displayed in the aircraft at all times:

1 .

Aircraft Airworthiness Certificate Form FAA- 1362B.

Aircraft Resistration Certificate Form FAA-SOOA.

3 .

Aircraft Radio Station License FCC-404A, if transmitters are installed. b.

To b e carried on the aircraft at all times:

( 1 ) Aircraft Flight Manual.

(2) Weight and Balance Data plus a copy of the latest Repair and Alteration Form

FAA-337, if applicable.

(3)

Aircraft equipment list.

A l t h o u g h the aircraft a n d engine l o g b o o k s a r e not required t o be in the aircraft, they should be m a d e available upon request. Logbooks should be complete and up to date. Good records will reduce maintenance cost by s i v i n g the mechanic information about what has or has not been accomplished.

PREVENTIVE MAINTENANCE

T h e holder of a Pilot Certificate issued under FAR Part

61 may perform certain preventive maintenance described in FAR Part 43. This maintenance may be performed only on an aircraft which the pilot owns o r operates and which is not used to carry persons o r property for hire. except a s provided in applicable FAR's. Although such maintenance is allowed by law, each individual should make a self-anaIysis as to whether he has the ability to perform the work.

All

other maintenance required on the airplane should be accomplished by appropriately licensed personnel.

If maintenance is accomplished, an entry must be made i n the appropriate logbook. The entry should contain:

(a) T h e date the work was accomplished.

(b) Description of the work.

(d) T h e certificate number of pilot performing the usork.

(e) Signature of the individual doin? the work.

HANDLING AND SERVICING

REVISED: JULY 13,1984

CHEROKEE CRUISER

REQUIRED SERVICE AND INSPECTION PERIODS

T h e 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 the regular service agreement terms. This agreement also entitles the transient owner full warranty by any Piper dealer in the world.

Piper Aircraft Corporation has developed inspection items and required inspection intervals for the PA-28 (see PA-28 Service and Inspection Manuals). T h e PA-28 Inspection Manual contains appropriate forms, and all inspection procedures should be complied with by a properly trained. knowledgeable, and qualified mechanic at a Piper Authorized Senlice Center or a reputable repair shop. Piper Aircraft Corporation cannot accept responsibility for the continued airworthiness of any aircraft not maintained to these standards, andlor not brought into compliance with applicable Service

Bulletins issued by Piper Aircraft Corporation, instructions issued by the engine, propeller, or accessory manufacturers, o r Airworthiness Directives issued by the FAA.

A Programmed Inspection, approved by the Federal Aviation Administration (FAA), is also available to the owner. This involves routine and detailed inspections to allow maximum utilization of the airplane. Maintenance inspection costs are reduced, and the maximum standard of continued air\s,orthiness is maintained. Complete details are available from Piper Aircraft Corporation.

In addition, but in conjunction with the above. the FAA requires periodic inspections on all aircraft to keep the Airworthiness Certificate in effect. T h e owner is responsible for assuring compliance with these inspection requirements and for maintaining proper documentation in logbooks and'or maintenance records.

A spectrographic analysis of the engine oil is available from several sources. This inspection. if performed properly, provides a good check of the internal condition of the engine. To be accurate. induction air filters must be cleaned or changed regularly, and oil samples must be taken and sent in at regular intervals.

HANDLING AND SERVICING

REVISED: MARCH 16,1990

HANDLING

AND SEItVIClNG

ISSUED: JULY 6,1973

CHEROKEE CRUISER

Hello! I am an AI chatbot specifically trained to assist you with the Piper Cherokee Cruiser Flite Liner airplane PILOT'S OPERATING MANUAL. I have thoroughly reviewed the document and can help you locate the exact information you need or explain the content in clear and simple terms. Whether you’re looking for guidance on specific features, troubleshooting steps, or general usage, feel free to ask your questions. The more details you provide about your concerns or needs, the more accurately and effectively I can assist you!

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Key features

Single-engine low wing aircraft
Spacious cabin
Powerful engine (Lycoming 0-320-E3D)
Variety of options

Frequently asked questions

The Cherokee Cruiser has a fuel capacity of 50 U.S. gallons.

The maximum baggage capacity is 200 pounds.

The stall warning system is activated between five and ten miles per hour above stall speed, and is indicated by a red warning light on the left side of the instrument panel on earlier models and a continuous sounding horn located behind the instrument panel on later models.

The amount of heat desired can be regulated with the controls located on the far right side of the instrument panel. Airflow can be regulated between the front and rear seats by the use of the levers located on top of the heat ducts next to the control console.

cheroldee

FLITE

LINER

PILOT'S QPERATING

MANUAL

TABLE OF CONTENTS

GENERAL SPECIFICATIONS

DESCRIPTION

AIRPLANE AND SYSTEMS

AIRPLANE FLIGHT MANUAL F.A.A. APPROVED

EMERGENCY PROCEDURES F.A.A. APPROVED

EMERGENCY PROCEDURES

WEIGHT AND BALANCE

LOADING INSTRUCTIONS

OPERATING INSTRUCTIONS

OPERATING TIPS

PERFORMANCE CHARTS

HANDLING AND SERVICING

GENERAL

SPEClFlCATlONS

DESCRIPTION

AIRPLANE AND

SYSTEMS

JULY

OFF

AIRPLANE FLIGHT MANUAL

TABLE

OF

CONTENTS

1J'Lhd~u-

of

Datum)

MPH

follow in^

EMERGENCY PROCEDURES

FUEL

"R"

F

I

(N)

%8&&

OH

THE

BTbWstilac

IN

WEIGHT

JULY

C. G. RANGE AND WEIGHTS

OPERATING IYSTRUCTIONS

CHEROKEE CRUISER

OPERATING INSTRUCTIONS

OPERATING INSTRUCTIOXS

REVISED: JULY

"MED"

the

+

PERFORMANCE CHARTS

1

I

1

ALUOTUDE CQMWERSOQM CHARD

THIS CHART SHOULD BE USED TO

DETERMINE DENSKY ALTITUDE

FROM EXISIING WPERATURE

AND

PRESSURE ALTTTUDE CONDITIONS

FOR USE

WITH PERFORMANCE CHARTS.

TEMPERATURE

CHEROKEE

CUMB-FEET

MINUTE

.BMQSME PEIFQIMAMCP..

GROSS WEIGHT 2150 LBS.

WHEEL FAIRINGS INSTALLED

MIXTURE LEAN PER lYCOMlN6 INSTRUCTIONS

BEST POWER

/ I

CHEROKEE

GROSS WEIGHT