Piper Cherokee Arrow II Pilots Operating Manual
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Cherokee Arrow
11
CERTIFIED DUPLICATE
PILOTS OPERATING MANUAL
THE
cherokee
ARROW
PILOT'S OPERATING MANUAL
DUPLICATE
This manual is incomplete without an APPROPRIATE
FAA APPROVED AIRPLANE
FLIGHT M A N U A L and an APPROPRIATE WEIGHT A N D BALANCE REPORT.
WARNING
EXTREME CARE MUST BE EXERCISEDTO LIMIT THE USE OFTHIS MANUAL
TO APPLICABLE AIRCRAFT. THIS MANUAL REVISEDAS INDICATED BELOW
OR SUBSEQUENTL.Y REVISED IS VALID FOR USE WITH THE AIRPLANE
I D E N T I F I E D RELOW WHEN A P P R O V E D BY P I P E R A I R C R A F T
CORPORATION. SUBSEQUENT REVISIONS SUPPLIED BY PIPER AIRCRAFT
CORPORATION MUST BE PROPERLY INSERTED.
MODEL PA-28R-200
AIRCRAFT SERIAL NO. 2 8 R -
PILOT'S OPERATING MANUAL, P
PIPER AIRCRAFI- CORPORATION
APPROVAL SIGNATURE AND STA
REGISTRATION NO.
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. It is not intended to 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 the
+rplane Flight Manual approved by the FAA, the Airplane Flight Manual shall be the authority.
A complete or partial replacement of this manual, Part No. 761 578, may be obtained only from Piper Customer Semices.
Published by
PUBLICATIONS DEPARTMENT
Piper Aircraft Corporation
761 578
Issued: July 1973
APPLICABILITY
This manual is applicable to Piper Model PA-28R-200 aircraft having serial numbers commencing with 28R-743500 1 through 28R-7635545. Contact Piper Customer Services for specific information on the application of this manual.
REVISIONS
The 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.
I. Revisions
Revisions will be distributed whenever necessary as complete page replacements or additions and shall be inserted into the manual in accordance with the instructions given below:
1. Revision pages will replace only pages with the same page number.
2. Insert all additional pages in proper numerical order within each section.
3.
Page numbers followed by a small letter shall be inserted in direct sequence with the same common numbered page.
11. Identification of Revised Material
Revised text and illustrations shall be indicated by a black vertical line along the left hand margin of the page, opposite revised, added or deleted material. A line opposite the page number or section title and printing date, will indicate that the text o r illustration was 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 or the physical location of material on a page will not be identified by symbols.
III. original Pages Issued
The original pages issued for this manual prior to revision are given below:
1-1 through 1-3, 2-1 through 2-24, 3-1 through 3-10, 4-1 through 4-8, 5-1 through 5-32,
7- 1 through 7- 10, 8- 1 through 8-2,9- 1 through 9- 10, 10- 1 through 10- 15.
PILOT'S OPERATING MANUAL LOG OF REVISIONS
Current Revisions to the PA-28R-200 Arrow I1 Pilot's Operating Manual, 761 578, issued July
13, 1973.
Revision
Rev. 1
-
761 578
(PR73 1029)
Revised
Pages
W/B
Description
Added Rev. 1 to Report VB-549.
Date
Oct. 29, 1973
Rev. 2
-
761 578
(PR740325)
. .
11
iii
March 25,1974
A F/M
W/B
Added PAC Approval Form.
Added Applicability and Item 111. Original
Pages Issued.
Added Rev. 1 to Report VB-560.
Added Rev. 2 to Report: VB-549.
(NOTE:
A I R C W
DELIVERED WITH
MANUALS PRIOR TO THIS REVISION
DO NOT REQUIRE THIS REVISION.)
Rev. 3
-
761 578
(PR7406 1 8)
2-2
2-4
June 18,1974
2-1 1
2-12
2- 12b
2-14
2-15
2-16
2-20
A FIM
4-8
WIB
7-i
7-4
7-5
Added Mixture Control Lock and Footnote.
Added Mixture Control Lock to Throttle
Quadrant Illustration.
Added Annunciator Panel and Footnote; added Landing Gear Light Dimming
Warning.
Revised Alternator and Starter Schematic.
Added Alternator and Starter Schematic for 1975 Models.
Added Intentionally Left Blank Page.
Added Annunciator Panel and Footnote to
Vacuum System Description.
Added Annunciator Panel and Footnote to
Instrument Panel Description.
Added Annunciator Panel and Mixture
Control Lock to Instrument Panel Illus- tration.
Added Rear Seat Removal Instructions.
Added Revision 2 to
Report: VB-560.
Revised Alternator Failure Emergency
Procedures.
Added Revision 3 to Report: VB-549.
Revised Operating Instructions Index; added Airspeed Data.
Revised Air Conditioner Ground Check; added Annunciator Panel Check and Foot- note; relocated info.
Added info from Page 7-4; relocated
Cruising info.
PILOT'S OPERATING MANUAL LOG OF REVISIONS
(cont)
Revision
Rev. 3 (cont)
Rev. 4
-
761 578
(PR750128)
Rev. 5
-
761 578
(PR750627)
Revised
Pages
7-6
7-7
7-8
7-9
7-10
7-11
8- 1
8-2
9-i
9-2
9-3
9-4
9-5
9-8
9-9
2-6
2-21
1-2
2- 1
2-6
2-1 3
2-16
2-20
2-21
2-22
2-23
2-24
A F/M
Description
Date
Added Cruising info; added Mixture
Control Lock and Footnote; relocated
Approach and Landing info.
Added Approach and
Landing info; added
Mixture Control
Lock
and Footnote; relocated Moorings and Weight and Balance info.
Added Airspeed Data; added Moorings, and
Weight and Balance info; relocated
ELT
info.
Added info from Page 7-8; relocated Air
Conditioning info.
Added
Air
Conditioning info; relocated info.
Added page; added relocated info.
Added Annunciator Panel to Item 1 1
; moved Item 13 to Page 8-2.
Added Item 13 from Page 8- 1.
Revised Performance Charts Index.
Revised Takeoff
Chart.
Revised Climb Chart.
Revised Airspeed Chart.
Revised Range Chart.
Revised Glide
Chart.
Revised Landing Chart
Added gear warning info.
Revised Stall Warning info.
Jan. 28,1975
Revised Empty Weight and
Useful
Load.
Revised Empennage info. ( M a m e ) .
Revised Gear Warning info.
Added
C/B
Added Engine Hour Meter; revised callouts.
Revised seat description and deleted
seat
illustration.
Revised Stall Warning info.
Deleted
Air
Conditioning illustrations.
Deleted Air Conditioning illustrations; added info from page 2-24.
Relocated info to page 2-23.
Added Rev. 3 to
Report:
VB-560.
June 27.1975
ARROW I1
PILOT'S OPERATING MANUAL LOG OF REVISIONS (cont)
Rev. 5 (cont)
Rev. 6
(PR75 1208)
Rev. 7
-
761 578
-
761 578
(PR7607 1 2)
Rev. 8
-
761 578
(PR770228)
Rev. 9
-
761 578
(PR790413)
2-3
A FIM
W/B
7-9
7-10
7-1 1
8-2
W/B
7-10
4-4
WIB
7-4
7-8
7-9
8-2
1-2
2-2
2-20
A F/M
W/B
7-10
2-1 1
2-1 8
W/B
7-8
7-9
10-8
Description
Revised Power Off Landing info; added new item 1. and revised existing item nos. under
Gear Down Landing; revised Gear Down
Landing Note.
Added Rev. 4 to Report VB-549.
Added new item 11. and revised existing item nos. under Takeoff.
Revised ELT info.
Added revised ELT info.
Revised item 14. (Fuel Warning Placard) and added new item 17.
Date
P
Dec. 8,1975
Revised Landing Gear info.
Added Rev. 4 to Report VB-560.
Added Rev. 5 to Report: VB-549.
Revised ELT remote switch info; relocated material to page 7- 10.
Added material relocated from page 7-9; relocated material to page 7-1 1.
Added material relocated from page 7-10.
Revised item 14 (Fuel Warning).
Added Rev. 6 to Report: VB-549.
Revised pilot's remote switch description; revised existing data.
July 22,1976
Added Lycorning 10-360-C1C6 Power Plant and McCauley Propeller.
Added 10-360-C 1 C6 Engine and footnotes; revised prop. description.
Revised seat retainer description.
Added Rev. 5 to Report: VB-560.
Added Rev. 7 to Report: VB-549.
Revised ELT Note.
Feb. 28,1977
April 13, 1979
Removed Note; added Warning.
Added Caution.
Added Rev. 8 to Report: VB-549.
Revised ELT info.
Revised ELT info.
Added Caution; relocated info. to pg. 10-9.
ARROW I1
PILOT'S OPERATING MANUAL LOG OF REVISIONS (cont)
Revision
Rev. 9 (cont)
Rev. 10
-
761 578
(PR840229)
Rev. 11
-
761 578
(PR87013 1)
Revised
Pages
10-9
10-1 1
.
. .
111
1-2
2-2 1
AFM
WIB
9-i
10-7
2-5
2-6
2-16
AFM
4-2
4-3
4-4
10-8
10-9
10-1 1
10-12
10-13
2-3
2-4
Description
Date
4-5
4-6
7-5
8- 1
9-8
10-14
10-15
Added info. from page 10-8.
Revised Service Bulletin info.
Added including serial number.
Revised fuel and oil info.
Revised para.
Added Rev. 6 to Report: VB-560.
Added Rev. 9 to Report: VB-549.
Added Warning.
Added info., and fuel grade chart, moved info. to page 10-8.
Relocated info. from pg. 10-7, moved info. to page 10-9.
Relocated info. from page 10-8.
Revised para.
Revised preventive maintenance para., relocated info. from page 10- 1 3.
Moved info. to page 1 0- 1 2.
Feb. 29, 1984
Revised Landing Gear.
Relocated Warning
Revised Throttle Quadrant and
Console figures.
Revised Schematic.
Revised para. Added info.
Revised Instrument Panel fig.
Added Rev. 7 to Report: VB-560.
Revised Engine Power Loss During
Take off para.
Revised Engine Power Loss During
Takeoff.
Revised Power Off Landing, Gear
Down Landing, and Gear Up Landing paras.
Moved info. from page 4-5.
Revised Emergency
Gear
Extension para.
Moved info. to page 4-4.
Revised Note.
Revised footnote.
Revised item 12.
Revised Note.
Added Note.
Added note reference.
Jan. 3 1,1987
ARROW
I1
PILOT'S OPERATING
MANUAL
Revision
Rev.
12
-
761 578
(PR900730)
Revised
Pages
1-2
1-4
10-i
10-7
10-8
10-9
10-1 1
10-12
10-13
Description
Date
Revised Oil info. Moved Dimensions and
Landing Gear to page
1-4.
Added page. Relocated Dimensions and
Landing Gear from page
1-2.
Revised Table of Contents.
Revised Oil Requirements. Moved info. to page
10-8.
Relocated info. from page
10-7.
Moved
Tire Inflation and Battery Sevice info. to page
10-9.
Relocated Tire inflation and Battery Sevice info. from page
10-8.
Revised Facts You Should Know.
Revised Preventive Maintenance.
Revised Required Service and Inspection
Periods.
July
30, 1990
1
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 SPECIFICATIONS
Performance
......................................................................................................................................
.
Weights
..................................................................................................................................
1-2
Power Plant
Fuel and Oil
Baggage
......................................................................................................................................
1-2
....................................................................................................................................
.........................................................................................................................................
1-2
Dimensions
.......................................................................................................................................
1-2
Landing Gear
....................................................................................................................................
1-2
BLANK PAGE
ARROW
I1
SPECIFICATIONS
PERFORMANCE
Published figures are for standard airplanes flown at gross weight under standard conditions at sea level, unless otherwise stated. Performance for a specific airplane may vary from published figures depending upon the equipment installed, the condition of the engine, airplane and equipment, atmospheric conditions and piloting technique. Each performance figure below is subject to the same conditions as on the corresponding performance chart from which it is taken in the Performance Charts Section.
Takeoff Run
(ft)
Takeoff Run (Short field effort, 25O flaps) (ft)
Takeoff Distance Over 50-ft Obstacle (ft)
Takeoff Distance Over 50-ft Obstacle (Short field effort, 25O flaps) (ft)
Best Rate of Climb (rnph)
Rate of Climb (gear retracted) (ft per min)
Best Angle of Climb (rnph)
Service Ceiling (ft)
Absolute Ceiling (ft)
Max
Speed (mph)
Optimum Cruising Speed (75% power, optimum altitude, 6600 ft) (mph)
Cruise Speed at best power mixture (rnph)
65% power, 9,750 ft
55% power, 13,000 f t
Range at best power mixture (mi)**
75% power, 6600 ft
65% power, 9750 ft
55% power, 13,000 f t
Cruise Speed at best economy mixture (rnph)
75% power, 6600
ft
65% power, 9700 ft
55% power, 13,100 ft
Range at best economy mixture (mi)**
75% power, 6600 ft
65% power, 9700 ft
55% power, 13,100 ft
Stalling Speed (flaps and gear down) (CAS) (rnph)
Stalling Speed (flaps and gear up) (CAS) (rnph)
Landing Roll (flaps down) (ft)
Landing Roll Over 50-ft Obstacle (ft)
643
683
739
56
62
578
662
665
136
129
123 kt/mph
1/1.152
Kt
83 (87*)
74/83
152
143
138
130
*Gear retracted
**NO reserve
GENERAL SPECIFICATIONS
ARROW I1
WEIGHTS
Gross Weight (lbs)
Standard Empty Weight (lbs)
Maximum Useful Load (obs)
POWER PLANT
Engine (Lycoming)
Propeller
Rated Horsepower
Rated Speed (rpm)
Bore (in
)
Stroke (in.)
Displacement (cu. in.)
Compression Ratio
Dry Weight (lbs)
SIN 28R-7435001 thru 28R-76355 16
10-360-C 1 C
Hartzell HC-C2YK-1( )17666A-2 or HC-C2YK-I( )F/F7666A-2
200
2700
5.125
4.375
36 1 .O
8.7: 1
326
SIN 76355 17 & Up
10-360-C1 C6
McCauley
B2D34C213190DHA- 16
200
2700
5.125
4.375
361
.O
8.7: 1
333
FUEL (AVGAS ONLY)
Usable Fuel Capacity (U.S. gal.)
Fuel, Aviation Grade (min octane)
I
OIL
Oil Capacity (qts)
Oil Specification
Oil Viscosity per Average Ambient Temp. for Starting
All Temperatures
Above 80°F
Above 60°F
30°F to 90°F
O°F to 70°F
O°F to 90°F
Below 10°F
MIL-L-6082B
Mineral
SAE Grade
-
60
50
40
30
20W-50
20
8
Refer to latest issue of
Lycoming Instruction No. 101 4.
MIL-L-2285 1
Ashless Dispersant
SAE Grades
15W-50 or 20W-50
60
40 or 50
40
30,40 or 20W-40
20W-50 or 15W-50
30 or 20W-30
When operating temperatures overlap indicated ranges, use the lighter grade oil.
BAGGAGE
Maximum Baggage (lbs)
Baggage Space (cu ft)
Baggage Door Size (in)
GENERAL SPECIFICATIONS
REVISED: JULY 30,1990
GENERAL SPECIFICATIONS
ISSUED: JULY 13,1973
ARROW I1
ARROW I1
DIMENSIONS
Wing Span (ft)
Wing Area (sq ft)
Wing Loading (Ibs per sq ft)
Length (ft)
Height (ft)
Power Loading (Ibs per hp)
LANDING GEAR
Wheel Base (ft)
Wheel Tread (ft)
Tire Pressure (psi)
Tire Size
Nose
Main
Nose (four-ply rating)
Main (four-ply rating)
GENERAL SPECIFICATIONS
ISSUED: JULY 30,1990
DESCRIPTION
AIRPLANE AND SYSTEMS
The Airplane
Airframe
...................................................................................................................................
..........................................................................................................................................
Engine and Propeller
......................................................................................................................
Landing Gear
Flight Controls
.................................................................................................................................
Fuel System
................................................................................................................................
....................................................................................................................................
Electrical System
Vacuum System
Instrument Panel
...........................................................................................................................
..............................................................................................................................
.............................................................................................................................
Pitot-Static System
Cabin Features
Baggage Area
.................................................................................................................................
Stall Warning
Finish
.........................................................................................................................
Heating, Ventilating and Defrosting System
..................................................................................
................................................................................................................................
..................................................................................................................................
..............................................................................................................................................
Air Conditioning
.............................................................................................................................
Piper External Power
......................................................................................................................
BLANK PAGE
ARROW I1
DESCRIPTION
AIRPLANE AND SYSTEMS
THE AIRPLANE
The Cherokee Arrow
I1
is a single-engine, retractable landing gear, all metal aircraft.
Increased fuselage length has enhanced the comfort in the rear seats. A large cabin door allows composed entry and exit of the spacious interior. Four individual seats allow individual comfort for extended cross-country flights. Sound proofing has been built into the aircraft to reduce fatigue and permit restful conversation. Simplicity of operation was designed into the aircraft to allow the aircraft to operate in
VFR
or
IFR
conditions with unhurried en route planning.
AIRFRAME
Aluminum alloy construction has been used throughout for the primary structure except for the steel tube engine mount, steel landing gear struts and isolated areas. Fiberglass and thermoplastic are used extensively for wing tip, engine cowling and non-structure components.
The airframe has been designed to a positive limit load factor of 3.8.
The fuselage is a conventional semi-monocoque structure. External stringers on the bottom of the fuselage extend the length of the cabin area, and are used to maximize cabin room. On the right side of the aircraft are a large cabin door and a large baggage compartment door.
Maintenance has been reduced to a minimum with advanced fuselage design.
The wing is of conventional design incorporating a laminar flow NACA 652-415 airfoil section. This allows for locating the main spar 40% aft of the leading edge, an arrangement which benefits the structure in two ways.
1. It provides unobstructed cabin space for the rear passengers.
2.
It allows for a lighter wing structure to improve the useful load of the aircraft.
The wing also incorporates a rear spar and front stub spar. The main spar carries the bending loads and the rear and stub spars carry torsional loads. The main spars are bolted into a spar carry through at both sides of the fuselage. The rear and stub spars are bolted t o attachments at each side of the fuselage.
The ailerons are of modern metal construction incorporating a balance weight on the outboard end of each aileron, and are controlled by a right or left rotation of the control wheel.
The flaps are also of metal construction. When the flaps are in the retracted position, the right flap acts as a step. The flap control is located between the front seats.
The empennage consists of a vertical stabilizer, a rudder and a horizontal stabilator. The empennage construction is of a modem lightweight design.
AIRPLANE AND SYSTEMS
REVISED: JUNE 27,1975
ARROW I1
ENGINE AND PROPELLER
The Cherokee Arrow I1 incorporates a Lycoming 10-360-ClC** or 10-360-ClC6*** four-cylinder, direct drive, horizontally opposed fuel injected engine rated at 200 horsepower at
2700 RPM. It is furnished with a starter, 60 ampere 14-volt alternator, shielded ignition, vacuum pump drive, fuel pump, propeller governor and a dry automotive type induction air filter. A recommended overhaul period of 1400 hours is based on Lycoming service experience.
Operation beyond the recommended time is the decision of the operator. Since Lycoming from time to time revises the recommended overhaul period, the owner should check the latest
Lycoming Service Instruction at his Piper dealer for the latest recommended overhaul period and for any additional information.
The aircraft is equipped with a constant speed, controllable pitch propeller. The propeller control is located on the power quadrant between the throttle and mixture controls. A mixture control lock* is provided to prevent activation of the mixture control instead of the pitch control.
The exhaust system is a crossover type, which reduces back pressure and improves performance. It is constructed entirely of stainless steel and is equipped with dual mufflers.
Cabin heat and windshield defrosting are provided by a heater shroud around the muffler.
An oil cooler is located on the forward lower right side of the firewall, with the air inlet for the cooler located on the right side of the bottom cowling. A winterization plate is provided to restrict air during winter operation. (See Winterization in Handling and Servicing.)
The induction system incorporates a Bendix RSA-SAD1 type fuel injector. The injector is based on the principle of differential pressure, which balances air pressure against fuel pressure.
The regulated fuel pressure established by the servo valve when applied across a fuel control
(jetting system) makes the fuel flow proportional to airflow. Fuel pressure regulation by the servo valve causes a minimal drop in fuel pressure throughout the metering system. Metering pressure is maintained above most vapor forming conditions while fuel inlet pressure is low enough to allow use of a diaphragm pump. The servo system feature also checks vapor lock and associated starting problems.
The servo regulation meters fuel flow proportionally with airflow and maintains the mixture as manually set for all engine speeds. The fuel flow divider receives metered fuel and distributes fuel to each cylinder fuel nozzle. The fuel flow portion of the manifold fuel flow gauge is connected to the flow divider and monitors fuel pressure. This instrument converts fuel pressure to an indication of fuel flow in gallons per hour and percentage of rated horsepower.
The alternate air source of the induction system contains a door that functions automatically or manually. If the primary source is obstructed, the door will open automatically. It may be opened manually by moving the selector on the right side of the quadrant. The primary source should always be used for take-off.
The pilot should read and follow the procedures recommended in the Lycoming Operator's
Manual for this engine, in order to obtain maximum engine efficiency and time between engine overhauls.
*
Serial nos. 28R-7535001 and up
**
Serial nos. 28R-7435001 through 28R-76355 16
***
Serial nos. 28R-7635517 and up
AIRPLANE AND SYSTEMS
REVISED: FEBRUARY
28,1977
ARROW I1
LANDING GEAR
The Cherokee Arrow I1 is equipped with a retractable tricycle landing gear, which is hydraulically actuated by an electrically powered reversible pump. The pump is controlled by a selector switch of the instrument panel to the left of the control quadrant. The landing gear is retracted or extended in about seven seconds.
WARNING
Avoid ejecting objects out of the pilot storm window which could possible enter or obstruct the holes in the mast.
I
Some aircraft also incorporate a pressure sensing device in the system which lowers the gear regardless of gear selector position, depending upon airspeed and engine power (propeller slipstream). Gear extension is designed to occur, even if the selector is in the up position, at airspeeds below approximately 105 mph with power off. The extension speeds will vary from device also prevents the gear from retracting at airspeeds below approximately 85 mph with full power, though the selector switch may be in the up position. This speed increases with reduced power andor increased altitude. Manual override of the device is provided by an emergency gear lever located between the front seats to the left of the flap handle. The sensing device operation is controlled by differential air pressure across a flexible diaphragm which is mechanically linked to a hydraulic valve and an electrical switch which actuates the pump motor. A high pressure and static air source for actuating the diaphragm is provided in a mast mounted on the left side of the fuselage above the wing. Any obstruction of the holes in this mast will cause the gear to extend. An optional heated mast is available to alleviate obstruction in icing conditions. The optional heated mast is turned on whenever the PITOT HEAT is turned on.
The emergency gear lever, when held in the raised position, can be used to override the system, and gear position is then controlled by the selector switch regardless of airspeedlpower combinations. The emergency gear lever is provided with a latching device which may be used to lock the override lever in the up position. The latch is located on the left side panel of the console below the level of the manual override lever. To lock the override lever in the up position, raise the override lever to the full up position and push in the latch. A yellow warning light located below the gear selector switch flashes to warn the pilot that the automatic gear lowering system is disabled.
The latch is spring loaded to the off position to aid disengagement. To disengage the latch raise the override lever and release. The lever will return to its normal position and the yellow flashing light will extinguish. The lever must also be latched in the raised (up) position when gear-up stalls are practiced.
The emergency gear lever, when used for emergency extension of the gear, manually releases hydraulic pressure to permit the gear to free-fall with spring assistance on the nose gear. The lever must be held in the downward position for emergency extension.
Gear down and locked positions are indicated by three green lights located below the selector, and a yellow light for in-transit positions is located at the top of the panel. An all lights out condition indicates the gear is up. The landing gear should not be retracted above a speed of 125
109
AIRPLANE AND SYSTEMS
REVISED: JANUARY
31,1987
ARROW I1
MIXTURE CONTROL LOCK
Scrhl
MK and up
-0'
C
/ -
ON AlRCRAFl EQUIPPED
WlTH BACKUP GEAR EXTENDER
Throttle Quadrant
EMERGENCY GEAR LEVER
"
OVERRRIDE LATCH
ON AlRCRAFl EQUIPPED
WIM BACKUP
GEAR EXTENDER
Console
AIRPLANE AND SYSTEMS
REVISED: JANUARY 31,1987
UYDMULIC PUMP RMEAVOHl
FLTR
PLU UP cm
VALVE
ARROW
I1
YRIL flfE fAU
aYIEMCInmD
WE
1.
MCWl EQUIPPED WITH MCKUP @EM
lQTE
2 AUIOTATII; BUA WWll IIERIKIE B FOR
~ ~ D W l T N M U P e E l u U T E l l E l l
immc
nmrr
AIRPLANE AND SYSTEM
REVISED: JANUARY 31,1987
Landing Gear Hydraulic Schematic
Two micro-switches in the throttle quadrant activate a warning horn and a red Warning Gear
Up light under the following conditions:
1.
Gear up and power reduced below approximately
14
inches of manifold pressure.
1
2.
On aircraft equipped with the backup gear extender, if the system has extended the landing gear and the gear selector is UP, except at full throttle.
3.
Gear selector switch UP while on the ground.
On aircraft NOT equipped with the backup gear extender, an additional switch is installed
I which activates the warning horn and light whenever the flaps are extended beyond the approach position
(lo0)
and the gear are not down and locked.
I
The gear warning horn emits a steady sound on earlier models and a
90
Hz later models which are equipped with a stall warning horn. beeping sound on
The nose gear is steerable through a
30
degree arc each side of center through the use of the rudder pedals and brakes. As the nose wheel retracts, the steerage linkage disengages to reduce rudder pedal loads in flight. The nose wheel is equipped with a hydraulic shimmy dampener to reduce nose wheel shimmy. A bungee assembly is also included to reduce ground steering effort and to dampen shocks and bumps during taxiing.
The oleo struts are of the air-oil type, with normal extension being
2.75 inches for the nose gear and
2.0
inches for the main gear under normal static load (empty weight of airplane plus full fuel and oil).
The standard brake system includes toe brakes on the left set of rudder pedals and a hand brake located below and near the center of the instrument panel. Toe brakes on the right rudder pedals are optional. The toe brakes and the hand brake have individual brake cylinders, but all cylinders use a common reservoir. The parking brake is incorporated in the lever brake and is operated by pulling back on the lever and depressing the knob attached to the top of the handle. To release the parking brake, pull back on the brake lever; then allow the handle to swing forward.
A single disc, single puck brake is mounted on the main gears. A brake disc is mounted on the inboard side of the wheels and the brake housing which incorporates the pucks is mounted to the inboard side of the wheel axle.
AIRPLANE AND SYSTEMS
REVISED: JANUARY
31,1987
AIRPLANE AND SYSTEMS
ISSUED: JULY 13,1973
Main Wheel Assembly
BRAKE HOUSING
ARROW I1
FLIGHT CONTROLS
Dual flight controls are provided as standard equipment. A cable system provides actuation of the control surfaces when the flight controls are moved in their respective directions.
The
horizontal surface
(stabilator) is of the flying tail design with a trim tablservo mounted on the trailing edge. This tab serves the dual function of providing trim control and pitch control forces. The trim function is controlled by a trim control wheel located on the control console between the two front seats. Rotating the wheel forward gives nose down trim and rotation aft gives nose up trim. The stabilator provides extra stability and controllability with less area, drag and weight than conventional tail surfaces.
The rudder is conventional in design and incorporates a rudder trim. The trim mechanism is a spring-loaded recentering device. The trim control is located on the right side of the pedestal below the throttle quadrant. Turning the trim control clockwise gives nose right trim and counterclockwise rotation gives nose left trim.
Ailerons are provided with differential deflection. This feature reduces adverse yaw in turning maneuvers, and thus reducing the amount of coordination required.
Manually controlled flaps are provided. They are extended by a control cable and are spring-loaded to the retracted (up) position. The control is located between the two front seats on the control console. To extend the flaps pull the handle up to the desired flap setting of 10,
25 or 40 degrees. To retract, depress the button on the end of the handle and lower the control.
A balanced control system is used for light operating forces.
When extending or retracting flaps, there is a pitch change in the aircraft. This pitch change can be corrected either by stabilator trim or increased control wheel force. When the flaps are in the retracted position the right flap, provided with a over-center lock mechanism, acts as a step.
NOTE
The right flap will support a load only in the fully retracted (up) position. When loading and unloading passengers make sure the flaps are in the retracted (up) position.
AIRPLANE
AND
SYSTEMS
ISSUED: JULY
13,1973
ARROW I1
The fuel system was designed with simplicity in mind. It incorporates two fuel tanks, one in each wing containing twenty-five (25) U.S. gallons, giving a total of 48 usable gallons. The tanks are attached to the leading edge of the wing with screws and are an integral part of the wing structure. This allows for easy removal for service. An auxiliary electric fuel pump is provided in case of a failure of the engine driven pump. A rocker type switch for controlling the electric pump is located on the switch panel above the throttle quadrant. The electric pump should be on for take-off, switching tanks and during landing.
The fuel tank selector, which allows the pilot to control the flow of fuel to the engine, is located on the left side wall below the instrument panel. It has three positions: OFF,
LEFT
TANK and RIGHT TANK. The arrow on the handle of the selector points to the tank which is supplying fuel to the engine. The valve also incorporates a safety latch which prevents inadvertently selecting the "OFF" position.
Each tank has an individual quick drain located at the bottom inboard rear corner. The fuel strainer also incorporates a quick drain which is located in the left front comer of the firewall. The quick drain protrudes from the cowling to allow easy draining of the fuel strainer.
All three drains should be drained before every flight and checked for contamination.
The fuel tanks are vented individually by a vent tube which protrudes below the bottom of the wing at the rear outboard comer of each fuel tank. The vent should be checked periodically to ascertain that the vent is not obstructed and allows free passage of air.
Fuel quantity and pressure are indicated on gauges located in the instrument cluster to the left of the switch panel.
AIRPLANE AND SYSTEMS
ISSUED: JULY 13,1973
Fuel Selector
ARROW I1
F M L QUANT
t r y
~ A B E
FUEL PRESSURE
WOE
F l f l Q U A l T l l l
MIRE
RlClll TAlK UfT T M K
7
DUN
U
DUN
VENT
m
now
UCRE
FUEL WUP
ENellE DRIVEN FUEL ?W?
Fuel Schematic
AND
SYSTEMS
ISSUED:
JULY
ARROW
I1
ELECTRICAL SYSTEM
The electrical system is very simple and functional. All switches are grouped in a switch panel above the power quadrant. On the lower right side of the instrument panel is the circuit breaker panel, with each breaker clearly marked to show what circuit it protects. Also, circuit provisions are made to handle a complete complement of communication and navigational equipment.
Standard electrical accessories include alternator, starter, electric fuel pump, stall warning indicator, ammeter, and annunciator panel*.
The annunciator panel includes alternator and low oil pressure indicator lights. When the optional gyro system is installed, the annunciator panel also includes a low vacuum indicator light. The annunciator panel lights are provided only as a warning to the pilot that a system may not be operating properly, and that he should check and monitor the applicable system gauge to determine when or if any necessary action is required.
Optional electrical accessories include navigation, anti-collision, landing, instrument and cabin dome lights. Navigation and radio lights are controlled by a rheostat switch on the left side of the switch panel. The instrument panel lights are controlled by a rheostat switch on the right side of the panel.
I
WARNING
When optional panel lights are installed, rheostat switch must be off to obtain gear lights full intensity during daytime flying.
When aircraft is operated at night and panel light rheostat switch is turned on, gear lights will automatically dim.
The anti-collision and landing lights are controlled by rocker switches on the switch panel.
Circuits will handle a full complement of communications and navigational equipment.
WARNING
Strobe lights should not be operating when flying through overcast and clouds since reflected light can produce spacial disorientation.
Do not operate strobe lights in close proximity to ground, during takeoff and landing.
The master switch, also located in the switch panel, is a split rocker switch. One side of the switch is the battery side ("BAT") and the other is the alternator side
"master switch," used in this manual, shall mean both "BAT' and
"ALT"
switches. The "ALT' switch is provided for an emergency and its function is covered under "Alternator Failure" in the Emergency section of the handbook.
The primary eiectrical power source is a 14-volt, 60-amp alternator, which is protected by a voltage regulator and an overvoltage relay. The alternator provides full electrical power output even at low engine
RPM.
increases battery life by reducing battery load.
*Serial nos. 7535001 and up
AIRPLANE AND SYSTEMS
REVISED: APRIL
13,1979
ARROW I1
Alternator and
Starter Schematic (Ser. Nos.
7435001
through
743533
AIRPLANE AND SYSTEMS
REVISED: JUNE 18,1974
1
Alternator and
Starter Schematic (Ser. Nos.
7535001 and up)
I
AIRPLANE AND SYSTEMS
ISSUED: JUNE 18,1974
ARROW 11
THIS PAGE INTENTIONALLY LEFT BLANK
AIRPLANE AND
SYSTEMS
ISSUED:
JUNE
AIRPLANE AND SYSTEMS
REVISED:
JUNE
27,1975
Circuit Breaker Panel
ARROW I1
ARROW I1
Secondary power
is provided by a 12-volt, 25-ampere hour battery.
The ammeter as installed does not show battery discharge; rather it shows the electrical load placed on the system. With all the electrical equipment off, and the master switch on, the ammeter will indicate the charging rate of the battery. As each electrical unit is switched on, the ammeter will indicate the total ampere draw of all the units including the battery. For example, the maximum continuous load for night flying with radios on is about 30 amperes. The 30 ampere value plus 2 amperes for charging the battery will then show on the ammeter, indicating the alternator is functioning properly.
Solenoids, provided in the battery and starter circuits, are used to control high current drain functions remotely from the cabin.
VACUUM SYSTEM
The vacuum system is designed to operate the air driven gyro instruments. This includes the directional and attitude gyros when installed. The system consists of an engine driven vacuum pump, a vacuum regulator, a filter and the necessary plumbing.
The
vacuum pump
is a dry type pump which eliminates the need for an airloil separator and its plumbing. A shear drive protects the pump from damage. If the drive shears the gyros will become inoperative.
The
vacuum gauge,
mounted on the right instrument panel to the right of the radios, provides valuable information to the pilot about the operation of the vacuum system.
A
decrease in pressure in a system that has remained constant over an extended period, may indicate a dirty filter, dirty screens, possibly a sticking vacuum regulator or leak in system (a low vacuum indicator light is provided in the annunciator panel*). Zero pressure would indicate a sheared pump drive, defective pump, possibly a defective gauge or 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 or eventual failure of the system.
A
vacuum regulator
is provided in the system to protect the gyros. The valve is set so the normal vacuum reads 5.0
f
.1 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. The regulator is located behind the instrument panel.
*Serial nos. 7535001 and up
2-14
AIRPLANE AND SYSTEMS
REVISED:
JUNE 18,1974
ARROW I1
INSTRUMENT PANEL
The instrument panel is designed to be functional and professional, accommodating complete instruments and avionics equipment for VFR and IFR flights. A wide range of optional instruments and avionics permits an equipment selection uniquely suited to individual needs.
Flight instruments
are grouped in a standard "T" directly in front of the pilot. Radio navigational indicators are to the right of the flight instruments and are located to correspond to the respective radio control heads. Fuel gauges are located to the right of the pilot control wheel and engine instruments are located to the left of the control wheel. The tachometer and manifold pressure instruments are located to the left of the power quadrant and are positioned respective of the throttle and propeller controls.
The circuit breakers are protected by a cover door.
The climatic controls, when the air conditioning system is installed, are located in the right instrument panel above the circuit breakers.
An annunciator panel* is mounted in the upper instrument panel to warn the pilot of a possible malfunction in the alternator, oil pressure or vacuum systems.
PITOT-STATIC SYSTEM
The 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.
An optional heated pitot head, which alleviates problems with icing or heavy rain, is available.
The switch for pitot heat is located on the lower left instrument panel.
To prevent bugs and water from entering the pitot and static pressure holes, a cover should be placed over the pitot head. A partially or completely blocked pitot head will give erratic or zero readings on the instruments.
NOTE
During the preflight, check to make sure the pitot cover is removed.
*Serial nos. 7535001 and up
AIRPLANE AND SYSTEMS
REVISED: JUNE 18,1974
ARROW I1
HEATING, VENTILATING AND DEFROSTING SYSTEM
The heating system is designed to provide maximum comfort for the occupants during winter and cool weather flights. The system includes a heat shroud, heat ducts, defroster outlets, heat and defroster controls.
An opening in the front of the lower cowl admits ram air to the heater shroud and then the air is ducted to the heater shut-offs on the right and left side of the firewall. When the shut-offs are opened the heated air then enters the heat ducts located along each side of the center console. Outlets in the heat duct are located at each seat location. Air flow to the rear seats can be regulated by controls in the heat ducts located between the front seats. The temperature of the cabin is regulated by the heater control located on the right side of the instrument panel.
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.
Defrosting
is accomplished by heat outlets located on the right and left side of the cowl cover. Heated air is ducted directly to defroster shut-off valves at the firewall, then to the defroster outlets. The air flow is regulated by a defroster control located below the heat control.
To aid
air distribution,
the cabin air is exhausted overboard by an outlet located on the bottom of the fuselage. Cabin exhaust outlets are located below and outboard of the rear seats.
The above features are removed when air conditioning is installed.
Optional individual overhead fresh air outlets supply fresh air from an air inlet located on the tip of the vertical fin. The air is directed to a plenum chamber at the base of the fin, then ducted to the individual outlets. For individual comfort, the amount and direction of air can be regulated to control the amount of air and direction of desired airflow. An optional blower is available which forces outside air through the overhead vents for ground use. The blower is operated by a "FAN switch with 4 positions
-
"OFF," "LOW,"
"MED,"
AIRPLANE AND SYSTEMS
REVISED: APRIL 13,1979
I . FRUH AIR I n L r r t.
DRAIN T W E
I.
r a m
K O W ~ R
4. W L K H U D A I I E M U Y
I. r a m
AIR WCT
6. CADIN SXHAUIT OUT-
1
7. CABIN VENT
D. UOWSR
9. a. swltcn
PAnaL m r n m s n
CWROL
HEATER CONTROL
I
I . CAW0 H U T OlVLRSlOW CONTROL
12. r n a H
CABIN FEATURES
The interior has been designed for passenger comfort and safety. All seat backs have three positions: normal, intermediate and recline. The adjustment lever is located at the base of the seat back on the outboard side of the seat. The front seats adjust fore and aft for ease of entry and occupant comfort. An armrest is located on the side panels adjacent to the front seat. The rear seats are easily removed to provide room for bulky items. Some rear seat installations incorporate leg retainers with latching mechanisms which must be released before the rear seats can be removed. Releasing the retainers is accomplished on earlier models by turning the latching mechanisms
90"
with a coin or screwdriver. Releasing the retainers is accomplished on later models by depressing the plunger behind each rear leg. Optional headrests are available.
A single strap shoulder harness controlled by an inertia reel, located above the side window, protects each front seat occupant. Optional shoulder straps for the rear occupants are available. The shoulder strap is routed over the shoulder adjacent to the window and attached to the lap belt in the general area of the occupant's inboard hip. A check of the inertia reel mechanism can be made by pulling sharply on the strap and checking that the reel will lock in place under sudden stress; this locking feature prevents the strap from extending and holds the occupant in place. Under normal movement the strap will extend and retract as required.
Shoulder harnesses should be routinely worn during take-off, landing and whenever an inflight emergency situation occurs.
Additional features include pilot storm window, two sun visors, ashtrays for each o c c u p a n t , t w o m a p p o c k e t s located on t h e s i d e p a n e l s b e l o w t h e i n s t r u m e n t panel, miscellaneous pockets on the rear of the front seat backs, armrests for the front occupants, cabin or baggage door locks and ignition lock.
AIRPLANE AND SYSTEMS
REVISED: FEBRUARY
28,1977
ARROW I1
BAGGAGE AREA
A large baggage area, located behind the rear seats, is accessible either from the cabin or through a large outside baggage door on the right side of the aircraft. Maximum capacity is 200 lbs. Tie-down straps are provided and should be used at all times.
NOTE
It is the pilot's responsibility to be sure when the baggage is loaded that the aircraft C.G. falls within the allowable C.G.
Range. (See Weight and Balance Section.)
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 buffeting 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.
The landing gear horn is different in that it emits a 90 cycles per minute beeping sound on later models. The 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 be checked by turning the master switch "ON," lifting the detector and checking to determine if the indicator is actuated.
I
The exterior of the aircraft is finished with a durable acrylic lacquer in a variety of tasteful colors to suit individual owners.
AIR CONDITIONING*
The air conditioning system is a recirculating air system. The major items include; evaporator, condenser, compressor, blower, switches and temperature controls.
The evaporator is located behind the left rear side of the baggage compartment. This cools the air that is used for air conditioning.
The condenser is mounted on a retractable scoop located on the bottom of the fuselage and to the rear of the baggage compartment area. The scoop extends when the air conditioner is
"ON" and retracts to a flush position when the system is "OFF."
The 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.
*Optional Equipment
AIRPLANE AND SYSTEMS
REVISED: FEBRUARY 29,1984
ARROW I1
THIS PAGE INTENTIONALLY LEFT BLANK
AIRPLANE AND SYSTEMS
REVISED: JUNE 27,1975
ARROW I1
An electrical blower is mounted on the aft side of the rear cabin panel. Air from the baggage area is drawn through the evaporator by the blower and distributed through an overhead duct to individual outlets located adjacent to each occupant.
The switches and temperature control are located on the lower right side of the instrument panel in the climate control center panel. The temperature control regulates the desired temperature of the cabin. Turn the control clockwise for increased cooling, counterclockwise for decreased cooling.
Located inboard of the temperature control i s the fan speed switch a n d t h e a i r conditioning "ON-OFF" switch. The fan can be operated independently of the air conditioning.
However, it must be on for air conditioner operation. Turning either switch off will disengage the compressor clutch and retract the condenser door. Cooling air should be felt within one minute after the air conditioner is turned on.
NOTE
If the system is not operating in 5 minutes turn the system
"OFF," until the fault is corrected.
The "FAN" switch allows operation of the fan with the air conditioner turned "OFF" to aid cabin air circulation if desired. A "LOW," "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 obtain individual cooling effect.
The condenser door light is located to the left of the radio stack in front of the pilot. The door light illuminates and remains on when the door is open or extended. The light is off when the door is retracted.
A circuit breaker located on the circuit breaker panel protects the air conditioning electrical system.
Whenever the throttle is in the full throttle position, it actuates a micro switch which disengages the compressor and retracts the scoop. This is done to obtain maximum power and maximum rate of climb. T h e fan continues to operate and the air will remain cool for approximately one minute. When the throttle is retarded approximately
114
inch, the clutch will engage and the scoop will extend, again supplying cool, dry air.
PIPER EXTERNAL POWER*
An optional starting installation known as 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 gain access to the airplane's battery.
*Optional Equipment
I
AIRPLANE AND SYSTEMS
REVISED:
JUNE
ARROW I1
THIS
PAGE INTENTIONALLY L E m BLANK
AIRPLANE AND SYSTEMS
ISSUED: JULY 13,1973
DUPLICATE
AIRPLANE FLIGHT MANUAL
FOR
WARNING
EXTREME CARE MUST BE EXERCISED TO LIMIT THE USE O F THIS MANUAL
T O APPLICABLE AIRCRAFT. THIS MANUAL REVISED AS INDICATED BELOW
O R SUBSEQUENTLY R E V I S E D I S VALID F O R USE WITH T H E AIRPLANE
IDENTIFIED BELOW WHEN APPROVED BY PIPER AIRCRAFI' CORPORATION.
SUBSEQUENT REVISIONS SUPPLIED BY PIPER AIRCRAFT CORPORATION
MUST BE PROPERLY INSERTED.
MODEL PA-28R-200
AIRCRAFT SERIAL NO.
R'
AIRPLANE FLIGHT MANUAL, RE
PIPER AIRCRAlT CORPORATION
APPROVAL SIGNATURE AND STAM
REGISTRATION NO.
NOTE
THIS
MANUAL
MUST BE KEPT IN THE
AIRPLANE
AT ALL
TIMES
FAA BY:
'
AIRCRAlT
CORPORATION
D.
0.
A. No.
So-1
VERO BEACH,
FLORIDA
DATE O F APPROVAL: MAY
1
4,1973
APPROVAL BASIS: CAR 3 AND FAR PART
21,
SUBPART
J.
REPORT:
VB-560
MODEL: PA-28R-200
BLANK PAGE
AIRPLANE FLIGHT MANUAL
Log of Revisions
.............................................................................................................................
3-iii
Limitations
Procedures
.............................................................................................................................
3-1
..............................................................................................................................
3-7
Emergency Procedures
...................................................................................................................
3-11
Performance
..............................................................................................................................
3-13
Supplements
..............................................................................................................................
3-15
ARROW
TABLE OF CONTENTS
Log of Revisions
.............................................................................................................................
3 4
SECTION
I
Limitations
.............................................................................................................................
A
B
.
.
Engines
Fuel
..................................................................................................................
.......................................................................................................................
C Propellers
..............................................................................................................
D
.
Instrument Markings (Power Plant)
......................................................................
E
.
Airspeed
Limitations
and
Instrument Markings (Calibrated
Airspeed)
...............
F
.
Flight Load Factors
...............................................................................................
G
.
Maximum
Weight
.................................................................................................
H
I
J
.
Baggage Capacity
.
C
.................................................................................................
.
G
.
Range
.........................................................................................................
.
Maneuvers
.............................................................................................................
K.
Placards
.................................................................................................................
SECTION
I1
Procedures
A
..........................................................................................................................
System Operations
3-7
.............................................................................................
3-7
B
.
Emergency Procedures
..........................................................................................
3-11
SECTION
I11
Performance
A
...........................................................................................................................
.
Stalls
3-13
......................................................................................................................
3-13
SECTION
IV
Wonal Equipment
A
B
C
D
.
.
Electric
Air
...............................................................................................................
Pitch 'Ifim
Installation
.
AutoFlite
I1
Installation
.......................................................................................
3-19
Conditioner Installation
.............................................................................
..................................................................................
.
Installation of
Piper
AutoControl
III
War Autocontrol
IIIB
3-15
3-17
3-20
............................
3-21
FAA
MAY
REVISED:
JUNE
REPORE PAGE
MODEL: PA-28R-2.00
ARROW
THIS PAGE INTENTIONALLY L E E BLANK
REPORT: VB-560 PAGE 3-ii
MODEL: PA-28R-200
FAA APPROVED
MAY
14,1973
ARROW
AIRPLANE FLIGHT MANUAL
Revision
Revised Pages
Description and Revision
FAA Approved
Date
1 'Iitle
2
3
3-i
3 -7
3-8
3-15
3-21.3-22.
3-23,3-24
3-i
3-15
3-17
3-18
3-19
3-20
3-21
3-24
Added PAC Approval Form.
(NOTE: AIRCRAFT DELIVERED
WITH
MANUALS PRIOR
TO THIS REVISION
DO NOT
REQUIRE
Added Item E., AutoControl
IIIB to
Supplements.
Added Gear Light Warning to Item
4. (b);
Relocated Items 4. (c) and 4. (d).
Added Info from Page 3-7.
Added Item E., Installation of Piper
AutoControl IIIB.
Added pages (AutoControl IIIB Supple- ment info added).
9!2-~
D. H. Trompler
March 25,1974
J-b
D. H. Trompler
June 18, 1974
Revised Section IV ntle (Supplements to
Optional Equipment); deleted item B.
(AutoControl III); revised existing item letters; added AutoControl 111 to new item D.
Revised Section IV ntle (Supplements to
Optional Equipment); revised Note; deleted item
B.
(AutoControl III); revised existing item letters; added AutoControl
III
to new item D.
Revised item A. (Electric Pitch Trim
Installation) info.
Delete item B. (AutoControl III).
Revised item letter (C. to B.); revised item
2. b (1); added new item (2); revised existing item nos.
Revised item letter
(D. to C.).
Revised item letter
(E. to D.); added
AutoControl III to T~tle.
Deleted IIIB designation from item nos. c.
( I )
andc. (2).
~?H&€v-
Ward Evans
June 27,1975
FAA APPROVED MAY 14,1973
REVISED:
JUNE
REPORT: VB-560 i
MODEL: PA-28R-200
ARROW
Revision
4
AIRPLANE FLIGHT MANUAL LOG OF REVISIONS
(cont.)
Revised
Pages
3-24
Description and Revision
Revised Item c. (1).
FAA Approved
Date
W d L
Ward Evans
Dec.
8,1975
5
6
3- 1
3-1 1
Added Lycoming 01-360-C1 C6 Engine and McCauley Propeller, added Tach- ometer Green Arc for McCauley prop.
Added Added info to item B. 1. (Emer- gency Landing Gear Extension).
W d 6 v s e ~ /
Ward Evans
Feb. 28,1977
3- 1 Revised item B.
~ d H
Ward Evans
Feb. 29,1984
7
3-4
3-7.3-8
3-1 1
Added placard note.
Revised landing gear system operation.
Revised emergency landing gear extension procedures.
D.H. Trompler
May 14,1987
REPORT: VB-560 PAGE 3-iv
MODEL: PA-28R-200
FAA APPROVED
MAY
REVISED:
JANUARY
ARROW
SECTION 1
LIMITATIONS
The following limitations must be observed in the operation of this airplane:
A. ENGINE
Lycoming 10-360-C1 C (Serial Nos. 28R-7435001 through 28R-76355 16)
Lycoming 10-360-C 1 C6 (Serial Nos. 28R-76355 17 and up)
ENGINE LIMITS
For all operations 2700 RPM 200 HP
I
B. FUEL (AVGAS ONLY)
100/130 Octane Aviation Gasoline (Minimum)
C. PROPELLER
-
SIN 28R-7435001 thru 28R-76355 16
Hartzell HC-C2HK- 1
(
)/7666A-2 or
Hartzell HC-C2YK- 1
(
)F/F7666A-2
I
Pitch Settings at 30 in. Station:
High 29.0
+
2.0
Low 14
+
0.2
Diameter: Maximum 74 inches
Minimum 72.5 inches
(Avoid continuous operation
2 100-2350 RPM)
SIN 28R-76355 17 and up
McCauley B2D34C213190DHA- 16
Pitch Settings at 30 in. Station:
High 29.8
+
0.5
Low 12.5 S . 2
Diameter: Maximum 7 4 inches
Minimum 73 inches
(Avoid continuous operation between 1500 and 1950 RPM below 15 inches manifold pressure.)
D. INSTRUMENT MARKINGS (Power Plant)
OIL TEMPERATURE
Green Arc (Normal Operating Range)
Red Line (Maximum)
OIL 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
Serial Nos. 28R-743500 1 thru 28R-76355 16
Green Arc (Normal Operating Range)
Red Arc
Red Line (Maximum Continuous Power)
Serial Nos. 28R-7635517 and up
Green Arc (Normal Operating Range)
Red Line (Maximum Continuous Power)
60 PSI to 9 0 PSI
25 PSI to 6 0 PSI
25 PSI
9 0 PSI
14 PSI to 45 PSI
14 PSI
45 PSI
500 to 2100 and 2350 to 2700 RPM
2100 to 2350 RPM
2700 RPM
500 to 2700 RPM
2700 RPM
FAA
APPROVED MAY 14,1973
REVISED: FEBRUARY 29,1984
REPORT: VB-560 PAGE 3-1
MODEL: PA-28R-200
ARROW
E. AIRSPEED LIMITATIONS AND INSTRUMENT MARKINGS (Calibrated Airspeed)
NEVER EXCEED SPEED
MAXIMUM STRUCTURAL CRUISE SPEED
MANEUVERING SPEED
FLAPS EXTENDED SPEED
MAXIMUM GEAR EXTENSION SPEED
MAXIMUM GEAR RETRACTION SPEED
Kt
214 MPH
170 MPH
131 MPH
125 MPH
150 MPH
125 MPH
186
148
114
109
130
109
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)
214MPH (186KT)
170 MPH to 21 4 MPH
(148 KT to 186 KT)
7 1 MPH to 170 MPH
(62 KT to 148 KT)
64 MPH to 125 MPH
(56 KT to 109 KT)
F. FLIGHT LOAD FACTORS
Positive Load Factor (Maximum)
Negative Load Factor (Maximum)
G. MAXIMUM WEIGHT
H. BAGGAGE CAPACITY
I. C. G. RANGE
3.8 G
No inverted maneuvers approved
2650 LBS
200 LBS
Weight
Pounds
2650
2300
1800
Forward Limit
Inches Aft of Datum
87.3
82.0
80.0
Rearward Limit
Inches After of Datum
93.0
93.0
93.0
NOTES
1. Straight line variation between points given.
2. T h e datum used is 78.4 inches ahead of the wing leading edge at the intersection of the straight and tapered section.
3. It is the responsibility of the airplane owner and the pilot to insure that the airplane is properly loaded. See "Weight and
Balance Section" for proper loading instructions.
REPORT: VB-560 PAGE 3-2
MODEL: PA-28R-200
FAA APPROVED MAY 14,1973
-
ARROW
J. MANEUVERS
All acrobatic maneuvers including spins prohibited.
K. PLACARDS
In full view of the pilot:
"THIS AIRCRAFT APPROVED FOR NIGHT IFR NON-ICING
FLIGHT WHEN EQUIPPED IN ACCORDANCE WITH FAR
91
OR FAR
135."
"THIS AIRCRAFT MUST BE OPERATED A S A NORMAL
CATEGORY A I R P L A N E I N C O M P L I A N C E W I T H T H E
OPERATING LIMITATIONS STATED IN T H E FORM O F
PLACARDS, MARKINGS AND MANUALS."
In full view of the pilot, the following takeoff and landing check lists will be installed:
Fuel on Proper Tank
Electric Fuel Pump
Engine Gauges
-
On
TAKEOFF CHECK LIST
Mixture
-
Set
Propeller
-
Set
-
Checked Fasten BeltsIHarness
Alternate Air
-
Closed
Seat Backs Erect
Flaps
Trim Tab
Controls
Door
-
-
Set
-
Set
-
Free
Latched
Air Conditioner
-
Off
Fuel on Proper Tank
Seat Back Erect
Fasten BeltsIHarness
LANDING CHECK LIST
Electric Fuel Pump
Mixture
Propeller
-
Rich
-
Set
-
On
Gear Down
(150
MPH
M a x )
Flaps
-
Set
(125
MPH)
Air Conditioner
-
Off
Kt
130 kt
109 kt
T h e "AIR CONDITIONER OFF" item in the above takeoff and landing check lists is mandatory for air conditioned aircraft only.
In full view of the pilot:
"NO ACROBATIC MANEUVERS INCLUDING SPINS APPROVED."
On the instrument panel in full view of the pilot:
"MANEUVERING SPEED
-
13
1
MPH."
114 kt
On the instrument panel in full view of the pilot:
"DEMONSTRATED CROSSWIND COMPONENT
-
20
MPH."
17 kt
FAA
APPROWD MAY 14,1973
REPORT: VB-560
3-3
MODEL: PA-28R-200
ARROW
Adjacent to upper door latch:
"ENGAGE LATCH BEFORE FLIGHT"
On the inside of the baggage compartment door:
"BAGGAGE M A X I M U M 2 0 0 L B S . S E E W E I G H T A N D
BALANCE DATA FOR BAGGAGE LAODINGS BETWEEN
150 LBS AND 200 LBS."
Near emergency gear lever:
"EMERGENCY DOWN"
I
Near emergency gear lever (aircraft equipped with backup gear extender):
"OVERRIDE ENGAGED AUTO-EXT-OFF
LOCK PIN ON SIDE
T O ENGAGE OVERRIDE:
PULL LEVER FULL UP, PUSH LOCK PIN
T O RELEASE OVERRIDE:
PULL LEVER FULL UP & RELEASE"
Near landing gear selector switch:
"GEAR UP
"DOWN
125 MPH MAX"
150 MPH MAX"
109 kt
130 kt
In full view of the pilot when AutoFlite is installed:
"FOR HEADING CHANGES: PRESS DISENGAGE SWITCH
O N CONTROL WHEEL. C H A N G E HEADING, RELEASE
DISENGAGE SWITCH."
On the instrument panel in full view of the pilot when the oil cooler winterization kit is installed:
4
" O I L C O O L E R W I N T E R I Z A T I O N P L A T E T O B E
REMOVED WHEN AMBIENT TEMPERATURE EXCEEDS
50" F."
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 L I G H T S W H E N
T A X I I N G I N V I C I N I T Y O F O T H E R A I R C R A F T , O R
DURING FLIGHT THROUGH CLOUD, FOG OR HAZE."
REPORT: VB-560 PAGE 3-4
MODEL: PA-28R-200
FAA
APPROVED MAY 14,1973
REVISED: JANUARY 31,1987
--
ARROW
In full view of the pilot in the area of the air conditioner controls when the air conditioner is installed:
"WARNING
-
AIR CONDITIONER MUST BE OFF TO INSURE
NORMAL TAKEOFF CLIMB PERFORMANCE."
FAA
14,1973 REPORT: VB-560 PAGE 3-5
MODEL: PA-28R-200
ARROW
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-560 PAGE 3-6
MODEL: PA-28R-200
FAA
APPROVED
MAY
ARROW
PROCEDURES
A. SYSTEM OPERATIONS
1. The stall-warning system is inoperative with the master switch off.
2. The electric fuel pump must be on for both landing and takeoff.
3. Some aircraft are equipped with an airspeed
- power sensing system (backup gear gear extender
( which extends the landing g a r under low airspeed
- power conditions* even though the pilot may not have selected gear down. This system will also prevent retraction of the landing gear by normal means when the airspeed
- power values are below a predetermined minimum. (See Item 5, Procedures Section.) To override this system o r to hold the emergency gear lever in the override up position with- out maintaining manual pressure on the emergency gear lever, pull the lever full up and push the latch pin in. To release the override, pull lever up to disengage latch pin, then release lever. For normal operation, the pilot should extend and retract the gear with the gear selector switch located on the instrument panel, just as he would if the backup gear extender system were not installed.
*Approximately 105 mph IAS at any altitude, power off.
91kt
WARNING
Panel light dimmer switch must be off to obtain gear lights full intensity during daytime flying. When aircraft is operated at night and panel light dimmer switch is turned on, gear lights will automatically dim.
4. Landing gear position indication and warning lights:
(a) T h e red gear warning light on the instrument panel and the horn operate simultaneously when:
(1) In flight, when the throttle is reduced to where the manifold pressure is approximately 14 inches of mercury or below, and the gear selector switch is not in the down position.
(2) On aircraft equipped with the backup gear extender, when the system has lowered the landing gear and the gear selector switch is not in the down position and the throttle is not full open.
(3) On the ground, when the master switch is on and the gear selector switch is in the up position.
NOTE
On aircraft which are not equipped with the backup gear extender an additional switch is installed which activates the warning horn and light whenever the flaps are extended beyond the approach position (10') and the landing gear are not down and locked.
(b)
The three green lights on the instrument panel operate individually as each associated gear is locked in the extended position.
FAA APPROVED MAY 14,1973
REVISED: JANUARY 31,1987
REPORT: VB-560
MODEL: PA-28R-200
ARROW
(c) The yellow "In IYansit" light on the instrument panel operates whenever any of the three gears is not in either the fully retracted position or the fully ex- tended and locked position.
(d) On aircraft equipped with the backup gear extender, the yellow "Auto Ext.
Off' light immediately below the gear selector switch flashes whenever the emergency gear lever is in the full up position.
5. Takeoff considerations:
On aircraft equipped with the backup gear extender, after takeoff, if the gear selector switch is placed in
the
gear up position before reaching
the
airspeed at which the system no longer commands gear down*, the gear will not retract. For obstacle clearance on takeoff and for takeoffs from high altitude airports, the landing gear can be retracted at the pilot's discretion by placing the gear selector switch in the up position and then latching the emergency gear lever in the override up position. If desired, the override up position can be se- lected and latched before takeoff, and the gear will then retract
as
soon
as
the gear selector switch is placed in the up position. In this case, care should be taken not to retract the gear prematurely, or the aircraft could settle back onto the runway. If the override lock is used for takeoff, it should be disengaged as soon as sufficient airspeed and terrain clearance are obtained, to return the gear system to normal operation. For normal operation, the pilot should extend and retract the gear with the gear selector switch located on the instrument panel, as if the backup gear extender were not installed.
74kt
87kt
*Approximately
85 mph IAS at sea level straight line variation between. to approximately 100 mph IAS at 10,000 ft. with a
REPORR VB-560
MODEL: PA-28R-200
FAA APPROVED MAY 14,1973
REVISED. JANUARY 31,1987
ARROW
THIS PAGE INTENTIONALLY LEFT BLANK
FAA APPROVED MAY 14,1973
REPORT: VB-560 PAGE 3-9
MODEL: PA-28R-200
ARROW
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-560 PAGE 3-10
MODEL: PA-28R-200
FAA
APPROVED
MAY
14,1973
ARROW
B. EMERGENCY PROCEDURES
1. Emergency landing gear extension instructions:
Accomplish the following check prior to initiation of the emergency extension procedures:
(a) Master Switch
-
Check
On
(b) Circuit Breakers
-
Check
(c) Panel Lights
-
Off (in daytime)
(d) Gear Indicator Bulbs
-
Check
If landing gear does not check down and locked:
(e) Reduce airspeed below 100 mph.
87kt
(f)
Move landing gear selector switch to gear down position.
(g) If gear has failed to lock down, on aircraft equipped with the backup gear extender, raise emergency gear lever to "Override Engaged" position.
(h) If gear has still failed to lock down, move emergency gear lever to
"Emergency Down" position.
(i) If gear has still failed to lock down, yaw the airplane abruptly from side to side with the rudder.
If the nose gear will not lock down using the above procedure, slow the air- craft to the lowest safe speed attainable using the lowest power setting required for safe operation and accomplish the following:
I
(j)
On aircraft equipped with backup gear extender, raise emergency gear lever to "Override Engaged" position.
(k) Move landing gear selector switch to gear down position.
If landing gear does not check down, recycle gear thruogh up position, and repeat (k).
I
When the Emergency Landing Gear Extension Procedure is performed for training purposes, the following changes must be made to the procedure in order to prevent the hydraulic pump from activating during the procedure.
On
aircraft equipped with the backup gear extender, the landing gear selector must be left in the UP position until all gear position indicators are green. On aircraft which do NOT have the backup gear extender a pull type LANDING GEAR PUMP circuit breaker is installed and must be pulled prior to executing the emergency extension procedure. The circuit breaker must be reset after the completion of the procedure to allow normal gear system operation.
2.
Gear up emergency landing:
In the event a gear up landing is required, proceed as follows:
(a) On aircraft equipped with the backup gear extender, lock emergency gear lever in "Override Engaged" position before airspeed drops
100kt to 115 mph to prevent landing gear from inadvertently free falling.
(b) Flaps as desired.
(c) Close throttle and shut off the master and ignition switches.
(d) Turn the fuel selector valve to OFF.
(e) Contact surface at minimum possible airspeed.
NOTE
With the master switch off, the landing gear cannot be retracted.
FAA
APPROVED MAY 14,1973
REVISED: JANUARY 31,1987
REPORT: VB-560
MODEL: PA-SR-200
ARROW
THIS
PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-560
MODEL: PA-28R-200
FAA APPROVED
ARROW
SECTION 111
PERFORMANCE
A. STALLS
The following performance figures were obtained during FAA type tests and may be realized under conditions indicated with the airplane and engine in good condition and with average piloting technique. All performance is given for
2650
pounds.
Loss of altitude during stalls varied from 100 to
300
feet, depending on configuration and power.
Stalling speeds, in mph, power off, versus angle of bank (Calibrated airspeed):
Angle of bank
0" 20" 40" 50"
88
Flaps up (gear down)
Flaps down (gear down)
7 1
64
73
66
8 1
73 80
60"
100
90
0d 20d 40d 50d 60d
62kt 63kt 70kt 76kt 87kt
56kt 57kt 63kt 69kt 78kt
FAA
APPROVED MAY
14,1973
REPORT:
VB-560 3-13
MODEL: PA-28R-200
ARROW
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-560
MODEL: PA-28R-200
FAA APPROVED
MAY
14,1973
SECTION IV
OPTIONAL EQUIPMENT
NOTE
THE INFORMATION CONTAINED IN THIS SECTION
APPLIES WHEN THE RELATED EQUIPMENT IS INSTALLED
IN THE AIRCRAFT.
A. Electric Pitch Trim Installation
B.
AutoFlite I1 Installation
C. Air Conditioner Installation
D. Installation of Piper AutoControl 111 and/or AutoControl IIIB
ARROW
FAA APPROVED
MAY
14,1973
REVISED:
JUNE
27,1975
REPORT:
VB-560
MODEL: PA-28R-200
ARROW
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-560
MODEL: PA-28R-200
FAA APPROVED MAY 14,1973
ARROW
A. ELECTRIC PITCH TRIM INSTALLATION
The following information applies in case of electric trim malfunction:
1.
I n case of malfunction, disengage electric pitch trim by pushing pitch trim switch on instrument panel to off position.
2.
In an emergency, electric pitch trim may be overpowered using manual pitch trim.
3.
In cruise configuration, a malfunction can result in a
10"
pitch change and
200
ft. altitude variation.
4.
In approach configuration, a malfunction can result in a
5"
pitch change and
50
ft. altitude loss.
FAA APPROVED MAY 14,1973
REVISED: JUNE
REPORT: VB-560
MODEL: PA-28R-200
ARROW
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-560 PAGE 3-18
MODEL: PA-28R-200
FAA APPROVED MAY
14,1973
REVISED:
JUNE
ARROW
I
B. AUTOFILTE
U
INSTALLATION
1.
LIMITATIONS
a
Autopilot use is prohibited above
200
MPH-CAS
b. Autopilot "OFF for
takeoff
and landing
174kt
2.
PROCEDURES a
Normal Operation
Refer to the current AutoFUte
11
Owner's Handbook b. Emergency Operation
(1)
(2)
(3) Unit may be overpowered manually at either control wheel.
(4)
In case of malfunction, press disconnect switch on pilot's control wheel.
Rocker switch on instrument panel
An autopilot runaway, with a
-
OFF
3 second delay in the initiation of recovery, while operating in a climb, cruise or descending flight could result in a
50"
bank and a
190
foot altitude loss.
(5) An autopilot runaway, with a
1
second delay in the initiation of recovery, during an approach operation, coupled or uncoupled, could result in a
15'
bank and a
40
3. PERFORMANCE
The airplane performance remains unchanged.
APPROVED MAY 14,1973
REVISED.
JUNE
27,1975
REPORT:
VB
560
PAGE 3-19
MODEL: PA-28R-200
ARROW
C. AIR CONDITIONER INSTALLATION
1
:
LIMITATIONS
Air Conditioner "OFF' for takeoff and landing.
2.
PROCEDURES
Prior to takeoff, the air conditioner should be checked for proper operation as follows: a.
Check aircraft master switch on b. Turn the air conditioner control switch to "ON" and the fan switch to one of the operating positions
- the "AIR COND DOOR OPEN" warning light will turn on, thereby indicating proper air conditioner condenser door actuation. c. Turn the air conditioner control switch to OFF
- the "AIR COND DOOR
OPEN" warning light will go out, thereby indicating the air conditioner condenser door is in the up position. d. If the "AIR COND DOOR OPEN" light does not respond as specified above, an air conditioner system or indicator bulb malfunction is indicated and further investigation should be conducted prior to flight.
The above operational check may is suspected. be performed during flight if an inflight failure
3. PERFORMANCE a. When the full throttle position is not used or in the event of a malfunction which 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. b. Warning
-
The air conditioner must be off to insure normal takeoff performance.
REPORT: VB-560 PAGE 3-20
MODEL: PA-28R-200
FAA APPROVED
MAY
REVISED:
JUNE
27,1975
ARROW
I
D. INSTALLATION OF PIPER AUTOCONTROL 111 AND/OR AUTOCONTROL IIIB
1. LIMITATIONS a. Autopilot OFF during takeoff and landing. b. Autopilot use prohibited above 200 h4PH CAS.
2. PROCEDURES a. PREFLIGHT
(1) Roll Section
(a) Place Radio Coupler in "Heading" mode and place AIP
ONIOFF switch in the "ON" position to engage roll section.
Rotate roll command knob Left and Right 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" mode switch and rotate Heading Indice right and left. Aircraft control wheel should turn same direction as Indice. While D.G. indice is set for a left turn, grasp control wheel and override the servo to the right. Repeat in opposite direction for right turn.
(c) If VOR signal available check Omni mode on Radio Coupler by swinging Omni needle left and right slowly. Observe that control wheel rotates in direction of needle movement.
(d) Disengage by placing the 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) To engage, center Roll Command Knob, place the AIP
ONIOFF switch to the "ON" position. To turn rotate roll command knob in desired direction. (Maximum angle of bank should not exceed 30°.)
(b) For heading mode, set Directional Gyro with Magnetic
Compass. Push directional gyro HDG knob 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 HDG mode the maximum bank angles are limited to approximately 20" and single command, heading changes should be limited to 150". (HDG Indice not more than 150" from actual aircraft heading.)
FAA APPROVED JUNE 18,1974
REVISED:
JUNE
REPORT: VB-560 PAGE 3-21
MODEL: PA-28R-200
ARROW
4) VOR
(a) To Intercept:
1. Using OMNI Bearing Selector, dial desired course, inbound or outbound.
2. Set identical heading on Course Selector D.G.
3.
After aircraft has stabilized, position coupler mode selector knob to OMNI mode. As aircraft nears selected radial, interception and crosswind correction will be automatically accomplished without further switching.
NOTE
If aircraft position is less than 45" from selected radial, aircraft will intercept before station. If position is more than 45". interception will occur after station passage. As the aircraft nears the OMNI station, (U2 mile) the zone of confusion will direct an
"S" turn in alternate directions as the OMNI indicator needle swings. This alternate banking limited to the standard D.C. bank angle, is an indication of station passage.
(b)
To select new course:
1.
To select a new course or radial, rotate the HDG indice
2. to the desired HDG (match course).
Rotate OBS to the new course. Aircraft will automatically turn to the intercept heading for the new course.
(c) To change stations:
1.
2.
If same course is desired, merely tune receiver to new station frequency.
If different course is desired, position coupler mode selector to HDG mode. Dial course selector D.G. to
(5) VOR Approach new course. Dial OBS to new course and position coupler mode selector to OMNI mode.
Track inbound to station as described in VOR navigation section.
After station passage:
(a) Dial outbound course on Course Selector D.G.. then dial same course on OBS.
(b) After established on outbound radial, position coupler 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.
(c) Set OBS to inbound course.
(d) When aircraft heading is 45O to the inbound course, dial
Course Selector D.G. to inbound course and position coupler mode selector to OMNI mode.
REPORT:
VB-560
PAGE 3-22
MODEL: PA-28R-200
FAA APPROVED JUNE
18,1974
ARROW
NOTE
For precise tracking over OMNI station, without "S" turn, position coupler mode selector to HDG mode just prior to station passage. If holding pattern is desired, position coupler mode selector to HDG mode at station passage inbound and select outbound heading in direction of turn. After elapsed time, dial inbound course on Course Selector D.G. When aircraft heading is
45"
to radial, position coupler mode selector to OMNI mode.
(6) LOC Approach Only
(a) To intercept dial ILS outbound course on Course Selector
D.G. When stabilized, position coupler mode selector to
LOC
R E V
mode.
(b) After interception and when beyond outer marker, position coupler mode selector to HDG mode and dial outbound procedure turn heading. After one minute, dial inbound procedure turn heading in direction of turn.
(c) When aircraft heading is
45"
to ILS inbound course dial inbound course on Course Selector D.G. and position coupler mode selector to LOC NORM mode.
(d) At the missed approach 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 intercept dial ILS Back Course outbound heading on position coupler mode selector to LOC NORM mode.
(b) After interception and when beyond fix, position coupler mode selector to HDG and dial outbound procedure turn heading. After one minute, 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
REV
mode.
(d) Approximately
112
mile from runway, position coupler mode selector to HDG mode to prevent "S" turn over ILS station near runway threshold.
(e) Missed approach
- same as Front Course. (See (6) d)
FAA APPROVED JUNE 18,1974 REPORT:
MODEL: PA-28R-200
ARROW
c. EMERGENCY OPERATION
(1) In an emergency the AutoControl can
be
disconnected by:
(a) Placing the AIP ONIOFF switch to the "OFF" position.
(b) Pulling the Autopilot circuit breaker (aircraft SIN 28-7635001 and up).
(2) The AutoControl can be overpowered at either control wheel.
(3) An Autopilot runaway, with a 3 second delay in the initiation of recovery, while operating in a climb, cruise or descending flight could result in a
45" bank
and
150
foot altitude loss.
(4) An Autopilot runaway, with a 1 second delay in the initiation of recovery, during an approach operation, coupled or uncoupled, could result in a
15" bank
and
50
foot altitude loss.
3. PERFORMANCE
No change.
REPORT:
MODEL: PA-28R-200
FAA APPROVED JUNE 18,1974
REVISED: DECEMBER 8,1975
EMERGENCY PROCEDURE
Introduction
....................................................................................................................................
Engine Fire During Start
.................................................................................................................
Engine Power Loss During Take-Off
Engine Power Loss In Flight
Power Off Landing
Gear Down Landing
Gear Up Landing
Door
Alternator Failure
.............................................................................................
..........................................................................................................
............................................................................................................................
Propeller Overspeed
Loss of Oil Pressure
.........................................................................................................................
.......................................................................................................................
.......................................................................................................................
Emergency Landing Gear Extension
Spins
Open
Fire
Loss of Fuel Pressure
High Oil Temperature
..............................................................................................
...............................................................................................................................................
......................................................................................................................................
..................................................................................................................................................
........................................................................................................................
......................................................................................................................
.....................................................................................................................
...........................................................................................................................
BLANK PAGE
ARROW
11
EMERGENCY PROCEDURES
INTRODUCTION
This section contains procedures that are recommended if an emergency condition should occur during ground operation, take-off, or 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. Since emergencies rarely happen in modem aircraft, their occurrence is usually unexpected, and the best corrective action may not always be obvious.
Pilots should familiarize themselves with the procedures given in this section and be prepared to take appropriate action should an emergency arise.
Most basic emergency procedures, such as power off landings, are a part of normal pilot training. Although these emergencies are discussed here, this information is not intended to replace such training, but only to provide a source of reference and review, and to provide information on procedures which are not the same for all aircraft. It is suggested that the pilot review standard emergency procedures periodically to remain proficient in them.
In the procedures that follow, critical actions with respect to time are indicated by use of bold print; these actions should be performed immediately if the emergency condition is not to be aggravated. The remaining procedures are non-critical in the sense that time is usually available for consulting the check list.
EMERGENCY PROCEDURES
ISSUED: JULY
13,1973
ARROW I1
ENGINE
FIRE
Refer to
FIRE emergency procedures.
ENGINE POWER LOSS DURING TAKE-OFF
The proper action to be taken if loss of power occurs during take-off will depend on circumstances.
1. If sufficient runway remains for a normal landing, leave the gear down and land straight ahead.
2
If the area ahead is rough, or if it is necessary to clear obstructions, put gear selector switch in the UP position. On aircraft equipped with the backup gear extender, latch the gear lever in the override position.
3.
If you have gained sufficient altitude to attempt a restart,
proceed
as follows: a. MAINTAIN SAFE AIRSPEED b. FUEL SELECTOR
-
SWITCH TO ANOTHER TANK CONTAINING
C. d.
FUEL
ELECTRIC
FUEL
PUMP
-
CHECK ON
MIXTURE
-
CHECK RICH e. ALTERNATE AIR
-
ON f. EMERGENCY GEAR LEVER
-
AS
REQUIRED
NOTE
91 kt
On aircraft equipped with the backup gear extender, the landing gear will extend automatically when engine power fails at speeds below approximately 105 'mph IAS. Glide distance with the gear extended is roughly halved; if conditions dictate, the gear can be retained in the retracted position by latching the lever in the override up position.
NOTE
If engine failure was caused by fuel exhaustion, power will not be regained after tanks are switched until empty fuel lines are filled, which may require up to ten seconds.
4
If power is not regained, proceed with the POWER OFF LANDING procedure.
EMERGENCY PROCEDURES
REVISED: JANUARY 31,1987
ARROW
I1
ENGINE POWER LOSS IN FLIGHT
95 kt
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 for an emergency landing (See POWER OFF LANDING). Maintain an airspeed of at least 110 MPH IAS, gear and flaps up and if altitude permits proceed as follows:
1.
Fuel Selector
-
Switch to another tank containing fuel.
2.
Electric Fuel Pump
3. Mixture
-
Rich
-
On
4. Alternate Air
-
On
5. Engine Gauges
-
Check for indication of the cause of power loss.
6. If no fuel pressure is indicated, check tank selector position to be sure it is on a tank containing fuel.
When power is restored:
7.
Alternate Air
-
Off
8.
Electric Fuel Pump
-
Off
If the above steps do not restore power, prepare for an emergency landing. If time permits:
1.
Ignition Switch
-
"L"
2.
Throttle and Mixture then
" R
-
Different settings. (This may restore power if problem is too rich or too lean a mixture, or partial fuel system restriction.
3.
Try another fuel tank. (Water in the fuel could take some 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 may require up to ten seconds.
If power is not restored, proceed with POWER OFF LANDING procedures.
POWER OFF LANDING
91 kt
If loss of power occurs at altitude, trim the aircraft for best gliding angle (105 MPH IAS)
(Air Cond. off) and look for a suitable field. (See Note) If measures taken to restore power are not effective, and if time permits, check your charts for airports in the immediate vicinity; it may be possible to land at one if you have sufficient altitude. At best gliding angle, with the engine windmilling, and the propeller control in full "decrease RPM," the aircraft will travel approximately 1.6 miles for each thousand feet of altitude. If possible, notify the FAA by radio of your difficulty and intentions. If another pilot or passenger is aboard, let him help.
When you have located a suitable field, establish a spiral pattern around this field. Try to be at 1000 feet above the field at the downwind position, to make a normal landing approach.
When the field can easily be reached, slow to 90 MPH IAS for the shortest landing. Excess altitude may be lost by widening your pattern, using flaps or slipping, or a combination of these.
78 kt
EMERGENCY PROCEDURES
ISSUED: JULY 13,1973
Whether to attempt a landing with gear up or down depends on many factors.
If the field chosen is obviously smooth and firm, and long enough to bring the plane to a stop,
the
gear should be
If there are
stumps
will bettea or rocks or other large obstacles in the field,
the
gear in the down position protect
the
occupants of
the
aircraft. If, however, the field is
suspected
to be excessively soft
or
short,
or
when landing in water of any depth, a wheels-up landing will normally be safer and do less damage to the airplane.
I
On aircraft equipped with
the
backup gear extender at airspeeds below approximately
105
mpb
IAS the
gear will
free
fall, and will
take
six
to
eight
seconds
to fiee fall and lock. If a gear up landing is desired, it will be
necessary to
latch
the
override lever in the up position before airspeed drops to
115
mph to prevent landing gear from inadverkntly
100 kt free falling.
Touchdown should normally be made at the lowest possible airspeed.
GEAR DOWN LANDING
For a gear down landing, proceed as follows when committed to landing:
1.
Gear selector switch
- down
2.
Close throttle and shut off the master and ignition switches
3. Flaps as desired
4. Turn the fuel selector valve to off
5.
6.
Mixture
-
Idle cut-off
Tighten seat belt (and shoulder harness, if available)
7.
Touchdown at lowest possible airspeed
NOTE
On aircraft equipped with the backup gear extender, the mechanism will extend the gear below approximately
105
mph IAS
91 kt with power off. Be prepared to latch the emergency override lever
UP before airspeed drops to
115
mph to prevent landing gear fiom inadvertently free falling, until gear extension is desired.
NOTE
With the master switch off, the landing gear cannot be retracted.
I
GEAR UP LANDING
In the event a gear up landing is desired,
p e e d
as follows when committed to landing:
1.
On aircraft equipped with the backup gear extender. lock emergency gear lever in "Override Engaged" position before airspeed drops to
115
mph to prevent landing gear horn inadvertently free falling.
2. Flapsasdestred.
3.
Close throttle and shut off the master and ignition switches.
4.
Turn the fuel selector valve to off.
5.
6 .
Tighten seat belt (and shoulder harness, if available).
Contact surface at minimum possible airspeed.
I
I
NOTE
With the master switch off, the landing gear cannot be retracted.
EMERGENCY PROCEDURES
REVISED: JANUARY 31,1987
ARROW
II
PROPELLER OVERSPEED
Propeller overspeed is caused by a malfunction in the propeller governor, or low oil pressure, which allows the propeller blades to rotate to full low pitch. If this should occur, proceed as follows:
1. THROTTLE
-
RETARD.
2. OIL PRESSURE
-
CHECK.
3.
4.
5.
PROPELLER CONTROL
-
FULL RECREASE RPM, THEN SET I F ANY
CONTROL AVAILABLE.
REDUCE AIRSPEED.
T H R O T n E
-
AS REQUIRED TO REMAIN BELOW
2700
RPM.
I
EMERGENCY LANDING GEAR EXTENSION
Accomplish the following checks prior to initiation of the emergency extension procedure:
1.
Master Switch
-
Check On.
2.
3.
4.
Circuit Breakers
Panel Lights
-
Check.
-
Off (in daytime).
Gear Indicator Bulbs
-
Check.
If landing gear does not check down and locked:
5 .
Reduce airspeed below
100
mph.
87 kt
6 .
7.
Move landing gear selector switch to gear down position.
If gear has failed to lock down, on aircraft equipped with the backup gear extender,
8.
9.
-aise emergency gear lever to "Ovemde Engaged" position.
If gear has still failed to lock down, move emergency gear lever to Emergency Down position.
If gear has still failed to lock down, yaw the airplane abruptly from side to side with the rudder.
NOTE
If all electrical power has been lost. the landing gear must be extended using the above emergency procedures. The landing gear position indicator lights will not be operative.
NOTE
Refer to page
3-11
for differences when emergency extension procedure is performed for training purposes.
1
EMERGENCY PROCEDURES
REVISED: JANUARY
31,1987
ARROW I1
I
SPINS
Intentional spins are prohibited in this aircraft. If a spin is inadvertently entered, immediately use the following recovery procedures:
1. THROTTLE
-
IDLE.
2. RUDDER
-
FULL OPPOSITE TO DIRECTION OF ROTATION.
3. CONTROL WHEEL
-
FULL FORWARD.
4.
RUDDER
-
NEUTRAL (WHEN ROTATION STOPS).
5 .
CONTROL WHEEL
-
AS REQUIRED TO SMOOTHLY REGAIN LEVEL FLIGHT
ATITTVDE.
NOTE
On aircraft equipped with the backup gear extender, the landing gear will extend in this flight condition, but will retract during recovery, aand has no adverse affect on the spin characteristics.
OPEN DOOR
The cabin door on the Cherokee Arrow I1 is latched at four points so the chances of its opening in flight are remote. However, should you forget to completely close or latch the door, it may open partially. This will usually happen soon after take-off. An open door will not affect the normal flight characteristics, and a normal landing can be made with it open. If the door opens it will trail in a slightly open position, and the airspeed will be reduced slightly.
To close the door in flight, proceed as follows:
1 .
Slow aircraft to
100
mph IAS.
2. Cabin Vents
-
Close.
3. Storm Window
-
Open.
4.
If upper latch is open
87 kt
- latch. If lower latch is open
- open top latch, push door further open, and then close rapidly. Latch top latch.
A slip in the direction of the open door will assist in latching procedure.
EMERGENCY PROCEDURES
REVISED: JANUARY
31,1987
ARROW
II
FIRE
The 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, or other indications, since the action to
be
taken differs somewhat in each case.
1. Source of Fire
-
Check a. Electrical Fire (Smoke in Cabin):
(1) Master Switch
-
Off
(2) Vents
-
Open
(3) Cabin Heat
-
Off
(4)
Land
as
soon as practicable. b. Engine Fire:
(1) In case of engine fire in flight
(a) Fuel Selector
(c) Mixture
(d) Heater Off (In all cases of fire)
(e) Defroster
( f )
-
-
-
-
OFF
(b) Throttle
-
CLOSE
IDLE CUT OFF
OFF (In all cases of fire)
If terrain permits
-
Land Immediately
The possibility of an engine fire in flight is extremely remote. The procedure given above is general and pilot judgement should
be
the deciding factor for action in such an emergency.
(2) In case of engine, fire on the ground
(a) If engine !.as not started
1.
Mixture
2. Throttle
-
-
IDLE CUT OFF
OPEN
3. Turn engine with starter (This is an attempt to pull the fire into the engine.)
(b) If engine has already started and is running, continue operating to try pulling the fire into the engine.
(c) In either case stated in (a) and (b), if the fire continues longer than a few seconds, the fire should be extinguished by the best available external means.
(d) If external
fire
extinguishing is to be applied
1. Fuel Selector Valves
-
OFF
2.
Mixture
-
IDLE CUT OFF
LOSS OF OIL PRESSURE
Loss of oil pressure may
be
either partial or complete.
A
partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should be 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 be the result of a faulty gauge. In either case, proceed toward the nearest airport, and be prepared for a forced landing. If the problem is not a pressure gauge malfunction, the engine may stop suddenly. Maintain altitude until such time as a dead stick landing can
be
accomplished. Don't
EMERGENCY PROCEDURES
ISSUED: JULY 13,1973
ARROW I1
change power settings unnecessarily, as 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 increase in temperatures, or oil smoke, are apparent, and an airport is not close.
If engine stoppage occurs, proceed to POWER OFF LANDING.
LOSS OF FUEL PRESSURE
1.
Electric Boost Pump
-
On.
2. Mixture Control Forward.
3.
Fuel Selector
-
Check on full tank.
If problem is not an empty fuel tank, land as soon as practicable and have the fuel system checked.
HIGH OIL TEMPERATURE
An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other causes. Land as soon as practicable 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.
ALTERNATOR FAILURE
Loss of alternator output is detected through a zero reading on the ammeter. Before executing the following procedure, insure that the reading is zero and not merely low by actuating an electrically powered device, such as the landing light. If no increase in the ammeter reading is noted, alternator failure can be assumed.
'1. Reduce electrical load.
2.
Alternator Circuit Breakers
-
Check.
I
3.
"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 power is being supplied by the battery.
NOTE
If the battery is fully discharged, the gear will have to be lowered using the "EMERGENCY LANDING GEAR EXTENSION" procedure, and the position lights will of course not be operating.
EMERGENCY PROCEDURES
REVISED:
JUNE
WEIGHT AND BALANCE
FOR
CHEROKEE A.RROW
WARNING
EXTREME CARE MUST BE EXERCISED TO LIMIT THE USE OF THIS REPORT TO
APPLICABLE AIRCRAFT. THIS REPORT REVISED AS INDICATED BELOW OR
SUBSEQUENTLY REVISED IS VALID FOR USE WITH THE AIRPLANE
IDENTIFIED BELOW WHEN APPROVED BY PIPER AIRCRAFT CORPORATION.
SUBSEQUENT REVISIONS SUPPLIED BY PIPER AIRCRAFT CORPORATION
MUST BE PROPERLY INSERTED.
MODEL PA-28R-200
AIRCRAFT SERIAL NO. REGISTRATION NO.
PIPER AIRCRAFT CORPORATION
APPROVAL SIGNATURE AND STAMP
ISSUED:
MAY
14,1973
REVISED:
MARCH
REPORT: VB-549
MODEL: PA-28R-200
BLANK PAGE
WEIGHT AND BALANCE
Log
of
Revisions
.............................................................................................................................
5-iii
Weight and Balance
.......................................................................................................................
5-1
Weight and Balance Data
.
...........................................................................
5-3
Weight and Balance Data
...............................................................................................................
5-7
C. G
.
Range and Weight Instructions
......................................................... .............................
5-8
Equipment List
ARROW
INDEX
.
Log of Revisions
............................................................................................................................
Weight and Balance
........................................................................................................................
Weight and Balance Data
.
...........................................................................
Weight and Balance Data
...............................................................................................................
.
G
.
Range and Weight Instructions
............................................................................................
C
Equipment List
A
...............................................................................................................................
.
Propellers and Propeller Accessories
.............................................................................
B
C
.
.
Engine and Engine Accessories
Landing Gear and Brakes
.
.................................................
................................................................................................
D
.
Electrical Equipment
......................................................................................................
E
F
.
.
Instruments
......................................................................................................................
.
Hydraulic Equipment
G Miscellaneous
H
I
J
.
......................................................................................................
..................................................................................................................
Engine and Engine Accessories
.
.
Electrical Equipment (Optiorial Equipment)
..............
...................................................................
.
Autopilots (Optional Equipment)
....................................................................................
K
L
.
Radio Equipment (Optional Equipment)
.........................................................................
.
Instruments (Optional Equipment)
..................................................................................
M
.
Miscellaneous (Optional Equipment)
.............................................................................
ISSUED: MAY 14. 1973 REPORT: VB-549 PAGE
5-i
MODEL: PA-28R-200
ARROW
Revision
Title
WEIGHT
AND
BALANCE LOG OF REVISIONS
Description and Revision
Revised Fuel Capacity on Sample Problem.
Revised Battery and Voltage Regulator
Weights and Moments.
Revised
Toe Brake Weight and Moment.
Revised Battery Weights and Moment.
Revised Selector Panel and Marker Beacon
Weights, Arms and Moments.
Revised
-
10 and
-
12 Microphones Weights,
Arms and Moments.
Revised Right and
h f t
Vert. Adj. Front
Seats' 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
DO NOT REQUIRE THIS REVISION.)
Added Oil and footnote.
Added Annunciator Light and footnote.
Revised Inertia Safety Belts Weights, Arm,
Moment and Part No.
Added Oil Filter, Lycoming #LW-13743; added Vacuum Pump Model 21 1 cc; added
Low Vacuum Annunciator Light; added
Vacuum Regulator #133A4; added Vacuum
Regulator 2H3- 19; added footnotes.
Added AutoControl IIIB; added footnotes; added ser. nos. to AutoControl III Console.
Added footnotes; relocated Item.
Added item relocated from Page 5-25; revised item enaies; added footnote; re- located items;
added
Dual
KNI-520.
Added items relocated fiom Page 5-26; added footnote; relocated items.
Added items relocated from Page 5-27; added footnote.
Added page.
Added page.
ISSUED: MAY 14,1973
REVISED:
JUNE
REPORT:
VB-549
PAGE
5-iii
MODEL: PA-28R-200
ARROW
WEIGHT
AND
Revision Revised Pages
3 (cont) 5-28c
5-28d
5-29
5-3 1
4
5 5-22
5-27
5-28
5-29
5-30
5-32
5- 12
5-14
5-1 8
5-2 1
5-29
5-30
5-3 1
5-32
Approved Date
Description and Revision
Added page.
Added page.
Added Encoding Altimeter.
Revised Inertia Safety Belts' Weights,
Arm,
Moment and Part No.; revised Assist Strap and Coat Hook (62353-5); relocated info to page 5-32.
Added info from page 5-3
1.
Deleted Alternator.
Revised Battery description.
Added 79337-3 Right Front Seat.
Revised Rotating Beacon description.
Deleted Vacuum Regulator.
Added Engine Hour Meter, Radar Altimeter and NSD Gyro; added footnote.
Added 79337-1 8 Front Headrest; added
79337- 18 Rear Headrest; added 79591 -0
Left Front Seat; relocated Right Front
Seat to page 5-32.
Added Right Front Seat from page 5-3 1
; added 7959 1-1 Right Front Seat; added
76304 1 1 and
-
12 Overhead Vent Systems; added Stainless Steel Control Cables; added footnote.
June 27,1975
"C(?Au
Revised Electric Trim System to Piper
Pitch Trim 67469-2; added Piper Pitch
Trim 67469-3; added footnote.
Added King KN61 DME and King KN65A
DME.
Added Dwg. No. to PAL Transmitter; added PAL Transmitter 79265-6.
Deleted Dwg. No. from Clock.
Added Narco
OC-
1 10 Converter and Mount.
Dec. 8, 1975
by*
6 5-28 Added PAL Transmitter 79761 -4.
REPORT: VB-549 PAGE 5-iv
MODEL: PA-28R-200
ISSUED:
MAY
14,1973
REVISED:
JULY
22,1976
ARROW
WEIGHT
AND
BALANCE LOG OF REVISIONS (cont)
8 5- 1
5-3
5-4
Description and Revision
Approved Date
Revision Revised Pages
7 5-11
5-12
5-15
5-29
Added McCauley Propeller and Spinner; added footnotes.
Added Lycorning 10-360-C
1
C6 Engine and footnotes.
Added Tachometer and footnotes.
Revised Attitude and Directional Gyro dash nos.
Revised Weight and Balance info.
Added Caution; relocated para. 2.6 to pg.
5-4.
Added para. 2.b. from pg.
5-3.
1
7-3
Feb. 28,1977
9
5- 1
5-3
5-7
Revised Weight and Balance info.
Revised weighing procedures para.
Revised info.
Ouil6;ru
Feb. 29,1984
ISSUED: FEBRUARY 28,1977
REVISED: FEBRUARY 29,1984
REPORT: VB-549 PAGE 5-v
MODEL: PA-28R-200
ARROW
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-549
MODEL: PA-28R-200
ISSUED: FEBRUARY 28,1977
ARROW
WEIGHT AND BALANCE
In order to achieve the performance and flying characteristics which are designed into the aircraft, the Arrow must be flown with the weight and center of gravity (C.G.) position within the approved envelope. The aircraft offers flexibility of loading. However, you cannot fill the aircraft,
I with four adults, full fuel tanks and maximum baggage. With the flexibility comes responsibility.
The pilot must insure that the airplane is loaded within the loading envelope before he makes a takeoff.
Misloading carries consequences for any aircraft. An overloaded airplane will not take off, climb or cruise as well as when it is properly loaded. The heavier the airplane is loaded the less climb performance it will have.
Center of 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 airplane may rotate prematurely on takeoff or try to pitch up during climb. Longitudinal stability 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 aircraft, however, will perform as intended. Before the aircraft is licensed, the Arrow is weighed and a licensed empty weight and C.G. location computed. Using the licensed empty weight and C.G. location, the pilot can easily 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 for a particular airplane are recorded in the weight and balance section of the Airplane Flight Manual. The current values should always be used. Whenever new equipment is added or any modification work is done, the mechanic respon- sible for the work is required to compute a new basic empty weight and C.G. position and to write these in the aircraft log book. The owner should make sure that it is done.
A weight and balance calculation is necessary in determining how much fuel or baggage 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 empty weight, C.G. position, and useful load. Note that the useful load includes fuel, oil, baggage, cargo and passengers. Following this is the method for computing takeoff weight and C.G.
ISSUED: MAY 14,1973
REVISED: FEBRUARY 29,1984
REPORT: VB-549 PAGE
5-1
M0DEL:PA-28R-200
ARROW
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-549 PAGE 5-2
MODEL: PA-28R-200
ISSUED:
MAY
14,1973
ARROW
WEIGHT AND BALANCE DATA
WEIGHING PROCEDURE
I
At the time of 1icensingPiper Aircraft Corporation provides each airplane with the licensed empty weight and center of gravity location. This data is on Page 5-7.
The removal or addition of an excessive amount of equipment or excessive airplane modifications can affect the licensed empty weight and empty weight center of gravity. The following is a weighing procedure to determine this licensed empty weight and center of gravity location:
1. PREPARATION a. Be 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 rags and tools from the airplane before weighing. c. Defuel airplane. Then open all fuel drains until all remaining fuel is drained.
Operate engine on each tank until all undrainable fuel is used and engine stops.
CAUTION
Whenever the fuel system is completely drained and fuel is re- plenished 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.
2.
d. Drain all oil from the engine, by means of the oil drain, with the airplane in ground attitude. This will leave the undrainable oil still in the system.
Engine oil temperature should be in the normal operating range before draining. e. Place pilot and copilot seats in fourth (4th) notch, aft of forward position.
Put flaps in the fully retracted position and all control surfaces in the neutral position. Tow bar should be in the proper location and all entrance and baggage doors 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:
REVISED:
14,1973
FEBRUARY
REPORT: VB-549 PAGE 5-3
MODEL: PA-28R-200
ARROW b.
Level airplane (see diagram) deflating nose wheel tire, to center bubble on level.
3.
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
Nose Wheel (N)
Right Main Wheel (R)
Left Main Wheel (L)
Airplane Empty Weight, as Weighed (T)
Scale
Reading Tare Weight
4.
EMPTY WEIGHT CENTER OF GRAVITY a. The following geometry applies to the PA-28R-200 airplane when airplane is level (See Item 2).
(Fuselage Left Side)
-
I
REPORT: VB-549 PAGE 5-4
MODEL: PA-28R-200
W
Leading
Edge
*
The datum is 78.4 inches ahead of the wing leading edge at the intersection of the straight and tapered section.
ISSUED:
MAY
REVISED: APRIL 13,1979
ARROW
b.
Obtain measurement "A" by measuring from a plumb bob dropped from the wing leading edge, at the intersection of the straight and tapered 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. Then average the measurements. d. T h e empty weight center of gravity (as weighed including optional equipment and undrainable oil) can be determined by the following formula:
C. G. Arm
C.G. Arm
-
78.4
+
A
-
W
T
-
78.4
+
( )--=
( ) inches
5 .
LICENSED EMPTY WEIGHT AND EMPTY WEIGHT CENTER OF GRAVITY
Empty Weight (as weighed)
Unusable Fuel (1 3 113 Pints)
Licensed Empty Weight
Weight
+
10.0
Arm
103.0
Moment
+lo30
ISSUED: MAY 14,1973
REPORT:
VB
549 PAGE 5-5
MODEL: PA-28R-200
ARROW
REPORT:
VB-549
PAGE
5-6
MODEL: PA-28R-200
ISSUED:
MAY 14,1973
ARROW
WEIGHT AND BALANCE DATA
MODEL PA-28R-U)O CHEROKEE
Airplane Serial Number
Registration Number
Date
AIRPLANE
WEIGHT
Item
Weight
(Lbs)
C. G.
Ann
(Inches Aft of Datum)
Moment
(In-Lbs)
*Empty Weight
Actual
Computed
Unusable Fuel (1 3- 113 pints)
Standard Empty Weight
Optional Equipment
Licensed Empty Weight
10.0 103.0
1030
*Empty weight is defined
as
1.8 lbs undrainable engine oil. dry empty weight (including paint and hydraulic fluid) plus
AIRPLANE USEFUL LOAD
-
NORMAL CATEGORY OPERATION
(Gross Weight)
-
(Licensed Empty Weight)
=
Useful Load
(26501bs)
-
( lbs)
= lbs
THIS LICENSED EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE FOR THE
I
AIRPLANE AS LICENSED AT THE FACTORY. REFER TO APPROPRIATE AIRCRAFT
RECORD WHEN ALTERATIONS HAVE BEEN MADE.
ISSUED: MAY
REVISED:
FEBRUARY
REPORT: VB-549 PAGE 5-7
MODEL: PA-28R-200
ARROW
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.
4. 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. If the point falls within the C.G. envelope, the loading meets the weight and balance requirements.
SAMPLE LOADING PROBLEM (Normal Category)
Weight
(Lbs)
Arm Aft
Datum
(Inches)
Moment
(In-Lbs)
Licensed Empty Weight
Oil (8 quarts)
Pilot and Front Passenger
Passengers, Aft (Rear Seat)
Fuel (48 Gal. Maximum)
*Baggage
Moment due to Retracting of
Landing Gear
Total Loaded Airplane
15
340
340
24.5
80.5
118.1
95.0
142.8
368
27370
40154
819
-
The 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.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER TO INSURE
THAT THE AIRPLANE IS LOADED PROPERLY.
*Check Aft C.G. between 150 Ibs and 200 lbs.
REPORT: VB-549 PAGE 5-8
MODEL: PA-2SR-200
ISSUED:
MAY
REVISED: OCTOBER 29,1973
Weight
I
Balance & Equipment List Revision
A d v a n t a g e A v i o n i c s
-
VZKROBIY
7000 Merrill Ave. Box 20, Hangar A-240
Chino, CA 91710 Tel: 909-606-0220
AIC Tail #
:
N323MG
Register Name
: BLUE SKIES UNLIMITED LLC
Name 2 :
Address 1 : 1107 FAIR OAKS AVE STE 846
Address 2 :
City, State, PC
:
SOUTH PASADENA, CA 91030-3311
Page # :
AIC Make : PIPER
AIC Model : PA-28R-200
AIC Serial # : 28R-7635256
WO Ref # : 2773
WB Date
:
May-09-2007
WB ID # : 195
Previous data taken from document dated Oct-20-2000
AIRCRAFT GROSS WEIGHT = 2650.00 WEIGHED USEFUL LOAD (computed) =
917.00
Model
I
# Description o f changes
(
LB 1 IN
)
Basic Empty Weight (from weighing)
->>>
Weight CGlArm
1733.00 84.39
NO ITEMS REMOVED
NO ITEMS INSTALLED
NEW DATA
>>
NEW USEFUL LOAD
=
917.00 1733.00 84.39
Moment
146256.38
Authorized Individual Y Mark Krueger
Aviation Services Group
WEIGHT AND BALANCE
Serial
#
28R-7635256
Make: Piper
NOSE
RIGHT
LEFT
Weight
466
618
642
UNUSABLE FUEL 10
TOTAL 1736
Owner:
luxury
Air
Management Date 10-20-00
Arm
15.46
109.54
109.54
103
84.23
Moment
7204.36
67695.72
70324.68
1030
146254.76
New empty weight 1736 lbs.
New E.W.C.G. 84.23"
New
Moment
146254.76
New u s e l l load 914 Ibs.
Karl
kreftinf
A&P 2956425 50IA
10-20-00
4700 Ahpart
R d
OH 45226
(513) 871-2020
I .
,
- A ,
, "
1
'
.-.a
9 .
-
b
..
;
,I.
4
I
.
,
.
C
A I a C 9 A m MAKE Y O O I L
f l d
//VZ
8
p,Fk-aSd
OWWIa
ma.( k ? !
-&
'
P
-
'I.
. .
'i
m w
.
u m a - u ' ~ S ' a
r q o ~ m
-
LJ.;ur
m 3 . y
CA.
RIOt#TI)ATlON
3 a - 3 4 ~ d.p3/
#+/
y&3a-y47
UWFUL LOAD
Ff
'z
WKW IMPTI WIIOHT
AEd*
6 Z 3
Form
Approved
OM0
No.
US D . p u b n m or
Tnnpor(rlion
F-A*
-
-
AdnH.b.llon
MAJOR REPAIR AND ALTERATION
(Airframe, Powerplant, Propeller, or Appliance)
For FAA
U
Only
I
offlca Identilicelion
INSTRUCTIONS: Print or lype a1 entries.
See FAR 43.9, FAR 43 Appendix
0,
and AC 43.91
(or
subsequent mvision
themof)
for instructions and disposition of this form. f his nport is raquksd by Law (40 U.S.C. 1421). Failun
to
nport can n w k in civil pnelty not
to
exceed $1,000 for each such violetion (Sadion 901 F&ml Aviation Act of 1958).
MsM
P i p e r
1. Airclaft
-I
No.
1
2. -r
1
28R-7635256
Namo (As
shown on regrjtratbn w t t h t e )
Luxury A i r Management, Inc
MO(I(H
PA-28R-200
Nathnal'i and Registration
Mark
N323MG
Addmss (As shorn
on -stration
~~)t?iticate)
I
30 Old Rudnick Lane
Dover, DE 19901
-
-
-
-
-
-
I
Unit
I
Make
-
4. Unit Identification
I
Model
(As desctibed in Item 1 above)
Serial No.
&%!?
I
Repir
I
Alterabon
-
-
-
I
I X
-
I
POWERPLANT
I
PROPELLER
-
-
APPLIANCE
I
I
I
I
I
6. Conformity Statement
A. Agency's Name and Address
Chris Moyers
Aero A v i a t i o n T r a i n i n g Center, I n c .
4510 A i r p o r t Rd., Hangar 1
C i n c i n n a t i , Ohio 45226
X
U.S. Cettificat.d Wchank
Foreign C e t i i t e d
Mechanic
C. Cetiicate No.
A1291728591
-
Manufacturer
D
I
c e w that
the
repair
and/or
afteration made to
the
unit@) identifRd in item
4
above and desaibed on
Vie
reverse
have been
made
in accordance with
or
attachments
heceto the requirements
of Part 43
of the
U.S. Federal Avialion Regulations
and
that
the informalion
furnished herein is ttue and axred
the
best of my
knowledge.
Date
10-19-2000
-
-
-
-
-
-
-
I
Pursuant
b below,
the unil identified in item 4 was in
Administrator of
the
Federal Aviation Administretion
and
is
APPROVED y ' manner
pmsuibed
by
the
otIw
FAA
Rt Standards
Inspector
Uanufechrrer ~~A~
BY
FAA Designee Repair Stabon
~~ w
Signature of Authofized
Individual
Dateof
Approval orRepcfion
4
940
0
FAA Fonn
(12-98)
c d l k a t e
or
DeJiOnation No.
/9Y3dk?
v
-
-
NOTICE
Weight and balance or operating limitabbn changes shell be entered in the appmpriak a i m t l
record.
An alleration must be compatibk with al to asurn continued contbnnity with the applicable aimwrthiness requirements.
8.
Dercrlptlon of Wolk AccomplWI.d..
(Ifmom s p c u
is rsquiad, attach
~~I
sheds.
kwwy
mlh ahban
natimatty and n@hbiDn mark and &fs
work
compkted)
Removed and replaced 3 left, 2 right and door side windows and left forward vent window with heavy gauge windows in accordance with STC SA00047NY.
Complete weight and balance computations were completed and entered in the appropriate aircraft records.
~ i t i o n a l s h e e t . ~ A t t e J r e d
LOADING
GRAPH
ARROW
0 5 10 15 2 0 1 5 3 0 35 40
MOMENT/l#W)
(POUND
-
INCHES)
45 50
ISSUED:
MAY
REPORT:
PAGE 5-9
MODEL: PA-ZSR-200
ARROW
IT IS THE RESPONSIBILITY O F THE OWNER AND PILOT T O ASCERTAIN THAT
THE AIRPLANE ALWAYS REMAINS WITHIN THE ALLOWABLE WEIGHT VS. CENTER
O F GRAVITY ENVELOPE WHILE IN FLIGHT.
C.
6.
RANGE AND WEIGHT
IS00
80
82 84 86 88
INCHES AFT OF DAlllM
90
92
MOMENT DUE TO RETRACTING LANDING GEAR
=
+819 IN
-
LBS
04
REPORT: VB-549 PAGE 5-10
MODEL: PA-28R-200
ISSUED:
MAY
14,1973
ARROW
EQUIPMENT LIST
The following is a list of equipment which may be installed in the PA-28R-200. Items marked with an
"X"
Item Item
A. Propellers and Propeller Accessories
Propeller
-
Hartzell Model
HC-C2YK- 1
(
)/7666A-2 or
HC-C2YK- 1
(
)F/F7666A-2*
Propeller
-
McCauley Model
I
-
Spinner and Attachment Plate
Installation PAC Dwg. 99374*
I
Spinner and Attachment Plate
-
Hydraulic Governor
Hartzell Model F-2-7
( )
Weight
Arm
Aft
Lbs
Cert.
.
Datum Moment Basis
I
*
Serial Nos. 28R-7435001 through 28R-76355 16
**
Serial Nos. 28R-7635517 and up
ISSUED: MAY 14,1973
REVISED: FEBRUARY 28,1977
REPORT: VB-549 PAGE 5-11
ARROW
Item Item
B. Engine and Engine Accessories
Fuel and Oil Systems
Engine
-
Lycorning Model
10-360-C1 C**
Engine
-
Lycorning Model
10-360-ClC6***
Fuel Pump
-
Electric Auxiliary
Weldon #8 120-AB
Induction Air Filter
Fram Model CA- 1 44PL
Fuel Pump
-
Engine Driven
Lycoming 75247
Starter
-
12V
Prestolite Model MZ-4206
Lycoming 7621 1
Oil Cooler, PAC 67848
Oil Filter with Adapter
AC OF5578770 (3.3 Ibs. each)
(Lycoming #75528)*
Oil Filter, Lycoming
#LW- 13743 (Champion
#CH-48
1 1 0)*
Weight
Lbs.
Arm Aft Cert.
Datum Moment Basis
326
333
2.8
.5
1.6
18.7
18.7
42.9
37.2
32.0
6096 TC lElO
6227 TC lElO
120 TC 2A13
19 TC 2A13
5 1 TC lElO
18.0
2.6
10.5
39.7
1 89
103
TC lElO
TC 2A13
*
Serial Nos. 28R-7535001 and up
**
Serial Nos. 28R-7435001 through 28R-76355 16
***
Serial Nos. 28R-7635517 and up
REPORT: VB-549 PAGE 5-12
MODEL: PA-28R-200
REYISED: FEBRUARY 28,1977
Item
Item
C. Landing Gear and Brakes
Two Main Wheel
-
Brake Assemblies
40-86 Wheel Assembly (Cleveland)
30-55 Brake Assembly (Cleveland)
Two Main 4 Ply Rating Tres
6.00-6 with Regular Tubes
One Nose Wheel Assembly
40-77
Wheel Assembly (Cleveland)
(less brake drum)
One
4
Ply Rating 'Iire
5.00-5 Regular Tube
ARROW
Weight
Arm
Aft
Lbs. Datum
Cert.
Moment Basis
MAY
14,1973
REPORT: VB-549 PAGE 5-13
ARROW
Item Item
D. Electrical Equipment
I
One Battery 12V, 25 Amp Hour
-
Battery Contactor, Piper
63880-0
Stall Warning Detector, Safe
Flight Inst. Corp. No. C52207-4
Switch
-
Landing Gear Selector
Cutler Hammer 8906-K 1736
Voltage Regulator
Wico Electric No. X- 16300B
Overvoltage Relay
Wico Elecuic No. X- 16799B
Starter Relay
Piper
Dwg. 99
130-2
Landing Gear Motor Contactor
Cole-Hersee #24059
(2)
-8
Ibs. each
Annunciator Lights
*
Weight
A m
Aft
Lbs.
Cert
.
Datum Moment Basis
*Serial nos. 7535001 and up
REPORT: VB-549 PAGE 5-14
MODEL: PA-28R-200
ISSUED: MAY
REVISED:
JUNE
Item Item
E. Instruments
Compass
-
Piper 67462
Airspeed Indicator
-
Piper 67434-2 or -3
Tachometer
-
Piper 621 77-6*
I
-
-
Piper 621 77-3**
Engine Cluster
-
Piper 95241 -2
Engine Cluster
-
Piper 95241 -3
Altimeter
-
Piper PS50008-2, -3,
-4 or -5
Manifold Pressure and Fuel
Flow
-
Piper PS5003 1-6
Airspeed Indicator
-
Piper
PS 50049-5
ARROW
Weight
Arm
Aft
Lbs. Datum Moment
Cert.
Basis
59.9
61.8
61.2
61.2
62.4
62.4
60.9
60.8
61.8
1
.O
1.7
-6
.9
.6
.7
0.7
.8
.8
54 TSO C7c
37
43
43
50
50
TSO C2b
TC 2A13
TC 2A13
TC 2A13
TC 2A13
61 TSOClOb
103 TSO C45
37 TSO C2b
*
Serial Nos. 28R-7435001 through 28R-76355 16
**
Serial Nos. 28R-76355 17 and up
ISSUED:
MAY
14,1973
REVISED: FEBRUARY 28,1977
REPORT: VB-549 PAGE 5-15
MODEL: PA-28R-200
I
ARROW
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT:
VB-549
PAGE
5-16
MODEL: PA-28R-200
ISSUED:
MAY
14,1973
Item
Item
F. Hydraulic Equipment
Cylinder Hydraulic Nose
Gear
Piper 67504
Cylinder Hydraulic (2)
Main Gear Piper 67505
(0.9 lbs. each)
Pump Assembly
-
Piper
67500-2
Switch, Pressure Consolidated
Controls #2
1
1
C243-3
Valve
-
Free Fall
Piper 67522-2
ARROW
Weight
Arm
Aft
Lbs. Datum Moment
Cert.
Basis
ISSUED: MAY 14,1973 REPORT: VB-549 PAGE 5-17
MODEL: PA-28R-200
ARROW
Item Item
G. Miscellaneous
Forward Seat Belts (2)
PS50039-4-2 (.75 Ibs. each)
Rear Seat Belts (2)
PS50039-4-3 (.70 lbs. each)
Inertia Safety Belts, Front
Seats (2) PS50039-4- 17
(0.75 lbs. each)
Toe Brakes (Dual)
Piper Dwg. 6701 8-3
Front Seat
(Right) Piper Dwg. 76 1 7 1
-
1
(Right) Piper Dwg. 79337-3
Individual Rear Seats(2)
Piper Dwg. 99730-0 and -1
(13.5 lbs. each)
Flight Manual
and
Logs
Tow Bar, Piper Dwg. 67336-0
Weight
Arm
Aft
Lbs. Datum Moment
Cert.
Basis
1.5
1.4
81.9
123.0
123 TSO C22
172 TSO C22
REPORT:
VB-549
PAGE 5-18
MODEL: PA-28R-200
ISSUED:
MAY
14,1973
REVISED:
JUNE
27,1975
ARROW
THIS PAGE INTENTIONALLY
EFT
BLANK
ISSUED:
MAY
14,1973
REPORT:
VB-549
PAGE 5-19
MODEL: PA-28R-200
ARROW
Item Item
H. Engine and Engine Accessories
-
Fuel and Oil System (Optional Equipment)
Weight
Arm
Aft
Lbs. Datum Moment
Cen.
Basis
Vacuum Pump
Airborne Manufacturing Co.
Model 200 CC
Oil Filter with Adapter
AC OF5578770 (3.3 Ibs. each)
(Lycoming #75528)
**
Oil Filter, Lycoming
# LW- 13743 (Champion
# CH-48 1 lo)**
Vacuum Pump, Airborne
1
Mfg. Co., Model 21 1 cc
-
1
-
Vacuum Regulator, Airborne
**
Mfg. Co., #133A4
*
1
Vacuum Regulator, Airborne
*
-
3.2
Neglect
29.6 94 TC 2A13
TC 2A13
I
*
Serial nos. 7535001 and up
**
Serial nos. 7435001 through 7435331
REPORT: VB-549 PAGE 5-20
MODEL: PA-28R-200
ISSUED:
MAY
14,1973
REVISED: JUNE 18,1974
ARROW
Item
Item
I. Electrical Equipment (Optional Equipment)
Landing Light G.E.
Model 4509
Navigation Light
(Rear)
Grimes A2064
Navigation Light (Wtng) (2)
Grimes A
1
285-G-
1
2
A 1285-R- 12
(0.2 lbs. each)
Auxiliary Power Receptacle
Piper 65647
External Power Cable
Piper 62355-2
Cabin Speaker
Quincy Spkr. Co. 8B-15052 or Oaktron Ind. GEV 1937
Cabin Light
Rotating Beacon
Battery 12V, 35 A.H.
Reading R-35
(Weight 27.2 Ibs.)
Weight
Arm
Aft
Lbs. Datum Moment
Cert.
Basis
*Weight and moment difference between standard and optional equipment.
ISSUED: MAY 14,1973
REVISED:
JUNE
27,1975
REPORT: VB-549
MODEL: PA-28R-200
ARROW
Item Item
I. Electrical Equipment (Optional
Equipment) (cont)
Heated Pitot Head
-
Piper
67477-0
Anti-Collision Lights
Whelen Engineering Co.
Piper Dwg.
99030-2
or
-5
Power Supply, Model HS, No.
A41 2A-14
(with fin light only)
Power Supply, Model HD,
T3
No.
A41 3
(with
fin
and wing lights)
Light, Fin %p,
A408
Cable, Fin Light,
A41 7- 1 1300
Lights, Wing
Tip (2)
(0.15
lbs. each) No.
A429
Cable, Wing Lights
A417-11298 & A417-11252
Piper Pitch Trim
Piper Dwg
67496-2
Piper Pitch Trim*
Piper Dwg.
67496-3
Weight
Lbs.
Arm
Aft
Cert.
Datum Moment Basis
2.3 198.0
3.0
.4
.4
.3
198 .O
263.4
230.7
106.6
2.0 115.6
455
TC
2A13
594
105
92
TC
2A13
TC
2A13
TC
2A13
32
TC
2A13
23 1
TC
2A13
1
*Serial nos.
28-7535077
and up.
REPORT:
VB-549
PAGE 5-22
MODEL: PA-28R-200
ISSUED:
MAY
14,1973
REVISED: DECEMBER 8,1975
Item Item
J.
Autopilots (Optional Equipment)
I
AutoControl 111
*
Roll Servo #1C363- 1-1 83R
I
-
(thru SIN
9999)
Cables
Attitude Gyro #52D66
Directional Gyro #52D54
I
Omni Coupler #1 C388
AutoFlite I1
Roll Servo #1C363-1-183R
Cable
Panel Unit #52D75-3 or -4
AutoControl 111 B
**
Console, #1 C338 (SIN 10000 &
UP)
Cables
Attitude Gyro, #52D66
Directional Gyro, #52D54
Omni Coupler, #lC388
ARROW
Weight Arm Aft
Lbs. Datum Moment
Cert.
Basis
STC SA1406SW
STC SA1406SW
STC SA1406SW
STC SA 1406s W
STC SA1406SW
STC SA1406SW
STC SA1157SW
STC SA1157SW
STC SA1157SW
STC SA1406SW
STC SA 1406SW
STC SA 1 406SW
STC SA1406SW
STC SA 1406SW
STC SA1406SW
I
*
Serial nos. 7435001 through 7435331
**
Serial nos. 7535001 and up
ISSUED: MAY 14,1973
REVISED:
JUNE
REPORT: VB-549 PAGE 5-23
MODEL: PA-2SR-200
ARROW
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT:
VB-549
PAGE
5-24
MODEL: PA-28R-200
ISSUED:
MAY
14,1973
ARROW
Item
Item
K. Radio Equipment (Optional Equipment)
Narco Mark 16 Transceiver, Single
*
Narco Mark 16 Transceiver, Dual
*
Narco VOA-5OM Omni Converter
*
Narco VOA-40M Omni Converter
*
Narco VOA-40 Omni Converter
*
Nav. Receiving Antenna
Cable, Nav. Antenna
#1 VHF Comm. Antenna
Cable,
#1
VHF Comm. Antenna
#t2 VHF Comm. Antenna
Cable,
#2
VHF Comm. Antenna
Anti Static Kit
#1 VHF Comm. Antenna
Cable, #1 VHF Comm. Antenna
#t2 VHF Comm. Antenna
Cable, #2 VHF Comm. Antenna
Low
Frequency Antenna
Static Wicks
Weight
Lbs.
Ann
Aft Cert.
Datum Moment Basis
1
*Serial nos. 7435001 through 7435331
ISSUED:
MAY
REVISED:
JUNE
REPORT: VB-549 PAGE 5-25
MODEL: PA-28R-200
ARROW
Item Item
K. Radio Equipment (Optional
Equipment) (cont)
Bendix ADF-T- 12C or D
*
Receiver Model 201F
I
I
Receiver Model 201 C or D
Audio Amplifier 102A
I
-
I
Servo Indicator 55 1A
-
I
I
Loop Antenna 232
1
E
Cable, Interconnecting
-
Sense Antenna and Cable
Narco Comm 10
( )
Narco Comm 1 1
( )
Dual Comm
1 1 ( )
Narco Nav 10
Narco Nav 11
Narco Nav 12
Dual Nav 11
I
I King KX-170(
-
)or=-175 ( )
( )
King KI-201
( )
King KI-211
( )
t
Dual KI-201
( )
Dual KNI-520
I
Narco ADF-3 1
Panel Unit
*
Sensor Unit
Sensor Cable
Sensor Antenna and Cable
Weight
Arm
Aft
Lbs. Datum Moment
Cert.
Basis
I
*Serial nos. 7435001 through 743533 1
REPORT:
PAGE
5-26
MODEL:
PA-28R-UW)
ISSUED:
MAY
14,1973
REVISED:
JUNE
Item Item
K. Radio Equipment (Optional
Equipment) (cont)
King KR-85
Receiver
Servo Indicator
Loop Antenna
Loop Cable
Audio Amplifier
Sense Antenna and Cable
Narco CP-25Bl125 Selector
*
Panel
Narco MBT- I 2-R Marker Beacon
Narco Comm 110
*
Narco Comm 11
1
Narco Nav 110
*
Narco Nav 1 1 I
Narco Nav 1 12
PM- 1 Marker Beacon
Receiver
*
Remote Unit
Cable
UGR-2A Glide Slope
Receiver
Cable
Antenna
Cable, Antenna
King KN60C DME
Receiver
Antenna
Cable, Antenna
King KN61 DME
King KN65A DME
*Serial nos. 7435001 through 7435331
ISSUED: MAY 14,1973
REVISED: DECEMBER 8,1975
ARROW
Weight Arm Aft
Lbs. Datum Moment
Cert.
Basis
TSO C66a
REPORT: VB-549 PAGE 5-27
MODEL: PA-28R-200
ARROW
Item Item
K.
Radio Equipment (Optional
Equipment) (cont)
*
Panel Unit
Antenna
Cable
IFD
Skyline 300 Transponder
*
Panel Unit
Remote Unit
Antenna
Cable
Piper Automatic Locator
Transmitter, Piper Dwg.
79265-0
Transmitter, Piper Dwg.
79265-6
I
Transmitter, Piper Dwg.
-
Antenna
&
Coax
Shelf & Access Hole
King KT76178 Transponder
Panel Unit
-
& Cable
Narco AT-5OA Transponder
(Includes Antenna & Cable)
King KMA-20
( )
Audio Panel
Antenna
Cable
Audio Selector Panel
-
Piper
*
99395-0, -2, or -3
Microphone (Carbon)
Piper
Dwg.
68856-10
Microphone (Dynamic)
Piper Dwg. 68856- 12
Headset
*Serial nos. 7435001 through 743533 1
REPORT: VB-549 PAGE 5-28
MODEL: PA-28R-200
Weight
Lbs.
Arm
Aft Cert.
Datum Moment Basis
ISSUED:
MAY
14,1973
REVISED: JULY
Item Item
K.
Radio Equipment (Optional
Eguipment)
(cant)
King KI-213 VORLOC/GS
Jndicator
King KR-86
ADF
Receiver
-
Loop Cable
Audio Amplifier
Sense Antenna
&
Cable
King KR-86
ADF
Receiver
-
Loop Cable
Sense
Antenna
&
Cable
King KN-73 Glide Slope
Receiver
"
King KN-77 VORLOC
Converter
King Dual KN-77 VORtLOC
Converter
King KN-65 DME
Receiver
Antenna
Cable,
Antenna
Indicator
King KN-74 R-Nav
Computer
Cable Assy.
King KI-2 14 VORLOC indicator
*Serial
nos. 7535001
and up
1
ISSUED: JUNE
18,1974
ARROW
Weight Arm
Aft
Lbs.
Datum Moment
Celt.
Basis
REPOR'R VB-549 PAGE 5-ZSa
MODEL: PA-ZSR-UW)
ARROW
Item
Item
K. Radio Equipment (Optional
Equipment) (cont)
Narco Comm
11
B VHF
Transceiver
Narco Dual Comm
1 1
B
VHF
Transceiver
*
Narco Dual Comm
11 1
VHF
Transceiver
*
Narco Comm
1 1 1
B VHF
Transceiver
Narco Dual Comm
1 11
B VHF
Transceiver
*
Narco Nav 14 VHF Receiver
*
Narco Nav 1 14 VHF Receiver
*
Narco UGR-3 Glide Slope
*
Receiver
Cable
Antenna
Cable, Antenna
Narco CP-
125
Audio Selector
Panel
*
Narco ADF-
140
*
Receiver
Servo Indicator
Loop Antenna
Cable, Loop
Sense Antenna and Cable
Weight Arm Aft Cen.
Lbs.
Datum Moment Basis
*Serial nos.
7535001
and up
I
REPORT:
VB-549
PAGE
5-28b
MODEL: PA-28R-200
ISSUED:
JUNE
Item Item
K. Radio Equipment (Optional
Equipment) (cont)
Narco Dual
ADF-
*
Receivers
Dual Needle Indicator
Loop Antenna #
1
Cable, Loop #
1
Sense Antenna and Cable #
1
Loop Antenna # 2
Cable, Loop # 2
Sense Antenna and Cable # 2
Remote for Dual Ind.
Narco
DME-
*
Receiver
Antenna
Cable, Antenna
Microphone (Dynamic)
*
Piper Dwg.
68856- 1
1
ARROW
Weight
Arm
Aft
Lbs. Datum Moment
Cert.
Basis
*Serial nos.
7535001
and up
I
ISSUED: JUNE
REPORT: VB-549 PAGE 5-28c
MODEL: PA-28R-200
ARROW
THIS PAGE INTENTIONALLY LEFT BLANK
I
REPORT:
VB-549
PAGE
5-28d
MODEL: PA-ZBR-200
ISSUED:
JUNE
Item
Item
L. Instnrments (Optional Equipment)
Suction Gauge
-
Piper 99480-0
or
-2
Vacuum
Filter, Piper 66673
Indicator
-
Rate of
Climb
-
Piper 99010-2.4,
or
-5
Indicator
-
Rate of
Climb
-
Piper
99010-3
I
Attitude
Gyro
-
Piper 99002-2,
- 3 , 4 ,
or
-8
-
Directional Gyro
-
Piper
I
-
-4,
or
-7
Air
Temperature Gauge
Piper Dwg.
79316
Clock
'Am
and Slip Indicator
-
Piper
PS50030-2
or
-3
Exhaust
Gas Temperature Gauge
Piper99026
Th-Speed Indicakor
Piper 67433- 2
or
-3
or
-
Encoding
Altimeter
PS50008 -6
or
-7
ARROW
Weight
Arm
Aft
Lbs.
Datum Moment
Cert.
Basis
1
.O
.5
2.2
2.6
60.9
62.2
59.4
59.7
61
3 1
131
155
(same
as
Staodard Equipment)
*
Weight and Moment difference
between standard
and optional equipment.
ISSUED: 14,1973
REVISED: FEBRUARY
28,1977
REPOR'P.
VB-549
5-29
MODEL: PA-28R-200
ARROW
Item Item
L. Instruments (Optional
Equipment) (cont)
Engine Hour Meter*
Piper Dwg. 79548-0
MKl 0 Radar Altimeter*
Piper Dwg. 37693-2
NSD-360 Gyro*
Narco
OC-
1 1
O*
Converter and Mount
Weight Ann Aft
Lbs. Datum Moment
Cert.
Basis
241 TSO C52a n o
C5c
*Serial nos. 28R-7635001 and up.
REPORT: VB-549 PAGE 5-30
MODEL: PA-28R-200
ISSUED:
MAY
REVISED: DECEMBER 8,1975
ARROW
Item Item
Weight
Arm
Aft
Lbs. Datum Moment
Cert.
Basis
M.
Miscellaneous (Optional Equipment)
Assist Step
Piper 653840
Assist Strap and Coat Hook
Piper 62353-5
Assist Strap Piper Dwg. 79455
Inertia Safety Belts,
Rear Seats (2) PS50039-4 14
Lighter 200462
(1 2V Universal)
Fire Extinguisher,
Scott Aviation 4221 1-00
Piper Dwg. 76167-2
Headrests, (2) (1.0
lbs
each)
(Front) Piper Dwg. 99255-3
(Front)
Piper Dwg. 79337- 1 8
Headrests, (2) (1.0 lbs each)
(Rear) Piper Dwg. 99255-3
(Rear) Piper Dwg. 79337-18
Alternate Static Source
.2
.4
Calibrated Alternate Static Source
Placard Required.. Yes No
Zinc Chromate Finish
Air Conditioner Instl.
Vert. Adj. Front Seat
(Left) Piper Dwg. 76340-0
(Left) Piper Dwg. 79591-0
5.0
68.9
109.5
61 .O
158.0
105.0
22 TC 2A13
24 TC 2A13
790
7235
TC 2A13
TC 2A13
I
*
Weight and Moment difference between standard and optional equipment.
ISSUED:
MAY
14,1973
REVISED:
jlJNE
27,1975
REPORT:
VB-549
PAGE 5-31
MODEL: PA-28R-200
ARROW
Item Item
M. Miscellaneous (Optional Equipment) (cont)
I
Vert. Adj. Front Seat
(Right) Piper Dwg.
76340- 1
-
79591 -1
Super Cabin Sound Roofing
Piper Dwg.
79030-4
Cabin Overhead Vent System
Piper Dwg.
76304-3
Cabin Overhead Vent System
With Ground Ventilating Blower
Piper Dwg.
763044
I
Cabin Overhead Vent System
Piper Dwg.
76304-1
I
-
Cabin Overhead Vent System
With Ground Ventilating Blower
Piper Dwg.
76304-
1 2
Corrosive Resistant Kit
I
Stainless Steel Control
-
Weight
Arm Aft
Lbs. Datum Moment
Cen.
Basis
TOTAL OETIONAL EQUIPMENT
EXTERIOR FINISH
Base Color Registration No. Color
'I).pe
Finish Trim Color
Accent Color
I
*Weight and Moment difference between standard and optional equipment.
REPORT:
VB-549
PAGE
5-32
ISSUED:
MAY
14,1973
REVISED:
JUNE
27,1975
LOADING INSTRUCTIONS
THlS SECTION IS NOT
APPLICABLE TO THlS AIRPLANE
BLANK PAGE
OPERATING INSTRUCTIONS
I
I
Preflight
..........................................................................................................................................
Starting Engine
.
...............................................................................................................................
Starting Engine When Cold
...................................................................................................
Starting Engine When Hot
.....................................................................................................
Starting Engine When Flooded
..............................................................................................
Starting Engine With External Power
....................................................................................
Warm-up and Ground Check
.........................................................................................................
Takeoff
............................................................................................................................................
Climb
Stalls
.............................................................................................................................................
...............................................................................................................................................
Cruising
..........................................................................................................................................
Approach and Landing
...................................................................................................................
Stopping Engine
.............................................................................................................................
Airspeed Data
.................................................................................................................................
Moorings
.........................................................................................................................................
Weight and Balance
........................................................................................................................
Emergency Locator Transmitter
.....................................................................................................
Air Conditioning
.............................................................................................................................
Air Conditioner Operational Check Procedure
..............................................................................
Air Conditioner Effects on Airplane Performance
.........................................................................
BLANK PAGE
ARROW I1
OPERATING INSTRUCTIONS
PREFLIGHT
The airplane should be given a thorough visual inspection prior to each flight. Particular attention should be given to the following items:
1.
Master switch and ignition OFF; landing gear switch DOWN; remove seat belt securing control wheel.
2. a. Check for external damage and operational interference of control surfaces or hinges. b. Insure that wings and control surfaces are free of snow, ice or frost.
3. a. Visually check fuel supply; secure caps. b. Drain all fuel system sumps and lines. c. Check that fuel system vents are open.
d.
Check landing gear shock struts for proper inflation (approximately 2 inches showing). e. Check hydraulic lines and landing gear cylinders for leaks.
OPERATING INSTRUCTIONS
ISSUED: JULY 13,1973
ARROW I1
Check tires for cuts, wear and proper inflation.
Check brake blocks and discs for wear and damage.
Check windshield for cleanliness.
Check propeller and spinner for defects or nicks.
Check for obvious fuel or oil leaks.
Check oil level. (Insure dipstick is properly seated.)
Check cowling and inspection covers for security.
Check cowl scoop for obstructions.
Check nose wheel tire for inflation or wear.
Check nose gear shock strut for proper inflation (approximately
2-314
inches showing).
Check hydraulic lines and landing gear cylinder for excessive leaks.
Check for foreign matter in air inlet.
Stow tow bar and control locks if used.
Check baggage for proper storage and security.
Close and secure the baggage compartment door.
Upon entering airplane check that all primary flight controls operate properly, and that aircraft is properly loaded.
Close and secure cabin door.
Check that required papers are in order and in the airplane.
STARTING ENGINE
After completetion of the preflight inspection:
1.
2.
Set parking brakes ON.
Set the propeller control in full INCREASE RPM (control forward).
3.
Select the desired tank with fuel selector valve.
STARTING ENGINE WHEN COLD
1.
2.
Open the throttle approximately
112
inch.
Turn the master switch ON.
3.
Turn the electric fuel pump ON.
4.
Move the mixture control to FULL RICH until an indication on the fuel flow meter is noted. (Engine is primed.)
5.
Move the mixture control to IDLE CUT-OFF.
6.
Engage the starter by rotating magneto switch clockwise and pressing in.
7.
When the engine fires, advance mixture control to FULL RICH and move
8.
throttle to the desired setting.
If the engine does not fire within five to ten seconds, disengage starter and reprime.
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 IDLE CUT-OFF.
5.
Engage the starter by rotating magneto switch clockwise and pressing in. When the engine fires, advance the mixture control and move the throttle to desired setting.
OPERATING INSTRUCTIONS
ISSUED: JULY 13,1973
ARROW I1
STARTING ENGINE WHEN FLOODED
1. Open the throttle full.
2. Turn the master switch ON.
3.
Turn the electric fuel pump OFF.
4.
5.
Put mixture control in IDLE CUT-OFF.
Engage the starter by rotating the magneto switch clockwise and pressing in.
When the engine fires, advance the mixture control and retard the throttle.
When the engine is firing evenly, advance the throttle to
800
RPM. If oil pressure is not indicated within
30 seconds, stop the engine and determine the trouble. In cold weather it will take a few seconds longer to get an oil pressure indication. If the engine has failed to start, refer to the "Engine Troubles and Their Remedies" section of the Lycoming Operating Handbook.
Starter manufacturers recommend that cranking periods be limited to 30 seconds with a two minute rest between cranking periods. Longer cranking periods will shorten the life of the starter.
STARTING WITH EXTERNAL POWER*
An optional feature known as Piper External Power (PEP) allows the operator to use an external battery to crank the engine without having to gain access to the aircraft battery.
The procedure is as follows:
I .
Turn aircraft MASTER SWITCH to OFF.
2.
Connect RED lead of PEP kit jumper cable to POSITIVE
(+) terminal of
3.
4. external 12 volt battery and BLACK lead to NEGATIVE
(-) terminal.
Insert plug of jumper cable into socket located on aircraft fuselage.
Turn aircraft MASTER SWITCH to ON and proceed with NORMAL engine starting technique.
5. After engine has been started, turn MASTER SWITCH to OFF and remove jumper cable plug from aircraft.
6 .
Turn aircraft MASTER SWITCH to ON and check alternator ammeter for indication of output. D O NOT ATTEMPT F L I G H T I F T H E R E I S NO
INDICATION O F ALTERNATOR OUTPUT.
WARM-UP AND GROUND CHECK
Warm-up the engine at 1400 to 1500 RPM for not more than two minutes in warm weather, four minutes in cold weather. Avoid prolonged idling at low RPM as this practice may result in fouled spark plugs. If necessary to hold before take-off, it is recommended that engine be operated at
1400- 1500
RPM.
The magnetos should be checked at
2000
RPM with the propeller set at increase RPM.
Drop off on either magneto should not exceed 175 RPM and the differential should be not more than 50 RPM. Prolonged operation on one magneto should be avoided.
*Optional Equipment
OPERATING INSTRUCTIONS
ISSUED: JULY 13,1973
ARROW I1
Check vacuum gauge. Indicator should read 5" Hg
f
.I" Hg at 2000 RPM. 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. For air conditioner ground check, refer to page 7-10.
Check the annunciator panel lights with the press-to-test button*.
The propeller control should be moved through its complete range to check for proper operation and then placed to full increase RPM for take-off. To obtain maximum RPM, push the pedestal-mounted control fully toward the instrument panel. In cold weather the propeller control should be cycled at least three times to ensure that warm engine oil has circulated through the system.
The electric fuel pump should be turned off momentarily during ground check to make sure that the engine driven pump is operating. The electric fuel pump should be on during take-off to prevent loss of power should the engine driven pump fail. The engine is warm enough for take-off when the throttle can be opened without the engine faltering.
TAKE-OFF
Just before take-off the following items should be checked:
1. Fuel
- on proper tank
2. Electric fuel pump
3. Engine gauges
-
- checked
6. Alternate air
- closed
7. Prop
- set
ON
4. Flight instruments
5. Master Switch
- checked and set as required
-
ON
8. Mixture
- set
9. Seat backs
- erect
10. Fasten beltstharness
11. Empty seats
- seat belts snugly fastened
12. Flaps
- exercised and set
1 3. Trim' tab
- set
14. Controls
- free
15. Door
- latched
16. Air condition
-
OFF
The takeoff technique is conventional for the Cherokee Arrow
11.
The tab should be set slightly aft of neutral, with the exact setting determined by the loading of the aircraft. Allow the airplane to accelerate to 6 0 to 70 MPH. Then ease back on the wheel enough to let the airplane fly from the ground.
52 to 61 kt
*Serial nos. 7535001 and up
7-4
OPERATING INSTRUCTIONS
REVISED:
JUNE
ARROW I1
Short Field, Obstacle Clearance:
52 to 56 kt
Lower flaps to
25"
(second notch), accelerate aircraft to
60-65
MPH and ease back on the wheel to rotate. After breaking ground, accelerate to best angle of climb speed,
85
MPH, select gear
"up"* and continue climb while accelerating to best rate of climb speed,
100
MPH, and slowly retract the flaps while climbing out.
Soft Field, Obstacle Clearance:
Lower flaps to
25"
(second notch), accelerate aircraft, pull nose gear off as soon as possible and lift off at lowest possible airspeed. Accelerate just above the ground to best angle of climb speed,
85
MPH, select gear "upw* and climb past obstacle clearance height. Continue climb while accelerating to best rate of climb speed, 100 MPH, and slowly retract the flaps.
Soft Field, No Obstacle:
Proceed as above after gear retraction, continue climb at best rate of climb speed,
100
MPH, and slow retract the flaps.
*If desired, on aircraft equipped with backup gear extender, the "Override Engaged" position can be selected and latched before takeoff. The gear will now retract as soon as the gear selector switch is placed in the "up" position. Care should be taken not to retract the gear prematurely, in event aircraft should settle back onto the runway. If the override lock is used for takeoff, disengage as soon as sufficient terrain and obstacle clearance is obtained, to return the gear system to normal operation.
CLIMB
The best rate of climb at gross weight will be obtained at
95
MPH with gear down and
100
MPH with gear up. The best angle of climb may be obtained at
85
MPH with gear down and
96
MPH with gear up. For climbing en route a speed of
110
MPH is recommended. This will produce better forward speed and increase visibility over the nose during the climb, with little sacrifice in rate of climb. Air conditioner may be turned on after all obstacles have been cleared.
STALLS
Angle of Bank Flaps
40"
64
MPH
56kt
66
MPH
57kt
73
MPH
63kt
90
MPH
78kt
Power Off
-
Gear Up or Down
-
Gross Weight
2650
Lbs.
Flaps Retracted
71
MPH
73
MPH
62kt
63kt
81
MPH
70kt
100
MPH
87kt
OPERATING INSTRUCTIONS
REVISED: JANUARY
31,1987
ARROW I1
The cruising speed of the Cherokee Arrow I1 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
"Section XIII" of this manual.
When selecting RPM below 2400, limiting manifold pressure for continuous operation, as specified by the Lycoming Operator's Manual, should be observed.
To INCREASE power, first increase RPM (propeller control); then increase manifold pressure (throttle control).
I
To DECREASE power, first decrease manifold pressure (throttle); then decrease RPM
(propeller control).
Use of the mixture control in cruising flight reduces fuel consumption significantly, especially at higher altitudes. The mixture should be leaned during cruising operation above
5000 feet altitude and at the pilot's discretion at lower altitudes when 75% power or less is being used. If any doubt exists as to the amount of power being used, the mixture should be in the FULL RICH position for all operations under 5000 feet.
To lean the mixture, disengage lock* and 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 toward the instrument panel until engine operation becomes smooth. The fuel flow meter will give a close approximation of the fuel being consumed.
If the airplane is equipped with the optional exhaust gas temperature (EGT) gauge, a more accurate means of leaning is available to the pilot. For this procedure, refer to the Avco
Lycoming Operator's Manual.
In order to keep the airplane in best lateral trim during cruising flight, the fuel should be used alternately from each tank. It is recommended that one tank be used for one hour after take-off, then the other tank be used for two hours, then return to the first tank for one hour.
Each tank will then contain approximately 112 hour of fuel if tanks were full (24 gallons usable each tank) at take-off. Do not run tanks completely dry in flight.
NOTE
There are no mechanical uplocks in the landing gear system. In the event of a hydraulic system malfunction, the landing gear will free fall to the gear down and locked position. The pilot should be aware that the airplane true airspeed with gear down is approximately 75% of the gear retracted airspeed for any given power setting. Allowances for the reduction in airspeed and range should be made when planning extended flight between remote airfields or flight over water.
I
*Serial nos. 7535001 and up
OPERATING INSTRUCTIONS
REVISED:
JUNE
ARROW I1
APPROACH AND LANDING
Before landing check list:
1. Seat backs
- erect
2.
3.
Fasten beltslharness
Fuel
- on proper tank
4. Fuel pump
5. Mixture
-
ON
- set
6.
7.
8.
9.
Propeller
- set
Gear
-
DOWN (1 50 MPH MAX)
Flaps
- set (125 MPH)
Air conditioner
-
OFF
109kt
130kt
The airplane should be trimmed to an approach speed of about 90 MPH with the flaps and gear extended. The flaps can be lowered at speeds up to 125 MPH and the gear can be extended at speeds up to 150 MPH if desired. The propeller should be set at approximately 2600 RPM to facilitate ample power for emergency go-around and to prevent over-speeding of the engine if the throttle is advanced sharply. The mixture control should be kept in the full rich position to insure maximum acceleration if it should be necessary to open the throttle again.
The amount of flap used during landings and the speed of the aircraft at contact with the runway should be varied according to the landing surface and conditions of wind and airplane loading. It is generally good practice to contact the ground at the minimum possible safe speed consistent with existing conditions.
Normally, the best technique for short and slow landings is to use full flaps and enough power to maintain the desired approach flight path. The mixture should be full rich, fuel selector on the fullest tank, and the electric fuel pump on. The airspeed should be reduced during flare out and contact with the ground should be made close to stalling speed. After ground contact, the nose wheel should be held off. As the airplane slows down, the nose should be eased down and the brakes applied. There will be less chance of skidding the tires if the flaps are retracted before applying the brakes. Braking is most effective when back pressure is applied to the control wheel, putting most of the airplane weight on the main wheels without lifting the nose wheel. In high wind conditions, although it may. be desirable to approach at higher than normal speeds, it is still desirable to make contact with the runway when the airplane is approximately at its minimum speed.
STOPPING ENGINE
At the pilot's discretion, the flaps should be raised and the electric fuel pump turned off.
After parking, the air conditioner and radios should be turned off, the propeller set to increase
RPM and the engine then stopped by disengaging mixture control lock* and pulling the mixture control to idle cut-off. The throttle should be left full aft to avoid engine vibration while stopping. Then the ignition and master switches should be turned off and the parking brake set.
*Serial nos. 7535001 and up
OPERATING INSTRUCTIONS
REVISED: JUNE 18,1974
ARROW I1
AIRSPEED DATA
All airspeeds quoted in this manual are calibrated unless otherwise noted. Calibrated airspeed is indicated airspeed corrected for instrument and position errors. The following table gives the correlation between indicated airspeed and calibrated airspeed if zero instrument error is assumed. This calibration is valid only when flown at maximum gross weight in level flight.
AIRSPEED CORRECTION TABLE
Flaps 0"
IAS
-
MPH 60 70 80 90 100 110 120 130 140 150 160 170 180
C A S - M P H 70 77 85 9 4 103 111 120 129 138 147 157 166 175
52 61 69 78 87 95 104 113 122 130 139 148 156
61 67 74 82 89 96 104 112 120 128 136 144 152
Flaps
40"
I A S - M P H 60 7 0 8 0 90 100 110 120
C A S - M P H 67 7 4 8 2 91 100 109 118
52 61 69 78 87 95 104
MOORINGS
58 64 71 79 87 89 102
The Cherokee Arrow I1 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 down ropes may be secured to rings provided under each wing and to the tail skid. The aileron and stabilator control should be secured by looping the seat belt through the control wheel and pulling it snug. The rudder is held in position by its connections to the nose wheel steering and normally does not have to be secured. The flaps are locked when in the full up position and should be left retracted.
WEIGHT AND BALANCE
It is the responsibility of the 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 Flight Manual and Weight and Balance form supplied with each airplane.
EMERGENCY LOCATOR TRANSMITTER*
The 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 fuselage. (On aircraft manufactured prior to mid-1975, this plate is retained by three steel Phillips head screws. On aircraft manufactured from mid-1975 and on, this plate is attached with three slotted-head nylon screws for ease of removal; these screws may be readily removed with a variety of common items such as a dime, a key, a knife blade, etc. If there are no tools available in an emergency the screw heads may be broken off by any means.) It is an emergency locator transmitter which meets the requirements of FAR 91.52. The unit operates on
I a self-contained battery.
*Optional equipment
OPERATING INSTRUCTIONS
REVISED: APRIL
13,1979
ARROW
II
A battery replacement date is marked on the transmitter label. To comply with FAA regu- lations, 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."
The "ARM" position is provided to set the unit to the automatic position so that it will transmit only after impact and will continue to transmit until the battery is drained to depletion or until the switch is manually moved to the "OFF" position. The "ARM" position is selected when the transmitter is installed at the factory and the switch should remain in that position whenever the unit is installed in the airplane. The "ON" position is provided so the unit can be used as a portable transmitter or in the event the automatic feature was not triggered by impact or to periodically test the function of the transmitter.
Select the "OFF" position when changing the battery, when rearming the unit if it has been activated for any reason, or to discontinue transmission.
NOTE
If the switch has been placed in the "ON" position for any reason, the "OFF" position has to be selected before selecting
"ARM." If "ARM" is selected directly from the "ON" position, the unit will continue to transmit in the "ARM" position.
A pilot's remote switch, located on the left side panel, is provided to allow the transmitter to be controlled from inside the cabin.
I .
On some models the pilot's remote switch has three positions and is placarded "ON,"
"AUTOIARM," and "OFFIRESET." T h e s w i t c h i s normally l e f t in t h e
"AUTOIARM" position. To turn the transmitter off, move the switch momentarily to the "OFFIRESET" position. The aircraft master switch must be "ON" to turn the transmitter "OFF." To activate the transmitter for tests or other reasons, move the switch upward to the "ON" position a n d leave it in that position as long as transmission is desired.
2.
On other models the pilot's remote switch has two positions and i s placarded
"ONIRESET" and "ARM (NORMAL POSITION)." The switch is normally left in the down o r "ARM" position. To turn the transmitter off, move the switch to the
"ONIRESET" position for one second then return it to the "ARM" position. To activate the transmitter for tests or other reasons, move the switch upward to the
"ONIRESET" position and leave it in that position as long as transmission is desired.
The locator should be checked during the ground check to make certain the unit has not been accidentally activated. Check by tuning a radio receiver to 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.
OPERATING INSTRUCTIONS
REVISED: APRIL 13,1979
ARROW I1
NOTE
If for any reason a test transmission is necessary, the test transmission should be conducted only in the first five minutes of any hour and limited to three audio sweeps. If tests must be made at any other time, the tests should be coordinated with the nearest FAA tower or flight service station.
AIR CONDITIONING
*
To operate the air conditioning system either on the ground or in flight:
1. Start the engine (ground operation).
2.
Turn the air conditioning "Master" switch to "ON."
3.
Turn "TEMP" control to desired temperature. Clockwise rotation increases cooling.
4.
Select desired "FAN" position, "LOW," "MED or "HIGH."
AIR CONDITIONER OPERATIONAL CHECK PROCEDURE
Prior to take-off the air conditioner should
be
checked for proper operation as follows:
1.
Check aircraft Master Switch ON.
2.
Select desired "FAN" position, "LOW," "MED" or "HIGH."
3.
Turn the air conditioner control switch to "ON"
- the "Air Cond. Door Open" warning light will turn on, thereby indicating proper air conditioner condenser door
4.
5 .
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.
If the "Air Cond. Door Open" light does not respond as specified above, an air conditioner system or 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 inflight failure is suspected.
AIR CONDITIONER EFFECTS ON AIRPLANE PERFORMANCE
4
Operation of the air conditioner will cause slight decreases in the cruise speed and range of the Cherokee Arrow 11. 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 be turned off manually before take-off to disengage the compressor and retract the condenser door. Also the air conditioner must be turned off manually before the landing approach in preparation for a possible go-around.
*Optional equipment
OPERATING INSTRUCTIONS
REVISED: FEBRUARY
28,1977
ARROW Il
I
Although the cruise speed and range are only slightly affected by the air conditioner operation, these changes should be considered in preflight planning. To be conservative, the following figures assume that the compressor is operating continuously while the airplane is airborne. This will be the case only in extremely hot weather.
1.
Decrease true airspeed
2.
Decrease range
- approximately
5
mph at normal cruise power setting.
- may be as much as
3 0
statute miles for 48 gallon capacity.
When the full throttle is not used or in the event of malfunction which caused the compressor to operate and the condenser door to be extended, a decrease in rate of climb of as much as 100 feet per minute can be expected. Should a malfunction occur which prevents the condenser door retraction when the compressor is turned off, a decrease in rate of climb of as much as
5 0
feet per minute can be expected.
OPERATING INSTRUCTIONS
REVISED: DECEMBER
8,1975
OPERATING TIPS
BLANK PAGE
ARROW I1
OPERATING TIPS
The following Operating Tips are of particular value in the operation of the Cherokee Arrow
11.
1. Learn to trim for takeoff so that only a very light back pressure on the wheel is required to lift the airplane off the ground.
2. On takeoff, do not retract the gear prematurely. The airplane may settle and make contact with the ground because of lack of flying speed, atmospheric conditions, or rolling terrain.
3. The best speed for takeoff is about 65 MPH under normal conditions. Trying to pull the
4.
airplane off the ground at too low an airspeed decreases the controllability of the air- plane in event of engine failure.
In high density areas where high traffic pattern speeds are necessary or when it is advantageous to extend the gear, it is permissible to extend the landing gear at speeds
5.
Flaps may be lowered at airspeeds up to 125 MPH. To reduce flap operating loads, it is desirable to have the airplane at a slower speed before extending the flaps.
6. Before attempting to reset any circuit breaker, allow a two to five minute cooling off period.
7. Always determine position of landing gear by checking the gear position lights.
8.
9.
Remember that when the panel lights are on, the gear position lights are very dim.
Before starting the engine, check that all radio switches, light switches, and the pilot heat switch are in the off position so as not to create an overloaded condition when the starter is engaged.
10. A high fuel pressure indication on the fuel flow indicator is a possible sign of restricted air bleed nozzles.
11. The overvoltage relay is provided to protect the electronics equipment from a momen- tary overvoltage condition (approximately 16.5 volts and up), or a catastrophic regulator failure. In event of a momentary condition, the relay will open and the ammeter will indicate zero output from the alternator. The relay may be reset by switching the
"ALT" switch "OFF" for approximately 30 seconds and then returning the "ALT" switch to "ON". If after recycling the "ALT" s'witch the condition persists, the flight should be terminated as soon as practical. Reduce the battery load to a minimum. The
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.
12. On aircraft equipped with the backup gear extender, it should always be kept in mind that the system is intended to lower the gear during the approach should the pilot forget.
However, the pilot should always lower the gear during normal operations by using the gear selector switch on the instrument panel.
*Serial nos. 7535001 and up.
OPERATING TIPS
REVISED: JANUARY 31,1987
ARROW
I1
13.
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 air through the filter.
If the vacuum gauge does not register
5"
Hg
f .lo" 2000
RPM, the following items should be checked before flight: a. Common air filter, could be dirty or restricted. b. Vacuum lines, could be collapsed or broken. c. Vacuum pump, worn. d. Vacuum regulator, not adjusted correctly. The pressure, even though set correctly, can read lower under two conditions:
(1)
Very high altitude, above
12,000
(2)
Low engine RPM usually on approach or during training maneuvers.
This is normal and should not be considered a malfunction.
14.
The shape of the wing fuel tanks is such that in certain maneuvers the fuel may move away from the tank outlet. If the outlet is uncovered, the fuel will be interrupted and a temporary loss of power may result. Pilots can prevent inadvertent uncovering of the outlet by avoiding maneuvers which could result in uncovering the outlet.
Extreme running turning takeoffs should be avoided as fuel flow interruption may occur.
Prolonged slips or skids which result in excess of
2000
feet of altitude loss, or other radical or extreme maneuvers which could cause uncovering of the fuel outlet must be avoided as fuel flow interruption may occur when tank being used is not full.
15.
T h e rudder pedals are suspended from a torque tube which extends across the fuselage. The pilot should become familiar with the proper positioning of his feet on the rudder pedals so as to avoid interference with the torque tube when moving the rudder pedals or operating the toe brakes.
16. Anti-collision lights should not be operating when flying through overcast and clouds, since reflected light can produce spacial disorientation. Do not operate strobe lights when taxiing in the vicinity of other aircraft.
17.
In an effort to avoid accidents, pilots should obtain and study the safety related information made available in FAA publications such as regulations, advisory circulars, Aviations News, AIM and safety aids.
OPERATING TIPS
REVISED: DECEMBER 8,1975
Altitude Conversion Chart
Takeoff Performance
.............................................................................................................
......................................................................................................................
Climb Performance
.........................................................................................................................
.............................................................................................
Cruise Performance
.
..........................................................................................................
Stalling Speed vs Angle of Bank
Stalling Speed vs Weight
Glide Performance
...................................................................................................
...............................................................................................................
..........................................................................................................................
Landing Performance
.....................................................................................................................
Power Setting Table
........................................................................................................................
WARNING
Performance information derived by extrapolation beyond the limits shown on the charts should not be used for flight planning purposes
.
BLANK PAGE
I
I
I
I
I I
1
I
ALUOUUDB CQMVE~S081
THIS
CHART SHOULD BE USED TO
DETERMIHE DENSITY ALTClUDE
FROM E X I S T M TEMPERATURE
AND PRESSURE ALTRUDE comnloms
FOR USE WITH PERFORMANCE CHARTS.
--
-40 -20 0
2
0 40 60 80 190
°
C -45 -39 -33 -26 -20 -14 -8 -1 5 11 18 24 30 36 43
TEMPERATURE
-
OF
PERFORMANCE CHARTS
ISSUED: JULY 13,1973
ARROW I1
1 1 1
PAVED W E L DRY RUNWAY
GROSS WT. 2650 LBS.
tt;
FULL POWER BEFORE BRAKE RELEASE
ZERO WIND
EXTRAPOLATION OF CHART ABOVE 7000
n.
IS
1 1 1
NOTE: SEE SECTION 7 FOR E F F E m OF AIR CmDITIONING
IlYPTALLATlON ON PERFORMANCE.
PERFORMANCE CHARTS
REVISED:
JUNE
UTE
OF
CllW
IF1.IyyII.I
NOTE: SEE SECTION 7 FOR E F f E m O f AIR C ~ W T I O N I N G
INSTALUTION ON PERFORMANCE.
PERFORMANCE
CHARTS
REVISED:
JUNE
ARROW 11
ARROW I1
6ROSS WT. 2650 LBS.
AURSPEEP
Kt 104 113 121 130 138 147 156 Kt/Mph=1.152
TRUE
AIRSPEED
(MPHI
NQTE: SEE SECTION 7 FOR
EWECIS
OF AIR CONMTIONING
INSrALLATlON ON PERFORMANCE.
PERFORMANCE CHARTS
REVISED: JUNE 18,1W4
I 1 I I I I 1
CRUOSI DORDBRMAMCO
-
1
R A N G E
MOSS W. 2650 LBS.
48 6AL. FUEL
BEST ECONOMY
CLEAN CONFIGURATION
ARROW I1
45 HIN. RESERVE
Nm 434 447 521 564 608 651 694 738 781 Nm/SM=1.152
500 6 00 700 800 1 0
RANGE
-
STATUTE MILES
MOTE:
SEE
-ON 7 FOR EFFECTS OF AIR CONDITIONING
I W A L U T I O N ON
PERFORMANCE.
PERFORMANCE CHARTS
REVISED:
JUNE
ARROW I1
104
95
87
78
70
60
52
43
0 10 20 30 40
A W U OF BANK
=
DEGREES
50 90 70
PERFORMANCE CHARTS
ISSUED: JULY 13,1973
70
60
52
43
35
PERFORMANCE CHARTS
ISSUED:
JULY
I
I 1 I
I
I
I
1
I
SUALLONC
SPEED
VS WEOCHU
POWER OFF
ARROW I1
ARROW I1 t
L
I
.
I
1 I
I
1
I
I
I I
GLIDE PERFORMANCE
GROSS
W.
105
MPH
91 kt
PROP WINDMILLING
0"
FLAPS
-
GEAR UP"
NO WIND
GEAR LEVER IN OVERRIDE
0 5 10 15 20
GLIDE RANGE
-
MILES
25 30
PERFORMANCE CHARTS
REVISED: JANUARY 31,1987
I I 1 I I I I
I
I
LANDING DIPDQIMANCE
CLAPS 40" POWER OCF PAVED LEVEL DRY RUNWAY
NO WIND HAXIHUM rmc
6ROSS WEIGHT 2650 LBS.
ARROW I1
I
L
0'
IC
I rO
Y
I
c'
Y
CD
n
!s
0
I
I
I
I lAHDlM6 DISTANCE
In.]
W E :
FOll E F F E m OF AIR COWDITIWING
IWALUTlOW W MRFORMAWCE.
PERFORMANCE CHARTS
REVISED:
JUNE
-
Press.
A I
1
Power Setting Table
Std. Alt
T y p
1
RPMAND MAN. PRESS.
2100 2400
-
Lycoming Model 10-360-C Series, 200 HP Engine
110 HP
-
55% Rated 130 HP
-
65% Rated
RPM AND MAN. PRESS.
150 HP
-
75% Rated
RPM AND MAN. PRESS.
Press.
2100 2400 2400
I
AIt
Feet Feet
SL 59
1 ,ooO
55
2,oOO 52
3,000 48
22.9 20.4
22.7 20.2
22.4 20.0
22.2 19.8
25.9
25.6
22.9
22.7
25.4 22.5
25.1 22.2
25.5
25.2
25.0
24.7
SL
1,000
2,000
3,000
4,000 45
5,000 41
6,000 3
7,000 34
8,oOO
9,000 27
10,000 23
1 1,000 19
12,000
1 3,000
14,000
16
12
9
21.9 19.5
21.7 19.3
21.4 19.1
21.2 18.9
21.0
18.7
IT
18.5
-
-
18.3
--
18.1
- -
17.8
- -
17.6
- -
IT
24.8 22.0
IT
21.7
-
-
21.5
-
-
21.3
- -
21.0
-
-
IT
24.4
IT
- -
-
-
4,000
5,000
6,000
7,000
8,oOO
9,000
10,000
1
1,000
12,000
1 3,000
14,000
To maintain constant power, correct manifold pressure approximately
0.16"
Hg for each
10°F variation in inlet air temperature from standard altitude temperature. Add manifold pressure for air temperatures above standard; subtract for temperatures below standard.
I
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
.....................................................................................................................
I
Propeller Service
Oil Requirements
.............................................................................................................................
............................................................................................................................
Fuel System
....................................................................................................................................
Fuel Requirements
.................................................................................................................
Filling Fuel Tanks
..................................................................................................................
Draining Fuel Valves and Lines
.............................................................................................
Draining Fuel System
............................................................................................................
...................................................................................................................................
Battery Service
...............................................................................................................................
Winterization
..................................................................................................................................
Facts You Should Know
.................................................................................................................
Preventive Maintenance
.................................................................................................................
Required Service and Inspection Periods
.......................................................................................
BLANK PAGE
HANDLING
AND
This section contains information on preventive maintenance. Refer to the appropriate
Service Manual for further maintenance procedures. Any complex repair or modification should be accomplished by a Piper Certified Service Center.
GROUND HANDLING
TOWING
The airplane may be moved by using the nose wheel steering bar provided, or power equipment that will not damage or cause excess strain to the nose gear assembly. The steering bar is stowed in the baggage compartment.
CAUTION
When towing with power equipment, do not turn nose gear more than 30 degrees in either direction as this will result in damage to the nose gear and steering mechanism.
TAXIING
Before attempting to taxi the airplane, ground personnel should be checked out by a qualified pilot or other responsible person. Engine starting and shut-down procedures should be covered as well as taxi techniques. 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 few feet and apply brakes to determine their effectiveness. b. Taxi with propeller set in low pitch, high RPM setting. c. While taxiing, make slight turns to ascertain the effectiveness of steering. d. Observe wing clearances when taxiing near buildings or other stationary objects.
If possible, station a guide outside the airplane to observe. e. When taxiing on uneven ground, look for holes and ruts. f. Do not operate the engine at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades.
HANDLING AND SERVICING
ISSUED:
JULY
13,1973
ARROW II
PARKING
When parking the airplane, insure that it is sufficiently protected against adverse weather conditions and presents no danger to other aircraft. When parking the airplane for any length of time or overnight, it is recommended that it be moored securely. a.
To park the airplane, head it into the wind, if possible. b. Set the parking brake. (Use wheel chocks if available.)
NOTE
Care should be taken to avoid setting brakes that are overheated or during cold eather when accumulated moisture may freeze a brake.
MOORING
The airplane should be moored to insure its immovability, protection and security under varying weather conditions. The following procedure should be used for proper mooring of the airplane. a. Head the airplane into the wind, if possible. b. Lock the aileron and stabilator controls by looping the seat belt through the control wheel and pulling it snug. c. Block the wheels. d. Secure tie down ropes to the wing tie down rings and tail skid at approximately
45-degree angles to the ground.
CAUTION
Use bowline knots or locked slip knot. Do not use a plain slip knot.
NOTE
Additional preparations for high winds include using tie down ropes from the landing gear forks, and securing the rudder.
HANDLING AND SERVICING
ISSUED:
JULY
ARROW I1
CLEANING
CLEANING ENGINE COMPARTMENT
Before cleaning the engine compatment, 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 mixture of solvent and degreaser, a s desired. Where heavy grease and dirt deposits have collected, it may be necessary to brush areas that were sprayed, in order to clean them.
CAUTION
Do 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 engine until excess solvent has evaporated or 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 or similar material over the wheel and brake assembly. a. Place a pan under the gear to catch waste. b.
Spray or brush the gear area with solvent or a mixture of solvent and degreaser, a s desired. Where heavy grease and dirt deposits have collected, it may be necessary to brush areas that were sprayed, in order to clean them. c. Allow the solvent to remain on the gear 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. f.
Caution: Do not brush the micro switches.
HANDLING AND SERVICING
ISSUED: JULY 13,1973
ARROW I1
CLEANING EXTERIOR SURFACES
The airplane should be washed with a mild soap and water. Harsh abrasive or alkaline soaps or detergents used on painted or plastic surfaces could make scratches or cause corrosion of metal surfaces. Cover areas where cleaning solution could cause damage. To wash the airplane, the following procedure may be used: a. Rush away loose dirt with water. b.
Apply cleaning solution with a rag, sponge or soft bristle brush. c. To remove stubborn oil and grease, use a cloth dampened with naphtha. d. Where exhaust stains exist, allow solution to remain on the surface longer. e. Any good automotive wax may be used to preserve the painted surfaces. Soft cleaning cloths or 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 WINDSHIELD AND WINDOWS a. Remove dirt, mud, 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 sponge using a straight rubbing motion. Do not rub surface harshly. c. Remove oil and grease with a cloth moistened with kerosene.
NOTE
Do not use gasoline, alcohol, benzene, carbon tetrachloride, thinner, acetone, or window cleaning sprays. d. After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly with a soft cloth. Do not use a circular motion. e. A severe scratch or mar in plastic can be removed by using jeweler's rouge to rub out the scratch. Smooth both sides and apply wax.
CLEANING HEADLINER, SIDE PANELS AND SEATS
, a.
Clean headliner, side panels and seats with a stiff bristle brush, and vacuum where necessary. b. Soiled upholstery, except leather, may be cleaned by using an approved foam upholstery cleaner. Carefully follow the manufacturer's instructions. Avoid soaking or harsh rubbing.
CAUTION
Solvent cleaners require adequate ventilation.
CLEANING CARPETS
Use a small whisk broom or vacuum cleaner to remove dirt. For soiled spots, use a non-inflammable dry cleaning fluid.
HANDLING AND SERVICING
ISSUED: JULY 13,1973
ARROW I1
POWER PLANT INDUCTION AIR FILTER
The induction air filters must be cleaned at least once every 50 hours. Depending on the type of condition existing, it may be necessary to clean the filters more often.
REMOVAL OF INDUCTION AIR FILTER a. Remove top cowl. b. Remove the thumb screws holding the filter cover. c. Remove filter.
CLEANING INDUCTION AIR FILTER a. Tap filter gently to remove dirt particles. Do not use compressed air or cleaning solvents. b. Inspect filter. If paper element is torn or ruptured or gasket is damaged, the filter should be replaced. The usable life of the filter should be restricted to one year or 500 hours, whichever comes first.
INSTALLATION OF INDUCTION AIR FILTER a. After cleaning or replacing filter, install filter in reverse order of removal.
BRAKE SERVICE
The brake system is filled with MIL-H-5606 (petroleum base), red hydraulic brake fluid.
This should be checked periodically or at every 100-hour inspection and replenished when necessary. The brake reservoir is located in the upper left comer of the front side of the firewall.
Keep the fluid level at the level marked on the reservoir.
No adjustment of brake clearance is necessary. Refer to the Service Manual for the procedure for replacing brake linings.
HANDLING AND SERVICING
ISSUED:
JULY
ARROW I1
LANDING GEAR SERVICE
The main landing gear uses Cleveland Aircraft Products wheels and Cleveland single disc hydraulic brake assemblies. The main wheel tires are 6.00 x 6, four-ply rating, type
Ill
with tubes. The nose wheel uses a Cleveland Aircraft Products 5.00 wheel with a 5.00 x 5, four-ply rating, type 111 tire with tube.
Wheels are removed by taking off the hub cap, cotter pin, axle nut, and the two bolts holding the brake segment in place. Mark tire and wheel for reinstallation; then dismount by deflating the tire, removing the three through-bolts from the wheel and separating the wheel halves.
Landing gear oleos on the Cherokee Arrow should be serviced according to the instructions on the units. The main oleos should be extended under normal static load until 2.0 of oleo piston tube is exposed, and the nose gear should show 2.75
f
.25 inches. To add air to the oleo struts, attach a strut pump to the valve assembly near the top of the oleo strut housing and pump the oleo to the desired position. To add oil, jack the aircraft, release the air pressure in the strut, remove the valve core and add oil through this opening with the strut extended.
After the strut is full, compress it slowly and fully to allow excess air and oil to escape. With the strut still compressed reinsert the valve stem and pump up the strut as above.
In jacking the aircraft for landing gear or other service, two hydraulic jacks and a tail stand should be used. At least 250 pounds of ballast should be placed on the base of the tail stand before the airplane is jacked up. The hydraulic jacks should be placed under the jack points on the bottom of the wing and the airplane jacked up until the tail skid is at the right height to attach the tail stand. After the tail stand is attached and the ballast added, jacking may be continued until the airplane is at'the height desired. There is also a jack point behind the nose gear actuating cylinder.
The steering arms from the rudder pedals to the nose wheel are adjusted at the rudder pedals or at the nose wheel by turning the threaded rod end bearings in or out. Adjustment is normally accomplished at the forward end of the rods and should be done in such a way that the nose wheel is in line with the fore and aft axis of the plane when the rudder pedals and rudder are centered. Alignment of the nose wheel can be checked by pushing the airplane back and forth with the rudder centered to determine that the plane follows a perfectly straight line.
The turning arc of the nose wheel is 30 degrees in either direction and is factory adjusted at stops on the bottom of the forging. The turning radius of the nose wheel is 13 feet.
The steering
arm
stops should be carefully adjusted so that the nose wheel reaches its full travel just after the rudder hits its stops. This guarantees that the rudder will be allowed to move through its full travel.
HANDLING AND SERVICING
ISSUED: JULY 13,1973
ARROW I1
PROPELLER SERVICE
The spinner and backing plate should be cleaned and inspected frequently for cracks. The propeller should be inspected before each flight for nicks, scratches, and corrosion. If found, they should be taken care of as soon as possible by a rated mechanic, because nicks and scratches cause areas of increased stress which can cause serious damage or loss of a propeller tip. The back face of the blades should be painted when necessary with flat black paint to retard glare to the pilot's eyes. To prevent corrosion the surface should be cleaned and waxed periodically.
OIL REQUIREMENTS
The oil capacity of the Lycoming engine is 8 quarts with a minimum safe quantity of 2 quarts.
It is recommended that engine oil be drained and renewed every 50 hours. The oil filter element should be changed every 50 hours of operation. The interval between oil and oil filter changes should not exceed a total of four 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.
I
The following seasonal aviation oil grades and seasonal ambient temperature ranges are
I recommended.
MIL-L-6082B MIL-L-2285 1
Mineral Average Ambient
Temperature
Ashless Dispersant
SAE Grades
SAE Grade
All Temperatures
Above 80°F
Above 60°F
30°F to 90°F
-
A
6 0
50
15W-50 or 20W-50
40
60 or 50
0°F to 70°F
0°F to 90°F
Below 10°F
40
3 0
2OW-50
40
30,40 or 20W-40
20W-50 or 15W-50
20 30 or 20W-30
When operating temperatures overlap indicated ranges, use the lighter grade oil.
NOTE
Refer to the latest issue of Textron Lycoming Service Instruction 101 4
(Lubricating Oil Recommendations) for further information.
FUEL SYSTEM
The fuel screens in the strainer and the injector will require cleaning every 5 0 hour inspection. The screen in the injector is located in the housing where the fuel inlet line connects to the injector. The fuel strainer, located ahead of the firewall, is accessible for cleaning by removal of the lower cowl. When the strainers are reassembled after cleaning, a small amount of grease applied to the gasket will facilitate assembly.
FUEL REQUIREMENTS (AVGAS ONLY)
A minimum octane of 1001130 Aviation Grade fuel must be used in the Arrow 11.
Since the use of lower grades can cause serious engine damage in a short period of time, the engine warranty is invalidated by the use of lower octanes.
I
HANDLING AND SERVICING
REVISED: JULY 30,1990
ARROW I1
I
The operation of the aircraft is approved with an anti-icing additive in the fuel. When an anti-icing additive is used, it must meet the specification MIL-1-27686, must be uniformly blended with the fuel while refueling, must not exceed .15% by volume of the refueled quantity, and to ensure its effectiveness, should be blended at not less than .lo% by volume.
One and one half liquid 02s. per ten gallons of fuel would fall within this range. A blender supplied by the additive manufacturer should be used. Except for the information contained in this section, the manufacturer's mixing or blending instructions should b e carefully followed.
CAUTIONS
Some fuels have anti-icing additives preblended in the fuel at the refinery, so no further blending should be performed.
Fuel additive cannot be used as a substitute for preflight draining of the fuel system.
FILLING FUEL TANKS
Observe all required precautions for handling gasoline. Fill the fuel tanks to the bottom of the filler neck. Each wing tank holds a maximum of 25 gallons, giving a total of
5 0 gallons of fuel.
DRAINING FUEL VALVES AND LINES
The fuel strainer, located on the lower left side of the firewall, is provided with a quick drain which should be drained before the first flight of the day or after refueling, to check f o r fuel contamination. If contamination is found, fuel should be drained until the contamination stops. If contamination persists after draining fuel for a minute, contact a mechanic to check the fuel system.
Each fuel tank is provided with a fuel quick drain to check for contamination. Each tank should be checked for contamination in accordance with the above procedure.
DRAINING FUEL SYSTEM
The bulk of the fuel may be drained from the fuel cells by the use of a siphon hose placed in the cell or tank through the filler neck. The remainder of the fuel may be drained by opening all the drain valves.
CAUTION
Whenever the fuel system is completely drained and fuel is re- plenished it will be necessary to run the engine for a minimum of 3 minutes at 1000 RPM on each tank to ensure no air exists in the fuel supply lines.
HANDLING AND SERVICING
REVISED:
JULY
For maximum service from the tires, keep them inflated to the proper pressure of 30 psi for nose tire and 27 psi for main tires. Interchange the tires periodically for even wear. All wheels and tires are balanced before original installation, and the relationship of tire, tube and wheel should be maintained upon reinstallation. In the installation of new components, it may be necessary to rebalance the wheels with the tires mounted. Unbalanced wheels can cause extreme vibration in the landing gear.
BATTERY SERVICE
Access to the 12-volt 25 ampere-hour battery is gained through the baggage compartment.
It is located just aft of the baggage compartment. The battery container has a plastic drain tube which is normally closed off. This tube should be drained periodically to remove battery acid which may have collected in the tube.
The battery fluid level must not be brought above the baffle plates. It should be checked every 30 days to determine that the fluid level is proper and the connections are tight and free of corrosion.
If the battery is not properly charged, recharge it starting with a rate of four amperes and finishing with a rate of two amperes. The battery should be removed from the airplane for charging, and quick drains are not recommended.
The external power receptacle, if installed, is located on the right side of the fuselage aft of the baggage compartment.
Refer to the Arrow I1 Service Manual for battery servicing procedure.
WINTERIZATION
For winter operation, a winterization kit is installed on the inlet opening of the oil cooler plenum chamber. This kit should be installed whenever the ambient temperature is 50°F or less. When the kit is not being used, it can be stowed on a bracket provided for this purpose on the outboard side of the oil cooler plenum chamber.
HANDLING
A N D
REVISED: JULY
30,1990
ARROW I1
THIS PAGE INTENTIONALLY LEFT BLANK
HANDLING AND SERVICING
ISSUED:
JULY
ARROW I1
FACTS YOU SHOULD KNOW
The Federal Aviation Administration (FAA) occasionally publishes
Airworthiness
Directives (AD'S)
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 the service. The
I 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 it 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.
Piper 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.
I
Service Letters
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.
I
Service Spares Letters
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, parts 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.
I
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 himself of
Piper Aircraft's support systems, should stay in close contact with an authorized Piper Service
Center or Piper's Customer Services Department so that he can receive the latest information.
If the owner desires to have his aircraft modified, he must obtain FAA approval for the alteration.
Major alterations
accomplished in accordance with Advisory Circular 43.13-2, when performed by an A & P mechanic, may be approved by the local FAA office. Major alterations to the basic airframe or systems not covered by AC 43.13-2 require a Supplemental Type
Certificate.
HANDLING
REVISED: JULY 30,1990
ARROW I1
The owner or pilot is required to ascertain that the following and in the aircraft. a. To be displayed in the aircraft at all times:
1. Aircraft Airworthiness Certificate Form FAA-1 362B.
Aircraft Papers
are in order
2. Aircraft Registration Certificate Form FAA-SOOA.
3. Aircraft Radio Station License Form FCC-404A, if transmitters are installed. b. To be 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.
Although the aircraft and engine logbooks are not required to be in the aircraft, they should be made available upon request. Log books should be complete and up to date. Good records will reduce maintenance cost by giving the mechanic information about what has or has not been accomplished.
PREVENTIVE MAINTENANCE
The holder of a pilot certificate issued under Federal Aviation Regulations (FAR) Part 61 may perform certain preventive maintenance as defined in the FARs. This maintenance may be performed only on an aircraft which the pilot owns and operates, and which is not used in air carrier or air taxi~commercial operations service
All other aircraft maintenance must be accomplished by a person or facility appropriately certificated by the Federal Aviation Administration (FAA) to perform that work.
Anytime maintenance is accomplished, an entry must be made in the appropriate aircraft maintenance records. The entry shall include:
(a) The date the work was accomplished.
'
(b) Description of the work.
(c) Number of hours on the aircraft.
(d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work.
HANDLING AND SERVICING
REVISED: JULY 30,1990
REQUIRED SERVICE AND INSPECTION PERIODS
The Owner Service Agreement which the owner receives upon delivery of the aircraft should be kept in the aircraft at all times. This identifies him to authorized Piper dealers and entitles the owner to receive service in accordance with 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). The 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 Service 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, or Airworthiness Directives issued by the FAA.
A Progressive 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 airworthiness is maintained. Complete details are available from Piper Aircraft Corporation.
I
In addition, but in conjunction with the above, the FAA requires periodic inspections on all aircraft to keep the Airworthiness Certificate in effect. The owner is responsible for assuring compliance with these inspection requirements and for maintaining proper documentation in logbooks andlor 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: JULY
30,1990
TYPE OF LUBRICANT
IDENTIFICATION
LETTER
A
B
C
D
E
LUBRICANT SPECIFICATION
LUBRICATING OIL. GENERAL
PURPOSE. LOW TEMP
LUBRICATING OIL AIRCRAFT
RECIPROCATING ENGINE
(PISTON) GRADE AS SPECIFIED
SAE 50 ABOVE 80°F AIR TEMP.
SAE 40 30'F TO BOOF AIR TEMP.
SAE 30 OD to 70'F AIR TEMP.
SAE 20 BELOW lO0F AIR TEMP.
HYDRAULIC FLUID
PETROLEUM BASE
GREASE. AIRCRAFT AND
INSTRUMENT. GEAR AND
ACTUATOR SCREW
GREASE. AIRCRAFT.
HIGH TEMP.
MIL-L-7870
MIL-L-6082
MIL-H-5606
MIL-0-23827
F
G
H
I
J
COMPOUND. SILICONE, SOFT
FILM
PARKER
W'
RING LUBRICANT
AERO LUBRIPUTE
FLUOROCARBON RELEASE
AGENT DRY LUBRICANT
GREASE -LUBRICANT
GEN PURPOSE AIRCRAFT
MlL-C-21567
MS-122
MILG-7711
PREFERRED PRODUCT
AND VENDOR
TEXACO MARFAK ALL
PURPOSE GREASE.
MOBlL GREASE 77
(OR MOBILUX EP2).
SHELL ALVANIA EP
GREASE 2
FlSKE BROS.
REFINING CO.
SPECIAL INSTRUCTIONS
1. AIR flLTER
-
TO CLEAN FILTER. TAP GENTLY TO REMOVE DIRT PARTICLES. DO NOT BLOW
OUT WITH COMPRESSED AIR OR USE OIL. REPIACE FILTER IF PUNCTURED OR DAMAGED.
2. BEARINGS AND BUSHINGS
-
CLEAN EXTERIOR WlTH A DRY TYPE SOLVENT BEFORE
LUBRICATING.
3. WHEEL BEARINGS
-
DISASSEMBLE AND CLEAN WlTH A DRY TYPE SOLMNT. ASCERTAINTHAT
GREASE IS PACKED BETWEEN THE BEARING ROLLER AND CONE. DO NOT PACK GREASE IN
WHEEL HOUSINQ.
4. OLEO STRUTS. HYDRAULIC PUMP RESERVOIR AND BRAKE RESERVOIR
ON UNIT
OA
COMAINER. OR REFER TO SERVICE
-
FILL PER
MAMJAl
SECTON II
5. PROPELLER
-
REMOVE ONE OF THE TWO GREASE FllTINGS FOR EACH BLADE. AWLY GFEASE
6. LUBRICATION POINTS -WIPE ALL LUBRlCATlON POINTS CLEAN OF OLD GREASE. 011 MRT.
ETC.
BEFORE LUBRICATING.
7. INTERVALS BETWEEN OIL CHANGES CAN BE INCREASED AS MUCH AS 103% ON ENGINES
EOVIPPED WlTH FULL FLOW (CARTRIDGE TYPE) OIL FILTERS. PROVIDED THE ELEMENT IS
REPLACED EACH 50 HOURS OF OPERATION.
SPECIAL INSTRUCTIONS
(cont)
8. RECOMMENDED FOR USE WHEN OPERATING AT TEMPERATURES BELOW 20eF.
9. 'O"
RING. CONTROL SHAFT BUSHlN(3
-
DISASSEMBCE
'W'
RING RETAINER PUTES FROM
INSTRUMENT PANEL. LUBRICATE 'WRING AND REASSEMBLE.
10. GREASE HOLES REQUIRE A NEEDLE TYPE ADAPTER ON THE GREASE GUN NOZZLE.
MTmXIT TEFLON SLEEVES SHOULD FIRST BE CLEANED WITH A DRY TYPE W E N T THEN
LUBIWATED WITH ML-L-7870 LUBRICATING OIL
NOTES
1. PILOT AND PASSENGER SEATS
-
LUBRICATE TRACK ROLLERS AND STOP PINS AS REOUIRED.
(TYPE OF LUBRICANT: "A')
2. WHEEL BEARINGS REQUIRE CLEANING AND REPACKING AFTER EXPOSURE TO AN
ABNORMAL QUANTITY OF WATER.
3. FUEL SELECTOR VALVE
-
LUBRICATE SELECTOR VALVE AS REQUIRED. REFER TO PIPER
SERVICE LETTER NO. 351
4.
SEE LYCOUNG SERVICE INSTRUCTIONS NO. 1014 FOR USE OF DETERGENT OIL.
5. ON AIRCRAFT EQUIPPED WITH BACKUP GEAR EXTENDER.
CAUTIONS
1. DO NOT USE HYDRAULIC FLUID WITH A CASTOR OIL OR ESTER BASE.
2. NO NOT OVER-LUBRICATE COCKPIT CONTROLS.
3.
DO NOT APPLY LUBRICANT TO RUBBER PARTS.
EXAMPLE
S
WMLNOATURE
Cherokee Arrow
11
CERTIFIED DUPLICATE
PILOTS OPERATING MANUAL

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